The Bulletin – January 1972

Journal of The A ssociation for Petroleum Acts Administration

THE ASSOCIATION FOR PETROLEUM ACTS ADMINISTRATION

Chairman: J. SHORT Vice-Chairman: R P. HOLDAWAY

Council:

Rugby RD.C. 2071

E.V.BEEBY J. BEER J. BIRKS Worcester City 23156 Chesterfield B. 2825 Hartlepool C.B. 2474

W. HETHERINGTON J. W. HEWISON B.HODGSON

Witney U D.C. 3241

Havant and Waterloo U.D.C 6311 Wig ton R.D.C. 2133/5 P. H. CARTWRIGHT K. C. HUGHES Stafford B. 3507 C. L. DAVIDS D. HALL

G.L.C. Hornchurch 40794 Newcastle-under-Lyme B. 60161 Gloucester RD.C. 26223 Dudley C.B. 55433

Hon. Secretary: J. W. FRID

Officers:

T. KERR H . R MELLOR C. R PESKETT R. E. J. RODEN

Glanford Brigg RD C. Brigg 2441/5 Blackpool C.B. 23848 S. W. D. HARRIS G . H.HARVEY

Godalming B. 6191/4 Birmingham City 021-236 9944

Hon. Treasurer: C. T. PEACOCK

ANGLIA

CUMBRIA

EAST MIDLAND NORTHERN NORTH WESTERN SCOTTISH SOUTH EASTERN SOUTH EAST MIDLAND WESSEX AND SOUTH WALES WEST MIDLAND Y ORKSHIRE

Hon. Electrical Adviser:

Hon. Editor: B W. THACKER Branch Secretari es : J. W. FRID, B. HODGSON: J. BIRKS, P. H. CARTWRIGHT, H. R. MELLOR, J. SHORT, C. R PESKETT, R E. DUST, R HUNTlNGTON, G. BALSHAW , F H. BENSON, J A. SHARP,

Hon Legal Adviser: P. D. WADSWORTH,

Car Parks and Garages

Editor: B. W. C. Thacker

A paper published a few years ago by a group of American workers described a method of estimating the failure rates for operators using electronic equipment. The data they produced on push buttons suggests that three errors can be expected in every thousand operations. These errors can be expected to increase if the 'Operator is talking to someone else, not concentrating, or under stress.

Perhaps we ought to apply this reasoning to petroleum storage and dispensing. H.M. Inspect'Or of Explosives, in his last report, referred to accidents due to ignition of petrol soaked clothing and to accidents due to general carelessness in the use of petroleum spirit.

If a man is to carry out a number of operations how often will an average man make 'a mistake? If we know the answer, and if the consequences are dangerous, then we can decide whether warning devices or more simple equipment should be installed.

When someone makes a mistake we have to decide if he is particularly careless, or if ,an average man might make the same mistake. Perhaps one day we shall be able to do this more scientificaNy than we can now.

notes and news

NEW MEMBERS

Bredbury & Romiley U.D.C. Lancs. H Greater London Council F. Kears'ley U.D.C. Lancs. H. Risca U.D.C. Mon. S. Sevenoaks RD :C. Kent H. St. Thomas RD .C. Devon S. Zetland C.C. Shetl'and W. M.

ASSOCIATE MEMBERS

G. Buckley, E'Sq.,

R Charltan, Esq., A. L. Patterson, Esq.,

APPOINTMENTS

J. B. Cowdell, Pub lic Health Inspector and Building Surveyor, Appleby, has been appainted Surveyor and P u blic HeaIth Inspector, Brigg U.D C. R. A. T. Kemp, has been pramoted to Chief Public Health Inspectar, Epping & Ongar R.D .C.

T. Lister, Chief Fire Officer, Gloucestershire C.C. has been appainted Chief Fire Officer, Bristal.

J. Mullaniff, has been appO'inted Chief Fire Officer, Preston. H. Prentice, has been pramated to Chief Inspector, Angus Consumer Services Jaint Committee.

J. Rumsey, Borough Engineer and Surveyor, BexhiIl, has been appainted Ass'istant CantraHer (Municipal· Engineering) Harrow. He is succeeded at Bexhill by A. G. Deputy Borough Engineer and Surveyar, Margate.

J. Vlckers, Deputy Baraugh Engineer and Surveyar, Lutan has been apainted Baraugh Engineer and Surveyar

W. Wadsworth, Deputy City Engineer and Surveyar, Narwich, has been appainted Borough Engineer, Cheltenham.

RETIREMENTS

G. V. Blackstone, Chief Fire Officer, Hertfordshire.

O. C. Budd, Chief Fire Officer, Prestan.

F . Co RevelIe, Chief Fire Officer, Bris'tal.

K. Seymour, Baraugh Engineer and Surveyar, Luton. We wiih these gentlemen a lang and happy retirement.

CORRECTIONS

On page 62 of the Ootaber, 1971 issue it wa'S wrangly stated that Mr. N. Schafield had been appointed Chief Fire Officer, Sunderland. Mr. G. H . Maore was appointed Chief Fire Officer Sunderland, and we apalogise far any inconvenience that this mistake may have caused.

Electrical Certificate

The capy of the Electrical Installation Test Cel'tificate sent out with the last is'Sue of the 'Bulletin' cantained a printer's error. The side heading 'InstaNation Tests' should read 'Insulation Tests'.

Index

Our attention has been drawn to' the printing of part of the index an the inside back cover of the last issue of the 'Bulletin'. We appreciate that this wil'l be inconvenient to those members whO' have their copies bound, and therefore, we reprint the item in question.

CONGRATULATIONS

Mr. A. Leese, Caventry's Chief Fire Officer, has been elected permanent President of the British Fire Sel'Vices Associatian.

He is the first serving officer to be'come President. Previaus Presidents have been Mr Maynard Mitchell, of MitcheIl and Butler''S Brewery (whom Mr Leese succeeds), the Duke of Partland, Earl of Del'by and Lord Farringdon

Mr. Leese, whO' has been cangratulated by the PubliC Pratectian Cammittee, has been Vice-President of the Assaciatian and has been connected with it for 20 years.

MERGER

In anticipatian af Lacal Gavernment Re-arganisatian in 1974, a 'mini-merger' has taken place between Epping and Ongar R.D.C. and Epping U.D.C. and three afficers of the Rural District are now alsO' responsible for the public health and petroleum wark in the Epping U .D.C. area.

Secretary's Notes

ANNUAL GENERAL MEETING

As mast members will now be aware, the Association's 1972 Annual General Mee'ting, which is to be held at Shrewsbury on Wednesday and Thursday, 5th/6th April, will be extend ed to include three papers which we hO'pe will be of interest to' all.

As at p resent arranged, these win take the following form :

a. 'IMajar Pipelines in the British I&les" to be given by W. M. C. Janes, Esq., Inspector of PipeHnes, Department of Trade and Industry (petroleum Di vi s'ion)

R E. R Cambridge, Esq., c/o SheIl-Mex & B.P. Ltd.,

b. "Liquid Petroleum Gases" to be given by D. J. Comley, Esq., B.S'C., C.Eng., Sales Manager (Northern) Esso Petroleum Co. Ltd.

c. A general discussion and question session chaired by Dr. G. J. Jeacocke, MBc., Ph.D., F.RI.C., Home Office.

Members' attention is specially drawn to the fact that the Corporation of Shrewsbury will be entertaining us at Civic Reception during the evening of Wednesday, 5th Aprl'l at which members 'and their ladies will be most welcome.

I hope to send out the agenda for this meeting early in the new year and together with this I shaH include a return sUp which I would ask members to kindly complete and return as soon as possIble in order that arrangements for the meeting can go ahead smoothly. To an members returning this slip will then be sent a map of Shrewsbury with informa'Non regarding car parking and hotel facihtres in the town.

SEMINAR AT YORK

I can inf'Orm members that clerks of aB. authorities (member) have been given information regarding the Association's Annual General Me'eting for 1972 together with advance notice of the Assodation's second Advanced Seminar which wiU again be held at York University in the autumn of 1972. A further notice will be sent to officers early in the new year.

The Council hopes that this early warn:ing system will perhaps allow for authorities to make proviision for officers attendance at these functions in their estimates for 1972.

Due to the fact that as the original dates fixed for the Seminar clash with the Shops A:ct Conference, the dates and venue ha've been revised to Monday, 25th September to Thursday, 28th September at A:lcuin College, York Un'iversity.

PETROLEUM TECHNOLOGY COURSE

Arrangements for the Pe'tl'oleum Technology Course to be held at Surrey University are nearing completion.

The WiU commence on Tuesday, 18th April and end on Fnday, 21st April, 1972.

Members Of. the Southern area (Anglia, South Eastern, Midland, .Wessex and South Walles Branches) WILl receive full detaIls as in previous years. Members of other Branches who may wish to attend should apply to C. R. PESKETT, Esq., Chief Public Health Inspector MHnicipal Offices, Bridge Street, Godalming, Surrey. '

letters

TANKER PARKING

I enclose f'Or copy of a reply I have received from Home Office III answer to my enquiries on beha!}if of the Association in respect of Home Office Circular No. 186. J. W. FRID, Hon. Secretary. Thank y{)u for your letter of 21 September about Home Offi-ce Circular No. 186/1971, concerning the approval of parking places for vehicles carrying petroleum spirit.

