The Bulletin – July 1965

THE BULLETIN

QUARTERLY JOURNAL OF THE ASSOCIATION FOR PETROLEUM ACTS ADMINISTRATION

Vol 4 No. 1 July, 1965 30s. per annum

If.JULY, 1965

The Bulletin

Published quarterly by the Association for Petroleum Acts Administration

Opinions expressed in this journal are not necessarily the views of the Association

CONTENTS

Editor: R. P. HOLDAWAY WEIGHTS AND MEASURES DEPT. GUILDHALL, SHREWSBURY

Subscription: 30s. per annum

TALKING POI N T

NOTES AND NEWS

ANNUAL GENERAL MEETING.::_SOLIHULL, !3TH APRIL, 1965. ·

HOLLAND-REGULATIO NS CONC ERNING L.P.G.-P. BRUS

MUSINGS ON ELECTRICAL EQUTPMENT-W. C. R. DALE

APPEAL UNDER SEC. 3(1)-PERTH AND KINROSS C.C.

FRANCE-SELF SERVICE PETROL STATION

PETROL-0SMOSIS-G. D. H. DICKS

PIPELINE FOR ENERGY

HOME OFFICE CIRCULAR No 101 / 1965

RESlDENTIAL Mm WEEK S CHOOL, Arr1NGHA1v1-W. E. LINE

THE lNSTALLATION OF UNDERGROUND TANKS-K. SHERWOOD

LEGAL PRO CEED INGS

COUN C IL MEETING DUDLEY , 19TH MAY , 1965

BRANCH MEETING-SURREY , 12TH MAY , 1965

VISIT TO PARIS, 23RD TO 25TH MAR CH, 1965

Talking Point

Self-Service

Of the many subjects discussed at the school held recently at Attingham , the most controversial was contained in the final lecture of the course by Mr. B. A. Targett of the Wayne Tank & Pump Co ., Ltd. , entitled "Future Trends in Petroleum Spirit Dispensing". We refer to that section of the paper relating to what is rather loosely called "Self-Service", and true to _form audience reaction ranged between those who appeared to be willing to accept self-service if not in toto at least in a modified form , to those \:v·ho emulated the petroleum officer of Mr. Targett's acquaintance, whose unequivocal statement "not over my dead body" leaves no room for argument or compromise.

Legislation clearly defines the duties of local authorities acting as licensing authorities. Apart from minor exemptions petroleum spirit must be kept under licence, and in accordance with such conditions which relate generally as to the safe keeping of petroleum spirit.

In considering the desirability or otherwise or selfservice we would suggest that petroleum officers acting on behalf of their local authorities , only concern themselves with the question of public safety. Any temptation to assess the need factor or the commercial value of the service is to be resisted . To the bold this development is a challenge calling for imaginative forward thinking and a willing acceptance of the responsibilities this will bring To the timid the problem is simple , but the answer arrived at will hardly be in accord with the concept of a modern Britain .

We apologise that the membership list issued as a supplement to Bulletin No. 2, Vol. 3, was incomplete , the names of the following Local Authorities being omitted:

Colchester M.B.C. W.M. Essex Cuckfield R.D.C. H. East Sussex Gloucester R.D.C. H. Lleyn R.D.C. H. Newtown and Llanidloes R.D.C. H.

Associate Members

Mr. D. Cameron Director

Mr. I. R. Cockburn Director

Gloucestershire Caernarvonshire

Montgomeryshire JI

Filling Station Mechanics, Ltd.

Filling Station Mechanics, Ltd.

Mr. C. 0 Farmer Chief Draughtsman Thompson Bros. (Road Tankers)

Honorary Member

Mr. W. M Lewis, City Analyst, Coventry

Retired Member

Mr. E . Vaughan , Resignations

Mr. J. R. Coombes (Associate) , Thompson Bros., Bilston (leaving Company).

Mr. A. C. Hodson (Associate), Shell-Mex & B P., Ltd. (leaving area). ·

Change of Address

Mr. K. Sherwood, Engineer , Esso Petroleum Co., Ltd ., to

Appointments

Notes and News

The Chairman

The new Chairman of the Association, Mr. D. Hall, M.I.W.M.A., D.S.A.A , commenced his local government c areer with the City of Stoke-on-Trent in 1945. Following a short period with the St afford shire County Council , he was appointed an Inspector of Weights and Measures at Newc ast le-un der Lyme in 1949 , being promoted Chief Inspector in 1960, upon the retirement of Mr. J . McPhail.

N ew Members

Mess rs. G. P Austin , R C hapl in , C. W. Cha rm a n , J. R. Dornaney , R. W Eve ritt , C. D. Hen don , H. E. T. Jack s on , J. Nob le and C. M. Pr ior , all of tb e G reater London Council.

Perth a nd K in ro ss C C. Reading C.B.C. W.M. W M. Berkshire

Mr. S. T. Jones, Borough Engineer and Surveyor, Nuneaton , has been appointed General Manager of the Mersey Tunnel Joint Committee.

Mr. E. A. Williams, Deputy Borough Surveyor, Dudley, succeeds Mr. Jones at Nuneaton.

Honorary Secretary-Telephone Number

Mr. L. has had a telephone installed at his address, which 1s now:

Explosions on the Broads

Ga s refrigerators on boats controlled bv the Norfolk and Suffolk Broad s Yacht Owners' Association will be disconnected this season to reduce the risk of explosion. La st year there were ele ve n ex plosions on the Broads .

L icence Conditions

A schedule of licence conditions as recommended b y the Council of th e Association is included with thi s cop y of "The Bulletin".

Flammable Substances-Safety Measures

A letter dated 27th November, 1964, from the Kent Count y Council referring to their standard code of practice dealing with paraffin self-service dispensers, including the siting, electrical s upply, tank, piping and drainage of the installation and asking the Association to consider making representations to the Home Office with a view to the introduction of legislation on similar lines. Resolved:

That the Home Office be asked , as a matter of urgency, to reconvene the Working Party on Flammable Substances so that immediate conside ration may be aiven to the introduction of legislation to secure effective 0 control over the storage and sa!e of paraffin and over flammable substances generally.-From the "C.C.A. Ga z ette".

B.P. Rotterdam Refinery

Prelimin a ry civil engineering work on the site of British Petroleum Company's projected refinery in the Europoort a re a of Rotterd a m has been begun by th e Roy a l Netherlands Harbour Work s Company in conjunction with George Wimpe y & Co.

It will have an initial capacity of 5 million tons a year and is to be by the end of next year. The design and construction of the process units will be carried out by Foster Wheeler.

The refinery wm be operated by British Petroleum Raffinaderij Nederland __ N. V. , a subsidiary of British Petroleum Nederlai:d N.V. , the recently formed holdmg company for B.P. rnterests in Holland.

Television in Petrol Sales

A self-service petrol station system which uses a teleVJSI'?n camera to watch the pump dials and relay informat10n 3: cash desk has bee_n demonstrated by Disa Electro111cs 111 Denmark Officials of British Petroleum were present at the demonstration. are using the television s;ystem on grounds of methods were toed-including the use of d1g1tal

A failure an yw here 111 the obvious with the television system , 1s the philosophy behind the choice.

From "El ec troni cs Weekly"

A Message from the Chairman

In 1958 a small band of Petroleum Office rs beina dissatisfied with the lack of uniformity in th e tion of Petroleum _Acts, d ec id ed that th ey would, through mter co-'?perat1on, attempt to improve matters a t least witlLin their authorities' a reas.

From these original five members in 1958 , sprang the West Midlands Group, later to become the Midla nd s Petroleum Group Beca use of th e n a tural lack of uniform administration which is inhere nt in permissive lea isl a tion and beca use of the va ri et y of occ upations held by d elegated to perform the Petrole um duties of the Lo ca l Authority , ther e existed no common ground for concerted thought a nd ac t1011 on the problems of Petrol e um Acts a dministration until the Group was formed. That there was a n urgent need for such a n organisation is a mpl y

evidenced by the rapid growth of the membershjp from the original five to the present day 380, with authorities as widely separated as Scotland , the Channel Isles and Belfast. lt became more and more obviously impossible to continue to administrate what was , in practice at least , a national body, using the machinery designed for a fairly compact area. Too much work was placed on too small a Committee and , more serious , not enough advantage could be taken of the experience and ability of colleagues in more distant areas b ecause of travelling difficulties. A national body, with branches convenient to its members , was the obvious outcome , and in April this year the national Association for Petroleum Acts Administration was born.

It is as the Chairman of that Association that I am privileged to write this article.

Much has been achieved in the past seven yea rs. Recommended codes of practice have been promulgated , after much consideration , and circulated to memb er authorities. Bearina in mind that Petroleum Administration is the of the indi".idual_ Local it b e ackno w ledged that u111for1111ty of admm1strat1on 1s 111 the best interests of everyone affected b y the Petrole um Acts, and it is your Council's earnest wish th a t ever y member Authority will adopt as many of our re co mmendations as possible.

Our annual mid-week school at Attingham Park h as proved so valuable that this yea'. 140 we re received for the 60 pl aces available , prese ntmg yo ur Council with th e further problem of allocation.

Th e Bulletin , our organ for the dissemination o f inform ation , opinions , problems, etc., has perhaps _bee:i one of th e most valuable de ve lopments of the o rga111sat10n , and th e demand has reached the stage where this issue is to b e printed for the first time . I would ask every m emb e r to remember that the Bulletin exists for the benefit of everyone. Your particular problem may have b ee n met and solved elsewhere; your opinion may be t_he means solving someone else's problem ; your particular expenences or items of interest from any source may benefit one of your colleagues from another area more th a n yo_u know. The Bull etin exists , it is up to you to ensure 1t its prime function and realises its full potential. Wnte to th e Editor; strange as 1t may seem the m o re corresponde nce h e receives the easier his work becomes.

F in a lly , the coming year will obviously be a difficult on e in many ways. The Association can only long as it receives the m ax imum support from it s constituent memb e rs and while your Council will continue t o govern yo ur to the best of_ its a bility_ it only with a d etermin ed active inte rest tr o m each 111d1v1dual member th a t we succeed. Our e ffort s in the past seven yea rs , ac tin g only m o re-or-le ss as a parochia_l body , h ave brought us t o the posit ion wh e re our views are sought and considered of value by b o dies m vo lved , at all with Petrolemn a nd its allied substances. As a n at10nal b o dy , with full support and determined effort every member 'vVe can and wiU reach the stage where , m matters wit h o ur duties , th e first reaction of anyor;ie inte rested in the le ga l o r practical m a tt ers concerned will be to ask fo r the views of the Association for P etroleum Acts Administration.

Annual General Meeting

The Chairman, Mr. H. Griffiths welcomed members to the seventh Annual General Meeting of the Group and introduced Mr. D. W. Chapman, D.F.M., LL.B., Town Clerk of Solihull. He invited Mr. Chapman to open the proceedings.

The Town Clerk expressed his very sincere pleasure at being asked to officiate. He praised the work of the Group and hoped the growth of its membership would continue as in previous years.

Mr. W. R. Matthews (Derby C.B.) proposed the thanks of members to the Town Clerk. The proposal was agreed unanimously.

There was an attendance of 72, apologies totalling 141 were received. The Chairman dealt with the following matters in the Reports :

LICENCE CONDITIONS

After many long hours of discussions and amendments, the Conditions were nowfinalised and would be distributed to members in due course. At this point Mr. Beer emphasised that the Licence Conditions were in no way arbitrary but put out as a guide to Local From the Chair, Mr. Griffiths congratulated the L1censmg Sub-Committee on their work.

held at Solihull on Tuesday 13th April 1965

Executive Committee and thanked each member for the support given to him during his term of Office. He referred to the unfortunate circumstances which prevented the Vice-Chairman, Mr. E. T. Crowe (Mansfield) from attending Committee Meetings. Mr. F. T. Harrison (Rowley Regis) asked that the good wishes of the Meeting for his speedy return to full health be sent to Mr Crowe.

Mr. K. Hughes (Stafford M.B.C.) asked if the expenses of members attending Committee Meetings were paid by the Group. The Honorary Secretary said they were not, but the Chairman pointed out that some members were reimbursed by their respective local authorities.

HONORARY TREASURER'S REPORT

The Honorary Treasurer submitted his Statement of Receipts and Expenditure which were accepted.

Arising from the Report several questions on the cost of producing 'The Bulletin' were dealt with, and the Editor, Mr. Holdaway, explained in great detail the work and costs involved. He also made a strong appeal for any material having petroleum as the main item , and for all articles to be sent to him as far in advance of the next publication as possible.

Mr. Harrison referred to the work done by the Honorary Secretary and Treasurer. He suggested that an honorarium of £50 be given to the Honorary Secretary The Meeting agreed.

ELECTION OF CHAIRMAN

BRANCH FORMATION

The Chairman informed the Meeting that a number of areas were contemplating forming Branches in. the_ yery near future. Mr. R. P . Holdaway reported on his v1s1t to the Yorkshire area. In his remarks , Mr. Holdaway said he attended a meeting at which a Chairman and Secretary were appointed , and that negotiations were with the Tees-side Officers to define the boundanes of the respective Branch areas. It was al so reported that Branche s would be formed in Oxfordshire , Surrey, the West Midlands and the Chairm a n hoped , in the East Midlands.

