The Bulletin – January 1971

E.V.BEEBY

J. BEER

J. BIRKS

C.L. DAVillS H. GRIFFITHS D.HALL S. W. D. HARRIS G.H.HARVEY

THE ASSOCIATION FOR PETROLEUM ACTS ADMINISTRATION

Chairman: R. E. J. RODEN Vice-Chairman: J. SHORT

Rugby R.D.C. 2071

Worcester City 23156 Chesterfield B. 2825

G.L.C. Hornchurch 40794

Walsall C.B. 25661

Newcastle-under-Lyme B. 60161

Gloucester R.D.C. 26223

Dudley C.B. 55433 C. R PESKETT

Hon. Secretary:

Council: W. HETHERINGTON J. W. HEWISON B. HODGSON R. P. HOLDAWAY K.C. HUGHES T.KERR H. R. MELLOR C. T. PEACOCK Godalming B. 6191/4

Officers:

ANGLIA CUMBRIA

EAST MIDLAND NORTHERN NORTH WESTERN SCOTTISH SOUTH EASTERN SOUTH EAST MIDLAND Vo,TESSEX AND SOUTH WALES WEST MIDLAND

YORKSHIRE

Hon. Electrical Adviser: J. A. SHARP,

Hon Legal Adviser: P. D. WADSWORTH,

Witney U.D.C. 3241

Havant and Waterloo U.D.C. 6311 Wigton R.D.C. 2133/5

Shrewsbury B. 55813/4 Stafford B. 3507

Glanford Brigg R.D.C. Brigg 2441/5 Blackpool C.B. 23848 Hemsworth R.D.C. Brierley 301

Hon. Treasurer: J. W. FRill J. S. FORMAN 14 GEORGE R?AD, SOLIHULL, WARWICKSHIRE Sohhull 021-705 7102

Hon. Editor: B. W. THACKER

Liaison Officer: G. N.DEAN

Branch Secretaries: J. W. FRill, B. HODGSON, , J. BIRKS, B. W. C. THACKER, H. R. MELLOR, J. SHORT, 0 C. R. PESKETT, R. E. DUST, R. HUNTINGTON, G. H. HARVEY, C. T. PEACOCK,

Talking Point

Who's to Follow

Since the very first issue, 'The Bulletin' has been published with Mr. R. P. Holdaway as Editor. Under his direction, the journal of the Association has kept pace with its national growth, reflecting all shades of opinion in the world of petroleum, and over the years has moved from a limited field to one which is now truly national.

So much progress in so short a time cannot be achieved without a great deal of effort and we recognise the outstanding service that Bob Holdaway has rendered to this Association.

Regretfully he has now relinquished his position as Hon. Editor and he leaves his post with our most sincere thanks and the hope that we can follow his example, if not his style.

OTTO surfaced through the pipeline in 1965 and has been a regular contributor since. Now the supply from this light hearted but informative source has ended. In thanking OTTO for all his past efforts, perhaps one might ask, that on occasion he look into his pipeline and maybe find some further comment on petroleum affairsin our experience, pipelines are never completely empty.

'notes and news '

New Members

Depwade Welt on

Officer Member

R.D.C. R.D.C. Norfolk Lincs. H. H.

Mr. S. Worsfold, G.L.C., 3 Firs Park Gdns., Winchmore Hill, N.21 2PX.

Associate Members

Mr. F. L. West, F.I. Pet., M.I.I.S.P., L.I.F.E.,

Mr. R. J. Mann, A.M.A.S.E.E.,

Retirement

Mr. S. C. Hazell, M.I.M.I., Chief Fire Officer, Bath, after 39 years of service.

Mr. H. J. Mead, Surveyor and Chief Public Health Inspector, Epping U.D.C.

We wish these gentlemen a long and enjoyable retirement.

Appointment

Mr. W. E. Buxton, Deputy Chief Public Health Inspector, Epping U D C., has been promoted to Chief Inspector.

Congratulations

Mr. J. J. Unsworth, M.I.Fire.E., F.I.C.D., Chief Fire Officer, Halifax, has been elected President of the Institute of Fire Engineers.

Obituary

We regret to report the death of Mr. W. A. Walker, Chief Inspector, Weights and Measures, Scarborough.

Annual General Meeting, 1971

The Annual General Meeting for 1971 will be held on 6th April, and for the first time in Scotland. The venue. is Paisley, this being the authority represented by the ChaIr man elect, Mr. J. Short

British Standard 2869

Revision of BS 2869 (Petroleum Fuels for Oil Burners) which is published by British Standards InstitutIOn covers two categories of domestic burner fuel. A new category has been introduced for fuels suitable for free standing flu e le ss domestic burners,

Self-Service Stations must have Operator

Southampton City Council's Public Safety Committee has turned down three applications to install pound note and COin-operated self-service petrol pumps, because of the danger in a built-up area of a pump mechanism sticking and petrol continuing to pour out, without any attendant on hand to take the necessary action

The Council has encouraged the development of attended self-service filling 'stations, however, in which the activities of customers are supervised by anoperntor stationed at a remote control point. There are ten of these filling stations operating at the moment, three are planning to open in the near future and several others are at the drawing board stage.

Oil Down the Drain

The tempvation to let old engine oil run down London'S drains while servicing oars is causing concern. A report before the London Boroughs' Association says the dumping of car i.n the drains has become a common practice, although It IS an offence. Some gullies near lock-up garaaes have been found full of oil. '"

A. working party of the Association of London Borough Engineers and Surveyors, which drew up the report says that oil .interceptors should be made standard on dra'ins at all parkmg and garage areas where cars might be serviced. Rec.eptac1es and a disposal service for waste oil is also deSirable.

The working party, set up to find out why water-courses were getting increasingly polluted by oil, found that the worst cause of oil pollution was the accidental overfilling of storage :anks. A problem which was made Worse by road tankers be m? too far from the tank for the operator to see how much 011 had gone in. This problem could be overcome by legal powers which would ensure protective walls were built around oil storage tanks.

Flame-Proof Inspection Lamp

The most widely used of the Westai r flame-proof range th Type K Hand Inspection Lamp is an 8} x 2i stick e model weighing only lb. pe Fed by five core 14/.0076 PVC sheathed cable incorporat_ ing tin copper braiding and an internal strain cord the lamp contains a 12" 8 watt miniature bi-pin fluorescent tube fitted against a white reflector inside toughened glass which is protected by a ribbed casing in alloy to SpeCification LM6. The lamp handle contains a flame-proof termination compartment, and both these and the head of the lamp are equipped with PVC buffers for added protection.

Because of the low operating temperature of fluorescent tubes the Type K may be used in temperature range Z environment (50 0 C maximum allowable temperature rise) and has received wide international acceptance from the petroleum industry. Features of this fitting are ease of re lamping, versatility , and long active life in rough and corrosive environments

Mr. C. R. Meek, V.I.P. Petroleum Ltd.,

The City Engineer, Ndola City Council,

Growing List of Data Sheets

Readers may like to be reminded that the following Fire safety sheets have been published to date :-

Portable Fire Extinguishers : How to choose (FS 6001) Siting, care and maintenance (FS 6002)

Fixed fire-extinguishing equipment: The choice of a system (FS 6004)

Flammable liquids and gases : Explosive hazards (FS 6011) Explosive control (FS 6012) Ventilation (FS 6013) Electrical equipment (FS 6014)

Others are now in course of preparation. These sheets are obtainable from the Fire Prevention Information and Publications Centre, price Is. (5p) each + 6d. (2!p) postage per copy.

Increase in Accidents

A disturbing increase is noted in the number of incidents at petrol filling stations in which pump attendants suffered serious injury when petrol-splashed clothing became ignited, says H.M. Inspectors of Explosives in their report of 1969.* Seven cases were reported of filling station attendants being burned in this way. In 1968 there was one such incident.

The report comments: 'These are incidents which, if proper advice had been given by the employer, should never have happened'.

The report notes an increase in the number of accidents involving petroleum and petroleum mixtures, 82 accidents (67 in 1968), resulting in 78 injuries (62 in 1968) and 11 deaths.

'Do it yourself' activities led to a number of incidents and the report emphasises that many adhesives are petroleum based mixtures which should be treated in accordance with the warning label.

The report draws attention to Section 13 of the Petroleum (Consolidation) Act 1928 which sets out the circumstances under which the Secretary of State must be inforl1u:d 'forthwith' of certain accidents. Many of these accidents, when fully investigated disclose matters of technical importance to the petroleum industry as a whole, and it is cnly by prompt attendance at the scene that a complete enquiry can be mounted. The report asks for the assistance of the licensing authorities in drawing the attention of their licensees to these points.

During the year notifications were received of 35 l:onvictions under the Act, the majority of cases iI;volving 'llegal and improper keeping. The report adds that it would helpful if all local authorities would notify H.M. Inspector of Explosives of convictions under the Petroleum (Consolidation) Act 1928.

* Report of H.M. Inspectors of Explosives for 1969. House of Commons Paper 129, Price 5s. (25p) H.M. Stationery Office.

Non-Spill Cleaning Fluid Container

Offering a means of reducing the fire hazard when flammable solvents are used for cleaning purposes, the Flameguard is a squat cylindrical container with a hinged and tightly sealed lid and carrying handle. The latter is also designed as a lever to lift the lid when operated by hand or foot. Inside the top of the container is a concave skirt with a rolled edge and held tightly against this is a perforated plate guarded on the under side by flame safety gauze so that when closed the flammable liquid is completely isolated.

To moisten a cleaning rag the perforated plate is depressed until below fluid level so that the fluid wells up through the perforations. When pressure is released the plate returns to the closed position, surplus fluid drains back and the main liquid drops.

The suppliers are Headwood Limited, 16 Roxburgh Croft, New Cubbington, Leamington Spa, Warwickshire.

Honorary Secretary's Notes

Arrangements for the Advanced Seminar to be held at Derwent College, York University, on 4th-7th July, 1971, are nearing completion.