I understand that Dr. Jeacocke has already had a word with you about this and has explained our view that it would be quite impracticabie to prepare guidance which would be equally applicable to parking places throughout the country, since loca,l circumstances must clearly be the determining factor in deciding whether any particular site is suitable for approval as a parking place for vehicles carrying petroleum spirit or other highly inflammable liquids. The requirements for a parking place situated on the outskirts of a small town in a rural area would, for example, norma'lly be Ifar less stringent than those required for the approval of a parking place sItuated in the middle of a heavily populated area.

The sole aim is to overcome the difficulties, already confronting a number of local authorities, caused by the indiscriminate overnight parking of vehicles carrying dangerous substances. The purpose of the circular was therefore to ensure that local authorities would take action, w'herever possrMe, in consultation wilth the pOlice and the fiTe sel'Vices to approve parking places where such vehkles would present the minimum hazard t{) the pu1Jlic when left overnight. Such problems must clearly be considered on a local basis, and we consider that the fire services and the police are best equipped, in view of their knowledge of local circumstances, to give such advice as licensing authorities may require on such mat!ters as salfety and security.

We appreciate that there will be a number of distri'cts, particularly in remote rural areas, where there is no demand for parking facilities Cif this kind; other loca'l authorities may well find that there is no parking place which they could properly approve for the parking of vehiCles carrying dangerous substances. We Ifeel, however, that the problems aris'ing from the 'indiscriminate parking of vehicles carrying dangerous substances will only resolved !if I lCical authorities generally make more use of their existing powers to approve parking pla'ces. The petroleum industry, which is engaged primarily in shol't haul traffic, does not real<ly present a problem, since their journeys are so arranged that the vehicle can return to a h thiS depot overnight. We do not expect any c ange Ill , pattern even if far more parking spaces are approverl by local l allithori,ties. The problem is presented by the 'industry, which is engaged to a far grea'ter extent III longhaul traffic and whose vehides must o.f1ten be parked overnight at a' place remote both from tJhe driver's depot and from the customer's premises. In such unless an adequate supply of approved parking pilaces IS avaHalble, less satisfactory ad hoc parking arrangements will have to be accepted.

HOME OFFICE, London S.W 1

of Witney forI his ) .' PetrO eum exceHent list Of current legislatIOn covermg which was published in The Bulletin of JuJy 197.!.. As I was checking his list agains't my own copies of S'tatutory Instruments I found that I had a copy of the Petroleum (Liquid lMethane) Order, 1957 (No. 859) which was not on the list. This order appHes many Sections of the (Consolidation) Ad 1928, including to LIqUId Methane and as far as I can ascertain is stiH III force H<8Ttlepool C.R R. J DOWDLE

AN ELECTRONIC GASOLINE DISPENSING SYSTEM

By J. Bridger, Esq. Shell Mex & B.P. Ltd.

The most advanced BP self-service station in Europe opened at Stanbourne Motors, Bournemouth in October. The petrol disp ensing equipment which is made by the Westinghouse Brake & Signal Co. is entirely electronically controlled and represents a new generation of .forecourt equipment technology.

The emphasis of the equipment is on simplicity and ease of operation from the customer point of view. There are also benefits for the site opera tor, who is now able to c ontrol e lectronica ll y from one point, prices and blend rati os of all grades of petrol at all dispensing points.

There are six 91 101 octane blending dispensers at Stanbourne Customers 'calling at the site simpl y drive to

one of the twelve fuelling positions. They then press a button on an electronic displ'ay panel suspended from the underside of the canopy, take the hose nozzle from the island mounted dispenser unit, and fill up. At most selifservice stations at present, customers can be involved in up to seven lever and knob operations in order to obtain petrol; this system reduces the required actions to only three.

After serving themselves , customers pay at a console unit. where both volume and cash sale are displayed t'O the cashier on a central computer controlled readmIt.

In addition to the customer benefits, the n ew equipment has two special advantages for the site operator. He will be able to programme the prices of all grades of petrol in

increments of l/lOth of a new penny on aJl pumps simultaneously from a central price control panel at the console.

Blend ratios of each grade of petrol can likewise be set at the same control panel in 1% increments. Changing a set of blend ratios on a single conventional blender pump can take several hours to achieve, and a simple price change takes 10-15 minutes per pump.

The simplicity of price and blend programming on the Westinghouse electronic control panel makes a complete blend ratio and price change on all pumps possible in about 5 minutes. The electronic control panel may be sealed by Weights and Measures.

The technique of controlling the blend volves and of price computation is novel and entirely electronic in operation.

Photo-electric pulse counters mounted directly on the meter output shafts send a stream of pulses back to the control console. There they are with a pulse "pattern", retained on the console memory which should apply to the particular grade of petrol being dispensed. If there is a deviation between the pulse stream and the "pattern", an electric signal is sent to an electro-pneumatic converter which in turn sends an air signal direct to the blend control valve in the dispenser cabinet. The relative positions of the high/low ports of the blend control valve effectively control the rate of flow of product through the meters. Therefore when a corrective signal is sent to the blend control valve, one port is fractionally opened and the other one closed by an equal amount. This has a direct effect on the flow through the meters and a revised pulse stream is sent to the control console If the revised stream matches the set "pattern", no further adjustment is required. This system permits very fine control of ratios and high accuracy is obtained .

Price computation for each grade of petrol sold is derived from the same pulse stream. The unit price is compared with, and multiplied by, the stream of volumetric pulses sent from the meter output shafts. The total cash price of the volume dispensed is continuously displayed at the control console and at the customer display module.

As a to efficiency and operational simplicity, a cash register IS mterfaced directly with the control console. Cash sales information, as displayed 'on the customer display modules: can be transmitted directly from the control console mto the cash register, on depression of a "print" button the cashier. The particular sale is then automatically registered and "rung up" on the cash reoister and a receipt is printed. b

BP recognise that this equipment represents a landmark in the history of petrol pump development both in terms of operational flexibility for the site operator, and simplicity in use for the customer.

The dispensing equipment which is featured on the cover of the "Bulletin" this year shows a further example of BP's advanced dispensing ideas. Here the hydraulic cabinets have

been removed from the dispenser islands and located remotely, perhaps near to the tank manholes. Alternatively submersible pumps could be used. The customer display modules have been re-shaped into ergonomically designed ca:binets and the hose itself suspended from a point above the display module in order to reduce the weight of hose to be handled by the customer.

This equipment may r e present the start of a plateau in development of dispensing equipment. Although we are aJl the time seeking to improve the simplicity and productii'vity of the automobile fuelling operation, there comes a time when the oncost of expensive dispensing techniques is not matched by tangible benefits su c h as g r e ater potential throughputs or ease of customer op e r a ti o n. However BP believe that the advanc e d dispensing techniques and equipment described in this article c a n, in the right ch·cum stances, make a real contribution t o r e tail outlet profitability.

CAR PARKS AND GARAGES

A Paper

given by W. C. R. DALE, A.F.I.P. Petroleum Branch, G.L.C., at York.

Introduction

You may 'Wonder why the Association thought it worthwhile including in a course like this a session on garages. Very much the same sort of thought occurred to me when I was first asked to give the talk. I cannot answer for the Association but certainly the authoI1ity for which I work and its main predecessor are and have been very much concerned to maintain control over garages under the Petroleum (Consolidation) Act 1928.

Bullding Regulations

The need for this control was only partially weakened by the introduction of the Building Regulations. The Regulations at present are concerned basicaIly with the safety and stability Of the structure. There is talk that in the future they may also deal with the ventilation of garages but no doubt there will be considerable argument about the vires of the suggestion. The current control exeroised over garages by the Building Regulations is in any case pretty haphazard. They are all for better or worse lumped into Purpose Group VIII. This is a group which only barely fits the subject with the result that the Department of the Environment has had already to issue a circular to indicate how they will, on individual application in each case, agree waivers of the Regulations in an attempt to try and make them fit. While I accept the concept of management by exception, the idea of management by general exception would seem to make a nonsense of all.

Fire Precaution Act

The new Fire Precaution Act could possibly be stretched to enable fire authorities to require the provision of means of escape and fire fighting equipment in public garages but this would require an Order by the Minister. For the present it is usually only the petroleum officer who can require the provision of means of escape and fire fighting eqUipment under the Petroleum Acts. It is similarly only the petroleum officer who can ensure the provision of adequate ventilation and safe electrics and drainage in garages. Hence the need to continue for the present the exercise of control under the Petroleum Acts.

TbeLaw

has frequently been argued by some people that a licence IS not necessary to cover the keeping of petrol in the fuel tanks of motor vehicles in garages. Such a view has in fact been expressed by some prominent members of the Association. I disagree with them wholeheartedly. Not wishing to bore you with legalistic matters let me state my opinion briefly:-

(a) Section I (1) of the Petroleum (Consolidation) Act 1928 provides :_

"Subject to the provisions of this Act, petroleum-spirit shall not be kept unless a petroleum-spirit licence is in

force under this Act authorising the keeping thereof and the petroleum-spirit is kept in accordance with such conditions, if any, as may be attached to the licence "

(b) By Section I (2) :"The occupier of any premises in which petroleum-spirit is kept in contravention of this section shall be liable on summary conviction to a fine ."

(c) In Appleyard v. Bangham 1914 I KB 258, it was held that petroleum-spirit in the fuel tanks of motor vehicles was being 'kept' and this is in some measure reinforced by Grandi and Others v. Millburn 1966 2 All ER 816.

(d) Under Section 10 of the Act the Secretary of State is empowered to make Regulations as to the keeping and use of petroleum-spirit by persons intending to use it for certain specified purposes. The Secretary of State has made such Regulations, the Petroleum Spirit (Motor Vehicles etc.) Regulations 1929, and in Nos. 4, 5 (d), 6 (a), 7 (i) and 8 (i) he makes specific reference to petroleum-spirit being kept in the fuel tanks of motor vehicles.