RESIDE NTIAL MID-WEEK SCHOOL

The Chairman commented on the continued success a nd popularity of the School and pointed out that where as in 1964 the number of applications totalled 80 for 60 places , the request s for places in 1965 reached 140.

R e porting on the work of the past year the Chairman d ealt briefly with the work which had been done by the

The Chairman reported that only one nomination for this Office had been received, namely Mr. D. Hall (Newcastle-under-Lyme). Mr. Hall was therefore duly elected.

Mr. Hall (in the Chair), thanked Members ror his to the Chair and then proceeded w1_th elect10n of a Vice-Chairman. Again, only one nommat1on having been received , Mr. E. V. Beeby (Rugby R.D.C.), was elected.

ELECTION OF EXECUTIVE COMMITTEE

One nomination for each of six members was reported. As no further nominations were forthcoming, the Chairman declared the six constitute the Executive Committee . The members elected were :

J. Beer R. L. Bloor

G. N. Dean

M Gee

H. Griffiths R. E. J. Roden

Worcester City Kidderminster M. B. C Solihull C.B. Wolverhampton C.B. Walsall C.B. Birmingham City

HONORARY MEMBERSHIP

On the proposition of Mr. G. N. Dean, seconded by Mr. R. L. Bloor, it was agreed that Mr. W. M. Lewis, F.R.I.C., City Analyst for Coventry, be granted Honorary Membership of the Group. Mr. Dean referred to the services Mr. Lewis had rendered both at the Mid-Week School and at Group Meetings.

This concluded the business for the morning session and a break was made for lunch.

At 2-30 p.m. the Meeting was resumed and the Chairman called on Mr. J. Beer to speak on the Notice of Motion standing in his name, i.e. 'That the existing title and Constitution be cancelled forthwith and that the Constitution and Rules as attached to this Agenda be adopted.' Mr. C. R. Peskett (Godalming) seconded the Motion.

Discussion was long and vigorous, mostly in favour. Mr. Harrison was doubtful of the wisdom in the proposed change. He felt that further research should be made into the economics of forming a national body. He put forward an amendment 'That the Executive Committee consider the suggestion of a number of local groups, in full accord with one another through a liaison officer and each financially independent.'

The Chairman asked for a seconder but one could not be found.

Mr. Beer pointed out that with a Membership which stretched the length and breadth of the British Isles the Group was already a national association. '

The Motion, being put to the vote it was overwhelmingly accepted, only one vote 'against being recorded.

ASSOCIATION FOR PETROLEUM ACTS ADMINISTRATION

Constitution and Rules

Discussion took place on Nos. 7(a) and 7(b) resulting in these being amended to read as follows :

HOLLAND---REGULATIONS CONCERNING L.P.G.

In the Netherlands the and transportation of butane and propane to many regulations which by the severa.l official bodies have been laid down in reports. of.which, however, items widely diverge. !he of these 1s t.o guide the municipalities 111 thelf lay111g ?own the stipulations of the licences under the Public Nmsance Act ; a licence under this Act is already required for .storing butane, propane or a blend of these two products 111 containers of over 110 litres water capacity. In determining the water-capacity no distinction is made between the containers being empty or filled.

7(a) The business of the Association shall be managed by a National Council heretofore and hereafter referred to as 'The Council'. The Council shall consist of the Officers of the Association, eight ordinary members who shall be elected at each Annual General Meeting, together with an Ordinary member appointed by each Branch of the Association.

7(b) Nominations for Officers of the Association and nationally elected members of The Council shall be made on an approved form.

On the motion of Mr. J. G. Clark (Southend on Sea) seconded by Mr. Beer, it was resolved : That notwithstanding the procedure laid down in Rule 7 of the Constitution of the Association, (which Rule deals with nomination and appointment of Officers and Council) and because of the impossibility of complying with Rule 7 in respect of the ensuing year, the Officers and Executive duly elected for the Midlands Group be declared the interim Officers and Council of the Association for the ensuing year, with all the powers of a duly elected Council.

ANY OTHER BUSINESS

The Chairman referred to the impending retirement from Office of the Editor of 'The Bulletin.' Mr. Holdaway explained his difficulties but agreed to carry on provided he received adequate assistance, for a further twelve months. The Chairman hoped that in the meantine a volunteer would come forward to take over from Mr. Holdaway.

The Bristol representative asked about the 20ft. distance from Petroleum Spirit. Mr. Beer said no guide was given in the Home Office Code. !t was not a condition of Licence but a pre-hcensmg reqmrement.

The installing of cash registers. in was giving cause for serious thought and vanous opm10ns were put forward. The subject is on the Agenda for the next Meeting of the Council whe!l the observations of the Electrical Adviser will be considered.

by P. Brus, Specialist of the Liquid Petroleum Gases Section of the Marketing Department, Esso Nederland N. V.

In advising on the installing of storage facilities for liquid gas, supplier hampe!ed br the. fact that there 1s little umform1ty m the ex1st111g directions. Moreover, it is not always clear to which official body one may best apply for advice, since the advice received may crreatly be influenced by the views the official in question fs holding personally on the subject.

A summary of the official bodies concerned i!1 safety precautions and in seeing to these precaut10ns bemg observed will show how complicated matters are :

(a) Gasoline Board

The duty of this Board is to inform about the daf1:ger of and to give advice on the storage and transportat10n of gasoline, and on the storage and transportation along the public roads of butane and propane.

The Gasoline Board was installed by the Minister of Traffic & Public Works and the Minister of Social Affairs in 1927. On this Board serve representatives from the Building Inspection Departments of a few big municipalities, from the State Bureau Pressure Vessels, from the State Fire-Fighting Inspection, from the State <?ffic.e for Road Traffic, and representatives from a few big 011 companies.

(b) Society Public Nuisance Act and Building Inspection

The Board of this Society is formed by from the Public Nuisance Act departments of the Bmldmg Inspection of a few municipalities. Practically all Dutch municipalities are members of this Society.

( c) Labour Inspection

Labour Inspection advises the municipal P.ubl}c Nuisance Act departments as to storage plants for gases. For their activities the Netherlands have been spht up into 10 districts.

(d) Shipping Inspection

Shipping Inspection is in charge of checking the observance of the regulations ruling for the of propane on board vessels (mainly Rhine craft and fishmg craft).

Further, testing L.P.G. tanks, cylinders or bottles and equipment is the concern of :

1. Bureau Pressure Vessels

2. Labour Inspection

3. Society Technical Committee Liquid Gas

4. Gas Institute

As a result of the fact that the consumption of L.P.G. had greatly increased since World War II, in 1954 the Gasoline Board commenced drafting directions for. the storage and transportation of butane and propane. Smee 1956 the following reports have been completed :

(a) Directions for the storage of L.P.G. in containers and for the equipment for dispensmg propane for automotive purposes.

(b) Directions for mobile containers, propane tankcars, cylinder filling plants and for motor vehicles using propane as the motor fuel.

Apart from these directions, directions were completed on the storing of L.P.G. in cylinders in and outside of buildings, and for the use of L.P.G. on board vessels.

In drafting these directions the Gasoline Board based itself on the experience gained in the Netherlands, and availed itself of the experience gained elsewhere, among other things of the experience gained in the States and laid down in the Standards of the National Board of Fire Underwriters for the Storage and Handling of L.P.G. (N.B.F.U. 58). In drafting the tests tankcars must satisfy, special attention was paid to the stipulations of the A.D.R. (Accord Europeen relatif au transport international des marchandises dangereuses par route).

When the directions had been completed in draft, for they were submitted to the industry, i.e. to manufacturers and operators of the equipment m quest10n.

In drafting the directions, especially the following properties of propane had every attention :

(a) the fact that when propane is stored as a liquid (thus under pressure), an escape of propane from the container will result in the spreading of a substantial volume of inflammable gas ; (b) the fact that the pressure greatly increases with the temperature, so that increase of temperature should be forestalled ;

(c) the fact that propane gas is about 1.6 times as heavv air, so that it easily collec!s in caves and spread-s m a layer over the ground ot the site ; (d) the fa:t that a propane/air mixture of 2.1-9.5 % is explosive, so that even a dilution of I :40 still means a risk of explosion.

In connection with the afore-mentioned factors in the directions attention has been paid not only to the tion and the location of the containers, e.g. the risk the neighbourhood runs, but also the risk the container runs when, for instance, there would be a fire in the neighbourhood.

The compulsory distance between propane tanks and dwellings, and site boundaries depends on the water-capacity of the tanks. Limits have been set for tanks ?f ?OO, 2000, 8000 and 20,000 litres water-capacity. Estabhshmg of over 20,000 litres water-capacity as well _as esta_bhshmg L.P.G. tanks at refinery sites requires advice by the Gasoline Board. Depending on the capacity of the tanks, the following distance must be observed :

distance from tank to dwelling, buildings of inflammable construction, locations where inflammable materials are stored, as well as to locations where open fire is apt to be present ......... 15 metres.

. Depending on capacity of the propane tank, specific distances are reqmred from tank to : site boundaries ; buildings containing open fire(s) ; buildings not containing any open fire.

Some.times the distance may be reduced if safety precaut10ns are taken such as installing a fire-wall, a fire-screen or a sprinkler installation.

Every warning is given against filling L.P.G. cylinders for household or industrial purposes at plants for dispensing L.P.G. to road traffic, because at these plants no attention can be paid to air, water or other products which may have entered the bottles. Further, the bottles here cannot be filled on weight, which may easily result in overfilling. Also, these plants have not been equipped for checking the bottles on gas-tightness, whilst further there is the danger that bottles are presented for re-filling which have not been tested or re-tested (by the Bureau Pressure Vessels) or are not suited to contain propane.

The Minister of Social Affairs & Public Health in a circular letter has pointed out with great emphasis these dangers to the municipalities.

For the propane tankcars being operated in the Netherlands the Gasoline Board has not considered it essential that they meet all of the requirements of the A.D.R. Insofar as these tankcars will not leave the Netherlands, on some points they need not meet the A.D.R. requirements. This will not strain the safety.

Labour Inspection

The Labour Inspection is in charge of supervising the observance of the Safety Act, the Labour Act and many other acts and laws. This State Office was established in 1890.

With a few exceptions only, (circuses, fairs and separate laboratories), the whole of the industry, roadbuilding and hydraulics, and the house-building industry, come under the supervision of this Office.

Before 1940 the contacts of the Labour Inspection with the industry mainly were of a police-supervision nature, but since World War II this has changed drastically. The enormous growth of the industry, the automatization and many other factors accounts for the police-supervision having completely changed into guidance and information although one is still entitled to issue police-warrants.

As already stated, each L.P.G. storage of over 110 litres water-capacity comes under the Public Nuisance Act. Licences under this Act are issued by the Municipalities, whereby the Labour Inspection acts as adviser. Under the Public Nuisance Act it is forbidden to start operating a the activities of which as to noise, odour, etc. may hmder or damage the neighbours.

Apart from advising the Municipalities in matters of issuing licences for L.P.G. plants under the Public Nuisance Act, Labour Inspection also drafts the regulations for the L.P.G. plants operated in factories. Further, as from been closely and constructively cooperatmg v.:ith the mdustry on subjects such as, for instance, test1!1g of specific L.P.G. equipment such as C02 dosmg eqmpment for market-gardening.

Society Public Nuisance Act and Building Inspection

The Board of the Society Public Nuisance Act and Building Inspection is formed by representatives from the Public Nuisance Act departments and the building inspection departments of a few big municipalities.

Since it is the who are issuing the licences for L.P.G. plants,. the S_oc1ety has proceeded to drafting regulations and on the subject, which regulations at ma!l-Y pomts deviate from the directions given by the .Board. At the situation is such that municipalities not associated with the Society base their requirements on the directions of the Gasoline Board, whereas associated municipalities use the regulations the Society has drafted.

It does not look as if uniformity will soon be obtained.

Shipping Inspection

The Shipping Inspection sees to the observance of the regulations having been laid down with regard to the use of L.P.G. on Rhine and sea-going vessels, the latter being mainly These. regulations have been laid down by the Sh1ppmg Inspection in cooperation with t4e Gasoline Board.

Filled propane bottles on board vessels may not weigh less than 5 and over 20 kilograms.

L.P.G. containers and bottles are subject to testing and re-testing at regular intervals by the Bureau Pressure Vessels, which bureau for some time past comes under the Labour Inspection.

At the request of a municipality an L.P.G. plant may be tested by the Bureau Pressure Vessels. This testing will consist of:

(a) testing of the container(s) ; (b) testing of the fittings ; (c) testing of the high pressure part of the lme system ; (d) testing on tightness of the high pressure part of the plant.

Testing L.P.G. appliances (not compulsory) is by the Gas Institute and, partly, by the Labour lnspect10n.

Society Technical Committee Liquid Gas

With a view to coming to uniformity in the regulations issued by the various companies for household butane plants and for propane plants in. general: a rew years ago the Society Technical Committee _L1qmd Gas was established. Members are representatives from the four big gas-supplying companies..

Since the time the was. regulations for household L.P.G. mstallations as well as regulations for installing propane plants have been completed.

The following will provide an 1i:is1ght 1!1to the act1V1t1es, the various afore-mentioned o_ffi_cial start when an application is filed for obtammg a licence un?er the Public Nuisance Act for an L.P.G. storage plant .

(1) The supplier of the gas out the fom1s ground-plan in quadruplicate for the project and, after the prospective customer has sign_ed one thing and another, files the documents with the municipality.