A full programme has now been negotiated and the details are as follows ;Advanced Petroleum Seminar to be held at Derwent CoIlege, York University, on 4th-7th July, 1971

Sunday, 4th

Arrival 5.00 p.m. Dinner 6.30 p.m. Course introduction by Chairman and Liaison Officer, 8.30 p.m.

Monday, 5th

9.30 a.m. 11.00 a.m.

Safe Handling of Petroleum Spirit at Distributing Depots and Terminals by John R. Hughes, B.Sc., F.l.Inst.Pet., B.P. Refinery (Kent) Ltd. 11.30 a.m. 1.00 p.m.

'Conveyance of Inflammable Liquids'. F. H. Walmsley, H.O.C. Division, I.C.I.

2.30 p.m. 4.00 p.m.

'Distribution of Inflammable Liquids by Pipeline' W. M. C. Jones, Ministry of Technology (Industry Group) Petroleum Division.

Tuesday, 6th

9.30 a.m. 11.00 a.m.

'Basement and Multi-Storey Car Parks'. W. C. R. Dale, G.L.C.

11.30 a.m. 1.00 p.m.

'Exploration, Production and Refining in the Petroleum Industry'. H. Jagger, Esso Petroleum Co.

2.30 p.m. 4.00 p.m.

'Future trends regarding Self-Service and Administration as developed on the Continent of Europe' by Herr J. M. Dopner, Chief Engineer, B.P. Germany.

Wednesday, 7th

9.30 a.m. 11.00 a.m.

'Liquified Petroleum Gas'. Paper to be given either by G. J. Jeacocke, M.Sc., Ph.D., F.R.I.C., Home Office Inspectorate or a representative from the Department of Employment and Productivity.

11.30 a.m. 12.30 p.m. Course Forum.

Fee £18.10s.0d.

Members who wish to attend this course are requested to inform the Honorary Secretary when they are in a position to do so. It is appreciated that many members will not be able to obtain sanction to attend until their various employing committees agree and therefore these members will be at some disadvantage if Council had adopted a first-comefirst-served policy. In view of the fact that the provision of an advanced seminar is a new venture for the Association, and it is anticipated that applications will be heavy, it has been decided to adopt a new and, I think, fairer, method of allocating places for attendance. Members now have until 1st April, 1971, to apply. Shortly after this date a small subcommittee will meet and allocate places on the basis of a fair representation from each type of authority, i.e., Public Health, W. & M., Fire, Engineers, etc. If, as we anticipate, the course is over subscribed, a second selection will then be made, and those members will then be given preference for a place on the 1972 course in the likely event of this being arranged. I will apologise in advance to those members who may be disappointed in missing the first seminar in 1971, but assure them in advance that we will have been as fair as it is possible to be in our selection, and that perhaps they will take consolation in knowing that they will be included in number two.

Notes:

1. Please do not send fee until requested to do so.

2. This course may attract grant on application to the Local Government Training Board, by the licensing authority.

Deliveries of water were made from Compartments 2, 4, 5 and 6 of a 6 compartment tank wagon into a new underground tank whose fill pipe was provided with a liquid seal, (also water). Dip readings of the tank wagon compartment, and readings of the pressure in the ullage space of the underground tank were taken at half minute intervals. The time for total delivery from each compartment was not easy to estimate as it is almost impossible to define the exact point at which delivery ceases. I thought it more accurate to base the relative speeds of delivery on the quantity delivered in three minutes.

The following shows the results :_ Vent Vent T.W. Compt. Ir' Gauzed 2" Gauzed 2 950 galls 965 galls 4 900 960 5 975 1040 6 810 900

Vent 1r' Not Gauzed 955 galls 950 1025 875

Underground tank max. ullage pressure inches water gauge. 2 22 10 13 4 23 10 13 5 26 12 16 6 22 10 12

All fittings were new and the vents were identical except for sizes and caps.

The results show that for each compartment the 2" gauzed vent allowed the fastest delivery. The difference is marginal however, shown as a percentage it is as follows: T.W. Comp. I f' Gauzed 2" Gauzed If' Ungauzed 2 100 101.6 100.5 4 100 106.7 105.6 5 100 106.7 105.1 6 100 111.1 108

Thus I agree with Mr. Wallace, that the installation of 2" ha.s no but I cannot agree that termmatmg vents with wire balloons instead of gauze 'considerably assists the rate of discharge'. It has even less effect the 2" His observation about gauzes being with dust IS probably true, but this was not tested, neither were any of the tests made with a 2" vent cap 0 a I!,' vent. I respectfully suggest that this should not been included in the summary of the results of the tests.

There was a consistent variation in delivery rates between the different compartments which was greater than that for the different vents . This would lead one to suspect that the Oil Companies could obtain better delivery times by paying more attention to the tank wagon valves, etc.

letters .

Petroleum Spillage during Operations

The time taken to get the tank wagon in position Was considerable in relation to the actual time of delivery. More attention to site layout might be more 'productive'.

In short I am far from convinced that the vents or their gauzes are a material factor in relation to delivery times and I can see no reason for altering the existing practice. '

G.L.C.

C. L. DAVIDS.

I would like to reply to Mr.

(Shell Mex & B.P., October Bulletin) .

I was present when the tests he refers to were carried out. Your readers may be interested in the results.

N. Wall ace

FIRE AT CONOCO LTO.

Undercliff Road, Turnchapel, Plymouth, on 9th April, 1970

By R. HAVERY, M.!. FIRE E., Chief Fire Officer, City of Plymouth

Before the 1914-18 War, the site covering 6.5 acres was part of Hooe Lake Quarry The first oil tanks were erected on the site in 1911 by the War Office. In 1941 the site was bombed and five tanks caught fire During fire-fighting operations a 'boil-over' occurred and two firemen were . killed . Escaping oil flowed into Hooe Lake and the surface of the Lake was on fire.

In 1942, three tanks, each of 4,600 water tons, were built on the site. Plymouth City Council has never been able to obtain plans or specifications showing the construction of these tanks. The depot remained in Admiralty hands until May 1965 when the Admiralty entered into an agreement to hire the three tanks to Continental Oil (U K.) Ltd , for a period of 12 months, this period to be extended by mutual agreement for a further 12 months, subject to 6 months notice being given

The tanks were served by a self-contained pipe-line system and pumphouse; the pumping equipment was not, however, flameproof and was unsuitable for low flash point products. In the circumstances it was agreed and understood that CONOCO were to install their own pumps and would make no use of Navy Dept. pumping equipment It was agreed that CONOCO intended to use the tanks and pipelines for two grades of motor spirit and one grade of gas oil.

Prior to 1965, the land being owned and occupied by the Crown, the local authorities (Devon County Council and Plympton St. Mary R.D.C.) had little to do with the site. The use of the site by CONOCO required planning permission for the storage of petroleum in underground tanks, and for one 12,000 gallon tank above ground . No conditions were attached to the planning permissions. Later in 1965 the R.D C. granted planning permission (in response to an application and plans showing only a small office and cesspit) for 'construction of oil storage depot'. Only one condition was imposed, viz., 'the bund to be provided around the 12,000 gallon high octane tank shall be 10 % greater capacity than that of the tank itself'. Under the Plymouth Order, 1966, the site came under the jurisdiction of Plymouth City Council for both planning and petroleum licensing purposes on 1st April, 1967.

At the time of the incident the site contained the following storage t a nks :

(a) Three 1,000,000 gallon tanks, two containing petroleum spirit and one D.E.R.V. Each tank is 105' 2" diameter and 19' 5" from the floor of the tank to the underside of the roof. The bottom and sides are of welded steel plate encased in concrete about l' 4" thick. The roof is reinforced concrete, l' 1" in thickness, supported by the 32 steel stanchions evenly spaced throughout the inside of the tank and also by the steel shell and

concrete encasement of the tank. The whole is covered with banks of shale and earth although small sections of the concrete 'skin' can be seen in places. (plate 1).

(The fact that the roof is of concrete slab was ascertained only when the affected tank was de gassed and cleared after the occurrence. Up to then it was assumed that the roof was of steel construction).

(b) One 12,000 gallon tank of high octane spirit.

(c) Two 600 gallon above ground tanks containing Diesel.

The Explosion and Fire

The first call was received by Exchange Telephone 999 at 0458 hours. The caller reported a fire at Continental Oil Co , Barton Road, Turnchapel.

The first attendance comprising 2 Multi-Purpose Appliances, 1 Emergency Salvage Tender and 1 Hose Foam Tender was sent immediately.

The Chief Fire Officer, Deputy Chief Fire Officer and Duty Officer were informed and went on immediately

A se cond call was received at 0459 hours from the Police Private Wire reporting an explosion at CONOCO. An ambulance was ordered immediately.

A third call was received by Exchange Telephone 999 at 0501 reporting a fire and explosion at CONOCO

On arrival at the incident at 0506 hours, the Sub Officer in charge of the first Multi-purpose Appliance sent a message Make Pumps 3.

At 0506 hours a further 999 call was received.

At 0511 hours, the Station Officer in charge of the incident made Pumps 4. A fourth Pump was sent. The Fireboat was sent in addition.

At this stage it was not apparent that there had been a leakage of petroleum spirit. A timber store, approximately 20' x 10' was severely damaged by explosion and well alight. The concrete office block, approximately 30' x 12' was damaged by the explosion and well alight, and the base of the earth banking was alight along the whole length of the north side. Three jets were in use. The Duty Officer took charge of the incident at 0530 hours. By this time it was reported that a male person had been removed to hospital.

The Chief Fire Officer booked in attendance at 0530 hours and took charge of the incident at 0535 hours.

It was now ascertained that a fire was burning at the base of No. 2 Tank in the underground chamber.

Two 1,500 AGNs were laid on and additional stocks of foam were ordered on.

At 0556 hours the Chief Fire Officer sent back a message stating the possibility of a large explosion and that oil may pollute Hooe Lake and to inform the City Engineer, Cornwall River Authority, Police and Drainage Authority.

It was now ascertained that there was a leak from Tank No. 2 (4,600 tons). One foam branch was got to work in the valve chamber and the fire extinguished. Almost immediately there was a build up of petrol fumes and four men were donned in B.A. to work in the compartment.