(e) In a public garage, the proprietor, i.e. the occupier of the premises, is not the person intending to use the petrol in the fuel tank of any motor vehicle he is garaging. Therefore, he cannot take advantage of any exemption conferred by the 1929 Regulations and a petroleum-spirit licence is required.

(f) If a petroleum-spirit licence is not in force it is the occupier, not the person keeping, who is liable to prosecution. Therefore the proprietor of the garage as the occupier must protect himself by obtaining a licence under the Petroleum (Consolidation) Act 1928.

It has been said that if one follows this argument to its logical conclusion it must mean that if your friend parks his car in your garage at home then you as occupier need a petrol licence. I would not argue against this view; the law can invariably be reduced to absurdity in this way if one seeks to do so. As another example also involving the motor car I would point out that everyone of you who has a motor car regularly infringes Section 4 of the Explosives Act 1875 by manufacturing an explosive mixture of petrol vapour and air in the cylinders of the car's engine. It is, however, not customary to prosecute this heinous crime. This is because we have wise administrators and a wise administrator knows when to administer and when not to administer. In a similar way we in London find it difficult to differentiate between an open air car park and rush hour in Piccadilly Circus. Thus we do not press licensing of open air car parks. However, if the proprietor of an open air car park applies for a licence and there are some who do, then we oblige him unless there is a good safety reason for not doing so.

The Greater London Council with the London County County Council before it has licensed garages for more than fifty years. For the first time the practice has been challenged and that by a public body in respect of a multistorey open-sided car park. We have reasoned with the body and the Home Office has acted as arbiter all to no avail. In the result a declaration by Chancery is being sought to avoid the unwholesome spectacle of two large authorities squabbling in public. A result is expected towards the end of September.* This may settle the question once and for all, although I, personally, have doubts whether the judgement will be wide enough to secure that Utopia.

The risk in garages

Having, I hope, established for the present that powers exist under the Petroleum (Consolidation) Act 1928 to control garages, we should next look at the risk involved. Here I must express views which are my own and may not necessarily represent those of the authority for which I work.

If we consider firstly garages in which vehicles are only parked and no repair work on them is carried out then I feel we must concede that the risk, generally speaking, is low. My experience suggests that if a car does not catch fire during the 30 minutes next after parking, then it is generally good for the night; and most of the cars are good. The risk is considerably increased where workshop practices are carried out. It is in garage-workshops that exposure of petrol occurs, where welding is carried on and where petrol is spilled. When one looks at a proposed garage building one must decide whether it is ever likely to be used for garage-workshop practices and hence should be placed in the higher risk category. In reaching a decision one should, of course, always err on the side of safety.

Fires in garage workshops

My experience is that the causes of fires in garageworkshops are few in number but that they repeat themselves again and again. Culprit No. 1 must still, suppose, be injudicious welding on vehicles. There was a time. when one could give simple advice to a welder, namely to Isolate the vehicle on which he was working and that if he was operating near the fuel tank of the vehicl: and not place an asbestos blanket between it and hIs then he should remove the tank. Nowadays thIS adVICe IS far from adequate. A number of motor car use plastic fuel lines. What is worse they sometimes these lines from view in body sections. The lder uses his torch on or near the body sectIOn, melts plastiC fuel line and bingo he has a healthy fire on his hands fed often by the whole contents of the fuel In case you imagine that only small cheap cars have plastIC fuel lines, let me add that both Jaguar and Rover cars are so fitted. The G.LC. did write to the Vehicle Safety Division of the Ministry of Transport (now Department of the Environment) about the matter urging that consideration be given to a suitable amendment of the Motor Vehicles (Construction and Use) Regulations. The answer we got was a relatively dusty one. We were told merely that the

'" In the event this date was optimistic.

manufacturers had undertaken to warn workshops of the hazard. Presumably the devil looks after the 'Do It Yourself' experts.

Obviously whenevet petrol is spilled in a workshop there is always a risk of fire. One of the very common sources of ignition of spilled petrol has been inspection lamps without outer globes to protect the glass envelope of the electric lamp. We have had a number of cases where cold petrol has dripped onto the hot glass envelope of the lamp causing it to shatter and expose the hot filament of the lamp momentarily before it burns out. The instant has frequently been long enough to ignite the petrol vapour. In London we try, with varying success, to ensure that all inspection lamps are fitted with outer globes. Resistance to this idea arises for two reasons; firstly the globe makes the lamp heavier and more unwieldy and secondly it is alleged that there is a loss of illumination. Fortunately some factory sealed fluorescent hand lamps are now finding their way on to the market. These are certified as safe, even for Division I danger areas, and what is more they are lighter and brighter than the old conventional lamps.

Another common cause of garage-workshop fire is the use of petrol for cleaning purposes. One's only hope of combating this malpractice is by education.

Fire separation of garage/workshops

Because fires are likely to occur in garage/workshops we should ensure that there is adequate fire separation between them and the remainder of buildings. Fire-resistance standards are laid down in current building legislation which is fine except that there are three different sets each varying slightly from the other. In England and Wales the 1967 Building Regulations apply, in Scotland there are the Scottish Building Regulations and in Inner London there are the London Building Constructional By-laws. Perhaps one day a comprehensive code of practice for all garage/ workshops will be produced. Certainly a sub-committee of the Home Ofice Standing Advisory Committee on Dangerous Substances is working towards this end but progress is slow. May I therefore suggest as a standard that the only consideration in determining the standard of fire-resistance for garage/workshops should be the 'cube' of the workshop and that a simple formula for above-groUlad workshops would be:-

Up to 5,000 cu. ft. 5,000 75,000 cu. ft. 75,000 250,000 cu. ft. Over 250,000 cu. ft.

! hour 1 hour 2 hour 4 hour

A higher standard should be required for underground garage/workshops and this would be 2 hour below 250,000 cu. ft. in extent and 4 hour above. Generally speaking underground garage/workshops shOUld be sprinklered. While on the question of sprinklers I would like to put forward the proposition that the standard of fire resistance need not exceed 2 hour in any case where the garage/ workshop is fj.tted with an efficient automatic sprinkler system.

Ventilation

Some people may argue with the idea that an underground garage may be used for workshop purposes. I think it is

reasonable to accept this idea only if the garage is well ventilated. In any type of garage one should aim at getting six changes of air per hour. In an underground garage at least half of this should be provided by a mechanical extract system. There should, however, always be natural ventilation openings which may also serve as smoke extracts. These openings should be well dispersed and in total area should be equal to 2!% of the floor area of the garage. There is always some difficulty in getting adequate ventilation in a garage workshop because people have to work in it. Under the Factories Act, the workshop has to be at a minimum temperature of 60°F. In this day and age anyway, the proprietor would quickly have a strike on his hands if he let the temperature fall too low. In consequence one is more or less forced into accepting windows that can be closed as part of the 'permanent' ventilation openings. This, of course, is another reason why garage workshops tend to be in a higher risk category than the car park type of garage. When petrol vapour may be present the more ventilation that can be arranged the better. Moreover, the more ventilation openings there are the less will be the heat build up within the compartment in the event of a fire.

So far as pure car parks are concerned, it provides an interesting approach to determine whether we can classify garages and hence the standard of fire-resistance they require by consideration of the availability of natural ventilating openings as well as of the type of garage design.

Fire Load Densities

The Fire Research Station has produced some interesting figures on combustible material of two popular types of saloon car. In every case the petrol tank of the vehicle is taken as being full. An empty 1100 saloon will produce 4,300,000 B.T.U. of combustible material whereas a 1500 saloon produces 5,630,000 B.T.U. Of course in practice cars are never left empty. People always manage to leave a clutter of paper, wood, clothes and other cellulosic material in their cars so we should add 400,000 B.T.U. to cover this. If this is done the revised figures are 4,700,000 B.T.U. for an 1100 saloon and 6,030,000 B.T.U. for the 1500 saloon. 29 per cent of these totals is due to petrol in the tank of the vehicle and 30 per cent is due to the rubber tyres on the four road wheels and the one spare wheel of the vehicle.

The fire load density is defined as the fire load per unit area and therefore in a garage depends on the type of garage building being considered.

Closely parked garage

Let us firstly consider the case of a garage where cars are parked nose to tail and side to side. This means in effect that the floor space per car is the area actually covered by the car you cannot park them closer than that! The llOO saloon covers 62 square feet and gives a fire load density of 76,000 B.T.U/ft'. The 1500 saloon covers 79 square feet but .gives us a higher fire load density at 81,000 B.T.U/ft'. If of these cars had a fibre glass body the fire load would be increased by approximately 4,000 B.T.U/

Drive-in garage

Most of the garages with which we deal are of course not crammed with cars in this way. Normally the general public

drive in and out. Dare I say that with some women drivers, even an overall allocation of 300 square feet per car ds hopelessly inadequate. But· let us stay with the figure of 200 square feet per car suggested by the Fire Research Station. Then the fire load density for the larger 1500 saloon would be 30,000 B.T.U/ft', plus 1,600 B.T.U/ft' if it has a fibre glass body.

Lorry parks

In the examples given above, it has been assumed that only cars and light vans are parked. And it is true to say that most garages, unless specially designed have far too low a ceiling to accommodate a lorry. It is suggested that the fire load density in a garage specially designed to accommodate loaded lorries might well be as high as 200,000 B.T.U/ft'.