(2) The municipality submits the to the Inspection for advice (for highly . comphcate_d projects also the advice of the Gasolme Board is sought).

(3) Labour Inspection checks whether the will meet the regulations of the Safety Act, or will not.

4) Now the neighbours are offi?ially informed _tha_t it ( · 1 nned to erect an installat10n, and that objections the planned installation 11?-ay be _brou_ght to the fore at the so-and-so session m. the town-hall. If and when objections are. raised, indeed the may make special conditions in issuing the licence.

In general it may be said that for bigger propane Plants (8000 litres and over) licences under the storage 1' d t" b t t th Public Nuisance Act are always app 1e _1or, u o e 11 t k (3000 litres and under) havmg been mstalled sma an s · d"fii t from 1960 the situation is qmte I eren . as It is estimated that only about 50 of the ?f small propane tanks presently bemg use? mamly m agriculture and horticulture, are. covered br th Public Nuisance Act. This situation from the activities by outsiders, who started m

this small bulk propane business in 1960. They often installed non-tested tanks or tanks having been tested indeed but not to Dutch standards (mostly Belgian standards which are not accepted in the Netherlands), whilst moreover often the plants were built in such a poor way that a licence under the Public Nuisance Act would never be issued.

In some areas of the Netherlands the Labour Inspection as well as the Public Nuisance Act departments of municipalities have now started tracing-and mostly condemning-illegally installed propane tanks, but it is not an easy job and it certainly will take a few years before some order will have been set up in this field.

L.P .G. FOR AUTOMOTIVE PURPOSES

In the Netherlands one started using L.P.G. as a motor fuel in 1955, after one had acquainted oneself with the technical developments in this respect in the U.S.A. as from 1930.

As L.P.G. for automotive purposes was marketed a mixture of butane and propane (50 % butane and 50 % propane). At the time the mixture of that ratio happened to be available, and it has not been changed since.

At present in the Netherlands L.P.G. for automotive purposes is sold via some 175 stations.

Apart from the financial profit resulting from using L.P.G. provided annually sufficient mileage is made (with a view to the roadtax being levied in the Netherlands), there are also technical plus-points.

Some technical pros and cons

octane number

Safety precautions

The 1927 Gasoline Board for the use of L.P.G. for :iutomotive purposes has drafted regulations, the most important of which we are giving below.

Directions for motor vehicles the engine of which is using L.P.G. for automotive purposes as the motor fuel :

1. The fuel tank shall be connected to the engine with pipe lines exclusively.

Description of an L.P .G. carburetter system (see diagram)

The L.P.G.is drawn from the L.P.G. tank as a liquid and via a line flows to the I-stage heating coil. In this coil, which is surrounded by the cooling water of the engine. the L.P.G. absorbs heat. From the 1-stage heating coil the gas flows to the primary or high pressure regulator.

When leaving the high pressure regulator, the L.P.G. flows through the 2-stage heating coil with a view to evaporate also the particles of liquid which after the expansion still prevail in the L.P.G. Consequently, the L.P.G. in leaving this latter heating coil will be a completely dry gas.

Now the gas flows into the secondary or low pressure regulator. and from there it flows to the carburetter.

The above mentioned heating coils and high and low pressure regulators are enclosed in a compact housing.

2. The fuel tank shall be suited for a working pressure of at least 18 kg/cm2 and shall be provided with : (a) fill and offtake connections · (b) valve for checking iftank not been over-filled(*); (c) a dial indicating the level of the liquid in the tank: (d) a spring-loaded safety valve. (*)=level laid down in regulations.

3. The filling connection shall have a return-valve. The offtake connection shall have a device limiting the flow. The exhaustline of the safety valve shall debouch into the open air.

4. The fuel tank and the fittings shall be approved by the Bureau Pressure Vessels.

5. The fuel tank shall not be located in the direct vicinity of the engine. It shall be fitted soundly and safely.

6. The fuel tank shall be fitted in such a manner that it is protected as best as possible against damage in case of the car having a collision.

MUSINGS ON ELECTRICAL EQUIPMENT

by W. C. R. Dale, A.F.Inst.Pet. Hon. Member of the Association

Electrical apparatus

All electrical equipment either sparks in normal operation or is liable to spark under fault conditions. The produced .by the is frequently sufficient to 1gmte. an explosive concentration of petrol vapour and air. If this were not so, companies like Ford and other of internal combustion engines would be out of Thus a fire prevention point of view the sensible thmg to do 1s to all electrical apparatus from any area where there 1s the siicrhtest risk of an explosive concentration forming. 0

This i.s an ideal, however, which can rarely be achieved, s.o one 1s to come to terms with the hard facts of hfe. The ideal should always be remembered however if comes to a .choice 'safe' app;ratus in danger area or ordmary eqmpment in a 'safe' area one should opt for the latter. '

The . licence condit.ion which usually enables a local auth.onty, to d.eal with dange.rous apparatus refe1 s t? apparatus liable to ignite flammable and obv10usly framed so that there is room for d1scret10n. It 1s, however, necessary to consider what rules should be applied in the exercise of that discretion.

Electrical heating apparatus

are, of. course, smi:ie electrical appliances like electric fires w_Iuch are spec!fically designed to produce heat and obv10usly m a bare unadorned state can11:ot be allowed to be ma area. It is, however, possible. to enclose these appliances in suitable housings. Once has been done the only thing one needs to worry about 1s the surface temperature of the exposed face of the enclosure.

Where_. one is .on_ly with petrol vapour, the heater will be smtable 1f rt 1s housed in an adequate enclosure and the temperature of the enclosure does not exceed The figure of 300°C. is selected the auto-1gmt1on temperature of all petroleum spmt except for a few like hexane cyclohexane and heptane 1s above 300°C. '

Thi.s, however, not good enough for spraying rooms m wluch cellul,ose is Celluloid dust like celluloid decomposes- fu.mes off it is called-at very low temperatures. When this. occurs, '."- dense Sil'loke is first formed but as the reac.t10n contmues, heat is built up until t.he. dust into flames. To stop this

1t is essential to ensure that no cellulose dust 1s deposited on any surface with a temperature above 180' F. There are three courses open, one is to restrict the surface of the heater housing to 180°F. or an<?ther .1s to put a shield around the heater housmg .which will st.op .any deposit of cellulose spray d1:1st on 1t, and thn:d 1s to site the heater where dust will not settle on it. lnc1.dental.ly, water boils above \ 80°F. so the same problem anses with hot water radiators in a spraying room.

We can now turn to the types of enclosure to apparatus or in some cases the types of apparatus which can be permitted in 'danger' areas. Before one can proceed very far with this, however, one must define the areas in mind. It is fortunate indeed that a new British Standard Code of Practice, No. 1003, Part I, defines the different divisions of 'danger' area in fairly precise terms.

Division 0 Area

Firstly there is the 'Division O' area. This is defined as an area or enclosed space within which any flammable or explosive substance, whether gas vapour or volatile liquid is continuously present in concentration within the lower and upper limits of flammability. Inside a tank would obviously be a 'Division O' area as would be inside the exhaust trunking of some spraying rooms. Generally speaking, no electrical apparatus should be in a 'Division O' area. There will be some exceptions but these will have to be specially considered in each case. Any equipment which is permitted will have to be protected not only as will be indicated for 'Division I' areas but will need also to be as foolproof as human ingenuity can make it.

Division 1 Area

A 'Division I' area is an area within which any flammable or explosive substance, whether gas, vapour or volatile liquid is processed, handled or stored, and where during normal operations an explosive or ignitable concentration is likely to occur in sufficient quantity to produce a hazard. The following are examples of what could be recrarded as Division I areas (the list is not intended to be comprehensive but will provide a general idea of the type of area) :

(a) [nside or on the immediate threshold of a spraying booth.

(b) Below a height <?f 5 feet above the spraying point in a spraymg room where there 1s no booth.

(c) Any pit or hole in the floor of a garage or in the forecourt of a petrol filling station.

(d) Below a of four feet. in an garage which 1s not well ventilated or m a vehicle re-fuelling area.

(e) [nside a petrol store.

It will be noted in the list just given that there is a repeated reference to 'below a .' The for this is obvious. Petrol vapour 1s about three times as heavy as air and tends to concentrate at low level. If a pit extended through and beyond a Division I area, then one would regard the pit as a Division 1 area throughout its length even though the pit extended into what would normally be regarded as a safe area.

In a Division 1 area, one should permit only such apparatus as is certified Flameproof for Groups 11 and/or Ill gases, certified intrincisally safe (2nd Class-as represented by Pentane) or is pressurised.

Division 2 Area

The 'Division 2' area is defined as an area within which any flammable or explosive substance, whether gas, vapour or volatile liquid, although processed or stored, is so well under conditions of control that the production (or release) of an explosive or ignitable concentration in quantity to constitute a hazard is only likely under abnormal conditions.

The 'Division 2' area lies between the Division 1 area and a safe area and following on from the examples given above, a Division 2 area would be :

(a) In a spraying room but not inside or on the immediate threshold of a spraying booth or not below a height of five feet above the highest spraying point in a spraying room where there is no booth.

(b) Above the floor but below a height of four feet from the floor of an above-ground garage or wellventilated basement garage.

In a Division 2 area, one should permit only such apparatus as is vapour tight or, in the case of squirrel cage induction motors which have no sparking contacts, totally-enclosed. Obviously, if someone wished to instal suitable Flameproof equipment in a Division 2 area one would not object, because this equipment is designed for a more dangerous location. Flameproof equipment, however, is so much more expensive than vapour-tight equipment, that few offers of this kind will be met.

To summarise:

In Division 0 areas, one always has vapour in explosive thus the equipment must be foolproof In D1v1s1on I areas there is a constant risk of the format10n ?f an explosive concentration, thus the degree of safety in equipment must be very high. As an It . been alleged that there is only one chance m a million of Flameproof equipment a fli:i-11:1-J?lable vapour concentration outside it. Fmally m D1v1s10n 2 areas, where one faces the risk of an explosive concentration forming only under freak conditions one may adopt a much lower standard on the philosophy that the odds against the equipment failing at the instant one gets explosive concentration are very long indeed. . It might be asked "why not apply the highest possible throughout the danger area ?" The answer to that is that we all live with risk and the most that one can do is to keep that risk within acceptable limits. What is more, local government officers have a duty to be reasonable and not involve applicants in undue expense where the apparent risk does not justify it.

Types of 'Safe' Equipment

It now convenient to consider the types of 'safe' electnc equipment to which reference has already been made.

\he coal mines in this country are frequently beby fire damp, which is a flammable gas, and mB:ny lives have been Jost due to ignition of concentration of it. Davy produced a lamp which although it gave light by means of a flame, nevertheless not ignite vapour surrounding it. His idea of safety gauze is still used today in tank vent pipes and so forth.

When electricity was introduced into the mines reappraisal was necessary and out of this, two concepts emerged, Flameproofing and Intrinsic safety. These concepts found ready application in the petroleum world.

Flameproof equipment

Flameproofing always strikes one as being the brutal approach to the problem. The idea is to build an enclosure around electrical apparatus which is so strong that if there is an explosion within the housing, it will not shatter and will not permit the passage of sufficient or flame to the external atmosphere to ignite any explosive concentration of vapour which may be lurking ther_e. Detailed specifications for the equipment are set out. m two British Standards. The first B.S.889 deals solely with flameproof lighting equipment and the other B.S.229 deals with flameproof enclosures for electrical apparatus generally.

There is not much difficulty in building strong enclosures. The snag occurs in that the enclosures must ha_ve openings. These openings can and do have substantial covers but there must be a weakness at the joint. From a strength point of view, this weakness is )JY securing the cover with substantial bolts. There 1s still. however, a possible path by which flame may travel to external atmosphere via badly mating surfaces. To overcome this, the mating surfaces have to be made to a specified width, which is normally 1 inch, and the surfaces have to be machined so that the gap between them does not exceed specified thicknesses.

The width of the mating surface and the thick_ness of gap depend on the gas or vapour with which one 1s concerned and for this purpose the British Standards set out four Groups. The lowest Group is Group I_ for Methane and Fire damp which is allowed an 0.02 gap ; next is Group II which basically is the petrol nsk group B:nd is allowed 0.016 inch gap ; after this is III, basically for town gas, which is allowed an 0.008 mch gap ; .and Group IV for hydrogen, _acetylene, carbon d1sulph1de, etc., and for which no equipment has. yet been designed. From the design gaps allowed it is that Group I equipment is no good for a Group II nsk but that Group III equipment will serve for both Group II and Group I risks.

It may be possible for flame to emerge throLI:gh the 'flame path' gap, as it is called, of flameproof but that the heat of the emerging flame will f!Ot be sufficiently high to ignite an explosive concentratton of any gas for which the equipment is designed. It was always believed that it was the function of the gap t_o achieve this cooling. Scientists, however.,. now sa¥ that _this is not the whole truth but then they are always saymg thmgs like that. From the Jaymans point of view the proof of the pudding is in the eating and this pudding has been well eaten.