It was decided by the Chief Fire Officer that the best course of action would be to discharge the contents of the tank to a sea-going tanker, and the Depot Manager was requested to arrange for a tanker to come and empty the affected tank. He immediately got in touch with his Head Office regarding this.

The Chief Fire Officer also decided to provide foam and water cover to the installation in order to cofine any fire due to spillage and to protect the Loading Gantry and the 12,000 gallon high octane tank.

At 0704 hours, the following information was sent back to control :-

This is an Admiralty installation, no plans on site, Manager's knowledge extremely limited. Endeavour to obtain plans from Admiralty and details of the drainage system from the City Engineer. City Engineer, and Petroleum Officer required. If major explosion occurs, the adjoining 12,000 tons Naptha tank belonging to the South West Gas Board could be involved.

The following were informed :South Western Gas Board. Admiralty. City Engineer. Deputy Petroleum Officer.

By now fire was burning on the opposite side of the installation (Weighbridge side) to which the original fire occurred. The situation was highly dangerous and the Company's Road tankers were removed from the installation by the Company's employees.

By 0737 hours there was a leakage of petrol into Hooe Lake and a message was sent back to advise all industrial concerns who draw water from the river for cooling purposes, especially South Western Electricity Board, 'B' Power Station.

The Police informed Control that all other installations would be informed.

The City Engineer's representative visited the site at 0741 hours and at 0742 hours there was a series of minor underground explosions.

At 0743 hours the Management confirmed arrangements had been made for a sea-going tanker to take on the contents of the affected tank.

By 0811 hours, the Police had informed the Queen's Harbour Master, Admiralty Police, Cattedown Wharves, Mountbatten and Cattedown Joinery Works of the sItuation.

A further message was sent to Control at 0905 hours that petrol. appeared to be spreading on Hooe Lake and police were mformed to advise occupiers of all property bordering the Lake to extinguish naked lights.

At 0920 hours, the situation was static. Fire at the base of the !ank had been extinguished, and the tank chamber was bemg filled with Hi-Ex. foam, the underground fires w.ere allowed to burn, and the use of B A h d been dlscontmued. . . a

A Danish tanker 'Billesborg' was alongsI·de t . I 10 a approxy 30 hours. The master was seriously concerned WIth regard to. the safety of his vessel and would not loadmg from the affected tank. He requested the ChIef FtIrhe Officer. to go aboard to talk to the crew and answer elr questIOns as to the danger. This the Chief Fire agreed to do, however, on completion, the Master decIded would not commence loading until he received confirmatIOn from the owners of the vessel.

At 1226 hours an occurred in the valve chamber of the affected tank. The HI-Ex. foam seal was blown d fi k out an SIX remen were nocked over by the bla t Th h b . d· IS. e c am er was Imme late y re-sealed with Hi-Ex. foam.

At 1312 the tanker, 'Billesborg' left its berth as the Captam conSIdered the position too dangerous a d proceeded to anchor in Plymouth Sound. The fire was static but the Police were advised by the Fire Officen in view of the last explosion to introduce evacuation of th! nearest residents.

At 1433 hours two Management Representatives arrived from London and made arrangements for the ship to return alongside and take on SPIrit from the affected tank.

A further explosion occurred in the valve chamber of the affected tank at 1900 hours. This damaged the Hi-Ex generator and again opened up the foam seal. A Hi-Ex. unit on loan from Cornwall Fire Brigade was set in and the seal once again replaced.

By now the 'BilIesborg' was again alongside, but the Captain would not take spirit aboard until negotiations between the CONOCO and the ship's owners had been completed.

.,

The Captain of the Port Dept., H.M. Dockyard, Devonport, had completed laying an oil boom across the entrance to Hooe Lake at this time. (Plate 2).

At 2204 hours negotiations with the ship's owners had been successfully completed. Adjustments had to be made to the pipeline before spirit could be taken aboard. The non-return valve in the pipe-line was wedged open as it could not be removed. During this operation, about 100 gallons of spirit was spilt on the quayside. Firemen stood by with foam branches and laid a blanket of foam on the spil t petrol.

At 0035 hours on Friday 10th April another explosion occurred in the valve chamber again breaking the seal. The chamber was immediately refilled with Hi-Ex foam.

By 0125 hours, the transfer of spirit from the affected tank to the ship's tanks was commenced.

At 0210 hours small fires broke out in the banking on the Weighbridge (South) side of the installation.

At 1020 hours the Chief Fire Officer sent the following message ;-

'Danger of explosion could be increasing, flow of petrol on Hooe Lake seems to be increasing. Inform Police to extinguish all lights around Hooe Lake. Inform H M. Inspector of Explosives at Home Office'.

At 1403 hours flames were still continuing to issue from the north side of the banking and intermittently from the south side. Foam branches were increased to 12.

At 1615 hours all flames died out. Up to this time petrol vapours had been allowed to burn continuously in the pit of the Weighbridge.

The tanker 'Billesborg' left Turnchapel Wharf at 1800 hours. Destination Fawley. The Master stated that the discharge by gravity from the affected tank had ceased. His vessel was not quite fully laden and it was therefore assumed that the level of the liquid had dropped below the level of the swing arm.

At 0940 hours on Saturday 11th April, fire again broke out on the Weighbridge (South) side of the banking and this was extinguished by 1630 hours.

Re-ignition occurred in two places near the Weighbridge at 2135 hours and continued to burn intermittently until 1015 hours on Sunday 12th April.

From now on explosimeter readings were taken at regular intervals and the readings ranged from 100% in places to nil in others.

On Monday 13th April at 1330 hours, 4 ground monitors were brought into use to cool the Weighbridge (South) side of the banking. This cooling was continued for approximately 24 hours.

Whilst the four monitors were in use it was found that the Weighbridge Pit was filling with water. The level of this water was kept down by the use of an ejector pump. This was considered necessary in order that all petrol vapours could escape easily.

A tank dip taken by CONOCO representative at hours on Wednesday 15th April gave the followmg results ;-

3' 6" of liquid in the tank (approximately 190,000 gallons). This includes 9/10" of water (4,050 gallons). There was a total of 635 tons of liquid left in the tank.

A tank ship was ordered and was due to arrive at noon on Thursday 16th April, to load the remainder of the contents.

Further dips were taken by the CONOCO at 2030 hours on 15th April, at 1050 hours on 16th Apnl, and at 1120 hours on 17th April. The quantity in the tank remained unchanged.

At 1615 hours on 17th April the oil tanker 'Quarterman' arrived at her berth, and at 1747 hours commenced taking on the contents of the affected tank. She left the Wharf with 540 tons (150,000 gallons) for discharge to Esso Depot at Cattedown Wharf.

The tanker returned at 0618 hours on Saturday 18th April and pumped 100 tons of water into the affected tank in order to raise the level of the petrol in the tank.

At 0843 hours a dip was taken and registered the following readings ;-

Total dip of liquid in tank Depth of water in tank Depth of petrol in tank

1'6!" 9" 9!"

The tanker commenced loading again at 0850 hours and completed at 1115 hours

At 1129 hours a firm of tank cleaners commenced work on removing the manhole covers from the top of the tank. This was supervised by CONOCO's Fire and Safety advisor.

A further dip was taken at 1215 hours with the following results ;

Total dip of liquid in tank

Depth of water in tank

6 3/10" 2 3/10" 4" (approxi mately 18,000 gallons).

Plate 2 Oil Boom acros, Hooe Lal,e

By 1342 hours the Company's employees were ready to fit an adaptor to the base of the tank in order to drain off the remaining 63/10" of liquid into their road tankers. The foam seal in the valve chamber was cleared. A Nil reading was registered on the explosimeter in the chamber.

By 1847 hours the Company's representatives had opened two hatches and attempted to pump out the residual liquid from the tank. They were donned in B.A., Fire Brigade personnel stood by purely as a precautionary arrangement.

At 2038 hours the Chief Fire Officer sent a message to Control. Attempts to draw off residual petroleum spirit by Oil Coo's Engineers have failed. No further attempts will be made tonight. Two manhole covers previously opened have been sealed with salvage sheets by Oil Coo's representatives. Situation remains static. Fire Brigade personnel will remain on a watchini brief.

At 2050 hours, the Chief Fire Officer instructed the Chief Superintendent of Police that no vehicle is to pass the entrance to the Weighbridge Road by Hooe Lake on the East side or the entrance to the Boom Defence, Turnchapel, on the North West side. No torches or lights to be used other than the flameproof type. Walkie Talkie and wireless sets to be withdrawn.

Two representatives from Fawley Engineering arrived on the site early on Sunday morning 19th April, to empty the product and gas-free the affected tank. This was done in consultation with CONOCO officials and their Fire and Safety advisor. The Fire Brigade stood by purely in case of accident.

The engineers fitted ejectors to the 2 manholes at the top of the tank and having got these to work they remov:d the covering from the manhole at the base of the tank In the valve chamber.

At 1109 hours the discharge of liquid from the tank to the road tanker was commenced and went ahead satisfactorily.

At 1749 hours a dip was taken and showed the following:-

Depth of water 1r'

Depth of petrol 1i"

At 1827 hours the Chief Fire Officer sent the stop message. It read :-

'Stop for Continental Oil Depot, Turnchapel, a fuel tank of 4,600 water ton capacity containing approximately 1,000,000 gallons petrol slightl?, damaged by fire, an unknown amount of petrol which leaked from tank destroyed by fire. A building of two floors approximately 30' X 12' used as office block, ground floor severely damaged by fire and explosion, first floor slightly by explosion. A single storey wooden building, approximately 20' x 10' used as store completely destroyed by fire and explosion. 1 foam branch, foam 1i ground monitors with fog maJors, 3 Jets, 4 B.A. In use. further foam branches laid on. Fire out'.