Housing garages

There is one other type of garage building which we should consider and that loosely might be called the housing estate garage. The history of the development of this garage type is interesting. Originally the garage comprised only a car parking floor or floors on which cars were parked in marked out spaces. These floors made wonderful football pitches for the kids particularly on a wet day. I am told that courting couples found them useful at night too, which is why the lamp bulbs were always being broken. The result was that the garages were abandoned to the kids and lovers and the occupants of the estate parked their cars on the roads where they could keep an eye on them.

To overcome the problem, many authorities decided that they must divide the garage floor into individual lock-Ups. And here the next mistake was made. To avoid interfering with ventilation the partitions and door of each lock-up was made of wire mesh. Then when it was found that people crammed the lock-ups not only with their cars but with household debris, tins of paint, oil, etc., etc. an attemot was made to reduce the fire risk by providing a of one hour's fire-resistance between each group of four lockups. In the result nobody was happy. The kids and lovers felt deprived but they could still get at cars to damage them when the fancy took them. The car owners, when they dared t? trust their cars to the wire mesh cages, took the precautIOn of covering the mesh with P.V.C. sheeting. This destroyed the ventilation, added to the fire risk and upset fire and petroleum licensing authorities.

In the end it has been found that the only possible solution is to provide high security brick enclosures. For this type of development each garage floor should have ventilating openings equivalent to 5% of the floor area. These openings should be concentrated so as to serve the roadways between lock-ups. A 6-inch gap should be left above and below the door of each lock-up and if this does not give sufficient of air then some air bricks should be provided ID the partitions of the lock-ups. The lock-up partitions should be of solid incombustible construction and should have a one hour standard of fire resistance.

However, to return to our muttons and the consideration of fire load density. It will be found that occupants of these lock-ups will keep not only their cars in them but also a load of combustible rubbish. If you doubt this may I suggest that you have a look at your own garage when you return home. You may then agree that a fire loading density of

about 100,000 B.T.U/ft" is appropriate for each lock-up.

Fire Grading

Post-War Building Study No. 20 on the Fire Grading of Buildings is no doubt well known to you all. This suggests that for fire load densities of up to 100,000 B.T.U/tt· a building should have a one hour standard of fire resistance, fOT 100,000-200,000 B.T.U/ft·, two hours and above this up to 400,000 B.T.U/!1't2 four hours.

Fire-resistance requirements

If we apply the facts and figures we have elicited we can now start to determine the standard of fire-resistance we should seek for garages used only for parking, i.e. when no workshop practices are carried on. For cars parked closely together in a garage we determined that the fire load density was 81,000 B.T.U/ft". Thus in theory a one-hour standard of flre-resistance should be adequate. One has to be careful here in that more recent work has shown that this is reasonable only for a well-ventilated building. Where ventilation is suspect and this might well be the case as the floor area gets larger a two-hour standard might be more appropriate.

For the drive in and drive out type of garage the fire load density is 32,000 B.T.U/ft'. A one-hour standaTd is more than adequate for this type of building. The Fire Research Station has gone even further in suggesting that if the building is above-ground, is well ventilated (i.e. 2!% of the floor area as permanent openings in each of the two longest sides) and meets other detailed criteria, no standard of fireresistance is necessary if the building is constructed of steel members with concrete floors. This suggestion has not been received with enthusiasm in all quarters but nevertheless the evidence adduced in support merits most serious consideration.

If a drive in-drive oO't garage is arranged below ground, one normally double the fi're-resistance requIrement for Similar above-ground buildings. This implies that the standard should be two hours. However, some of you may argue that at 32,000 B.T.U/ft' the fire load density is so low the one-hour scale that one might regard it as !-hour whleh doubled up for underground location brings us back to one-hour. There are arguments for both views o?e always the importance of good ventIlation m heat dissipation For lorry . k th d rd par s e necessary stana IS two hours or more For the ho . t '. usmg ype garage, a mlglbt be struck at one hour for the lock-up partitIOns and two hours for the main structure.

Discussion on fire resistance

I have spent rather a long time discussl'ng th' of d · fi' IS questIOn fire loa mg, re gradmg and and fi.re-resistance and I hope tha.t I have not you too much. What I have been trymg to IS that garages nowadays are lar.gely purpose-bUilt structures and that we can quite sim I d t _ h' fi d' Th' p Y e er mme t elr IS being so, it is sensible for the Home Office m Issumg Its Code to set out detailed fireresistance standards rather than leave the matter unhappily buried in Purpose Group VIII of the Building Regulations.

Drainage

There are really only one or two other points which I would wish to make on the general subject of garages. The first of

these relates to drainage. From a fire risk point of view I see no merit in draining the floor of any garage. If the garage is sprinkiered it might be a sensible thing to do to avoid flooding the garage floor. The same is true if the garage floor is exposed to the elements. Whenever the garage floor is drained, however, the drainage should pass via trapped gullies through an approved petroleum interceptor. In insisting on this we may be paying more respect to pollution control than fire prevention; so, to salve our consciences, I suggest we should limit the size of the petroleum interceptor to a single chamber.

Electrical equipment

In dealing with electrical equipment in garages I suggest we should limit our interest to fixed equipment, except for wander lamps which, as I said earlier, should always have outer globes. It is customary to regard any pit or hole in the floor of a garage as being a Division I 'danger area'. 11his view I fully support. However, the Division 2 area currently extends above floor level to a height of four feet and I do wonder whether this height might not reasonably be reduced to 18 inches. This is the height, albeit not without some confusion, that the Americans now appear to adopt.

Means of escape

Means of escape and access for fiTe fighting will be required and the usual provision for enclosure and discharge of these will apply. However, I think it is fair to say that in no case need staircases be more than 2'6" wide and that staircases not more not more than 200 feet apart will be adequate.

Fire-fighting equipment

In London we have had considerable difficulty in trying to overcome vandalism of fire4ighting equipment in garages. A number of schemes have been proposed some of which made fire extinguishers so difficult of access as to desroy almost entirely their usefulness. Our present thought on. the subject is that in a garage-workshop one should contmue to follow the standard pattern of having fire points each comprising a 2-gaUon foam extinguisher, a 2-gallon wat.erexpelling extinguisher and two buckets of sand. We it reasonable to require a foam type extinguisher (or eqUivalent dry powder type) on the basis that frequently the fi.rst substance ignited in garage-workshop fires is petrol. Moreover, the ext'inguishers can be maintained and will be operated by people who should know how to use them.

In garages where no workshop practices are carried out, petrol is rarely involved in car fires certainly in the stages. Moreover if the garage is widely used by the public with minimal supervision, the hope of having the equipment satisfactorily maintained is as slight as the hope that anyone wHI know how to use it. For these reasons, we encourage in these garages the provision of hose-reels. Currently we are recommending that the hose-reels should have plastic fitments in the hope that these will not have the same appeal to thieves as brass fitments. Where hosereels are provided in this type of garage we waive all other types of fire extin'guishers. Whet'her vandals will leave alone hose-reels with plastic ·fitments only time wiH tell. But even if they rip the hose to shreds, there will still remain a water supply to which the Brigade can attach its own equipment.

COUNCIL at BIRMINGHAM

Report of a meeting held on Wednesday, 15th September, 1971

Present

The following members attended: J. Beer, J. Birks, J. W. Frid, G. H. Harvey, W. Hetherington, J. W. Hewison, R. P. Holdaway, K. C. Hughes, T. Kerr, H. R. MelIor, C. T. Peacock, C. R. Peskett, R. E. J. Roden, J. Short, B. W. C. Thacker.

Apologies

Apologies were received from E. V. Beeby, P. Cartwright, C. L. Davids, D. Hall.

Minutes of Previous Meeting

The minutes of the previous meeting (circulated) were accepted.

Matters Arising

There were no matters arising.

Correspondence

The Hon. Secretary reported that he had been in correspondence with H. Clarkson (Dudley) Limited regarding the Association's insurance for the Chairman's Badge of Office and libel cover. He reported that a quotation of £50.05 had been accepted and this gave Hbel cover of £7,500 to the Hon. Editor. A second quotatJion for the isurance of the Chairman's Badge of Office was still being negotiated. Correspondence was also received from the British Syphon Co. Ltd. giving information on a Depth Meter manufactured by this company.

HONORARY TREASURER'S REPORT

The Hon. Treasurer 'reported that there was a satisfactory balance in the Association's accounts. There was some discussion regarding the payment of expenses to officers attending Council meetings and attendance to other Association business and it was proposed by the Hon. Treasurer, seconded by the Hon. Secretary that expenses shaH be paid in accordance with the Scheme of Conditions of Service, National Joint Council for Local Authorities, including car allowance where it is more economical and convenient to use a car. This was agreed by the meeting and the Hon. Treasurer's report was accepted.

HONORARY EDITOR'S REPORT

The Hon. Editor reported that arrangements would have to be made to increase the number of Bulletins printed. This was brought about by the gradual increase in membership which had now almost reached the number of copies printed, consequently very few back numbers were available if required.

Branch Secretaries were asked to forward minutes of meetings as soon as possible and the Hon. Editor further asked that if papers or talks were given at meetings then perhaps arrangements could be made so that these might be printed in the BuHetin.

Stocks of the Association's Code of Practice are held jointly by Mr. R. P. Holdaway and the Hon. Editor and there is a slow but steady demand for these.

(proposed and seconded, that the Association increase the number of Bulletins at print and that the Hon. Editor be left to decide the number in accordance with variation in membership).

At the Hon. Editor's request, the meeting confirmed a price of 38p per copy for extra or back copies of the Bulletin.

