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the construction and zoning of pumps and dispensers in order to understand the internal zoning of the equipment.

The Clauses under 14.3 have been amended to include reference to Autogas and a new clause has been added to deal with specific risks associated with earthing where Autogas is present on a site. 'Exchange of Information', now Clause 14.3.8, has been revised to stress the need to include provision of mechanical seals in ductwork and to ensure that documentation includes details of the methods and locations of duct sealing.

This clause also introduces the expression 'Volatile organic compounds' (VOCs) to describe liquids or vapour produced by petroleum or Autogas. The expression is used in later clauses in Chapter 14 and is also used in PETELNotice 65/54a, issued in July 2004 to provide guidance on minimising the migration of liquids and vapour through ducts.

Clause 14.4.1 'Equipment in Hazardous areas', has been revised to reflect changes in standards, e.g. BS EN 60079-14 and European Directives, e.g. ATEX. It also includes reference to the new European Standard for pumps and dispensers (now BS EN 13617-1). For clarity, a separate clause has been introduced detailing the requirements for the Test Socket.

The clause covering Cathodic Protection (CP), now 14.4.8, has been revised and expanded considerably, since it is now relatively common to find filling stations with CP installed, particularly those sites with Autogas. Reference is made to 'Guidance on external cathodic protection of underground steel storage tanks and steel pipework at filling stations', published by the IP. I would add my own recommendation that all contractors involved with sites having CP should make themselves familiar with this document, in addition to complying with the guidance in Clause 14.4.8.

Only minor amendments, such as references to Autogas and the omission of non-electrical information, have been made to Clauses 14.5.1 - 9.

Clause 14.6.4 now includes guidance on emergency switching for Autogas installations and sites with a DCD facility. It also removes the requirement for the external emergency switch, except at attendant operated, unattended or partially unattended sites.

Reference to the use of mechanical seals for cable ducts, rather than the use of compounds, is added to Clause 14.8.6. The clause also refers to mechanically ventilated ducts, of which, more later.

The need to ensure that metallic screening or armouring of data cables must be sheathed overall and not exposed at any point is added to 14.8.7. 14.8.11 is now titled 'Autogas installations' and has been rewritten. Reference to CNG, now outside the scope of the Blue Book, has been omitted.

Apart from revisions to Inspection and Testing requirements, the most significant changes to Chapter 14 have been made to Section 14.9. Clause 14.9.5 has been rewritten and three new clauses have been added. The changes largely reflect recommendations made in PETEL Notice 65/54a, regarding underground duct systems and sealing against the migration of VOCs. Electrical contractors and designers are strongly recommended to study these recommendations, since the effect of their application is likely to be the need to increase the number of cable ducts. The recommendation to consider terminating ducts above ground level at buildings will also have a significant affect on planning of the site. The electrical contractor or designer will need to provide an input at an early stage in the site design, if the recommendations are to be successfully implemented.

Acompletely new clause, 14.9.8, has been added to detail requirements for force ventilated ducts. Forced ventilation is frequently used for ducts associated with Autogas installations and in view of the number of such installations now in existence, contractors and designers should be familiar with the requirements.

The final clause in this section, on Labels, now 14.9.11, has been expanded to include Autogas and Cathodic Protection. Since much of the labelling is likely to be provided by the electrical contractor, examples of the various labels have been included.

As explained in the introduction to the article, the major difference between the first and second editions of Chapter 14 is in relation to the Inspection and Testing requirements. Despite the best efforts of the original Working Group, the Inspection and Testing requirements set out in the first edition were misinterpreted by many and resulted in defects, which had nothing to do with the Petroleum installation, being recorded on documentation issued to the Licensing Authorities. This led in turn to operators being required to rectify these defects or risk losing their Petroleum Licence.

The revised guidance has been rewritten to make a clear distinction between Annual Inspection, Testing and Certification required for a) Licensing Purposes and b) for compliance with Electricity at Work Regulations (EWR) mainly areas of increased shock risk, e.g. car washes, vacuum machines and portable equipment.

The third element of Inspection and Testing covers the remainder of the electrical installation, for example, the power and lighting in the Sales Building, where Inspection, Testing and Certification may be carried out at reduced frequencies to satisfy the Operators' duties under Regulation 4(2) of the EWR.

All of this is described clearly, I hope, in Clause 14.10.1, which has been almost completely rewritten. This clause also contains a useful warning on the precautions to be taken at sites where Cathodic Protection is installed.

Clause 14.10.2 details the PreCommissioning and Initial Verification tests for new and refurbished sites. The requirements are very similar to those detailed in the first edition; however, high current testing is now given as an option, rather than the only method, when measuring R1. Incidentally, the table of conductor resistances (Table 14.1) has been moved to Annex 14.2.

Periodic verification required for existing sites remains in Clause 14.10.3, however, there are now only two Periodic Verification Programmes, since insulation resistance tests are no longer required between line and neutral conductors. There is also a reminder in this Clause that annual inspection and testing to satisfy Regulation 4(2) of EWR is recommended for portable equipment, car washes and other equipment used by the public. Afurther note reminds readers that this inspection and testing does not relate to that required for Licensing purposes.