At 1831 h'Ours a further message fr'Om the Chief Fire Officer read :-

'All spirit expected t'O be pumped from the affected tank tonight and de-gassing of tank will continue. Inform P'Olice as tank de-gassing is considered a normal oil installati'On operati'On that the Fire Brigade and Oil C'Ompany representatives c'Onsider that the emergency is now 'Over and evacuees can be all'Owed t'O return to their homes. Thanks to all concerned. Inform Dockyard Auth'Orities 'Of the PQSition and request them t'O rem'Ove the 'Oil boom across H'Ooe Lake and arrange collectiQn 'Of foam cQmpound at their convenience. Inform Ambulance Contr'Ol 'Of anticipated stand down at 2100 hours tonight'.

At 2139 hQurs all Fire Brigade persQnnel and appliances had left the incident.

The Cause

FrQm investigations carried 'Out it appears that an emplQyee 'Of CONOCO reported for wQrk shQrtly befQre 0500 hQurs on 9th April, 1970. As the main gate was l'Ocked, he entered the Depot via a hole in the iron fencing. There was a strQng smell 'Of petrol, but he did not consider this abnormal, as he was aware that the tank had been filled 'Onlv a few hours earlier. He remembers turning on the bulkhead light on the Qu.tside of the Office block. The frQnt 'Of the grQund floQr 'Of thiS blQck was used as a rest room and switch room, and the rear part was used as a fQreman's 'Office. He entered the rest rQom and the next thing he remembered was cQming to and finding himself struggling to get 'Out frQm under a metal IQcker. The place was 'On fire. He dQes not remember switching 'On the light in the rest rOQm. This is nQt unusual as the lig?t is more often than not left switched on all night for secunt?, reaSQns. He had nQ reaSQn to switch 'On any appliance. T.he cQffee vending machine was always SWitched on. He did nQt usually switch 'On the electric fire as it was his practice to wear two pairs 'Of trQusers and a numb.er 'Of cardigans'. He stated that it was his usual practice to:-

(a) Put his jacket 'On the back 'Of a chair, (b) get a cup 'Of cQffee from the machine, and (c) sit dQwn and light up a cigarette.

Having left the building, the next thing he rememb t · rh' ers was mee mg a po Iceman at t e JunctiQn 'Of Barton R d HOQe Road, a distance 'Of about.! mile frQm the De;:t. HIS hands were severely bUrned, hiS face slightly bUrned He had only one shoe (the other was fQund in the re t rQQm). He did nQt have his jacket with him. s

It would appear therefQre that this employee did in fact enter the rest room and probably did put his jacket 'On the back of a chair. A possible cause of the explQsion and fire was a spark from an electric switch, but if this was the cause, it is possible that the man would have been blown out the door when he switched on and would not have time to take off his jacket. It is more likely that he entered the rest room, found the light on, removed his jacket and lit a cigarette with his lighter. The lighter was found on the floo of the rest room. If the flame from the lighter was not th; source of ignition, it is more likely that the lighter Would be on the person or in his jacket. The burns on his hands anC: face indicated that his hands were in front of his face when the flash occurred. Having looked at all the eVidence, it has been concluded that the supposed cause was 'Flame from cigarette lighter ignited vapours of petroleum spirit that had leaked from storage tank'.

The Cause of the Leakage

When the tank was de-gassed and cleaned, it was discovered that the roof comprised a concrete slab I' I" thick as previously described. The upper parts of the steel shell were pitted and the metal flange at the top of the tank had about 50 holes drilled in it. The top flange also showed signs of corrosion.

It was also determined that the tank had over the years tilted 4.1:" towards the north-west side.

1,000 tons of petroleum spirit were pumped into the tank the night before the explosion. Pumping was completed at 0130 hours on 9th April, 1970. The management stated that this brought the level of the liquid in the tank to 2' 0" higher than it had ever been since they took over the site. They estimated that the level was 18' 11r' although a dip had not been taken when the 1,000 tons had been put into the tank. It is usual to leave the contents to settle down before a dip is taken. The dip is taken at the centre of the tank.

The estimated level of 18' 11r was only 5f' below the top of the walls of the tank. Taking into account the tilt of 4r' in the tank, the turbulence in the petroleum spirit during filling operations, the porous nature of the roof of the tank and the fact that the roof was just laid on top of the tank and not secured to the shell of the tank. it is reasonable to assume that the petroleum spirit could have slopped over the top of the tank and drained into the banking of earth and shale. It is also reasonable to assume that

some of this spirit flowed back to the valve chamber at the bottom of the tank via the gap between the metal shell of the tank and the concrete protective surround. There was evidence of a gap of about 1f' at the valve chamber.

I" depth of spirit in this tank equals 5,000 gallons approximately. The Management have estimated that 3,272 gallons were lost.

P.C.A. (General Engineering) Ltd., who carried out an independent survey of the tank state that 'maybe as much as 125,000 gallons were lost'.

Water

Since the affected tank was first used for the storage of petroleum spirit, a water bottom of 5" has always been maintained.

This water bottom was reduced to 9/10" after the Danish tanker 'Billesborg' has taken away her load. It is reasonable to assume therefore that she also took 4 1/10" water, but it was reported from Fawley that no water was delivered there.

When the tank was being emptied, the swing arm was fully 'down' which left a clearance of between 6" and 7" between the arm and the base of the tank. It is also interesting to note, even when the water in the tank was increased to 9" that after the 'Quarterman' had taken on her load, only 2 3/10" water was left out of a total dip of 6 3/10".

Safeguards for use with Diesel Engines in Flammable Areas

By G. NASH Esso Oil Refinery, Fawley

A number of fires have occurred in the past and subsequent investigation has shown that the possible cause of ignition was "over-run" of a diesel engine. The problem was highlighted when a 'fatal' fire and explosion occurred at a large chemical plant.

The cause 'Of the fire was found to be the diesel engine of a Simon Hoist which 'ran away' when it drew in a mixture of cyclohexane vapour and air. Diesel engines will overspeed to valve bounce or even destruction under these circumstances. In this case the engine speed increased to such an extent that valve bounce occurred, thus producing a flash back through the air cleaner.

The same hazard, of course, may present itself in any oil refinery, chemical works, oil terminal, or ships engine room.

The Esso Company were quick to recognise the hazard and a research project was immediately instigated. A very simple device, which is relatively inexpensive to make and simple to instal, and which is the subject of a provisional patent application No. 27316/70 dated 5th June 1970, has been devised and developed at the Esso Research Centre, Abingdon, in collaboration with Esso Chemicals Ltd., Fawley.

It is now in use on operational equipment both mobile and stationary, at Fawley Refinery.

Esso studied its operations which involved using diesel engines and it was decided that we needed to fit some device on diesel engines, both stationary and mobile which operated in areas where there was a possibility of a gas or vapour release. Our approach to truck manufacturers showed that the only system they were able to offer was to fit a driver operated snap shut butterfly valve in the induction piping. After consideration we rejected this solution for the following reasons :-

(a) It would not protect an unattended engine.

(b) If the driver panicked, and in the circumstances envisaged this could happen, it is probable that he would not have the presence of mind to 'Operate the stop valve.

Further investigations of the market showed that the type of automatic device that we considered essential for our requirements was not available. Because of this, we studied the problem with a view of developing our own protective device.

Studying the variables associated with engine speed, we decided that the most likely source of energy for operating an automatic device was the air induced into the engine. Working from this basis, we have developed the protective device described as follows and generally as shown on the attached drawing.

The device comprises a spring loaded poppet valve fitted upstream on the air inlet manifold which can be criticaIly adjusted such that it will permit an engine to run at its normal maximum governed speed. As soon as that speed is exceeded the valve will snap shut, against the spring pressure and will remain so until the engine stops. If desired a locking device can be fitted which will prevent the engine from being restarted until it is manuaIly reset. The device shown on the drawing is not fitted with a locking device and once the engine is fully stopped it will return to the normal position, thus permitting the engine to be restarted. A further feature of this valve is that it is free to close in the opposite direction without resistance, thus providing a safeguard against the engine running backwards.

The valve is operated by the pressure differential across the valve seat. As the amount of injected air (or vapour) increases the pressure differential increases until the predetermined engine speed is reached, at this speed the pressure differential becomes greater than the force exerted by the spring and the valve slams shut. The closing action is instant and complete. It is estimated that the cost of producing a unit for a smaIl engine will not exceed £5, and for the largest engines wiII not be greater than £30. We believe that this device meets our fuIl requirements for diesel engine overspeed protection in that it has the foIlowing attributes :-

(a) Is simple thus cheap and easy to install.

(b) Is fully automatic.

(c) Should require little or no maintenance.

(d) Foolproof the installation is such that it would be extremely difficult to interfere with.

We have successfuIly carried out road tests on a truck and find it will operate at all throttle conditions but still retain its overspeed control capability. "'.le have also simulated the conditions of a vapour release by deliberately inducing butane into the induction manifold. On each occasion the engine was instantly stopped when the preset speed was reached.

Failure of the inherent engine governor, i.e. such as a broken linkage.

In addition to being excited by ingesting flammable vapours diesel engines can be caused to run away for the following reasons :1. 2. 3.

T?e device we have developed will provide protection agamst all of these conditions.

With respect to our plant at Fawley 't . . t t' ,I IS our m en IOn to all diesel engines operating within hazardous areas m the near future. This requirement is likely to cover long term contractors as weIl as Esso owned machines The Esso Petroleum Marine Department I'S I 'd' fi · h . . a so consl ermg ttmg t e deVice to Its ships' engines.

For information other systems of protect' sidered, briefly these were :_ Ion were con(a)

Blanketting with inert gas. This is an effect' f t·. Ive way 0 s an and has received wide aclaim. The mam drawback IS however that it is diffifficult to automate. a system wo.uld be costly to develop and expenSIve to produce, smce sensing device h ex 1 . t 'b' s suc as p oSlme ers or VI ratIon detectors would b d d t · d' eneee as rIggermg eVlCes. The equipment would b d l' d h · h d' e e Icate an a Ig egree of mamtenance would b . e essentIal. A butterfly valve fitted in the induction p' . t d b t · f h' Ipmg oper- a e y a rIp rom t e Inherent engine gove 11 rnor or by an externa y mounted additIonal governor Aft 'd bl h h' er con- SI era e researc t IS approach was rejected b of th 'd f' , ecause e WI e varIety 0 engmes requiring d'ff expensive modifications. I erent ·1

By the engine overheating or overturning when the sump oil will become the fuel. When the air cleaner bath is overfilled.