COMMITTEE CHAIRMEN'S REPORTS

(a) Finance and General Purposes

A meeting of this Committee was held at the Civic Centre, Birmingham on Thursday, 15th July, 1971,a report of which follows:

A long and detaHed discussion took place on the future position of the Association in the light of proposed Local Government re-organisation.

It was agreed that no direct representation on behalf of the Association could be made to the various authorities concerned with any Local Government reorganisation. Further, it was agreed that "because this Committee had no information as to the future administration of petroleum legislation in any Local Government re-organisation, it was impossible to take to Council any specific recommendations regarding the future of the Association".

The Committee discussed the two possibilities which appeared to present grounds for discussion, namely that the administration of the Petroleum Acts will either rest with (a) first-tier authorities, or (b) secondtier authorities.

Discussing the implications of the first alternative, it was agreed that an Association with the same terms of reference as that which exists now would not be a viable proposition due to the relatively small number of local authorities involved.

The Committee further felt, if it was decided that petroleum legislation should go to the first tier authorities, the Assaciation should immediately commence a run-down on its finances and activities. In the event of

the second alternative in the proposed re-organisation of Local Government, it was felt by the Committee that the need for an Association such as exists now would continue. It felt also that in this event the Association could carry on in its present form administered by its present officers, until such time as it were expedient and necessary to hand over the reins to new officers.

The finances of the Association were looked at carefully and it was decided that although the present position was healthy it should be looked at again at the end of the financial year.

At the suggestion of the Vice-Chairman, it was agreed that the 1972 Annual General Meeting should be held at Shrewsbury. It was suggested that this should take up two days as well as the business meeting and should include two papers to be given by persons well versed in the petroleum field. It was agreed that this matter should be further discussed at the next full Council meeting.

Arrangements for the next meeting of this CommIttee were leift until a later date.

Mter considerable discussion the Committee accepted this report but it was proposed by H. R. MelIor, seconded by G. H. Harvey that the Committee keep the whole subject of Local Government re-organisation under review and meet as necessary to discuss items which they may consider to be of particular importance to the Association.

It was further agreed that at the suggestion of the ViceChairman the 1972 Annual General Meeting should be held at and should occupy two days; the business meetmg to be supplemented by two papers to be given by suitable persons in the petroleum field. The Chairman, Vice-Chairman and Hon. Secretary were instructed to make the necessary arrangements for this meeting.

Constitution and Rules

No meeting of this Committee had been held since the last Council meeting. In his absence the Hon. Secretary reported that the Chairman of this Committee hoped to bring to the next Council meeting an item under Branch Rules.

Education and Publications Committee

A meeting of this Committee was held at the Fire Brigade Headquarters, York on 10th August, 1971, a report of which follows:

Preliminary Statement of Account

The Committee considered a preliminary statement of account for the 1971 Seminar and it was agreed that the final statement be submitted direct to the next meeting of the Council.

Arrangements for 1972 Seminar

(a) Date and Venue

The Secretary reported that he had made a provisional booking and it was RESOLVED that the Secretary be authorised to confirm lhe reservation at Derwent CoHege, University of York, for the dates Monday, 2nd October to Thursday, 4th October, 1972. Members to arrive between 4 p.m. and 5 p.m. on 2nd October (afternoon tea will be available) and the Seminar to end

after lunch on 5th October.

(b) Lectures

The Committee discussed timing, subjects and lecturers and the Hon. Secretary and Hon. Editor were authorised to make the necessary approaches.

(c) Fee

As the University had not yet advised their charges the Committee were unaible to fix a fee.

(d) Publicity

In addition to full details to be published in the Bulletin, it was agreed that the Secretary should notify all Branch Secretaries so that they could inform Branch members.

(e) Closing Date for Applications

RESOLVED that the closing date for the submission of names from persons wishing to attend be 31st July, 1972 after which date, and if found necessary, the Committee Chairman and the Hon. Secretary should act as a Selection Sub-Committee. The Committee would emphasise that this Seminar is primarily intended for senior peroleum officers and others of similar status.

(f) Local Liaison Officer

RESOLVED that Mr. H. E. Fletcher, Chief Inspector of Weights and Measures, York, be invited to act as the Local Liaison Officer.

(g) Official Attendance

RESOLVED that the following attend the Seminar to undertake official duties: the Chairman, Vice-Chairman, Hon. Secretary, Hon. Treasurer, Hon. Editor and the Chairman of Education and Publ'ications Committee.

Ch) Secretarial Arrangements

RESOLVED that the Hon. Secretary be authorised to visit the University for the making of arrangements and to incur organisati'on expenses including clerical assistance.

This report was accepted by the meeting together with final balance sheet for the Advanced Seminar which was submitted by the Hon. Secretary.

Reference and Legal Commlttee

The Chairman of this Committee reported that he, his Committee and the Hon. Secretary had dealt with a considerable number of queries raised by various members and that these, together with the Committee's considered answers would. iIf of value, be included in a future 'Bulletin' supplement. The Chairman further reported that his Committee has four major items still before it. These are as follows:

1. Revised Electrical Certificate

The draft of this approved by the Council was criticised by the electrical adviser who was requested to attend this Council meeting to put his objections.

2. Tank Testing

The Committee is in the course of preparing notes on this subject.

3. .Contents Gauges

Details of gauges available have already been passed to the Editor of the 'Bulletin' for publication.

4.. Emergency Procedures

Drai1ts are ready for consideration at the next meeting '(jf the Committee.

It was agreed that the certificate in its present form should go ahead, and the Hon. Editor was requested to arrange for the printing and distribution of these. It was suggested and agreed that these should take the form of an item in the 'Bulletin' together with a separately printed l'Oose leaf.

After this report had been accepted by the meeting, the Committee ChaIrman announced that his Committee would be meeting shortly, probably in London, to discuss the outstanding items.

Any Other Business

Under this heading the Secretary raised the subject contained in the recent Home Office Circular No. 186/1871 in paragraph 4 of which it is suggested that licensing authorities should take steps, in the exercise of their powers under Regulation 7 of the Petroleum Spirit (Conveyance by Road) Regulations 1957 to approve further parking space for vehicles carrying petroleum sparit.

After members had raised numerous queries concerning this circular it was agreed that the Hon. Secretary' should write to the Home Office in an endeavour to obtain clarification with regard to the type of parking place envisaged by the Home Office.

There being no further business the meeting closed at 4.0 p.m.

BRANCH REPORTS

South Eastern

A meeting of the Branch held in the Council Chambers, Godalming on Thursday, 6th May, 1971.

Present

Chairman Mr. H. T. E. Jackson and 44 membeTs.

Apologies

ApolOgies for absence were tendered on behalf of 15 bers.

Minutes

The Minutes of the Annual General Meeting of the Branch held on 11th December, 1970 having already been circulated were confirmed and signed as a correct record.

Finance

The Treasurer reported on the Branch finances and though the final accounts for the Petroleum Technology Course had not all been settled it was likely that there would be a small profit.

Petroleum Technology Course, Aprll1971. The Secretary reported on the second course held at the

Manor House, Godalming, a hall of residence of the Surrey University. A total of 51 members attended the course. Numbers were slightly below those of last year it being felt that a smaller number was more acceptable for the lecture accommodation. Even though the postal strike caused considerable difficulties with regard to registration aH the problems were overcome and the course opened on Tuesday evening, 13th April, 1971 with a dinner when the course was formally opened and delegates welcomed lily the Mayor of Godalming. Lectures and discussions were held throughout Wednesday and Thursday, the lectures on Thursday concerned the conveyance regulations and in the afternoon the members had the opportunity to examine a new road tanker kindly supplied by Messrs. Shell Mex & B.P. Ltd. On Fdday morning a panel was bombarded with questions on aH subjects on Petroleum work and the course concluded before lunch.

Generally the course ran very well both from the accommodation, catering, and instructive pOint of view and an appreciation would appear in the forthcoming issue of the BuHetin. It is expected that a course would be run on siltlilar lines next year in the Easter vacation.

Tank Contents Indicator

The Chairman introduced Mr. S. Hetherington of the British Syphon Company of Hampden Park, Eastbourne who spoke to members on the tank contents indicators produced by his company. The indicator was a well-proved unique system for the measurement of contents of petroleum storage tanks. The system combines accuracy, safety and simplicity. It is based on a fundamental scientific principle that if a heavy probe is suspended in a tank CYf petroleum its apparent weight will increase as the level of the displaced petrol falls. H the probe is attached to a hydraulic 10ad-ceH unit the variation in weight can be made to register the amount of petroleum left in the tank. The indicator was developed from the Norwegian Tank 0 Meter as a basis with various modifications to overcome difficulties. indicator has a fail safe feature, is mechanically simple, has no electrical connections and is therefore flame proof, is easy to operate and gives a permanent indication CYf tank contents without the need for pumping. The installation is trouble free, and can be adapted to any layout and can be installed at any distance from tanks. The gauges themselves can be sited on any convenient vertical surface and two gauges can be fitted for one tank giving e.g. one reading at an off set fill point and a repeat reading in a kiosk or elsewhere. Mr. Hetherington produced models and leaflets on the indicators and at the conclusion of his talk readily answered a number of questions relating to the cost, installation, and working efficiency of the gauges. At the conclusion Mr. Hetherington was thanked fur his talk and demonstration by the Chairman, these thanks being warmly endorsed by the meeting.

Wessex and South Wales

A meeting of the Branch was held on Monday, October 18th 1971, at 11.0 a.m. in the offices of the Weights and Measures Department, Tredegar Street, Cardiff.