Because there is normally a designed gap, _flameproof equipment is in no sense watertight or a_nd no attempt should be made to render it so by the msertlon of any material in the 'flame path' gap. Frequently where a water tight seal is required, this is provided outside a_nd '.lt right angles to the 'flame path' gap. There is no pomt m

trying to make flameproof equipment vapour-tight but there is one point which has to be watched. Vapour may enter the equipment and then travel back along the conduit enclosing the wires connected to the equipment. In this way vapour may quite readily flow to an igniting source well removed from the danger area. Wherever this is likely to occur a stopper box is inserted in the conduit run at the point where the conduit leaves the danger area. A stopper box consists merely of a metal box with a lid to which conduit joins on either side. The wires run through the box and when installation of them is complete the box is filled with melted pitch and the lid is screwed down. In this way an effective vapour barrier is made.

Flameproof equipment is certified by the Ministry of Power and because their experimental station is at Buxton, the certificate is known as the Buxton Certificate. On certified apparatus one sees a shield containing a Crown surrounded by the letters FLP, a roman numeral indicating the Group and usually the certificate number. The shield is a registered trade mark and anyone using it when not entitled to will find himself in serious trouble.

Any manufacturer wishing to get apparatus certified first sends drawings and a specification to the Ministry. If on examination these appear satisfactory. sample prototypes are for. These samples are tested at Buxton by explodmg the appropriate gas within them and seeing whether a most sensitive concentration of the same gas outside the enclosure. is ign!te?. If the equipment passes all the tests, a certificate 1s issued. When manufacture is commenc~d, none of the equipment has to go to Buxton before bemg sold but the Ministry has the right to inspect the manufacturer's production line and his product at all stages along it. For this reason Flameproof equipment can be manufactured only in this country.

Wiring to flameproof should be run only in solid drawn. steel conduit mechanically and electrically contmuous and efficiently bonded to earth or should comprise mineral insulated metal sheathed cable with appropriate fittings. . Where the wiring has to be flexible, armoured. with appropriate fittings can be allowed but the d1stmct1on between armoured cable and (i) metal sheathed cable, and (ii) flexible armoured conduit must be recognised. '

The Americans a simil.ar standard to Group II Flameproof and this is Underwriters Laboratory approved for Class! Gro1:1P D

The basis from which this denves is very s11111lar to B.S.229 and it is customary to accept it as an alternative to Flameproof. One could argue that another country's standards should never be accepted because one has no say in its framing or knowledge o.f changes which may be made in it but this is not an occas10n for developing this argument.

German Exp.Iosion. Proof equipment may be encountered. This denves from a different concept of comparative and requires not only a high standard of workmanship 111 n~anufacture but a very high standard of maintenance. It is n?t customary in this country to accept German Explos10n Proof Equipment as an alternative to Flameproof.

Intrinsic Safety

Having looked at the brutal solution, attention can now be turned to the subtle. The brutal solution of ftameproofing will be encountered most often but the more subtle approach of Intrinsic Safety will find many applications in the future.

To ignite petrol vapour, energy is required in fact at least 0.0004 joule of it. Now in an electrical circuit one has momentum and inertia just as occurs in the mechanical field. If one pushes a car one has to expend energy to overcome its inertia but this energy is not wasted, it is stored in the moving car and when one stops pushing, the car continues to run under its own momentum for a while, that is until it has used up the energy expended in overcoming its inertia in the first place. A similar thing occurs when one switches an electrical current on and off. There is a formula which gives the energy stored in an electric circuit and this is given below, but only for an inductive circuit because in intrinsic safety applications this is the type of circuit most frequently encoun.tered. \\'.'ith certain exceptions, energy cannot be stored 111 an electncal circuit once the circuit has been broken, in the same way as a car will not store inertia once it has stopped moving. The electric energy must be dispersed immediately the circuit is broken and this is what causes the familiar spark.

In an inductive circuit, the energy stored depends on two things, the inductance of the circuit in J-!enries current flowing in amps. The 111 fact is 2-LI . Some of this energy is expended 111 10msmg gases to form the spark path and by experiment it has been found that the heat energy available d?es not In these formulae L represents mductance m Hennes and 1 represents current in amps. !hus to C?f a spark arising from fault 111 an .electric c1rcmt of this nature one can do one of two thmgs, firstly reduce the current or alternatively reduce the inductance. Circuits of low inductance are very easily arranged for a number of purposes such as remote metering, etc., and in these circuits as calculation will show one can make use of fairly substantial currents. Obviously a tight control must be kept on the current and this .is by the circuit voltage low and using a senes resistance which provides an overall current limiter.

The concept is set out in B.S.1259 an? certification for industrial use is done by the Factones Dept. of the Ministry of Labour. For. applications, the certification is done by the M1111stry of Power.

When an applicant seeks certification. circuit are first scrutinised and a prototype apparatus is. then submitted. All parts of the circuit are then physically checked under likely fault conditions to determme the minimum current at which a sensitive concentration of the prescribed vapour can ignited-. The current s? mined is halved and a smtable resistor arranged m seues so that this current can never be exceeded.

Many intrinsically safe instrum_ents are 12ortable and are supplied with power from battenes. Obv10usly however, some instruments using this technique will be fixed and if so it is convenient to operate them from the mains. This can be done by using a special transformer, which for obvious reasons has an earthed metal shield between

primary and secondary windings. One then, however, has potentially dangerous apparatus. Resolution of this dilemma is achieved by specifying which parts of an intrinsically safe circuit may be in a danger area and which must be in a safe location. It is important, therefore, when an intrinsically safe circuit is proposed that one obtains a copy of the certificate issued to ensure that only the permitted parts of the circuit are in a "danger area."

It is interesting to note that a safe location might be inside flameproof enclosures, which have already been discussed or inside pressurized enclosures which can now be considered briefly.

Pressurized enclosures

It is fairly obvious that if an enclosure is pressurized by air from a safe location then dangerous equipment within it is safe from vapour because through any hole in the enclosure air will flow out and vapour cannot flow in. There is at present no standard for this equipment but are a few obv10us to be including a reqmrement about the prov1s10n of fail to safe devices which operate in the event of failure of the pressurizing air. However, Part 2 of British Standard Code of Practice I003 should be issued shortly and this deals with the principle in some detail. This being so and since the application is usually specialised, no point will be served in further consideration of it.

Ventilated Housing

There is an extension of the pressurizing principle to be found in the ventilated housing method. The basic idea is to keep a constant flow of fresh air drawn from a safe location through equipment. This is easy enough but again fail to safe devices are necessary to prevent the equipment being energised before the ventilating air has been established for a reasonable period and to de-energise it when the air fails. This is another method with which Part 2 of C.P.1003 deals in detail and again the appli- cation is usually specialised.

Vapour-tight equipment

There is at present no national standard for vapour- tight equipment suitable for Division 2 areas although it is hoped that a new British Standard will remedy this some day soon. In the meantime one has to approve this equipment on one's own account.

It is fairly obvious what is meant by 'vapour-tight' but to eliminate all doubt a definition is desirable. Vapour- tight equipment should be equipment in which the live parts are so packed and fitted as to prevent the ingress of vapour. This, in effect means that the equipment housing should be imperforate save for necessary joints and that the joints should be flanged and gasketed as to secure vapour-tight seals. The gaskets should generally be formed from a soft material so that when compressed a tight joint is made. Plastic materials like perspex tend to distort under pressure and heat so care must be taken with these materials to ensure that they are adequately supported along their mating surfaces.

Total Enclosed Equipment

Throughout the years, the term 'totally-enclosed' has tended to become almost irretrievably confused with vapour-tight. 1t does not, of course, mean the same thing. Totally enclosed equipment does not purport to be vapour tight and the most that can be claimed for it is that it will have no opening specifically designed for ventilation purposes; no claim is ever made that it will not have openings for other purposes. Nevertheless it is not unreasonable to accept the standard of totally enclosed for induction motors of the squirrel cage type in a Division 2 area. One, however, has the feeling that the sooner a British Standard covering equipment for Division 2 risk" areas is issued the better.

Appeal under Sec. 3 ( 1) Petroleum {Consolidation) Act, 1928 Perth and Kinross County Council

The Scottish Home and Health Department, St. Andrew's House, Edinburgh, intimated in a letter of 25th January, 1965, that the Secretary of State had disallowed an appeal under Section 3(1) of the Petroleum (Con- solidation) Act, 1928, against the decision of Perth and Kinross County Council to refuse a licence for the storage of petroleum spirit.

The premises .for which the renewal was sought consisted of a two-tier arrangement. The storage tanks and pumps were situated on the ground floor, which was also used as a show-room and reception office. with another office diagonally opposite at the rear with a staircase leading up to the second tier above. A dwelling-house existed above the show-room.

The premises had been used during the last 35 years as a garage and filling station and had been licensed for the storage of petroleum spirit during that period. The storage facilities consisted of three 500 gallon capacity tanks, two under the floor of the premises at distances of 3J and 7 feet back from the entrance to the premises, and in the garden of a dwellmghouse at the rear of the premises. Dispensing of fuel was done by three petrol pumps, two situated at the back of the public footpath against the garage wall some 6 feet back from the kerbside, and one inside the garage premises some 7 feet back from the front entrance. Each of these pumps had an overhead swing-arm for the dispensing of petrol on the kerbside.

The appellants were notified on 23rd March, 1959, as were also all other licensees of kerbside premises in the County, that as a result of the dangers associated with the use of their premises for the storage and dispensing of petroleum spirit, the County Council would not be prepared to renew the storage licence after 15th April, 1964. The Certificate issued by the County Council under Section 3(1) of the Act was submitted to the Secretary of State on 2lst February, 1964, and a public enquiry was held by one of H.M. Inspectors of Explosives on 29th April, 1964.

The County Council's case was based on (a) danger of -fire. and due to spillage and vapour from velucles refl!ellmg tankers replenishing storage tanks, (b) ?bstruct10n to vehicular and pedestrian traffic by such veh1c!es and (c) generally to the inadequacy of the premises as a whole to conform to the modern requirements of a petrol filling station.

The appellants categorically denied any such dangers and put forward certain alternative arrangements for tanker stances and of vehicles, and also pleaded .a case of great hardship due to loss of licence.

H.M. Inspector of Explosives ·in his report to the Secret.ary of State reported that the site possessed many undesirable features. These were (a) that the situation of the inner pump would make it necessary for the occupants of the front office, in any fire incident however caused to proceed to the diagonally opposite exit to which access only gained through a narrow passage and up a narrow stairway, (b) that the presence of sash windows which one would expect to be open in warm weather' meant any fire could easily be to the floor, (c) that any spillage of spmt on the forecourt would run down the gutter and past many other premises and be spread over a large area, and (d) that the pos1t10n of the tank at the rear of the premises in relation to the dwelling-house and the tyre store was unsatisfactory. He also reported that the alternative arrangements put forward for filling appellants would worsen rather than improve the s1tuat10n.

the case of great hardship, the Secretary of State considered that there would be unavoidable loss of to the. appellants; but the proportion of gross mcome lost not be since the hiring business and repairs should be little affected.

Mr. G. A. Taylor, .Chief Inspector of Weights and Measures, Perth and .Kmross County Council, informs us that in 1959 when his department took over the administration of the Petroleum (Consolidation) Act 34 kerbside sites were classed potentially for the storage of petroleum spmt, and each licensee was given a period of 5 year.s in to re-site to meet the requirements of the. Authority. Over this period, of the 34 ongmal sites 22 have been resited I has been given a temporary licence for 6 months in which to complete negotiations for a suitable replacement site, 2 have been allowed to carry on due to construction of bye-pass roads and 9 have closed voluntarily or had their licence withdrawn.

FRANCE-SELF SERVICE PETROL

STATION

The ASTER Society has put forward a number of novel ideas among one of interest is the 'SelfService Petrol Stat10n for Credit Customers.'

The rapid development of the consumption of petrol products and particularly of fuel upsets the traditional methods of storage and distribution.

A satisfactory solution consists ?f instal.ling, in any area with many users, secondary service stations situated in positions which permit the reduction to a minimum of the costs of distribution due to distance and the cost of transport, and which can be used. the purchasers themselves, eventually without superv1s1on.

The Society has devised and perfected a self-service station which can resolve the problems of congestion at principal stations, those which reach saturation point at peak periods.

The whole station, occupying 40 cubic metres, is delivered ready-mounted on a frame, completely wired and ready to be : it to. a !11-eter and its accessories and is fitted with a ticket prmtmg device as well as individual boxes for numbered accounts. These boxes which vary in number from one to twelve, each include one seven-digit totaller with no zeroising mechanism, and two safety keys.

Each customer receives a single key for his own box. With each delivery the following operations are carried out:

I. The customer inserts the key, making the first contact.

2. A ticket is inserted the printing device, giving the first print and making the second contact.

3. A handle is turned making the third contact.

4. A button is pressed which starts the motor and opens the nozzle. This button, generally near to the delivery arm, ca1:1 be by a contact made by placing the arm m one pos1t10n.

After delivery :

I. The stop-button is pressed, closing the nozzle and cutting off the motor.

2. The handle is turned again, giving a second print.

3. The key is withdrawn.

This apparatus has aroused a lively interest those who would like to resolve the problems of distribution of domestic fuel, notably amongst those concerned with the rapid execution of distribution, and fluctuating demand.

PETROL OSMOSIS

Greater London covers approximately 700 square miles and than on.e-seventh of the population of the. Umted Kmdgom. It 1s, nevertheless, a single conurbat10n and few can doubt the wisdom of making one t.he Greater London Council, responsible for admm1strat10n of the Petroleum Acts within it.