COUNCIL at SOLIHULL

Report of a meeting held on 9th December, 1970

Present

E. V. Beeby, C. L. Davids, G. Dean, J. Forman, J. W. Frid, D. Hall, G. H. Harvey, W. Hetherington, J. Beer, J. W. Hewison, R. P. Holdaway, K. C. Hughes, H. R. MelIor, R. E. J. Roden, B. W. C. Thacker.

Apologies

Apologies were received from Messrs. S. W. D. Harris, C. T. Peacock, C. R. Peskett, H. Griffiths, J. Short, J. Birks.

Minutes

The minutes of the previous meeting were received and after some discussion, were accepted.

Correspondence

The Honorary Secretary reported that he had received a brochure describing a new gas detecting instrument, details of which were made known to the Council. The corresponence would be passed on to the Reference and Legal Committee.

CHAIRMAN'S REPORT

The Chairman reported that notification had been received from Mr. H. Griffiths that he would be retiring from his post as Chief Fire Officer of Walsall early in the new year and as a consequence would no longer be able to serve on the Council. Mention was made of the considerable time and effort Mr. Griffiths had devoted to the Association. He had served as Chairman of the West Midlands Petroleum Acts Administration Group and was one of its founder members.

Mr. Griffiths resignation would create a vacancy on the Council and this could be filled by Mr. Holdaway who, on his retirement from the post of Editor, would no longer be a member of the Council. It was agreed that Mr. Holdaway be elected to the vacancy on the Council on receipt of the formal resignation of Mr. Griffiths.

SECRETARY'S REPORT

The Secretary reported :(i) that he had attended, together with C. Peskett and H. Griffiths, a meeting arranged jointly between the Institution of Petroleum, the Greater London Council and this Association in London on 20th November, 1970. The agenda for this meeting included, among other things, self-service petrol stations, testing of underground 'tanks, emergency procedures and electrical certificates.

(ii) as the result of correspondence between the Association and the British Standards Institution on its draft British Standard for Plastics Containers for petroleum spirit (metric units), amendments which were suggested by the relevant Committee were submitted to the Secretary of Committee P/196 of the British Standards Institution.

(iii) correspondence between this Association and the Department of Trade and Industry (B.A.S.E.E.F.A.) concerning the draft of a certification standard (S.F.A.3002) petrol metering pumps, resulted in the acceptance by the Department of the Association's comments. It is hoped that the Standard will be published in the first week in January, 1971.

(iv) the Home Office reported in correspondence that the Standing Advisory Committee on Dangerous Substances Technical Sub-Committee IV, would be examining material with the object of producing eventually a new Model Code for underground garages and multistorey car parks. The Association's comments were invited and the Chairman of the Legal and Reference Committee is looking at this question.

The Council asked that representation be made to Home Office for representation on this Committee.

(v) the query raised by J. W. Hewison concerning the powers of entry under the Petroleum Acts was placed before the Home Office (this concerned the lack of power to enter unlicensed premises in the event of spillage). Their reply was to the effect that an extension of Powers of Entrv was most unlikely.

(vi) a Notice of Motion was received from the South Last Midland Branch concerning the rules of the Association's constitution. This will be placed on the agenda for the Annual General Meeting.

(vii) a further motion from the South East Midland Branch concerning the provision of legislation to control the storage of L.P.G. and other flammable liquids outside the scope of the Petroleum Acts was discussed by Council.

It was decided by Council that as this matter had been raised fairly recently with the Home Office, there was no point at this stage in proceeding further but the question would be borne in mind.

Resolved that the report be accepted.

TREASURER'S REPORT

The Honorary Treasurer reported that since the last meeting of Council on 9th September, 1970, 27 outstanding subscriptions have now been received, and approximately £44 for the sale of Codes of Practice. The main items of expenditure have been payment for the July and October issues of the 'Bulletin', expenses incured by members of Council in attending various meetings and capitation fees.

The Honorary Treasurer warned of the increase of expenditure over income during the year and stated that economies wherever practicable must be exercised to avoid a deficit at the end of 1971. Although with the major items of expenditure namely, the cost of the 'Bulletin', cost of attendances at meetings and capitation fees being fixed it will be difficult to economise. Fortunately the Council have already decided to increase the annual subscriptions as from the 1st January, 1971 to £3 for local authorities and officers and to £3.10s.0d. for ass'ociates.

Resolved that the ReDort be accepted.

EDITOR'S REPORT

The Editor reported that with the publicaticl1 of the October issue of the 'Bulletin' his duties had now virtually ceased. He had accordingly written to all Branch representatives inviting them to now forward any contributions, reports, etc., to the new Editor Mr. Thacker.

Mr. Holdaway stated that the first reprint of the Codes of Practice (1,000 copies) was nearly exhausted and he only

had some 70 copies left. He informed Council that the second reprint of 1,000 copies had been received from the printers. Mr. Holdaway explained that the initial printing order for the Codes was 2,000 of which over 700 were presented free to members, the remainder were being sold at 5/- each. The first reprint was sold at 6/- a copy.

It was resolved that the report be accepted, the Chairman again thanking Mr. Holdaway for his excellent and much valued services.

It was proposed by Mr. R. Mellor, seconded by Mr. C. L. Davids that the Council approve the additional expenditure incurred when printing the Questions and Answers supplement. This was agreed.

COMMITTEE REPORTS

(a) Constitution and Rules The Chairman reported that his Committee had re-examined the question regarding block membership of the Association which was raised by J. W. Hewison (Council member). It was decided to recommend to Council that no action be taken over this matter, the Committee being of the opinion that the rules governing membership should not be altered. The report was accepted.

(b) Education and Publication In the absence of the Chairman of this Committee, the Honorary Secretary reported on the arrangements so far made with regard to the Advanced Seminar at York University in July. He informed the Council that a full programme had now been finalised and that firm booking had been made at the University. A supplement to the 'Bulletin' in the form of Secretary's notes will be included in the January issue giving the latest details of the course to together wit? an outline of the procedure which Will be adopted m selecting applicants to attend this course.

After reading the proposed notes to Council, the Secretary that the Council approve the Secretary's suggestIOns. After some discussion these were agreed. The Secretary further reported that he had been in correspondence with the Local Government Training Board regarding recognition of the Advanced Seminar and also the Northern and Southern schools all to be held in 1971. He reported that in a reply from this body, it was intimated that favourable considerwould be given to any applicant for grant prOVide? the courses met with the training needs of the mdlvldual employee. This would appear to be the case. The report was accepted.

(c) Reference and Legal- In the absence of the Committee Chairma?, the Honorary Secretary reported that the preparatIOn of a report on emergency procedures was proceeding well and that at the meeting with members of the G.L.C. and the Institute of Petroleum previously in it had been agreed that an tnterchange of Ideas on thiS subject would be beneficial to all. The Chairman of the Legal and Reference Committee had agreed to this proposed co-operative effort. The report was accepted.

The date and venue for the next meeting was left for the decision of the Chairman. The meeting closed at 4.15 p.m.

BRANCH REPORTS

Northern

A Meeting of the Branch was held at Shell Teesport Refinery, Teesside on Thursday, 17th September, 1970.

Due to the unavoidable absence of the Chairman it was proposed by Mr. C. Ansbro and seconded by Mr. S. Ord that Mr. R. E. Cooper of Sunderland take the Chair.

Present

16 representatives were present.

Apologies

Apologies for absence were received from:

Riohmond R.D.C.

Whitley Bay M.C.B.

Tynemouth C.B.C.

W. Rhind, Esq., of Applied Research and Engineering Ltd.

Minutes of Previous Meeting

The minutes of the previous meeting were accepted as a true record.

Matters Arising

(a) Branch Rules

The Hon. Secretary reported that the Draft Branch Rules had been agreed at the last meeting of the Council of the Association and these would in due course be sent to each member for perusal prior to the opportunity for discussion at Branch level. It was hoped that these could be adopted at the next A.G.M.

(b) Northern Schools

The Hon. Secretary reported on the success of the Northern School which was held at York in the early part of July 1970. One or two members of the Northern Branch had attended this school and they endorsed the Secretary's remarks regarding the facilities available and the standard of the lectures.

The meeting was informed that the venue for the Northern School in 1971 would again be York during the third week in April. The meeting was also told of the advanced school which would be held at York during the first week in July. They were advised that official notices would appear in the Bulletin and would be circularised when more details became known by the Secretary.

Any Other Business

The Hon. Secretary reported that he had been elected to the post of Hon. Editor of the Bulletin, to take effect on the resignation of the present editor, Mr. R. P. Holdaway, which would take place on 31st December this year. He informed the meeting that because of this development he would be unable to continue as Secretary of the Branch after the annual general meeting.

The Chairman expressed his thanks for all the work that the Hon. Secretary had done for the Branch over the past five years and informed the meeting that thought should be given now to possible successors.

Tour of Refinery Area

There being no other business, the members of the Branch were then conducted round the refinery by Mr. J. Childs of Shell. The visit proved most enjoyable and instructive and at the termination of the visit Mr. Childs and his Company were thanked on behalf of the Association by the Chairman.

South East Midland

A Meeting of the Branch was held at the Corn Exchange, Bedford, on Tuesday, 6th October, 1970.

Present

32 members were present.

Minutes

The Minutes of the meeting held at Batchwood Hall, St. AI bans, on Thursday, 23rd April, 1970 were read and confirmed

Matters Arising

The Secretary reported that, as requested, he had asked the Association Secretary to write to Mr. Dale of Greater London Council asking if he would make available to members his list of fIashpoints of various liquids. The Association Secretary had indicated that he had received this list from Mr. Dale who had no objection to it being made available to all members. Those wishing for a copy of the list should write to the Association Secretary who would supply one.