Annex 14.1, which gives guidance on Periodic Inspection and Testing, has been significantly revised to reflect the revised recommendations in Clause 14.10.3. (I note from my copy of the Blue Book that there is a series of errors in Clauses A14.1.8.2 and A14.1.8.4 where megohms has been written as MW - I trust that no competent readers will be confused by this typo!)

Reporting and certification, described in Clause 14.10.4, is similar to the first edition, but with the inclusion of references to DSEAR.

A new clause 14.10.5 Reporting documentation, has been added to

describe the documentation required to be issued under various circumstances. In summary, the documents are, as follows

· Certification of Electrical Inspection and Testing and Defect Report (Annexes 14.5Aand 14.5B)

It is intended that the Certificate and where necessary the Defect Report are issued for all initial and periodic inspections and are the ONLY documents required to be issued to the Licensing Authority.

Furthermore, the Defect Report is required to list only those defects related to statutory requirements.

· Pre-Commissioning Test Record (Annex 14.6) for new and rebuilt sites - similar to the first edition - for issue to the Site Operator only.

· Inventory Check List (Annex 14.7) · Filling Station Electrical Installation

Completion Certificate (Annex 14.8) for new or rebuilt sites - for issue to the Site Operator only.

· Filling Station Electrical Periodic

Inspection Report - for issue to the

Site Operator only, following the periodic verification required under the Licensing Conditions. Note that it is not intended that this report is issued to the Licensing Authority - the

Certificate and Defects Report (Annexes 14.5Aand 14.5B) provide all information necessary to comply with the LACORS Standard

Conditions of Licence.

· Electrical Danger Notification (Annex 14.10) - this is a totally new document to be issued to the Site Operator where inspection and testing reveals

The Electrical Working Group have spent a considerable amount of time developing the documentation described above and there has been much consultation with interested parties in the industry. It is to be hoped everyone will now adopt the new recommendations for electrical inspection and testing so that, arguably for the first time, all sites will be verified to the same standards.

I hope this article will be of assistance to readers in finding their way around Chapter 14 and the associated annexes.

More information will be available on the APEA Electrical Training Course, which is currently being updated to reflect the recommendations contained in the second edition of the Blue Book.

SCR Technology and How to get AdBlue

By Ernst.Olav.Strutz, Yara Industrial

The following article represents a summary of a recent presentation given to the APEAAGM by the AdBlue Group Technical Director of Yara Industrial; Ernst Olav Strutz. It represents the details of a new vehicle emissions technology which will require a new vehicle operating fluid called AdBlue.

Yara represents what was previously the agricultural division of the large Norwegian conglomerate; Norsk Hydro. The division was floated out of the group on 25th March 2004 and was named Yara and employs over 7,500 personnel globally. Yara is therefore a chemical company which converts energy and nitrogen into useful products for the agricultural and industrial sectors, with fertilizer applications as the largest market.

A product which Yara already manufactures for the fertilizer, cosmetic, food, chip board and pharmaceutical markets is urea. However, an important use that has been developed for a high purity urea is as a commercial vehicle operating fluid used to reduce NOx emissions in line with European legislation. This operating fluid is called AdBlue and the system that is to be employed on most trucks, buses and coaches that will use AdBlue is called SCR (Selective Catalytic

Reduction). The background behind this technology is European legislation which was initiated in the early 1990's to introduce stages of reduction in emissions from what are termed heavy duty vehicles (onroad trucks, buses and coaches).

The stages were;

Euro 0 - 1990 (1.1 g/kwhr particulates and 1.4g/kwh NOx)

Euro 1 - 1992 (0.36 g/kwhr particulates and 9 g/kwh NOx) Euro 2- 1995 (0.15 g/kwhr particulates and 7 g/kwhr NOx) Euro 3 - 2000 (0.1 g/kwhr particulates and 5 g/kwhr NOx)

Euro 3 is therefore the standard to which vehicles are currently manufactured.

However, Euro 4 (0.02g/kwhr particulates and 3.5g/kwhr NOx) is to be fully implemented in 2006 (and Euro 5 in 2009) and the commercial vehicle industry have all agreed these limits cannot be achieved using current engine tuning methods and therefore need some form of after treatment. Most manufacturers have opted for the aforementioned SCR technology. SCR requires AdBlue to be injected into the exhaust stream at the point where catalyst hardware has been installed within the exhaust system of the vehicle. The resulting chemical reaction initiated by the injection of AdBlue converts the NOx emissions into harmless water and nitrogen.

Benefits of an AdBlue based SCR system include; compliance with Euro 4 and 5 NOx and PM emission limits, reduction of ozone at ground level, improvement in fuel consumption, reduction in greenhouse gases, reduction in the combustion odour and there is no need to install a DPF (Diesel Particulate Filter).

AdBlue is essentially a high quality urea solution which meets the standard DIN 70070 (is currently being converted to an ISO standard). Urea is produced in high quantities already but at a grade suitable for fertilizer as well as some other industrial applications - if this grade of urea is used in commercial vehicles instead of AdBlue then operators run a high risk of poisoning the vehicle catalyst resulting in expensive replacement and/or warranty invalidations (as well as polluting the atmosphere and running illegally in the meantime).

Yara produces AdBlue by taking a