. ?n lst April, 1965, the Council assumed this responsiborne by 60 local authorities varying m size from the London County Council to small urban di strict coun_cils. As if to .ensure that the process of absorpt10n did not proceed without some .minor shake-up, the Petroleum Branch had to move its offices on lOth April? 1965, from County Hall to Egginton House , 25 / 28 Buckmgham Gate , S.W.1. Before these events however a great deal of preparatory planning had been u1;dertaken:

Even in the early days of planning it was quickly apparent that the Petroleum Branch of the G.L.C. would have to grow out of the Petroleum Division of th e L.C C. simply because there was no other comparable organisation in Greater London. The Petroleum Branch of the G.L.C. needed to b e about 2} times larger than that of the L.C.C. ; whereas the L.C.C. issued 3,400 licences , the G.L.C. wo uld is sue more than 9,000. There were obvious advantages in such a large unit from the point of view of standardisation of principles and licence conditions over the who le area as well as the possibility of some office mechanisation a nd the st aff economy which this might offer. An undesirable side effect to be av oided , however, was bureaucratic remoteness.

The solution of this dilemm a lay in appointing inspectors to work wholly in a particular district where they would be known to their licensees and their licensees wo uld be known to them. The majority of these district in spectors would be new to th e work, thus senior inspectors were required not only to advise them but to deal personally with large and complicated premises, proposals and processes. Backing the in spectorate at Head Office the re wo uld be a stron g admini stra tive group not only to decide matters of overall policy but to ensure smooth functioning of the whole machine.

It was cleciclecl to appoint 26 district inspectors a nd s ix senior inspectors. Each se nior inspector was to be res pons ible for a n area comprising the districts of four or five district inspectors. For adminis t rat ive purposes it was co n ve ni ent to make fo ur Divi sion s of Greater London, two of which wo uld comprise t wo seni or inspectors' areas and the other two the area of o nly one senior inspecto r. One of the latter two divi sions wou ld , ho weve r , be respo nsible for running the ge neral office, e.g ., issue of licences, acco un ting, statistics, etc., and the other for speciali st items w hich co uld be dealt with more efficien tly on a branch. basi s, e.g. "Co nveyance " work, t he examination o f specialised pla nt and equipme nt for use anywhere in Greater London, etc.

by G. D. H. Dicks, M.C., M.Inst.Pet. LI F' E Head of the Petroleum Branch Lt' . ' D · ·ire ·' ' censmg epartment Greater London Council. '

The first need was to recruit a ft . and an additional 21 inspectors wn e was no hope of acquiring fully 1 eq un. e · As to arrange a course of trainin C staff, it was decided_ from lst January 1965 Th g or successful applicants. and on the side lasted twelve weeks, on specialised aspects of the work a se nes of lectures L.C.C. and two full clays and 011 Y .s emor staff of the week at a Technical College wher: attendanc.e i;>er Construction , Chemistry Elect . e e of.Bmldmg: Hydraulics and Hyclrost 't. neat Engmeenng and a ics were d. cl L.C.C. inspector took t t . 1ssemmate Each wo ramees d h. · ,. to three days per week t un er 1s wmg 1or up . . o provide the t. I . expenence of mspection essen ia p1 act1caL

Concurrently with the se re being taken by the Coun i p pai ations, d ec!s10ns were· ditions it would impose licence conit would adopt. To aid tl1e prmciples of construction · new mspecto t · s1ve code of practice was draw ra e, a comprehenpreparations increased with thn up. As the tempo of the new a rose ; more of a authonties m outer London sl cl mOI e of the existing · reluctance to deal with the newlOwed g_reater and greate7: · response to the qu es tion "W"ll An affirmative after 1st April 1965 ? ,, b 1 t 1e _work be c a rried out ' · roucrht an d" · the L.C.C s hould be con s ult eod. c imme rate reply that

Many licences in Greater L . March , 1965, and to aid the ft cl o.nclon expired on 3l st by Order extended th e Minister any petroleum licence expirin 6' until 30th June, 1965 On lst July, 1965, however GeLween two dates '.. 1,700 licen ces. These · .C. will to rene w the year-will be made in the v-ancl ansmg later in to the effect that iyaJonty .o f cases by an a specified period on the sa e icence is renewed for · those impo se d by the r me and conditions as period specified will au.thority. The years and will be so arran ed a ew months up to three have been made an g that after all first renewal s even work 1 cl f · concerned will obtain th 1 oa so ar as renewals are · cycle. Subse.quently, aLtl2'eel" year lice.nsing r ene:va ble for a period of three · _ · · ..1cei:ce will be exist111g licence conditions) can ybears. dF11 sft renewal (on ·fi · 1 e ma e a ter an in "t · s uper c1a s urvey h as re vealecl no · d . 1 cl 1 1al d 1mme iate y ang con 1t1ons ; seco nd renewal (the err t f th fi et ous j. ) 11 11 ""an o e rst GLc 1cence w 1 norma y follo w orily , ft f 11 · . I a er a u s urv e ti e premi ses concerned and rectification of 1 Y of undesirable features. t 1 e lllore

The stand ard of safety inherent in tJ 1e var· . I iou s lie premises ta <en over vanes enormo usly. It · · ensed to not e , h owever, that a cons id era bl e im sta nd a rds followed th e iss ue of the Home dffi e111ent in few years ago There is much work to be do ce Codes a standards adopted the G.L.C. are mete b_efore the Greater London and 1f this occ upi es the thtoughout so then one can on ly say that Rom e was d.ecade or u1lt in a day!

Pipeline for Energy

Work will start shortly on by far the longest pipeline to be laid in the U .K. It will link Southampton Water, the Thames and the Mersey to the Midlands :and will at first move 4 million tons of oil products a year

There is nothing particularly outre about the idea of moving _froi;n A to. B !hrough a pipe. It is only ·when the hqwd 1s ?II, pipe 1s about 300 miles long, and _amount contamed m the length of it when full is 9 million gallons, that the matter becomes worth mentionin_g. The U?ited Kingdom qil Pipeline, on which work will b_e startm_g very _soon, will be this long and of this capac!ty It will be laid and operated by United Kingdom Oil P1pelmes Ltd., a consortium comprising Esso Petroleum Company and four other major oil companies and will link Southampton Water, the Thames and the to the Midlands.

Pipelines have been laid before, both here and on the Continent; and although Great Britain cannot beain to match the million miles of pipe which burrow all o:er the United States, yve already ha".e some important ones. have been m the van of this method of oil transport m England. In 1961/62 the Company laid a 6-inch line from its refinery at Fawley to Severnside to carry ethylene to the l.C. I. plant there; and a year later a 12-inch line to yvest Alongside the latter, and sharing its bed, is an 8-mch lme laid specifically to feed the new Southall Gas Plant with L.P.G. Between them. these lines account for a capital expenditure of about £2-! million.

Now the line !O become part of a more extensive system, and 111 _add1t1on to supplying the London London A1rport-with 'white" pro(petrol. av1at1on fuels, .paraffin, etc.) it will be carrymg them from the refinery to storage tanks in the Midlands. Similarly petrol,_ paraffi!l, aviation fuels, diesel and chemical feedstocks will flow mto the Midlands from the refineries and on. the and the Mersey. As oil consumption. co_ntm_ues to nse, so new methods and patterns of d1stnJ:>ution are developed: the pipeline is an outstanding solut10n to the problem.

may be n?thing inherently odd about moving thro_ugh a ?ipe, but !here are other ways of doing 1t; and an operation as costly and complicated as laying a p1pelme through half the length of England must be justified <?n economic grounds above all others. The first and most important incentive is a continuous and increasin¥ ?em::ind: conversely, the first and most important cond1t1on _is a supply with which to meet it. Both factors apply l'.1 case of U.K.O.P. In 1953 the consur'.1ption _of ?II m Great B:it_ain was 16-! million tons. This year 1t will be over 65 million tons. In ten vears' time may be over I00 million tons Quite a large proportion of dem_and and will continue to come, from the mdustnal The demand is there: and because the new p1pelme will draw on a number of different sources, the supply is assured too.

It will begin by moving 4 million tons a year. By the mid-1980's it will be moving twice that amount. The products could be moved by other means: by rail in special by coastal or by road, or by a combmat1on of all three. This is what is happening today. and this is what will go on happening where the demand is insufficient or too fickle to warrant a pipeline. Indeed. both railways and ships have certain advantages, of which the most obvious is flexibility. They can be laid off-or on -as demand fluctuates; they can be sent to Hull one week, and Newcastle or Liverpool or London the next while a pipeline is at its most economic when it is full ali the time; and it runs from A to B for good.

But a pipeline in its turn has its merits, and one of them is that most of the cost is involved in getting it into service. Once that has been met-and U.K.O.P. is going to cost £8 million-it is comparatively cheap to run. Both its maintenance and its running costs are low; and while rail freight-rates have been known to go up and shipping freight-rates show no tendency to go down, the cost of pumping oil through a pipeline has a very good chance of remaining much the same. From the point of view of the oil companies, the people who buy their products, and the country at large, this, by helping to keep the prices of oil products steady, has a lot to commend it.

But first of all the pipeline has to be laid; and this is perhaps the most teasing, complex, long-drawn-out and fascinating part of the business. It is true that complexities and time factors have been reduced by the passing by Parliament in 1962 of The Pipelines Act, under which no pipeline can be constructed without the sanction of the Minister of Power, to whom application for authorization must be made. But difficulties still remain.

Once the beginning and the end of the proposed route have been chosen, the first thing is to draw a straight line between them. This represents the ideal route, and is pure Since it is easier and convenient to lay a pipe across a field than down the High Street, the straicrht line, gradually begins to swerve, circumventing this that railway junction. this flour-mill, that factory until it becomes a route and far from straight. Even wriggling like this it gets unavoidably involved in eight miles of built-up area and has to dive under 350 roads. 57 railway lines and 45 rivers and canals.

And, of course, the smallest field has this at least in common with a High Street-it belongs to somebody; so the next, painstaking job is to discover and approach the owners of every inch of land under which-it is planned and hoped-the line will go. In the case of U.K.O.P. this has meant 1,200 separate owners, owner-occupiers and tenants-not to mention all the various planning authorities en route. Each one has to be identified, seen has to have the scheme explained to him and be reassu;·ed and persuaded into accepting the idea. It goes without saying that among 1,200 individual farmers and landowners there will be a handful who do not at all take to the notion of having an oil-pipe laid across their land. To begin with. however. it is enough to identify them. talk to them, and note their response.

With this information, then, it is possible to plot the route on maps, mark in each owner (with a number which cross-.refers to an accompanying. for each sheet), and submit the documents to the Mm1ster for his authorization-which he will not necessarily give.

The oil companies who make up the consortium which is U.K.O.P. Ltd. ask a favour from those people whose land they propose to use, but a favour for which they are glad to pay. In legal language, this favour is called an 'easement', and it allows them to bury their pipe in the land. This may be in the form of freehold, or, as in the case of U.K.O.P., a lease: the lease of a strip of land starting 2 feet 6 inches below the surface and going down to a depth of 30 feet; 1 foot 6 inches wide and of varying length. For this oddly-shaped ribbon of ground they offer a minimum of 6/- per yard to an owner, 2/- per yard to a tenant and 8/- per yard to an owner-occupier, depending on the value of the land.

This is not the end of it. U.K.O.P. realize perfectly well that the contractors who lay the pipe will inevitably disturb, and may inadvertently damage, the land or the crops on it during their operations. They ask for a working width of 40 feet in which to deploy their pipes, their vehicles, their welding-plant, and their boots. This may mean flattening a crop, upsetting grazing-patterns, or simply interfering with a rotation .cycle. These and other contingencies are fully covered by the agreement which the company and the occupier of the land sign, and qualify for appropriate compensation. At the same time, the land is scrupulously treated. Drains are relaid, fences and hedges mended; and the itself, topsoil and meticulously kept separate, 1s restored so that, w1thm a season, no one would ever know that it had been disturbed.

When ministerial authorization has been given, the work can start. But before that, the pipe-makers must have had their orders. Seamless drawn steel pipes, 35 feet or so in length, and varying in diamete_r from 8 to 14 inches, n?-ust be made and delivered as reqmred-a total, for 300 miles, of something like 45,000 separate 'joints' or lengths. By this time, it is hoped, amicable arrangements have been made with the landowners and farmers affected, and the agreements have been signed. As a last resort, the Act allows for compulsory powers.

Once the operation is under way, the pipes. are s_trung out alongside the trench. They are wrapped, either m the factory or in the field, with _ai;id coal tar. The next job is to weld them, JOmt by JOmt, so that they eventually form one continuous pipe, 300 miles long. The joints are inspected; some '.ire radio graphed; and _then the pipe is carefully mto the and given the extra protection of an electnc current of low voltage which reduces m ca_se of to the wrapping. Known as cathodic protect10n, is used in oil tankers. Then the trench 1s , subsoil first, topsoil last; the scars of men and machmes are made good; and the team moves on.

Given good weather and agreeable a pipeJaying team can put down as much as 3 miles 111 a week; but since the weather is not always good-rain and the thaw after snow are the great delayers-nor all landowners agreeable, an average speed is likely to be nearer one mile per week. On a job the si_ze of_ U.K.O.P. there may be as many as six teams working simultaneously, spread out over the total course. Like all trades, pipe-laying has its own jargon; and those with a taste for semantics may like to worry out the exact function of a go-devil or a pigsignal. the part played by roller-dollies, or the significance of a spheroid.