Present

17 members were present and they were welcomed to Cardiff by Mr. O. W. Barnes, Chief Inspector, Weights and Measures, City of Cardiff, who had made the necessary local arrangements for the meeting. He outlined some of the problems of the City at the present period, involving demolition and re-development, temporary parking difficulties, and a major Central Re-development proposal, which had been the subject of an enquiry and which involved car parks with accommodation for upwards of 4,000 cars each. The Chairman suitably replied to the welcome and thanked Mr. Barnes for making the arrangements and visit possible.

Apologies

Apologies were received from 19 members, and the Chairman welcomed Mr. W. J. Davies of Risca U.D.C. as a representative for a new member.

Minutes

The Minutes of the Annual Meeting held at Gloucester on April 5th, 1971 which had been circulated with the Agenda were approved and signed.

Report of Honorary Secretary-Treasurer

Since the last meeting the following matters have received attention.

The Rules and Constitution approved at the Annual General Meeting have been submitted to the National Secretary for confIrmation, but this has not yet been received.

Two new members have been notified; (1) The Engineer and Surveyor St. Thomas RD.C., Exeter; (2) Mr. F. J. Webb, Chief Public Health Inspector of Newton Abbott U.D.C. One associate member has been notified as transferring to another Branch.

Enquiries have been received from two authorities concerning membership.

British Syphon Co. Ltd. have supplied a leaflet on Tank Content Gauges, for distribution at this meeting.

It was not possible to arrange for this meeting to be he.ld at Wotton Bassett, and after consultation with your Chairman, it was decided to accept the very kind offer of Mr. O. W. Barnes to hold the meeting in Cardiff.

Members may wish to discuss the venue for the next meeting, which will be the Annual General Meeting.

The balance at the bank is £11.9.

Venue for next Annual General Meeting. 11he members expressed a desire for the next meeting to be held in Bristol if suitable arrangements could be made, or alternatively Bath. The details are to be left to the Secretary to resolve.

Tanker Parks

The Chairman drew attention to difficulties which were arising in various a'reas concerning the parking. of. Tanker Lorries and enquired of the position in other distrIcts and whether any approved places had been provided in accordance with a recent Home Office circular. Members spoke strongly of the need for provision of parking and for commercial vehicles generally. It was appreciated that many substances conveyed by tankers were outside the scope of the Petroleum Regulations, but nevertheless dangerous. Mr. Barnes referred to a draft standard his authority had formulated for such accommodatl?n, namely: hardstandings, three chamber interceptor, fencmg of site, charging of fees, and an attendant. The first stage was for a site near the centre of the City, on a cleared area for a five year period, and the next phase would be a long term one on the outskirts serving a dual purpose of local and motorway traffic and that an exploratory meeting been held. It was believed that Salford Borough has carrIed out a feasibility study for the need of a security compound for such transport. Mr. E. C. Sandys (Exeter) has done an exercise to assess need and it was found only a few were petrol tankers the majority were conveying other corrosive or substances. The Secretary reminded members that some transport might be from the continent and that as this appeared to be a national problem the M.O.T. should sponsor or contribute to financing such provisions.

Mr. M. Clark (Cheaenham B.) stated that the problem was not solely that of Petroleum Officers and that the use of highways for parking was an expensive use of capital funds.

Mr. T. L. Cox (Wotton Bassett R.D.) referred to overnight parking of heavy transport and dangerous substances on housing estates, in addition to the danger there was the noise and traffic hazard; the Ministry should contribute to a solution of the problem.

Mr. D. Boyne (Bristol City) referred to this as a 'real problem' and that it was likely to increase. The latest moves appeared to be based on safety factors and getting such vehicles removed from city centres.

Mr. W. L. Janes (Newport C.B.) expressed the view which received general support of the meeting, that standards need formulating for such parking places. There may be numerous vehicles of large capacity and a wide range of ,chemicals. 'Bunding' of areas, access, spacing and fire fighting precautions all ought to be taken into account.

Any Other Business

1. Disused Petroleum Tanks

MT. ·Barnes referred to de-gassing and cutting up by scrap merchants shortly afterwards. Mr. Sandys quoted the case of a tank filled with water splitting when lifted out and the Fire Brigade keeping it filled with foam until it gave a NIL reading, whereupon it was cut up. If fiUed with concrete care was needed to prevent voids of up to 9" deep in far ends, unless the mixture was soft and pushed well into extreme ends of the tanks. Some concern was expressed on whether petroleum officers may be exceeding their responsibility in certain cases. Certification and removal can be undertaken by commercial firms. It was generally agreed with the suggestion of Mr. Boyne that the Ass'Ociation should be asked to consider preparing a Code of Practice for the safe removal of disused petrol tanks.

2. Multi-storey Car Parks

Mr. Barnes opened a discussion on some of the problems aSsociated with underground and multi-storey car parks.

First Case. He had recently received outline application for a basement and sub-basement car park to accom800 cars. Apart from one at Cheltenham and Chicago U.S.A., this was unique and it appeared that very little detailed study had been made. It provided for two entrances and two exits which were considered insufficient. This was intended to serve an office block clearly defined peak loading. Under these conditIons experience of the G.L.C. had shown that traffic on the ramps .lead to fumes which overcame dnvers. The solution was to allow the combined use of entrances and exits all as exits at peak times, with 12 changes of air per hour six per level, each split into areas, with concentration of trunking on the ramps.

Second Case. This involved a car park for 450 cars in with the University as a first stage provision ID a semi-basement with adequate natural ventilation. When the need for extending it into the second phase mechanical ventilation would be needed to the first phase and when the third phase came about, mechanical ventilation would be needed to the second phase. There was no peak period of entry and exit, consequent'ly four changes of aIr per hour was sufficient. Mr. Barnes dealt with a number of questions and was thanked by the

Chairman for his presentation of his paper on these problems.

Visit

The Meeting adjourned for lunch and in the afternoon reassembled at the Blue Star Garage, Greyfriars Road, for an inspection of multi-storey and basement car parks. In the case of the multi-storeYed car park the garage front had been set back to 'clear' the underground tanks, and natural lighting and ventilation existed throughout. The licence condition allowed for the capacity of the tanks, plus five galls. per standing. No vehicle to be repaired or refuelled in parking area, one sprinkler per car space, one 2-gall. fire extinguisher per 25 standings. Steel shutters with fusible links to all connecting openings giving access to an adjoining office building. Surface drainage was via a threechamber interceptor.

This very successful meeting closed at 4.0 p.m. with a unanimous vote of thanks to Mr. Barnes for the arrangements.

Anglia

A meeting of the Branch was held at the Commemoration Hall, Huntingdon on Wednesday, 20th October, 1971. The meeting was opened by an address from the Mayor of Huntingdon, Alderman Matthew CoHinson, who welcomed members on behalf of himself and his authority.

Present 28 members.

Apologies

Seven apologies for absence were received.

Minutes of Previous Meeting

The minutes of the previous meeting held at Harlow on 31st March, 1971 having been previously cirCUlated were approved and signed as a correct record.

Matters Arising

There were no matters arising.

Chairman's Report

The Chairman reported upon the difficulties which were expected to be encountered with regard to venues and business for future meetings. The members present were requested to put forward to the Hon. Secretary any suggestions which may occur to them for such future arrangements.

He went on to draw attention to the proposed second advanced seminar which was to be held in 1972 and at the same time expressed his congratulations to the Association regarding the arrangements for the first seminar which he said had been appreciated by all who attended. The Chairman then mentioned the recent Home Office Circular No. 186 with particular reference to the paragraph concerning approved places for tanker parks. It was agreed that discussion on this matter be deferred untj,J later.

Honorary Secretary-Treasurer and Branch Representative's Report

In his capacity as Hon. Treasurer, Mr. Frid first repO'rted that the finances of the Branch were at a reasonable level and it was anticipated that the annual balance sheet, to be presented at the next Annual General Meeting, would indicate a similar financial PO'sitiO'n to O'ther years. The membership O'f the Branch nO'w stO'O'd at 67 members and the 1971 capitatiO'n fees had been received frO'm the AssociatiO'n's Honorary Treasurer.

Mr. Frid cO'ntinued his report in his capacity as Branch Hon. Secretary by informing members of the continuing number of queries which were being received from Branch members. Where necessary these had been re-directed to the Chairman of the AssO'ciatiO'n's Legal and Reference Committee and it would appear that this assistance to members was proving to be of cO'nsiderable value. The Home Office Circular No. 186, previously mentioned by the Chairman, was then raised and became the subject of cO'nsiderable discussion. Mr. Frid informed members that in his capacity as AssO'ciation Hon. Secretary he had written to the Home Ofii'ce to obtain clarification of the type of apprO'ved places envisaged, and he undertook to in!form thO'se members Of the Branch who wished it, of the Home Office reply.

As Branch Representative, Mr. Frid reported that he had attended two meetings of the Council of the AssO'ciation and twO' Committee meetings since his last repO'rt to' the Branch.

He informed members of the arrangements which had SO' far been made for the secO'nd Advanced Seminar which was to be held at Derwent College, York University from 2nd5th October, 1972, the fee for which would be £21. He also repO'rted that the Association's revised electrical certificate had now been agreed and WO'uld appear in 'The Bulletin' in the near future. He went on to draw members' attentiO'n

to the next Annual General Meeting of the Association which would be held at Shrewsbury in April, 1972 and would be a combined two-day meeting and cO'nference. He informed members that the AssO'ciation's CO'uncil had decided that in view of the IO'ng distances which some members had to' travel in order to' attend the Annual General Meeting it was felt that a two-day meeting, as suggested, would be more beneficial.