Correspondence

The Secretary reported that he had received from the Council of the Institute a revised set of model Branch Rules which had been agreed by the Council without amendment. There was also a request from the Council that all Branches should amend their present rules to line up with the new model Rules and submit them for approval of the Council within the next twelve months. The Secretary reported that all Branch members would be circulated with a copy of the proposed Rules for discussion at the Annual General Meeting of the Branch to be held in the Spring.

Talk

The meeting listened to an address by Mr. G. S. Parkinson and Mr. H. Martin of the Industrial Markets Division of Shell-Mex & B.P. Limited, on 'The development of petroleum techniques with reference to alcohol, acetones and other chemical intermediaries'.

In answer to questions Mr. Martin said that clearly the control of all flammable liquids below a flashpoint of 73°F irrespective of whether they were petroleum mixtures or not, was highly desirable but it was not possible to include such liquids in Orders in Council without amendment of the 1928 Act. Central Government had indicated that it is extremely unlikely that parliamentary time would be found for amendment of this Act in the near future. He also said that his Company regularly conveyed five different flammable products in the same vehicle, but care was taken to make sure that fire fighting treatment was suitable for all the products on the vehicle. In answer to a suggestion that the flammable liquids should be classified in some way so that petroleum officers would know quickly how to deal with fires involving each liquid, he said that new solvents were being produced almost daily and any attempt at classification would be far too complicated. The Home Office frequently issue circulars to Fire Brigades who should know exactly how to deal with any flammable liquid.

Mr. Turvey of Bedford proposed a vote of thanks to both speakers for their most interesting and instructive address.

Notice of Motion

The meeting had before it the following motion which was proposed by the Chairman, Mr. Chester of Eton, and seconded by Mr. Marsden of Watford:

That Rule 4(e) of the Association Rules be amended to read as follows:-

Ordinary Member

(i) Any Local or Harbour Authority within the meaning of the Petroleum Acts shall, on payment of the relevant subscription, be eligible for ordinary membership of the Association, and shall be entitled to authorise one of its petroleum officers to act as its representative, such representative shall be entitled to exercise the rights of ordinary membership on behalf of the nomina.ted authority.

An amendment was proposed by Mr. Sirey of Slough, and seconded by Mr. Honour of St. Albans, that Rule 4(e) read as follows:-

Ordinary Member

(i) Any Local or Harbour Authority within the meaning of the Petroleum Acts shall, on payment of the relevant subscription, be eligible to ordinary membership of the Association, and shaH be entitled to authorise one of its petroleum officers to act as its representative, such representative or his deputy shaH be entitled to exercise the rights of ordinary membership on behalf of the nominated authority. All other petroleum officers of a member authority shall be eligible to attend Association meetings and shaH be entitled to speak but not to vote.

The amendment was carried.

Discussion on Points of Interest

Mr. Chester of Eton asked for members' views on a Condition of Licence which would not allow simultaneous deliveries from more than one compartment of a tank wagon. It was generally agreed that this shoul? be prohibited in special circumstances and provided that both filling

points could be seen from the tank wagon. It was also mentioned that the additional gush of petroleum vapour when such filling takes place must also be taken into consideration.

Mr. Chester also sought the views of members in cases where oil-fired or gas boilers were installed in private garages. Opinions differed on this matter. Some felt that there would be no objection provided the combustion air was drawn from outside the garage. Others would require 4!" brick wall separation before agreeing. Some members felt that if a private car was kept in such a garage an offence under the 1929 Regulations would be committed.

Mr. Chester also mentioned that the Home Office would not agree to a suggestion made by his Local Authority that the Electrical Certificate should not be required annually but at five yearly and subsequently two yearly periods. They had indicated quite strongly that they felt this certificate should be required annually.

Mr. Dust of Oxford asked for members' views on the construction of a multi-storey car park which was about to be made in his City with a residential hotel on top. Although he licensed underground car parks at Oxford he had no control under the Act over multi-storey car parks. It was generally felt that although this was undesirable, provided there was adequate fire separation, no real objection could be raised either under the building regulations or petroleum regUlations.

It was proposed by Mr. Chester and seconded by Mr. Lockwood of Newport Pagnall that the following resolution from this meeting be sen); to the Council of the Institution:-

'In view of the increasing use of liquified petroleum gas, flammable liquids not licensable only by reason of the fact that they are not derived from petroleum spirit, this Branch requires the Council to consider an approach to the Secretary of State for the Home Department pressing for legislation to bring these SUbstances within the storage licensing control of the Petroleum (Regulation) Acts'. This resolution was carried.

Vote of Thanks

Mr. W. E. Argyle of Oxford proposed a vote of thanks to Mr. Crisp and to the Corporation of Bedford for their kindness in making arrangements for the meeting.

Wessex and South Wales

A meeting of the Branch was held on Monday, 12th October 1970 at the Civic Centre, Newport, Monmouthshire.

Present

The Chairman, Mr. R. Crowther, 17 members and 6 invited guests.

The meeting opened with a welcome by Chief Fire Officer B. Robinson, M.I.F.E., of Newport Fire Brigade, to all representatives on the occasion of the first ASSOciation meeting held in South Wales. He emphasised the risks of petroleum fires, and the usefulness of meetings such as this to enable all interested officers to discuss the problems. He expressed pleasure in welcoming representatives to Newpon: and hoped that it would be the forerunner for future meetings in that area.

The Chairman, Mr. Crowther, thanked Mr. Robinson for his welcome and the facilities that had been made available. Mr. Rowlands of Llanelly and Mr. Brown of Swansea, welcomed this first meeting in Wales and mentioned the desirability of future meetings with suggestions of Newport and Cardiff as the venues.

Apologies

15 apologies were received.

Minutes

The minutes of the Annual General Meeting held at Taunton on Monday, 20th April 1970 were confirmed and signed.

The Secretary reported that he had dealt with all routine matters arising from the minutes.

The minutes of the Executive Committee meeting held at Thornbury on 22nd September 1970 were received and approved.

Muti-storey Carparks

The <?hairman opened the discussion by referring to his expenence at Gloucester when on receipt of a request from a. carparking organisation for a licence, it was subsequently discovered that certain works would have to be carried out in order to comply with licence conditions. Several members expressed their thoughts on safety measures which they felt should be considered. As there appeared to be some divergence of opinion on this subject Mr. Harris was asked to bring this matter to the attention of the General Council.

Filling Stations

The meeting was informed of a problem which ocurred following erection of some forecourt canopies. Some of the larger tankers with a height of 10' 6" and a dipstick of 7' 0" in length had difficulty in carrying out dipping operations during discharging. It was suggested that the minimum height of canopies should be not less than 17' 6".

Other points discussed concerning siting of storage tanks away from forecourts with offset fills, and tanker stands sited not too near boundaries so that development of adjacent land should not be sterilised.

It was agreed that in dealing with applications for licences the petroleum officer should ensure he had early information of petrol station schemes.

Branch Representative

The Branch Representative, Mr. Harris, reported on his attendance at meetings. He emphasised that a petroleum officer should not attempt or accept responsibility for control in an emergency, this is the duty of the police, and power of entry, both on -to the licensed and unlicensed sites rested with them.

Sub-standard Filling Stations

Chief Fire Officer Robinson outlining the position for his area, stated ,that on accepting responsibility for licensing, he had placed sub-standard petroleum installations into three categories :-

1. Those that could be made to comply with the licence requirements fairly easily and in a period of one year.

2. Those that could be made to comply with the licence requirements but because of expense etc., should be phased over a period of ten years, and

3. Those that could not comply with licence requirements, and these to cease after a period of ten years.

Other representatives expressed similar views and Mr. Storey of Bath stated that his authority had refused licences in three instances involving tanks under occupied premises. This action had subsequently been supported by Home Office.

After lengthy discussion it was agreed that there is a need for updating legislation and an extension to cover LPG storage and other highly flammable liquids and gases. On the suggestion of the Chairman it was further agreed that representatives should recommend to their authorities that this be brought to the notice of the R.D.C.A. and A.M.C.

At the conclusion of the business a general expression of appreciation was given to Chief Fire Officer Robinson and the host authority for the arrangements and facilities that had been granted them. The meeting re-assembled after lunch at Newport Fire Brigade Headquarters, and during the afternoon, members saw films depicting "Service Station Forecourt Hazards" and a demonstration in the use of various fire extinguishers by Fire Service personnel. The session concluded with a tour of Fire Brigade Headquarters and an inspection of appliances and equipment.

East Midland

A Meeting of the Branch was held at the Town Hall, Chesterfield, on Wednesday, 4th November, 1970.

Present

The Chairman, Mr. B. S. Pike and 36 members. Also Alderman J. L. Hadfield, Chesterfield Corporation, Mr. E. T. Crowe, Associate member of the Association and one visitor.

Apologies

22 apologies were received.

Official Welcome

The meeting was opened in the morning by The Worshipful the Mayor of Chesterfield, Councillor Mrs. E. M. Turner, B.E.M., J.P., who in extending a welcome to delegates remarked on the importance of the Petroleum Acts and Consumer Protection. The Mayor was pleased to note that membership of the Branch had doubled since its formation and hoped that the trend would continue. The Chairman, Mr. B. S. Pike, thanked the Mayor for the welcome.

Minutes

The Minutes of the Annual General Meeting held at Market Harborough on Thursday, 23rd April, 1970 were confirmed.

Matters Arising from the Minutes

The Secretary reported that he had submitted to the Council the resolution made at the last Branch Meeting relating to the second form of Electrical Certificate for existing petroleum installations and that the Council had noted its contents.

Membership

There was one application for associate membership which was submitted and approved.

Report of Branch Representative

The Branch Representative reported that Mr. B. W. C. Thacker of Teesside had agreed to succeed Mr. R. P. Holdaway as Editor of the 'Bulletin' as from 1st January, 1971. Members praised the magnificent work Mr. Holdaway had done as Editor of the 'Bulletin' since its foundation and agreed that a letter of appreciation should be sent to him from the Branch for his past services. The best wishes of the Branch was extended to Mr. Thacker as the new Editor.

The Council were still of the opinion that a second form of Electrical Certificate for existing petroleum installations was required and the Branch Representative reported that the Reference and Legal Committee was dealing with the matter.