The last, which could as accurately and more explicitly be called a rubber ball, is of some interest, even to the layman. It is apparent that, if the completed pipe is to be kept full, one 'slug' of product must follow hard upon the heels of another: and what is there to prevent an unsancti-fied union of, say, petrol and paraffin at the 'interface'that point in the pipe where one is pushing the other and the two touch ? What indeed but a spheroid, or thick,. rubber ball full of liquid, popped in between them by a 'sphere-launcher'. Jn fact, even without one, fraternization at the interface is nearly as free as one might imagine the depending on the di_ameter of the pipeline and the distance travelled. What httle does occur is taken at ?esti'}ation, therebr confounding those cynics whohke to _imagine, what 1s transported by pipeline will be a petrol Finesshelregmob', or a melange best called 'avpetgaspard1e' !

By next year, if all goes well, the pipe will be in the ground, tested (to well above its maximum working pressure of 1,200 per square inch), cleaned and connected. All that will remain then will be to start the oil flowing. This deceptively simple remark almost demands an on. its ?w_n for its elucidation: here it may merely be said that 1t will involve a highly sophisticated system of remote c_ontrol and metering, while for the organization of the slupments themselves a computer may well be used. The most probab!e as now envisaged, will be a ten-day of s1m1lar product, each slug of which will spendmg one and two-and-a-half days on the Journey, depending whether it starts from the Mersey 01 the Thames.

. the is at full capacity in the mid- l 980's. 1t will be transporting 8 million tons of oil products a year 5 per ce?t. <;>f the country's total consumption at .. 1t will move this prodigious quantity in a sile!lt,_ flow, unaffected by the weather vanat.10ns m rates and road vaganes other forms of transport are subject. !he 300-mile p1pelme for energy will become of increasing importance to the country's economy from the moment ·t first comes on stream. 1 ·

From Esso Magazine, Spring 1965_

HOME OFFICE CIRCULAR No. 101/1965

Refers to the provision of dry powder fire extinguishers. a! can stores and petrol filling stations. Foarn extmgu1shers only or dry powder extinguishers only Ina be provided at these installations but where both types extinguisher are provided at the same storage place a ty 0 of powder be chosen is _compatible with the foam prov1d_ed by the foam Guidance given regardmg the scale of fire equipment required t is stores and petrol filling stations, one 10 lb. dry a can extinguisher being considered the equivalent to 0 powder gallon foam extinguisher. ne two--

.held

RESIDENTIAL MID-WEEK -SCHOOL

at the Shropshire Adult College, Attingham Park, Shrewsbury 1Oth to 12th May, 1965

appreciation by W. E. Line, M.I.W.M.A., Deputy Chief Inspector of Weights and Measures, Poole

Attingham Park was never built for this, more is the pity, since it imposes limitations on the size of a residential :school. Nevertheless, surely the late Lord Berwick would have approved the use to which this stately home has been put by the Board of Governors of Shropshire Adult College through the National Trust. The magnificent house with its lofty old Dining Room used as the Lecture Room, our vaulted roofed Dining Hall, the impressive Picture Gallery with its coved glass roof, the spacious Drawing Roo:i1, the fine Italian plaster work ceilings, are really somethmg to remember. From the consideration ·of study alone, however, surely Attingham's outstanding virtue is in its wonderful setting, amid a seemingly endless ·expanse of lawns, fields, woods and deer park (come to think of it, I never did see those deer !), transversed by the River Tern winding its way to join the Severn. Far from the madding crowd and noisy traffic indeed ! However, our purpose at was to study and discuss Petroleum Acts Adm1111strat1on, so enough of romancing.

An official welcome on Monday evening by Sir George Trevelyan, Bt., M.A., the Warden of Attingham Park Adult College, was followed by two days of intensive lecturing. The lectures were very comprehensive in their ·coverage of our W?rk as Local Authority Petroleum Officers, and all pra1_se to each lecturer for his approach to his particular subject and indeed for the field covered in the short time available.

Having digested the_ masterly exposition of Mr. W. M. Lewis, Coventry's City Analyst. on "The Nature of Petroleum Spirit and its Hazards'', one could be left with little doubt, even if it already existed that Petroleum Products should be treated with very respect.

The other lectures followed in natural sequence. Before .:attempting to apply our knowledge we must know the legal requirements. Scant as. these may be, "Petroleum Law" was very ably dealt with by the Senior Assistant Solicitor of Solihull, Mr. G. I. Fuller, M.A LLB. We were very pleased to hear at first hand the views of the

Greater London Council, through its Administrative Officer, Mr. W. C. R. Dale, A.F.Inst.Pet. Planning of a storage site is the next logical step in the sequence and in this lecture on "Planning and the Petroleum Officer" we saw the application of requirements which we often hear quoted as a sound basis on which to work. "Installation of Underground Tanks" by Mr. K. Sherwood, Esso Petroleum Company's Engineer, and "The Testing of New and Existing Petroleum Spirit Underground Storage Tanks" by Mr. J. Beer, M.l.W.M.A., Worcester's Chief Inspector of Weights and Measures, were really complementary. Whilst Mr. Sherwood dealt with generally accepted installation methods, Mr. Beer tackled the subject on which there is considerable agreement to disagree regarding methods of test. Nevertheless, his demonstrations on his self-styled "Heath Robinson" equipment proved the points he was making. In "The Practical Application of the Electrical Recommendations of the Group", Mr. J. A. Sharp, A.l.E.E., Senior Assistant Engineer of the Midlands Electricity Board, left us in little doubt as to "what" should be approved "where'', the recommendations leaving little room for manoeuvering. And what food for thought was contained in the briefcase of Mr. B. A. Targett, Wayne Tank and Pump Company's Assistant Chief Engineer ! His "Future Trends in Petroleum Spirit Dispensing", with visions of the use of submersible pumps, the possibilities of self-service and unmanned petrol stations, must have set many a Petroleum Officer thinking.

Lack of standardization of installation requirements and petroleum licence conditions became very obvious in · questions and discussions on the lectures.

This type of school, where various points of view can be heard, discussed, and even torn apart, together with the formulation of recommendations by the Association will go a very long way towards achieving the Association's objective in the attainment of uniformity in administration of the Petroleum Acts.

A very successful school and a very worthwhile effort.

THE INSTALLATION OF UNDERGROUND TANKS

I. Tanks

All aasoline tankage installations at service stations are by Lic_ensing Conditions and the reasons for these conditions 1s to ensure safety.

The Petroleum Industry is extremely aware of the need for maximum safety precautions for the storage and safe handling of Petroleum products and often introduce their own requirements to supplement the licensing conditions.

The safety considerations commence with the design and manufacture of the storage tanks. At present these tanks are invariably made of tin. thick M.S. plate welded to B.S.S.2594. Prior to leaving the manufacturers works the tanks are tested to a pressure of 10 p.s.i. They are also given a protective external coating of Bitumastic Paint or similar.

An

A synopsis of the Lecture given to students at the Residential School, Attingham by K. Sherwood, A.F.I.P. Engineer Esso Petroleum Co. Ltd.

The majority of Licensing Authorities require the tanks to be fitted with a manhole and cover. Several European countries will not permit tanks with manholes. There are arguments for and against manholes which can usually lead to lively discussion.

A major consideration could be that the elimination of tank manholes could result in the elimination of ground manhole chambers which without doubt are natural collecting pockets for gasoline vapours.

Each tank is supplied with a calibrated brass dipstick for measuring the tank contents. It should be appreciated that these dipsticks are not accurate measuring apparatus but only approximate the tank contents. Most tankage manufacturers batch process the tanks and it is not unusual for the dipsticks to show errors of 2 %-3 %.

2. Siring

All Licensing Authorities demand that mm1mum distances are observed between the tank manhole chambers, and, public highways and buildings. Normally 20ft. is the acceptable distance.

Bearing these requirements in mind the marketing company must consider operational aspects such as length of suction lines, Road Tank Vehicle access and standing area for product deliveries.

3. Installation of Tanks

The Home Office Model Code (1957) suggests that tanks be encased in a minimum of 9in. thick mass concrete or alternatively installed in a brick vault, with the voids to be filled with clean dry sand after the tank has been positioned.

There are so many disadvantages to the brick vault and sand method that it is difficult to understand why a number of Petroleum Officers still insist on this method. The following are a few of these disadvantages :

(a) Longer construction time.

(b) Poor quality porous bricks often used.

(c) The sand is invariably wet when backfilling occurs, leading to accelerated corrosion of the external surface of the tank.

(d) More expensive due to high labour costs.

(e) Movement of the tank has been known to occur within the vault resulting in sprung pipelines.

(f) Takes up more space.

(g) Difficulties created if it is decided at a future date to extend the tankage area for new tanks.

The mass concrete method also has some disadvantages but, until new materials and methods are developed it must be considered best method available where site circumstances necessitate an encased tank.

Contrary to popular belief there is plenty of evidence to prove that the concrete encasement does not provide a secondary barrier to the possible escape of product to the surrounding ground.

Prior to commencing the excavation for the tank it is necessary for an employee of the marketing company to determine by calculation the required depth of the tank below ground level. Factors affecting this are the lengt_h of suction line and any gradients at ground level. It is. generally accepted that the tank manhole should be no less than 2ft. below ground level. On the other vertical distance between the base of the dispensmg umt and the bottom of the tank should not exceed 13ft.

It is normal to position the tank at the minimum depth by calculation between these limits.

.Most excavations are carried out by mechanical means; with the bottom of the dig being trimmed by hand.

many instances water is present in the excavati?n,. this can usually be dealt with by means of a bottommg: pump installed in a corner sump of the excavation.

The next operation is to provide a base of approximately 9ins. thick reinforced concrete. The length and width of this base normally exceeds the length and diameter of the tank by 9ins.-12ins.

If _down.wires or straps are necess_ary, to flotatI<;>n which might occur prior to pouring the casmg,. the fixmg bolts should be cast into the base.

At this stage most Authorities require an inspection by the Petroleum Officer.

It would be interesting to know what of are looking for, as this _mspectlon establishes little except that a base exists. and this could be· established when the officer witnesses the pressure test.

This pressure test is carried out after the tank has been lowered onto the raft and after the internal fill pipe and suction pipe have been installed in the tank.

A small minority of authorities require a _test before and after the tank has been lowered into position

The pressure test on new tanks comprises an air test at I0 p.s.1. held for 24 hours with suitable allowances made for temperature variation.

Engineers are satisfied that a 10 p.s.i. air test will establish the presence of a leak within 3-4 hours.

After a satisfactory test the mass concrete casing can be poured. It is advisable to use a sulphate resisting

In some areas sulphate concentrations are present m the· surrounding ground and these sulphates can cause severe damage to ordinary Portland Cement.

Shuttering should have been positioned in the excavatio_n to ensure that the minimum thickness of 9ins. concrete is attained.

It is advisable to hand agitate during pouring to ensure that air pockets and voids are eliminated.

4. Pipelines

After the tank has been encased the suction and vent lines can be installed.

The pipes and fittings should be to B.S.S. 1387 for gasoline being galvanised and those for diesel fuel 111 Black_ Iron.

Vent lines should be run in mm1mum Hin. bore ,galvanised pipe and should terminate at least lift. above :ground level with a vent head incorporating a 28 mesh gauze.

Many Authorities insist on a 180° return bend vent head which deflects the vapours downwards. For your con:sideration it is now suggested that all vent pipes should discharge upwards in an endeavour to quickly disperse these heavier than air vapours.

Careful consideration should be given to the siting of vent pipes. It is recommended that there should be no openings to any building within 5ft. in any direction of the vent head. It is also recommended that there should be no openings to basement!> or sub-basements within 5ft. of the base of a vertical vent. If it is proposed to install a vent pipe adjacent to the site boundary, consideration should be given to possible hazards that could be created to or by adjacent land or property.

Suction lines up to 80ft. in length should normally be run in bore pipe, if the length is in excess of 80ft. then the total length should be run in 2in. pipe.

There should be a fall on the li_ne from the pump back to the tank. Many Authonttes ms1st that this fall be

lin. in !Oft., is an excessive gradient and leads to deep tankage. Provided that the bubble of a spirit level is from the centre when laid along the pipeline, this is sufficient.

The sizes of the external fill pipes vary from 2ins.----4ins. dependent upon the operational policy of the marketing company concerned. The majority are 3in. bore.

Most Authorities have an aversion to.offset fill pipes, and yet if correctly installed they can be as safe if not safer than the conventional ground chambers.

The road tank vehicle can be kept away from the forecourt area and is able to discharge without impeding traffic.

Some Petroleum Officers argue that offset fills facilitate the possibility of a spillage at the underground tank, but if a hydrostatic contents gauge is used instead of a dipstick then a spillage at the tank is impossible.

When the installation is complete each tank should be numbered and its dipstick should be stamped with the same number.

The fill pipe cap should be equipped to enable it to be locked or sealed to the fill pipe.

Legal Proceedings

PETROL FOR PARAFFINBREACH OF LICENCE CONDITION

At the Law Courts, Cardiff, recently, Roger Mery, t/a R & M Llanrumney, Cardiff, the holder of a petroleum spmt hcence fined £1 with 5 guineas costs for the breach of a Condition of his licence for failing to instruct his employee, Roland Mery, adequately as to the precuations to be observed when serving petroleum spirit. Roland was _an absolute discharge for infringing a licence Condition m that he drew off petroleum spirit into an unmarked one-gallon container.