Next Branch Meeting

Mer sO'me further discussion cO'ncerning venues for the next meeting of the Branch, it was agreed that arrangements for this be left to' the Chairman, Vice-Chairman and HonO'rary Secretary.

Any Other Business

There being no further business the meeting adjourned for lunch at 12.20 p.m.

Visit

At 2.15 p.m. members were conducted on a tour of local factories which specialise in designing, making and rebuilding racing cars and speedboats. Three were those of Arch MO'tor & Manufacturing CO'. Ltd. (speclahst chassis and suspensiO'ns); Specialised Mouldings Ltd. (glassfibre engineers design and cO'nstructiO'n of racing car bodies and speedboats); LO'la Cars (designers and facturers of racing cars) where members were taken m smaH groups O'n conducted tO'urs which were found to' be of considerable interest.

The visits concluded at 5.0 p.m. and the Chairman, Mr. J. Wookey, expressed the Branch's thanks to' Mr. C. W. Parcell, Vice-Chairman, for the excellent arrangements which he had made for the meeting. The Honorary Secretary was instructed to write to the MayO'r of expressing the Branch's thanks for the HuntingdO'n CO'uncIl s kind hospitality.

REFINERIES OF GREAT BRITAIN No.5 Fawley

The story of Esso's Refinery at Fawley is a stO'ry of growth and change and innovation.

It took just over two years to build the refinery, starting in July 1949. It was completed to its planned first stage five months ahead of schedule and was opened as the first of Britain'S great new refineries on September, 1951, by the then Prime Minister Mr. (later Earl) Attlee.

Since then, growth and change and innO'vatiO'n. Growth in size and capacity and number of processing plants; change in refining techniques; innovation in methO'ds of contrO'I, in management techniques, in attitudes and apprO'aches to labour relatiO'ns and the use of manpower.

The O'riginal investment has grO'wn from £37.5 milliO'n to over £130 million. This represents a figure of over £60,000 of capital equipment behind each and every emplO'yee at the refinery. It is one of the highest figures in the whO'le of British Industry.

It is interesting that oil refining is no new-corner to the village of Fawley. As long agO' as 1921 a small refinery was built there by the Agwi Petroleum Corporation (later part of the Esso Organisation). Though much of the earlier plant has 'been replaced, this O'riginal refinery became an integral part of the new one and provided some of the reasO'ns for building it there rather than anywhere else.

Choice of site for a large refinery is always a difficult problem. Fawley was chosen, after a country wide search, for four good reasons. There was a refinery there already, as we have said. Southampton Water was one of the few sheltered harbours around the coast of Britain suitable for handling the large tankers of the '50's and with unusual tidal conditions favourable to deep drafted ships. The land there has an excellent gravel sub-soil, ideal for the construction of large scale very heavy plant. Finally, the location being half way along the south coast was very suitable for the distribution by sea of refined products to Esso Terminals On the east and west coasts.

So it was built there and virtually has never stopped building since. Over twenty-five new plants have been added, including a whole new chemicals complex, not only in order to process more crude oil to keep pace with market demand but also continuously to improve the range and quali:ty of the products produced and to take full advantage of the latest developments in refining technology.

A refinery such as Fawley-indeed, any large oil refinery -can be thought of in five main parts; the Marine Installations, the Storage Areas, the Processing Plants, the Maintenance Area, and the Administration.

Marine Terminal

The Marine Terminal is built out over Southampton Water on concrete piles and monoliths. It has five berths for ocean-going tankers of which the fifth has been modified to accommodate partly laden vessels of 300,000 d.w.t. In addition, it has four inside berths for the smaller coastal tankers distributing finished products.

It is connected to the shore by two trestle ways each over a quarter of a mile long which carry pipe lines and a roadway. The pipe lines carry the crude oil two miles inland to the crude storage tanks. Other lines carry the finished products from the storage areas down to the jetty for loading.

Storage Tanks

These are of all shapes and sizes. Some are immense holding over 20 million gallons, some are smaller and spherical for storing liquefied petroleum gases under pressure. All the crude oil tanks, and the tanks used for volatile products such as petrol, have floating roofs in the form of pontoons which float on the surface and have seals around the edges to prevent vapour escaping. This is to reduce the risks of fire, to avoid loss of product, and to minimise the not very pleasant smell of oil in its natural state.

process Plant

This is the real heart of the refinery. Here we have to digress for a moment as we could not describe what the refinery does to the oil without knowing the nature of the oil itself.

Oil as it comes from the ground is a fairly useles substance. It is .composed of a complex mixture of molecules which contam and carbon atoms. These molecules vary ID weIght according to how much carbon hey contain. The lightest of them take the form of gas. As the molecular weight increases, so we go from gases. to t. uids such as petrol, from liquids to semi-liquids lIke I1q n and then to solids such as wax Bitu me .

If you put crude oil in a pot and boil it up at 200°F about 20% only will vapourise. This would condense bask to raw petrol. At 350°F another 20% would boil and become a form of paraffin, at 500°F part of the remaider becomes a light gas oil, at 750°F a further 20% becomes diesel. You are now left with about a quarter of what you started with the heaviest and largest molecules. This we call the residue which produces fuel oil, Bitumen and the base for lubricating oils.

In miniature this is the first stage in the refining process distilling the crude oil into the "fractions", the proportion of heavy and light molecules which nature has put into it. Unfortunately, they are not the proportions which the market demands nor would simple distillation produce the right quality of product.

So the refiner'S problem in its simplest terms is to change the proportions and bring the products up to the required standard.

At Fawley, therefore, in addition to the straight distillation plants, there are plants to carry out four additional basic processes. To change the molecules you either 'crack' them, i.e. break them down into smaller bits. Or you do the reverse, build the small molecules into large ones by 'polymerizing' them. Or you 'reform' them and change their structure entirely.

Finally, as the fourth type of process, there are special treating plants where all remaining impurities Or unwanted substances are removed from the products before they are marketed.

Some or alJ of these processes are involved in the manufacture at Fawley of fuels of every sort and lubricating oils. A completely separate set of plants exists for the manufacture of chemical feedstocks.

Every year the importance of this aspect of the oil business grows. Already more than 70% of all the organic chemicals made in this country have an oil base.

At the refinery are made chemical feedstocks and there is also a separate plant for making synthetic rubbers.

Maintenance

The refinery, which operates night and day without cease, cannot run economically if all the plant does not work for the maximum time with minimum breakdowns. About 950 of the refinery's total of 2,300 employees are directly concerned with this.

The maintenance programme allows each plant to be taken out of service at regular intervals which may be as long as four years _ for inspection and overhaul. This is not the simple procedure it may sound. Process plants depend on other plants; they are links in a refining chain. When one link is removed the whole process sequence may be interrupted. '

Administration

There is a Considerable skill involved in programming plant maintenance to suit the refinery's commitments for products for the market. Such skills belong in the area of Administration, the management of the refinery, the people responsible for running it.

Fawley is very big. It stretches over 1,200 acres. It is also a very large consumer of utilities such as water, electricity and steam.

It uses over 100,000 gallons of salt water every minute for cooling purposes, and 15 million gallons a day of fresh water for steam raising and certain refining operations such as product washing. It also uses a vast amount of compressed air for the control instrumentation, for power tools and for some processing.

The refinery uses 1,200 units of electricity every minute more than twice the consumption of the Isle of Wight. Until recently, this power, costing £2! million a year, was supplied from the National Grid. But, with the construction

of one of the largest privately-owned steam-power generating stations in Europe, the refinery is now capable of meeting its own requirements. In addition, the station will provide 1.5 million Ibs/hr. of steam for use in many of the refinery processes.

Control of the refining processes has also taken a unique forward step. Control of virtually all the primary refining process was previously effected from eight separate control rooms. These eight have recently been consolidated into one single room, employing direct computer control of nearly all the main fuel processes. This is believed to represent the largest and most advanced application of computer control in the oil industry world-wide.

Legal Proceedings

BOGNOR REGIS

At about 12.30 p.m. on Friday, 5th March, 1971, a petroleum tanker drew up at the Victoria Hoted Garage, Bognor Regis, prepared to discharge 200 gallons of 95 octane petrol. The licensee, who was a'lone at the garage, dipped the 500 gallon tank whi'ch was to receive the delivery, found it contained 95 gallons and consequently gave the driver the certificate under the Conveyance by Road Regulations. The dnver connecter compartment No. 4 of his vehicle, which, according to his loading sHp, contained 200 gallons of 95 octane, to the underground storage tank and commenced The licensee, after dipping the storage tank, which IS mSl'de the garage, had left the dip stick in the dipping port. During delivery he was called away to serve a After serving the customer at a pump just outSide the he he walked back into the garage, heard he descnbed as "a sound like running water", and s'aw a Jet of petrol about fOUr feet high coming from the dip stick port.

The licensee shouted to the driver, who ran to his vehicle, closed the valve on comparttment 4 and turned to see what was happening inside the garage. At that moment the petrol ignited.

The Hcensee immediately ran to telephone the Fire Brigade and only the promptness and bravery of the firemen obviated what have been a major calamity.

Subsequent by the Petroleum Officer are abstracted from hiS report, "the driver was not the regular driver and took tanker for someone who was si'ck, he had no hand In fillmg the tank and was given a sketch of its The. order he was fulfilling was 200 gaBons and, accordIng to hiS sketch, one of the compartments contained 200 gallons of the required grade. It now seems obvious that the driver's sketch was wrong and the discharge <compartment 500 gallons and not 200 as shown. Over 400 went into the underground storage tank and 20 remaIned ID the tanker. When all of the petrol

was recovered some 40 gallons remained unaccounted for, and this 'is the amount which it can be 'assumed was burned in the fire".