The Branch Representative reported that in addition to two Petroleum Courses during 1971, at York and Surrey Universities, there would be an Advanced Petroleum Course for Senior Officers at York University from 4th to 7th July, 1971.

The Council had agreed that the Rules of the various Branches should be as uniform as possible and the Branch Representative reported that model Branch Rules would be circulated to members for comment.

Any Other Business

The potential hazards of oil-fired and gas-fired central heating units in garages were discussed. Members were concerned that local authorities had no control over such units and agreed that it was a real and growing problem. Mr. C. W. Howkins, Grantham, said that domestic oil storage also presented a problem since a garage was not a licensed store. He said that with the approval of his authority he now recommended safety precautions to heating engineers and architects. Mr. J. A. Norris, Chesterfield, suggested that the hazards presented by oil-fired and gas-fired central heating systems should be brought to the notice of the Council. This was agreed.

Slix Demonstration

After the business meeting members were taken by coach to the Chesterfield Corporation Highways Department where a demonstration was given by the Penetone Company Limited, on the use of their product Slix in neutralising the potential fire hazard from petrol spiIlages. The demonstration was conducted by the District Representative, Mr. R. Newham, the Technical Director, Mr. B. J. Ginnever and the Sales Administration Manager, Mr. G. R. G. Forman. It was first explained to members that when Slix was mixed with petrol the molecules of petrol became emulsified and then

isolated from each other, either by a brushing action for small spillages, or by water spay for large spillages. An area of concrete was then covered with petrol and half the area treated with a Slix solution from a pressurised container. After the treated area had been brushed an ignition source was applied to the whole area. The non-treated area ignited but the treated area proved to be absolutely non-inflammable. Members were told that the emulsification of the petrol was permanent and that any treated petrol could be safely washed into drains.

The de-gassing of an empty container which had previously held petrol was then carried out. The container was filled with a five per cent solution of Slix and then emptied after a few minutes. An ignition source was applied to the opening of the container and had no effect. The manufacturers that underground tanks could be de-gassed in a SImIlar manner and recommended one hour waiting time for every year the tank had been in use.

Members were told that when accidents occurred involving large spillages it was essential to apply Slix as quickly as possible, and this could only be done by having bulk depots as were now available for petrol and .011 spIllages on motorways, at airports and on aircraft carrIers, etc. The demonstration was concluded and from the many questions asked it had clearly impressed members.

At the conclusion of the meeting, Mr. J. Bantoft of Derby proposed a vote of thanks to the Corporation of Chesterfield, represented by Alderman J. L. Hadfield for the facilities and hospitality provided. '

South Eastern

The Annual General Meeting of the South Eastern Branch Of. the Association was held in the Council Chambers, Godalmmg, on Thursday, 11th December, 1970.

Present

Chairman Mr. J. Hewison and 39 members.

Apologies

Apologies for absence were tendered on behalf of 12 bers. mem-

Minutes

The Minutes of the last meeting of the Branch ha . already been circulated were confirmed and signed correct record.

Finance

Mr. J. Hay the Treasurer presented a balance sheet f th d . h or e year en mg t e 10th December, 1970, showing a balance 'n hand of £102.11s.. 1d. it was agreed that Mr. Peskett's retary be given an honorarium of £5 for assisting the Branch during the year.

Chairman's Address

In his address at the conclusion of his year in office, Mr. J. Hewison commented on the fact that it was 10 years almost to the day, that the first beginnings of this Branch had taken place in the Godalming Council Chamber followin a a me:ting of Petroleum Inspectors in South West Ultimately these first beginnings resulted in what we now know as the Association, which is a National body, growing in 'influence and stature'. It was, however, at Branch level where so much benefit was derived by Association members through talks, informal discussions, practical visits, etc.

Election of Officers

The following officers, having been duly nominated, were elected and will serve the Branch for the ensuing year:Chairman Mr. H. T. E. Jackson G.L.C. Vice-Chairman Mr. T. Steel Crawley Secretary Mr. C. R. Peskett Godalming Treasurer Mr. J. E. Hay Hambledon Auditor Mr. A. R. Prue Haslemere

The Secretary will act as Branch Representative on the Association Council.

The following members, having been duly nominated, were elected to serve on the Branch Committee for the ensuing year (!llus the Branch Officers ex-officio).

Mr. Hewison Havant

Mr. Barker Esher

Mr. Ellis Brighton

Mr. Riddet Portsmouth

Mr. Smith Worthing

The Secretary reported on the proposals for the second Petroleum Technology Course from the 13th to the 16th April, 1970, which is to be held at the Manor House, Godalming.

The Chairman briefly reported details of various activities of the Association Council and it was noted that the Reference and Legal Committee hoped to produce in the new year guidance for members on emergency procedures.

The Chairman introduced Mr. F. M. Noble, formerly a Petroleum Officer with the G.L.C., currently a Site and Construction Engineer with Shell Mex & B.P. Mr. Noble spoke to members on emergencies involving petroleum spirit and gave details of action taken in the case of an over-spill due to negligence which flooded eight interconnected tank manholes; a flash back during a tanker delivery caused by a short in an electrical circuit within inches of a vent pipe outlet; a blocked vent to an underground tank causing 2,000 gallons of petroleum to soak into the sub-soil; and a loss of spirit due to suction lines being improperly laid, these lines had been tested with nitrogen at 15 Ibs. p.s.i. for 15 minutes but all on exposure were found to be only half concreted, the lower section being surrounded by clay. In the general discussion following Mr. Noble's talk it was mentioned that improper construction was the basic reason for these emergencies. The various instances quoted were discussed in detail and Mr. Noble answered a number of questions put to him by members. The question of proper containers for petroleum was again discussed and it was mentioned that consideration was to be given to the possibility of using materials other than metal for petroleum cans. Opinion was expressed that this would be a retrograde step and it was up to Local Authorities to ensure the use of proper cans, adequately and conspicuously labelIed.

Mr. Noble also reported of the incidents where petroleum had been delivered into paraffin tanks in spite of every practical precaution.

At the conclusion the Chairman thanked Mr. Noble for his contribution.

REFINERIES OF GREAT BRITAIN

No. 1 Teesport

Refinery

Teesport Refinery incorporates many advanced features of design. Starting from scratch at the new location gave the opportunity to combine the latest developments 111 refinery processes and control with fresh ideas on organisation and staffing, and so to design a refinery to operate with a most efficient combination of plant and men.

A basic feature is the large extent of automatic control of the refinery's processes and operations, in which a highly developed computor installation plays a vital part. Furthermore, all the process units are grouped close together to save space and facilitate control from a single control centre. This close grouping also greatly reduces the amount of piping, while intimate dovetailing of the unit's process largely eliminates the need for storing intermediate products awaiting further processing.

Automatically controlled blending and bulk filling techniques are used extensively in the manufacture and despatch of the products.

It is of interest that over 90% of the materials and equipment used in the refinery are of United Kingdom manufacture.

Development in the North East of England in recent years has brought about a significant increase in the demand for oil products here and it was logical that when Shell was considering enlarging its refining capacity to meet growing demand throughout the United Kingdom, the merits of a refinery in the expanding North East should be looked at closely.

It was known that plans were being made to dredge the approaches and main navigational channel of the River Tees, which thus offered the best access in this part of the country for the large crude oil tankers which are necessary to ensure the lowest transport costs. The Teesside area also offered suitable road and rail access. Land, consisting of partial reclaimed tidal mud flats, was available on the south bank of the Tees close to an existing distribution installation of Shell Mex and B.P. Limited, who distribute the products of the Shell and B.P. Groups in the United Kingdom. Further reclamation work on this land, using dredge from the river followed by top surfacing with slag from local blast furdaces, would make a suitable site for building a refinery.

It was decided to lease 340 acres of which about half would be used initially, leaving the other 170 acres for later development. Preliminary work for the preparation of the site began in November 1964 and by mid-summer 1965 all was ready for the actual construction of the refinery to begin. Meanwhile, for over a year, work had been going on to design the new refinery.

The refinery has cost approximately £23,000,000 and has a capacity of 6,000,000 tons of crude oil a year (120,000 barrels per day). The crude comes from North Africa, the Persian Gulf and Venezuala. Unlike most earlier refineries, the process units at Teesside are grouped together in one plot; their operations are closely linked and they are controlled from one central control room, although the design provides for major blocks of processes to be shut down individually for maintenance. The result is not only a great economy in use of land but also the ability to control all the process units, with one team of operators per shift instead of having a separate team for each process unit as was customary in the oast.

Keeping Air and Water Clean

As part of the refinery process, large quantities of gases are produced, often at high pressure; furthermore, some of the intermediate liquid products, before final treating, also have an offensive smell. Great care has, therefore, to be taken throughout the refinery to ensure that none of these untreated gases or liquids are exposed to the open air. In the course of designing large numbers of refineries operating throughout the world, the Royal Dutch/Shell Group has accummulated a fund of experience in dealing with this problem and the Teesport Design incorporates comprehensive and up to date precautions. All offensive gases are contained within the process and are then either treated or burned harmlessly in furnaces. Provision has, however, to be made for dealing with occasional large quantities of gas which may arise, for example, from a process upset or an emergency in which pressures within a unit have to be reduced rapidly; this is the purpose of the 200' high flare stack, which is in fact the refinery's safety valve and has a pilot flame burning permanently at the top to ens.ure that any large quantities of gas suddenly vented are Instantly burned harmlessly in mid air.

The proportion of air to fuel in the refinery's .rurnace !s t rolled by reference to a continuous automatic analysIs con . h . of the oxygen in the flue gas; in normal operatIOn t ere IS no smoke emitted. Flues from all the furnaces on the central 400' high reinforced concrete stack, enablIng the

flue gases to be dispersed at a height which ensures minimum pollution at ground level.

The crude oil storage tanks, like others in the refinery containing volatile material, have roofs which float on the oil inside the tank so that no vapour is forced out as the tank is filled, nor is air sucked in (which might form an inflammable mixture) when the tank is emptied.

Water recovered from the process has contaminants removed in a small distillation column; the resultant gas is burned harmlessly in a special furnace and the water passes to a 'Parallel Plate' interceptor.