The Court was told that a Mr. went to the garage to buy one gallon of paraffin for his domestic oil heater. Mr. Drake, a seaman, was served by Roland Mery who charged him for his purchase. Being a seaman, Mr. Drake_ had no idea of the current price of paraffin ai:d home refilled his oil heater but upon Jight111g 1t, notice? that 1t started flaring up. With commendable promptitude. Mr. Drake ordered his family out of the the door of the Jiving room and attempted to ext1!1gu1sh the heater _by throwing earth over it, and 111ak111g a call Fire Brigade. Damage was susta111ed to some of the hvmg room furniture and fittings. When the contents of the can were examined, it was found that Mr. Drake had been served with petrol.

PETROLEUM SPIRIT (MOTOR VEHICLES, etc.) REGULATIONS, 1929

On the 9th April, 1965, at West Hartlepool Magsitrates' Court the tenant of a lock-up garage pleaded guilty to two charges under the Regulations made under Section I 0 of the Petroleum (Consolidation) Act, 1928, in that he kept petroleum spirit(a) in a vessel (not being a tank _of a _motor vehicle, motor boat, aircraft or engme) which did not bear the words 'Petroleum Spirit' and the words 'Highly Inflammable' ; and (b) a vessel (not being a fuel. tank of a m?tor vehi?le, motor boat, aircraft or engme) _of a capacity exceedmg two gallons in a place s1tuate_d less than 20 feet from any building, highway or public footpath.

He was fined £2 on each charge with 12 guineas costs.

The brief facts of the case are as under :

The Petroleum Officer received a complaint from a Company Director that when a member of his staff opened the office one morning, she noticed that there was a very strong smell of Fortunately she had the presence of mind not to light a stove or fire.

The Officer's investigations revealed that the tenant of a lock-up garage which adjoined office. had_ purchased five gallons of petrol the evenmg 111 a metal vessel which was labelled with the brand name of a disinfectant. He left the vessel standing on the garage floor. Unfortunately the base of the vessel was l?erforated and about two gallons of petrol leaked out form111g a pool on the floor. The vapour penetrated into the adjoining office.

COUNCIL MEETING

Present

D. Hall, Esq. (Chairman), Messrs. E. V. Beeby, J. Beer, R. L. Bloor, G. N. Dean, M. Gee, H. Griffiths, C. T. Peacock, R.E.J. Roden and the Hon. Secretary.

The Chairman extended a cordial welcome to Mr. Peacock, the Senior Public Health Inspector for Hemsworth R.D.C. and Secretary of the newly formed Yorkshire Branch.

Apologies

Received from Messrs. R. E. Dust. .(Oxford), R. P. Holdaway (Shrewsbury), C. R. Peskett (Godalming) J. A. Sharp (M.E.B.) and B. W. Thacker (Middlesbrough)'.

Discussion took place on the number of Council Meetings which should be held.

It was agreed that meetings of Standing Committees should be held when practicable.

Draft Branch Rules

The Council considered the third draft Branch Constitution and Rules. Mr. Gee proposed, Mr. Dean seconded that they be accepted, but before distribution they should be submitted to the Association's Legal Adviser.

Midlands Petroleum Acts Administration GroupAssets and Liabilities

Proposed by Mr. Beer, seconded by Mr. Gee, and agreed that the assets of the Group be transferred to the Association and that the Association undertakes to make good any liability of the Group.

Membership Application Forms

It was left to the Chairman and Hon. Secretary to draw up a suitable form.

Branch Boundaries

At the ol!tset the Chairman pointed out the desirability of conformmg !O the boundan_es as shown in the supplement. In formmg the Yorkshire and Tees-side Branches had been some devia!ion from the intended boundan7s. Peacock exp!amed in detail the reasons for fixmg different boundaries, and this was followed by lengthy arguments for and against. Eventually it was agreed to accept Peacock's plan. He was t<? let the have a map showing the area which his Branch was mtended to cover.

Applications for Membership

Eleven applications, including three associates, were agreed.

The resignation of Mr. A. C. Hodson, Plant Operations Manager, Shell-Mex & B.P., Ltd., who is leaving the area, was accepted.

School Report

The Treasurer regretted he was unable to give a financiafc report as all the accounts had not been received. The Secretary praised the work done by Mr. Dean in preparing: the schedules and room allocations, work which enabled. the organisation to be completely efficient.

A number of letters were read expressing pleasure and. satisfaction with the standard of the lectures.

The dates for the 1966 School, viz, I 6th, l 7th and l 8th May, were confirmed.

Mr. Peacock spoke of a School which could accommodate 150 Students. He was asked to obtain particulars_

Branch Formation-West Midlands

It was agreed to defer this item until the next Counci[ Meeting on Friday, the 2nd July, 1965.

Correspondence

The Secretary read correspondence which had passed: between Mr. E. H. Roberts (Seisdon) and himself, on Limiting Devices. The members of the Council were· agreed that these were at the discretion of the Local Authority.

A letter from Mr. Peskett (Surrey) was read concerning a proposal to form a Branch. The Secretary was asked to invite Mr. Peskett to submit a map showing the area the proposed Branch would cover.

Retired Member

It was resolved that Mr. E. Vaughan, late Chief Public Health Inspector for Solihull County Borough, be invited to become a Retired Member of the Association.

Car Parks, etc., Sub-Committee

The next meeting of this Sub-Committee would be held at Solihull on Tuesday, 25th May.

Cash Registers, etc., in Kiosks

In the absence of Mr. Sharp it was decided to defer this item until the next Council Meeting.

Confined.from. page 21

Fire Authority Membership. Fire Prevention Of'.licers of the Surrey Fire Brigade who on request were. throughout the County to advise Local Authont1es exercising their functions under the Petroleum Acts had been invited and represented at the Group Meeting. The Secretary was asked to write to the Chief Fire _Officer to enquire whether or not the Authority and thell" Officers would join the Association.

Non-Members of the Association in this Area. The Secretary was asked to liaise with the Secretary of the Association, with a view to circularising non-members of the Association in this area.

A Report of a Meeting of the Council held at Dudley on Wednesday, the 19th May, 1965.

BRANCH MEETING

SURREY

Presenr : Mr. F. L. Barker (Esher) in the Chair and 31 members.

Apologies for absence were received from 7 members.

The Chairman welcomed a number of Petroleum 1nspectors attending for the first time.

The Minutes of the last meeting of the Group were ·Confirmed and signed as a true record.

The Chairman introduced Mr. R. P. Putman, Sales Engineer (Instruments) and Mr. J. Loder of Alan Cobham Engineering, Ltd., Blandford, Dorset. Mr. Putman and Mr. Loder introduced and demonstrated the latest Cobham Stainless Steel Float Switches, including magnetic !eve! indicators with portable.dip tape assembly, graduated 111ner rods and small magnetic level indicators for storaae tanks and pressure vessels. The equipment can be for direct or remote readings of tank contents. The Company produced an extensive range of switches and equipment in the follow_ing groups: Flamcproof (Groups II and lll), Buxton Certificate No. 4951. Standard Liahtweight, and Miniature. ' "'

The Cobham Float Switch a hermetically sealed reed actuated by a magnet, the switch contacts are therefore, by <?f humidity or or by long penods of 111acttv1ty. The reed is contained within the centre tube and the magnet within the float. The float is a free fit on the and rises or falls with the liquid. When the .1s adjacent to the switch the leaves close and the circuit is made. If desired the switch may made and broken by the float magnet at a given pos1t10n. It can be connected to any desired warning system'. e.g. bell: buzzer or light, etc. Members took part in a hvely session of question and answer with Mt. Putman Mr. and a number of valid and interesting pomts were At the close of the .discussion Mr. W. J. Wh1t111g (Leatherhead) proposed a vote of thanks to Mr. Pu.tman and Mr. Loder and this was endorsed by the Meet111g.

The Secretary reporte.d on two recent visits paid by members of the Group, thanks had been expressed to Messrs. Avery-Hardoll, Lt.d., and the Director of the "'Shell" .Labora.tones. visits had proved informative and mterestmg. Notice had been given of a proposed vi.sit t? Oil Refinery on the 12th October, 1965. by of the "Esso" Petroleum Company. Details will be circulated in September and names 0 f those interested taken between times.

Midlands Petroleum Acts Administration Group. The Secretary gave .a resume <;if the proceedings of the Annual General Meetmg of this G_roup held at Solihull on J3tl!_Apnl, 1965, which he had attended together with the Chau man of the Surrey G:oup. The Group had now reached status and will be known in future as the Associat10.n t.or Petroleum Acts Administration with a. membership and subscnpt10ns of tl11s Assoc1at10n will remain virtually

Minutes of a Meeting of the Surrey Petroleum Inspectors held in the Council Chambers, Bull Hill, Leatherhead at 2.30 p.m. on Wednesday, 12th May, 1965

but it will be managed by a National Council cons1st111g of the officers of the Association, 8 ordinary members t<? be elected _at each Annual General Meeting, together with one ordmary member appointed by each Branch of the Association.

Membership in the South Eastern area stood at 34 Authorities, plus a number of Greater London Council Inspectors (anticipated ultimately at between 20 and 30). Th.ere are at present 11 members in the County of Surrey, 9 m Sussex with lesser numbers in Hampshire, Kent. Middlesex and Berkshire.

The question of Branch formation within the South Eastern area was discussed and it was generally agreed that a Branch based on the present Surrey Group embracing the Counties above mentioned, including the Greater London Council could be formed in the first instance. Meetings in Leatherhead having received good support. being fairly central and accessible from most points, it was felt that Meetings should continue at this venue for the time being.

The Secretary had been invited to a Meeting of the National Council of the Association to be held on Wednesday. 19th May, 1965. at Dudley, when draft Branch rules and determination of Branch boundaries were to be discussed. If the Secretary was unable to go because of other commitments, he was asked to write to the Secretary of the Association and express the general views given at this Meeting on Branch formation in this area.

Coin-Operated Petrol Dispensers on Unattended Sites. This subject was again raised by a member who had information that a prototype machine had been installed at a Petrol Filling Station in West Sussex on a 24 hour use basis. The machine had been installed for about a month and apparently no incidents had been reported; exact details of the installation were not known. Members discussed the possible hazards of such installations including vandalism and particularly the use by persons unaccustomed to handling petroleum spirit and the danger of spillage, both on the forecourt and on clothing. Reference was made to experiments proceeding by one Company with other prototypes incorporating various safety devices. Opinion was expreseed that safety conditions should incorporate an automatic over-fill nozzle with low rate fill. a device to prevent dispensing fluid unless the nozzle is positively engaged in the vehicle orifice, and a device to remove vapour displaced from the fuel tank during filling.

Delivery of Petroleum Spirit after Dusk. Members discussed possible objections to deliveries during the hours of darkness; provided there was adequate over lighting on the forecourt. in the order of one to two Jumens pr.:r square foot at the manhole cover, it was agreed no objections could be raised.

Visit to Paris ... France

23rd to 2Sth March, 19&5

The first visit of the year was to Petroleum Installations in Paris and was sponsored by Total Oil Products (G.B.) Ltd., a subsidiary company of the Compagnie Francaise des Petroles. As usual, the visit was organised very capably by Mr. M. F. Somerville, the Sales Promotion Manager of "Total", and followed the pattern set in 1963.

The journey to Dover was made early on Tuesday by two cars, one leaving Solihull and the other Burton-uponTrent, and a successful rendezvous was established at a famous snack bar on the M. l. Dover was eventually reached by mid-day, where the party met Mr. G. H. J. Banwell of "Total", who acted as our host. After a very smooth and enjoyable crossing, Calais was reached just after 2 p.m. and the party boarded the train to Paris. A slight contretemps occurred when ·the "leader" discovered that the "baggage master" .had rather selfishly forgotten the "leader's" luggage and left it on the boat, but this difficulty was soon resolved and the party arrived in Paris at 6 p.111.

After a welcome wash and clean up at the Hotel, which was situated near the Place Madeleine, some of the party toured the centre of the City walking to the Place de la Concorde (the largest square in Europe) and thence along the Champs Elysees to the Arc de Triomphe. An enjoyable meal was had in a restaurant in the area and the return journey made around midnight. The unofficial itinerary of the trip promised that for those who did not require sleep there would be plenty of activity in the area between the Hotel and the Opera. How right was our sage and counsellor and how well kept were the cars, and the drivers for that matter, which kept passing us at frequent intervals in an apparently never ending _cavalcade.

The next day, Wednesday, the party left the Hotel at about 8 a.m. and after safely negotiating the catacombs, sewers and underground passages of Paris City, including a sample of the famous "Metropolitan" underground system, arrived at the offices of the Compagnie Francaise des Petroles, at rue Michel-Ange, Paris. Here we were met by Monsieur Bortolossy, the representative of Air Total, Ltd., and by Madam Christine Dussart, who acted so splendidly as our guide and interpreter throughout the long and interesting day.

After being conveyed by autobus to Aeroport De Paris by 9.50 a.m., the party was introduced to Monsieur L. Thomas, Public Relations Officer at the Airport who, during a running commentary, conducted us to the various places of interest on the site. In a general way, one was immediately impressed and perhaps slightly overawed by the colossal extensiveness of this project catering for international air services, whilst, on the other hand, sensing the steady purposeful efficiency in the various departments of the organisation.