At Chichester Magistrates' Court on Friday, 15th October, the following charges were preferred :-

Against the driver: that contrary to Regulation 16(9) he did not keep constant watch on the vehicle during the whole time CJf delivery.

Against the licensee: that contrary to Regulation 16(6) he did not ensure that no petroleum spirit overflowed from the storage tank; that contrary to Regulation 16(6)(c) he did permit delivery in the tank to be begun before the dipping opening had been securely closed, and contrary to Regula'tion 16(8) he did fail to keep a constant watch on the storage tank during the whole time of delivery.

Against the garage company: that contrary to 16(5) it failed to secure that some competent person was In charge CJf the storage tank for the purpose of delivery.

The driver and the licensee pleaded guilty to all counts and the garage company pleaded not guilty. Bognor RegiS Urban District Council offered no evidence against the garage company and this charge was dismissed. The Council's solicitor outlined the circumstances leading up to, during, and after the fire, requesting a heavy penalty on the charges and solicitors for the defendants made 9tatements in mitigation.

A!fter retirement the Magistrates imposed fines of £5 on each count and awarded actual costs incurred by the Council only. The magistrates stated, however, that they did not want it to be thought from the amount of the fines that the offences were not taken seriously.

Being informed that the matter was outside the jurisdiction of the Bognor Regis Council, the Local Authority, in whose area the petrol tanker was filled, was informed of the circumstances but decided not to institute legal proceedings.

SOUTH EAST DERBYSHIRE

When use of petrol tanks was discontinued at a Morley garage they should have been immediately been filled with water to dispel any petrol vapours.

Arthur Howard, of Rothsay Road, Morecambe, former tenant Of the Wayside Filling Station, Mansfield Road, Morley, was fined £25 by Heanor Magistrates for failing to take steps to render the tanks immune from danger of fire and explosion immediately on discontinuing their use.

He was also fined £25 for failing to give South-East DerbYshire Rural CouncH at least ten days' notice of bis intention to discontinue using them for storing petrol.

Howard pleaded not guilty.

Mr. M. C. Jeffries, clerk of South-East Derbyshire Rural CounCil, prosecuting, said a licence allowing Howard to keep petrO'I at the station was issued on February 24, to iast unti!l next February 23.

In a letter dated July 12 Howard gave notice that he was discontinuing use Of the tanks, and said: "We are closing the business down on July 15 and nobody is taking over from us. The tanks will be empty from that date".

On July 16 the council's Chief Public Health Inspector, Mr. Brian Jones visited the premises and found the business had ceased.

The tanks were empty, but, said Mr. Jeffries, they should have been filled with water to expel any petrol vapour.

Howard told the court that the petrol company owning

the stations told him not to fiU the tanks up as they had someone interested in taking the station over.

A fortnight later, however, they told him this had fallen through. He then filled the tanks with water.

"It took more than two days and three nights to fill them".

Howard said for three weeks after closing down he visited the premises daily. he left a fire extinguisher in an a'l.ert position, and had the electricity cut off at the mains.

Presiding magistrate, Mr. Ivor Brown, told Howard he had been very unfortunate and had many mitigating circumstances.

BRADFORD

On the 25th October, 1971 St. Judes Motors, Cannon Mills, Union Road, Bradford were prosecuted under the Petroleum (Consolidation) Act 1928 at Bradford Magistrates Court for keeping petroleum mixtures without a licence.

The two partners were each convicted and fined £5.

The prosecution arose following a fire at the premises of St. Judes Motors where several gallons O'f Cellulose paints and thinners were discovered incorrectly stored and later investigations proved that the firm were not in possession of a current Petroleum Licence.

At the time the prosecution was heard the firm had satisfied licensing conditions and were in possession of a licence.

Exhibition of Self-Service Control Equipment

In conjunction with the Automatic Devices Limited and Tokheim COrporation the Premier Pump and Tank Company staged an Exhibition of self-service equipment for the Garage OWner at their new factory.

On display was the very latest electronic control equipment which has been named the "Kiosk" System by AutomatiOn DeVices, which is a method Of sellf-service for the retail garage with prepayment by the customer paying an Attendant in a KiOsk which is situated at the entrance to the site and then being directed to one of a number of pumps on the Garage forecourt whereon the credit which has already been paid for by the customer has been set up from the cash-receiving Kiosk. In conjunction with thIS system there was on display a Note and Coin Acceptor which will accept £1 notes, 50p pieces and lOp pieces for out-of-hours business. It is a simple matter of

turning a key in the Control Desk to switch to entirely automatic prepayment operation and, thus, for the smaller gallonage garage wishing to adopt the modern method of selling petrol, this equipment opens up new horizons and possibilities at an economic price. Indeed, it is possible to lease this equipment for something in the region of £85 a month including petrol pumps.

All the electronic gear on display was connected either to a single or blender pump from the Tokheim Corporation. A feature of the new Tokheim blender being that the selection of the blend is made by an air-operated mechanism likely to require a great deal less maintenance than the deVices used On earlier models of some manufacturers' pumps and, of course, a very much easier method of operation for the motorin& public.

ANNUAL GENERAL MEETING

Paisley, 26th April, 1971

APPOINTMENTS

H. J. Archer

J. Bantoft

J. Bennett

.G. Blakey

;R. Brownjohn

B. E. A. Bodman

J. Bowness

J. P. BoydeU

W. E. Bux-ton .. .

W. J. G.Eveleigh

R. Farrington

A. F. Green

D. E. Jones

J. F. Lawndes

A. B. Lee

P. W. Riley

J. G. W. Roberts

N. Schofleld

A. Senior

W. R. Simpson

N. V. Spink

D. Stevson C. W. Thorpe

R. Walker N. Willingdale ...

BRANCH MEETING

Anglia

31st March, 1971, Harlow

East Midland 4th November, 1970, Chesterfield 21st April, 1971, Grantham

Northern 17th September, 1970, Teesside 19th May, 1971, Teesside ... 29th September, 1971, Teesside

North Western 22nd October, 1970, Altrincham

Scottish 16th March, 1971, Glenrothes

South East Midland

6th October, 1970, Bedford 21st April, 1971, Aylesbury

South Eastern 14th December, 1970, Godalming

Wessex & South Wales 12th October, 1970, Newport 5th April, 1971, Gloucester

West Midlands 23rd March, 1971, Shrewsbury

Yorkshire 12th October, 1970, Bradford 19th May, 1971, Scarborough.

INDEX 1971

Page 49 22 62 62 62 62 22 62 62 2 62 62 42 22 22 62 42 62 62 62 62 42 62 62 22 42 37 15 52 13 54 78 35 36 13 53 16 14 76 51 34 55

CONGRATULATIONS

J. J. Unsworth H. M. Smith K. L. Holland S. G. Keely

COUNCIL MEETINGS

Solihull-9th September, 1970 Solihull-3rd March, 1971 Brierley-2nd June, 1971

EDITORIALS

Who's to Follow Future Administration What Price Safety Parking Areas

LEGAL PROCEEDINGS

Bradford-Storing without a licence Hyde-Conveyance by Road Regulations Liverpool-Storing without a licence Shrewsbury-Storing without a licence Stalybridge-Storing without a licence Taunton-Conveyance by Road Regulations Teesside-Conveyance by Road Regulations West Bromwich-Conveyance by Road Regulations

LETIERS

Car Park Buildings-E. G. Butcher Dudgeons WhaJ:1f-J. R. Domoney .. . Petrol Tank Explosion-T. H. C. Bartrop Plastic Fuel Tanks-H. Johnson

Page 2 42 42 42 11 32 75 1 21 41 61 44 80 81 39 81 81 39 38 64 23 43 68 Petroleum Spillage-G. L. Davids ... 4 Q. & A. Bulletin No. 2-0. W. Bames 24 Road Tank Vehicles-Wo Middleton 63 R. P. Holdaway, An Appreciation--G. C. Davies ... 24

MISCELLANEOUS

A Department Store Petrol Station ... Contents Gauges

Cumulative Index

Demolition of Petroleum Tanks-A. Leese Fire at Conoco, Plymouth-R. Havery Fire at N antwich Road, Crewe Fire at Shell, Teesport Fires Involving Petroleum ... Petroleum Seminar

Petroleum Technology Course-York Petroleum Technology Course-Godalming Petroleum Leakage-Whitchurch ... Petroleum Self Service-O. B. Rankin Publications

Purging Disused Tanks

45 81 82 72 5 19 24 65 69 44 48 57 30 21,22 42,63 24 19

Safeguards with Diesel Engines-G. Nash

K. W. Pick

Safety Precautions-A. Hewitt Safe Handling of Petroleum Spirit-J. R. Hughes ... The Chairman

The Model Code Part II Section 2-R. B. Robertson

OBITUARY

L. Burrell W. A. Walker '"

OPEN FORUM Vent Openings Watch That Vent Whither Baseefa

REFINERmS

Heysham Shell Haven Stanlow Teesport

Page 9 74 46 66 25 26 42 2 58 20 29 79 39 58 17

RETIREMENTS

J. Bell

C. Cobbett

R. E. Cooper

H. J. Dearling ...

.H. Griffiths

M. Hedley

W. H. Matthews

H. J. Mead C. T. Peacock

R. Roper

Sir George Trevelyan E. J. Woodward

Page 62 62 42 62 22 42 62 2 42 42 62 62