This is a large pit fitted with baffles which allow oil droplets to form and separate from the water flowing slowly through the pit. The interceptor is covered with an airtight lid to prevent the escape of vapours from the recovered oil. Rain water drainage from the refinery site is handled by other similar interceptors; these also deal with the water separated out in special tanks which store oil contaminated ballast water from tankers and any contaminated water arising from process upsets. These special tanks are heated to encourage the oil to rise to the top. Clean water from the interceptors flows to a holding basin which would still trap oil in the event of a major accident resulting in quantities of oil escaping; finally, the water flows into the Tees through an out-fall sluice gate from which samples are regularly taken to ensure that the water leaving the refinery is of a degree of cleanliness acceptable to the River Authority.

Reception and Storage of Crude Oil

Crude oil tankers, initially of up to 85,000 tons dead weight capacity, berth at the refinery crude jetty where the river has been dredged to provide a minimum depth of 45'. It is expected that even larger ships will enter the river in due course. The jetty construction is based on four large rectangular concrete caissons resting on a gravel bed laid over the predominantly rocky river bottom, some 200' out from the river wall. To absorb the impact of a tanker berthing at the jetty and to protect the ship while alongside, there are four large inflated rubber Yokohama fenders which float against the outer face of the concrete caissons. Four discharging booms fitted with articulated steel piping are mounted close together on the jetty deck; they are balanced to compensate automatically for the movement of the ship as she rises during discharge of her cargo of oil and at the same time, moves up and down with the tide. '

The crude oil is pumped ashore at up to 35,000 gallons a minute into the large storage tanks behind the river wall. All the crude oil storage tanks (and some product storage tanks as well) are fitted with small propellors, driven through the walls of the tank by electric motors mounted outside the tank. These propellors keep the oil in the tank in constant movement to ensure homogeneity. They also keep the salt water contained in the crude oil (and it is removed during distillation) evenly dispersed in the crude before it is conveyed to the process units. Salt water is present because, to avoid polluting the sea, tankers owned or chartered by Shell are forbidden to discharge oily water ballast at sea; instead they pump it ashore into special tanks at the loading ports or, if such tanks are not available, they retain the oil ballast and load the crude oil

on top. This system was devised by Shell and is also widely used by other operators.

Storage, Blending and Despatch of the Refinery's Products

Once the products have been made in the refinery they have to be despatched in varying quantities by road, rail and sea, to a large variety of destinations. Although the system of in-line blending enables many of the products to be transferred directly from storage by way of the blending system into road tankers, fluctuation in demand and the periodic sailing of coastal tankers necessitate the storage of considerable quantities of finished products. The storage tanks are situated in adjoining installations on the opposite side of the Tees Dock Road to the Refinery; the tanks on the refinery side of the Tees Dock are mainly for storing crude oil with additional storage for intermediate products awaiting further process or blending.

At the north side of the process unit area groups of automatically controlled electric pumps and valves are situated, which blend products of the process into diesel and motor fuels and liquid petroleum gases of the required qualities. These then flow aiong the main pipe track to the adjoining Lackenby installation where similar automatic systems blend fuel oils and bitumens. Some products are blended and pumped directly into vehicles and ships but one or two days stock of most products is held in small tanks in the Lackenby installation ready for transfer into road or rail cars by automatically controlled loading pumps.

The office of Shell Mex and B.P. Limited at Lackenby controls a fleet of 80 road tankers which distribute a million tons of products a year. These tankers are filled at the gantries close to the Tees Dock Road. For all products other than liquid petroleum gas and bitumen an automatic system operated by the driver fills the vehicle in about minutes and provides a printed ticket giving details of the load. In the case of bitumen and liquid petroleum gas, these products are consigned by weight and the vehicles pass over a weighbridge on their way to and from the loading gantries.

Rail tank cars are brought into the refinery, filled and despatched through sidings which sweep round the east and south of the refinery site. Here 330 rail tank cars are handled each day and are made up into block trains which carry one and a half million tons of products a year. The filling of the tank cars (which are mainly of 45 tons and tons capacity) is carried out at the gantry on the south sIde of the refinery site which has automatically operated equipment for filling tank cars at high speed, controlled by a computor which also prints the despatch documents.

Further tankage at Lackenby and in the riverside installation stores products for despatch by coastal tanker and copes with seasonal peak demand. Alongside riverside installations are the West Byng and Queen Elizabeth 11 jetties of the Tees and Hartlepool Port Authority, where tankers can load cargoes of up to 30,000 tons at a rate of up to 2,500 tons per hour.

Safety in the Refinery

Vast experience of refinery operation throughout the world has led to the incorporation at Teesport of an extensive range of safety precautions in both design and operating procedures. Nevertheless the possibility of an emergency

must never be ignored; a buried fire main system covers every part of the refinery and can deliver 3,000 gallons of Tees river water per minute at 150 Ibs. per square inch through automatically started electric and stand by diesel driven pumps on the crude oil tanker jetty. In addition the pick up vehicles which the operators use to drive round the refinery are equipped with safety and fire appliances which the staff are trained to use; these vehicles are also fitted to tow a trailer pump, while a full-sized fire engine and foam tender are housed close to the administration block. There are also standing arrangements for support by the County Borough Fire Service with whom periodical practices are held.

First-aid equipment is strategically situated in various parts of the refinery and there is a medical treatment room run by a state registered nurse who is on the refinery staff.

Fi re at Petrol Filling Station Nantwich Road, Crewe

On Monday, the 21st December, 1970, at approximately 11.35 a.m., a telephone message was received from the County Fire Brigade that a petrol pump on the forecourt of a garage was on fire.

The District Inspector immediately visited this filling station, when it was found that a Rover 2000 car which was then parked at the end of the forecourt had been on fire which had been extinguished by the garage staff and the Fire Brigade.

Apparently the driver of this car had smelt burning as he proceeded along the main access road, and pulled onto the forecourt of this garage and stopped some ten yards away from the petrol pumps island.

The garage staff with foam extinguishers had kept the fire under control until the Fire Brigade arrived.

The cause of the fire apparently was that the bonnet stay had become loose and dropped across the terminals of the battery, and so caused sparking and had ignited petrol.

The prompt action of the garage staff prevented this car from becoming a write-off, but the garage proprietor was very concerned that this car had come onto his forecourt and stopped in close proximity to the four petrol pumps. He would much have preferred the car to have remained on the main road.

OPEN FORUM

It would be foolish to pretend that differences of opinion do not exist between those who administer petroleum regulations and those engaged in distribution and sales. It would be equally foolish to pretend that there is complete uniformity between one licensing authority and another, indeed, it is one of the objects of the Association to promote consistency in the administration of petroleum acts.

To help promote such consistency, both in administration of regulations and in the field of distribution, we feel that differences of opinion should be freely aired.

This column therefore is open to all who wish to express their views on any aspect concerned with the safekeeping or handling of petroleum spirit.

Readers are invited to send items for publication to the Editor, enclosing their name and indicating their connection with petroleum administration or industry, but in order to stimulate discussion, unhindered by authority or company loyalty, all items will remain anonymous.

WATCH THAT VENT

There are so few copies of the Report of Her Majesty's [nspectors of Explosives sold each year that serious doubt must be cast on the extent to which some local authorities co-operate in providing details of accidents, etc. for inclusion in the Report. This is a pity because the Report should provide a golden opportunity for all to learn by the other fellow's mistake. For example, one interesting accident in the 1969 Report illustrates the lack of liaison which so often appears as a feature of any building operation.

The showroom at a filling station was being extended and this meant that the vent pipes of the petrol storage tanks had to be re-routed. Apparently the pipes got in the way of the builders so they were cut off short within the extension of some 18 inches above ground level and a drum was placed over them. Later, 2,000 gallons of petrol was delivered to the storage tanks. Vapour was displaced inside the building and not surprisingly was ignited when one of the workmen paused to light a cigarette.

The Report records that only three persons were injured. Tantalisingly it does not say how seriously or what damage was caused to the premises. When one considers that some 10,000 cubic feet of an explosive petrol vapour/air concentration could have been produced by the 2,000 gallon delivery, the conclusion is reached that on the day in question the luck of the Irish must have been working overtime.

The lesson is plain for petroleum officers: keep abreast of all building operations on filling stations and ensure that there is no unauthorised interference with vent pipes. It is another question why the petroleum officer who investigated the incident did not think it worth while passing this lesson on to his colleagues by making the facts known in the 'Bulletin'.

LIMITED

STATION ROAD CHERTSEY, SURREY ENGLAND

Telephone: Chertsey 4391

Rapid Flashpoints

with the

PRECISE determinations in a fraction of the time taken using conventional methods. Produces a GO/NOT GO confirmation of critical flash point in ONE MINUTE Correlates with ASTM-IP methods. Requires only 2 ml. Sample. ACCU RA TE_RELlABLE-POR TABLE

Telephone: EASt 0428

DR. H. K. BLACK

(B.Sc., Ph.D., DJ.C., F.R.I.C.)

Consulting Scientist

(Formerly H.M. Chief Inspector of Explosives, Home Office)

79 POPE'S AVENUE, TWICKENHAM, MIDDX. TELEPHONE: 01-894 5069

This is to announce that following my decision to retire from the post of Her Majesty's Chief Inspector of Explosives at the Home Office, London, I have entered into practice as a Consulting Scientist in the following fields of expertise;

EXPLOSIVES; Manufacture, storage and conveyance.

PE"IROLEUM; Storage; site design and lay-out; dispensing systems; licensing problems; conveyance.

CONVEYANCE OF By road and other forms of transport; modern handling methods; DANGEROUS CHEMICALS; port facilities and lay-out; bye-laws.

GAS CYLINDERS AND For conveyance of dangerous substances by road.

PRESSURE VESSELS; INDUSTRIAL SAFETY; Explosion and fire hazards; general safety.

ACCIDENT INVESTIGATIONS.

POLLUTION; Assessment of hazards; precautionary measures.

EXPERT WITNESS; I am available for consultation at the above address.

EAST MIDLANDS