The new Orly Airport is one of the larger French building projects of recent years. Consisting of a single main six-storey block with two wings extending East and West, the terminal installations provided for all facilities being concentrated in the same building, i.e. Passenger registration counters, Offices of the various airlines, Air Traffic

Control, Immigration and Customs check points, Commercial concessions including bars and restaurants, rooms. for airport executive and personnel.

The party was conducted to the office of the S.M.C.A.O .• a company founded in 1959 by a group of various fuel companies at the Paris Airport, where one learned from Monsieur R. M. Staub, Director, S.M.C.A.O., that an agreement between the Airport Authority and the Societie allowed the latter to build at their own expense and to· operate, via a fixed installation, the distribution of jet fuel at the Orly Airport servicing bays. These consist of underground pipes from the tank farm to sunken standpipe positions known as Underwing Fillers, because of their sites in relation to the parked aircraft receiving servicing.

The installations include one main depot, two main pipes running from the main depot to the servicing bays. and a network of distributing points at these bays.

The main depot is situated by the South end of the central reserved area of the Airport-it contains three groups of three tanks, each of 3,000 cu. ft. capacity. At present tanks are filled by large tankers. Later, it is envis'.1ged that the !Tiain depot will be filled through pipes leadmg from a pnmary depot to be built on the Eastern side of the This primary depot could have its fuel brought either by barges along the River Seine, which flows ?OO yards fr?m _the Airport, or more directly by an extens10n of the p1pelmes linking Paris with the refineries. and depot of the Basse-Seine (near the mouth of the river). Out of the _three tanks in each of the groups, one is being refilled whilst the second is at rest ready for use and the third being emptied.

Two _adjacent pipes, 16 inches ;in diameter each, link the mam depot with the servicing bays. Each of these pipes. has a peak outlet of 2, 700 cu. ft. an hour, in the maximum conditions of about 16 lbs. for three-tenths of a square mch at the maximum flowing speed of 5 feet a second.

o\ th_e bays takes place alongside the front of the airport _bu1ldmgs. There are J6 servicing stations, 11 of them bemg accessible to the four-engine jets. Five ?f then:i are only for double jets. Nine of the four-engined Jet s_tattons '.1nd two of the two-engine jet stations are now with the hydrant system, the other stations will on. Each of the four-engine jet stations 1s equipped three pairs of valves 4 ins. in diameter; tw_o of these pairs of valves are situated near the filling orifices of the four-engined planes when they are in position (cock-pit pointed at a 50 degree angle).

The third pair of valves, which are situated 50 ft. from the side of the station, could be used for the re-fuelling of fou_r-engined planes in position of nose perpendicularly the front_ of the airport buildings, 90 degrees to the The diameters of the pipes distributing the valves are 10 ms. for two of the valves and 8 ins. for the third valve.

We were fortunate in being present during the re-fuelling of a "Caravela" air-liner of 'Transportes Aereos Portugueses". The engine in between the underground distributing valves and the inlet valves of the plane's tanks is

1n the form of an automotor service truck. The type of service truck used at all the airports has an inlet pipe of 4 ins. in diameter from which two outlet hoses of 21- ins. diameter feed a wing simultaneously. Each distribution hose has a water microfilter, an automatic valve, a network valve, an air separator, a meter, a one-way valve which includes a by-pass, with an automatic stoppage device working at a safe pressure for the parts between truck and the plane, and a system of pressure control at outlet reaulating valve. Here the party was able to witness the adopted by the officer in arranging for "topping up" of fuel by the careful mathematical calculation of amount of luggage and freightage stowage in relation to fuel capacity so as to allow correct weight for the plane · to become airborne.

An examination of the arrangements in the "Air France" Service Bay where the "mail or postal" craft was receiving attention, proved most interesting. The hangar itself was noteworthy in that the roo'. wa_s of a si_ngle cantilever type -160 ft. wide. Close exam111at1on ofwmgs and frame, etc., conjured up thoughts of "metal fatigue" and "man's ingenuity"'.

Luncheon was served in a luxurious restaurant, set .amidst the bustle and splendour of a busy airport, in this exciting atmosphere an appropriate toast to our was proposed by Mr. R. P. Holdaway. After an enJoyabl.e meal. the party free to the terraces and experience the fascination of watchmg the departures and arrivals of planes from far-off lands, or to explore the buildings and admire the architecture and interior decoration.

The party then proceeded to the Paris Fire Brigade Headquarters and was met by Commander Le Puloch and conducted to a room where the Commander explained orga111satron and responsibilities of the Paris Fire Bngade.

The Fire Brigade is a reg.iment (Le Regiment Sapeur de Pompiers): This 1s responsible for the fire defences of the and the City of Marseilles, the remaining towns cities 111 France maintaining their own municipal fire bngades.

Paris itself covers an area _200 sq. miles and has a population of five and a half m1lhon people. The :egiment deals with an average of 40,000 a year; .of which some 20 per cent. large fi.res, ren1:amder bemg the normal type fire associated with 1es1dentrnl property.

The fire brigade is a extensive building which .fire trammg e_quipment, fire prevention admm1stratron and accommodation for officers of the regiment. The firemen all reside in their homes away from brigade headquarters.

A fireman is when he becomes eligible for National Service and. 1s on a three year probation during time he is. paid .as a soldier. After that period. if he 1s smta?le, he 1s as a full-time fireman. The normal sery1ce of a fireman 1s approximately 15 years. and they are at the age. of 45. Officer ranks are taken from military and agam subject to a probationary penod w.hen posted to th.e regiment. lf they are adaptable to their and satisfactory, they are retained and then the military govern promotions.

The cost of running the brigade is shared by the Ministry of the Interior (25 %) and the City of Paris (75 %.)

On recruitment, a fireman is subjected to a 16 week recruits training course which is based on physical, military and technical training, and facilities are available for promotion from the ranks by examination.

The Fire Protection Laws fall into three categories, i.e. the first is similar to the Factories Act in this.country and includes regulations for storage of petroleum spirit and other hazardous liquids and gases. The second category caters for public safety in places of assembly similar to the British Public Health Act, and the third caters for safety, means of escape, etc., in hotels, tenements, etc., similar to the Housing Act in this country. There are special laws and conditions for bulk storage of hazardous liquids and gases at storage depots.

After a very interesting talk by Commander Le Puloch, the party was then conducted to the drill yard where an exhibition of fire fighting appliances had been arranged. The appliances consisted of first aid tenders, dua_l purpc;ise appliances (Water Tender/Pump), heavy pumpmg umts, turntable ladders (one of 100 ft. _and one ?f 150 gency tenders and a special appliance which earned ventilation equipment which is used on smokey basemen! fires. and emergency lighting equipment. All t.he were very comparable with the fire appliances of this country, some of the notable. being, however, the larger diameter hose that 1s used, 4 1i:ich as to 2i inch in this country, the hermoph'.od1te_ hose couplmgs as opposed to the instanta!1eous this country .and hydrant stand-pipe connections w.h1ch are of 4 diameter. Apart from these small any Bnt1sh fireman would feel completely at home ndmg as a crew member.

The party were fortunate to see a "turn-<;>ut" brigade and to see some of the strenuous physical trammg that is undertaken by members of the bngade.

The party was then conducted to the control room. where methods of acceptance of calls by the pubhc telephone (in France the number is 1818 as opposed to 999 in this direct fire telei;>l10nes from special risks and automatic fire ala:m enunciator panels connected to factories, places ofpubhc assembly. museums. etc., were explained.

The intricacies of mobilising fire appliances to at!end ·rn incident the system of determining the P.re-determmed 'and the availability of to ?ffice'.s in charge on any special high fire nsk were explamed m detail to the party.

After having many points of interest explained by the Commander, the party was then cond_ucted to fire brigade museum where a. very collect1on of fire brigade equipment, umforms, relics and models of a_ll fire appliances dating back to the 1850's was seen. At this point, the party was to Colo1.1el A. K. Ca:so, who is the officer command mg the .Regn:nent Sapem de Pompiers. Paris, and a number of his semor officers. and even though there was lack of of there_ was no difficulty in interpretations and. appreciat10ns .ol the very warm reception_ the party received. The social reception continued as did the supply of ror approximately one hour. Mr. T. Naylo1, to a speech of welcome by Colonel exp1essed smcere thanks for the excellent tour of mstructron and the generous hospitality provided.

The second evening in Paris is by tradition devoted to a visit to the Sacre-Coeur, Montmarte and the night club area of Pigalle in that descending order. Two members, however, with more lofty ambitions decided on a cultural tour of the Louvre, Tuileries and Notre Dame, so it was with some surprise that we bumped into one of them at a later hour studying the "stills" outside "Le Petit Mexique" and complaining that he had lost his partner ! After an entertaining evening there was just time to catch the last ''tube" back to our home district.

On Thursday morning the party again proceeded to the offices of Compagne Francais des Petroles, where they were introduced to another representative of the Company in the person of Mr. D. A. Littlejohn, an Englishman in Paris complete with dark suit and rolled umbrella. However, Mr. Littlejohn, who was to accompany us on the last session, proved an excellent guide and companion.

A mini-bus provided by the Company then conveyed the party to the offices of Trapil which are situated on the outskirts of Paris. With the then blue skies and bright sunshine it proved a delightful journey all.owing the opportunity of admiring the beauty and scert€fy of Paris in early Spring.

At the office of Trapil the party was met by Monsieur A. Lefevre, Trapil's manager for the Paris area, who gave an interesting talk on the history and formation of the Company, explaining that the Company was formed and designed to operate a means of conveying petroleum from the Port of Le Havre and the Lower Seine refineries on its 150 miles journey to Paris, it being decided that the most economical and reliable method would be by an underground pipe-line.

The use of underground pipe-line for this purpose was no new venture. As far back as 1895 a pipe-line was used in America but of only 2 inch diameter and only for five miles. but to-day there are thousands of miles of pipe-line used for this purpose. fn 1951 the first steps were taken to lay the first 10 inch pipe-line from Le Havre to Paris and in 1953 it came into operation and in the first year 300,000 tons were transported, but by 1961 it had reached its maximum capacity of 2,000,000 tons. This, however, was not sufficient to meet the increasing demands for petroleum products and in 1961 work was commenced on the laying of a second pipe-line, this time of 12 inch diameter which was completed and came into operation towards the end of 1962. This line followed the same course as the previous one, but started at Port Jerome a few miles east of Le Havre. However, it was found that this still could not cope with the demand and in 1963 the laying of a third line was commenced, this time of 20 inches diamter. This again follows the same course and came into operation at the beginning of this year and it is hoped that this will meet the demand for some years hence.

The pipelines have been buried in the ground to a depth ranging between 20 and 30 inches and are protected by a of fibreglass covered with a I inch outer coating of bitumen. The effects of electric currents due to differences in the nature of the soils on big neighbouring installations have necessitated the use of cathodic protection. Internally, the tubes are protected by the use of an inhibitor injected into the products. Cleaning is carried out by means of scrapers, carried through the line with the products.

Eight products varying from light heating oil to aviation petrol in 40 distinct qualities are carried in the pipe-line and in order to reduce contamination these are passed through the line in a sequence which reduces the interface to the minimum.

SEQUENCE OF PRODUCTS IN THE LINE

()sc)cA)K)GO)FOD )FOL)FOD )GO)K)JV)CA)SC)A v)sc)cA) -----1 cycle------

CA: ordinary gasoline K: Kerosene

SC: premium gasoline GO: diesel fuel

AV: aviation gasoline FOD: domestic heating fuel' JV: jet fuel FOL: light heating oil

After the interesting description by Monsieur Lefevre of the system and operation of the pipe-line, the party moved into the control room which could be termed as the nerve centre of the Company, as here by means of teleprinters, computers and direct telephone link with the despatching, pumping stations and terminal depots, continuous records are being compiled of all the products. carried by the several oil companies from the three coastal depots and four refineries to all the depots in the area.

Once again the party moved off by mini-bus, accompanied by Monsieur C. E. Bergues-Lagarde, Engineer to· the Company, to Gernevilliers, the reception area where the finished products of the Le Havre pipe-line are received. This terminal served eight storage depots having a total capacity of two and a half million gallons for supplying the South and West areas of Paris.

There were six mixture tanks into which the interfaces were drained for subsequent injection into the 10 inch and 12 inch pipe-lines at the terminal.

The product passed to above ground tanks for removal of water by decanting, and through a battery of four fil!ers for removal of any other foreign still left m the products, which was not metered until 1t was perfect for delivery to the storage depots.

Sampling is carried out in a small cubicle by means of automatic sampling device together with give continuous quality control, also of particular 1,.nterest in this cubicle was a flame-proof telephone used for receipt of warnings when interfaces were due.

This comp!ete_d the tour and the party was invited to partake of ltqu1d refreshment which proved to be so generous and liberal that for the safety and well-being of all concerned it was fortunate that those present were not driving their own cars.

On behalf of the party, Alderman C. F. Bowmer, of Derby,_ a few well-chosen words expressed our and thanks to the Company and their staff for the interesting and instructive visit, after which the party again boarded the mini-bus and were conveyed back to the Hotel.

The afternoon was free for shopping and sightseeing and then followed the overnight crossing to Dover and an uneventful journey back to the Midlands. The visit was of great instructive and educational value, and once again our thanks are due to the oil companies concerned and their staff for many kindnesses and hospitality.