38 rue de Paris tel: +33 1 45 98 00 17

94470 Boissy Saint Leger fax: +33 1 43 82 68 84

France

Vapour Recovery Systems

General Description
Important data for the VRU sizing
(see the questionnaire)

CarboVac Ref. No.: NT-01-01-06-E

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 Contents

1 Process description ............................................................................................................. 3

2 Process Control .................................................................................................................. 4

3 design Requirements .......................................................................................................... 5

3.1 Instantaneous Flow Rate Q(i) ......................................................................................... 5
3.2 Volume loaded per Cycle Q(c)....................................................................................... 6
3.3 Volume loaded in a period of 4 hours Q(4) ................................................................... 7
3.4 Volume loaded per day Q(d). ......................................................................................... 7
3.5 Hydrocarbon concentration ............................................................................................ 7
3.6 Vapour holder effect....................................................................................................... 7
4 Recovered Product ............................................................................................................. 8

5 Materials used .................................................................................................................... 9

5.1 Activated Carbon............................................................................................................ 9
5.2 The Vacuum System .................................................................................................... 10
5.3 Sequential Valves ......................................................................................................... 11
5.4 Absorbent Circulation Pumps ...................................................................................... 11
6 Safety Systems ................................................................................................................. 11

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1 PROCESS DESCRIPTION
The hydrocarbon vapour recovery system is based on the well known process of
adsorption on activated carbon. The saturated carbon is regenerated by means of
vacuum. The hydrocarbons desorbed from the carbon are re-absorbed in one of the
products present on the storage terminal. An adsorption process is not continuous and
needs to be stopped after a while to allow regeneration of the carbon. To ensure free
passage of vapours through the system at all times, at least two carbon beds are
required. The opening and closing of the sequential valves is such that one bed is
always on line.

Whilst a tank truck is filled with a product or more products simultaneously, the
mixture of air and hydrocarbon vapours is forced out of the compartments and is led
through a common pipe to a 4 API vapour coupler, located in the same area as the
product loading points. From there the vapours run through a vapour arm or hose
with detonation arrestor to a common vapour collecting line. The vapour collector is
connected to the VRU. Depending on the risk assessment and philosophy of the
terminal owner, a detonation arrestor is installed on the vapour inlet to the VRU. The
design of all components in the vapour circuit inclusive the VRU itself is such that
the total pressure drop at maximum throughput never results in an excess of the
maximum allowable pressure in the compartments of the truck. A mechanical devise,
for instance a vapour blower, is not required.

The hydrocarbon/air mixture usually flows upwards through the carbon beds. The
hydrocarbons are rapidly adsorbed in the pores of the activated carbon in the bottom

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 of the bed. The mid section of the bed functions as a buffer to balance out
fluctuations in flow rate and concentration The top of the bed functions as
purification section to obtain the required emission level. This part of the bed is
purged by clean air during the last minutes of the regeneration cycle. The air,
stripped from hydrocarbons, leaves the bed through a chimney to atmosphere at a
height of approximately 10 meters. The emissions are continuously monitored by an
infra red analyzer.

The regeneration of the activated carbon is done by pulling vacuum by means of dry
screw vacuum pumps. The engineers of CarboVac have developed this technology
specially to overcome the problems of corrosion and abrasion related to the use of
glycol based seal liquid in liquid ring vacuum pumps.
On top of that the dry pumps consume approximately 40% less energy. Because the
dry screw pumps can be equipped with frequency controllers, the capacity of the
pump can be perfectly adapted to the fluctuating needs in a vapour recovery system.
This way a secondary means is available to reduce the overall energy consumption
considerably. The load of hydrocarbons on the activated carbon is also more
balanced, which reduces the risk of hot spots.

Gasoline and diesel vapours consist mainly of butane and pentane. Their re-
absorption in one of the products of the terminal will slightly increase the REID
Vapour Pressure (RVP) of the product. It is therefore recommended to use a product
with a reasonable daily throughput as absorbent for the VRU. Except the light ends,
also the heat generated by the system is transferred to the circulation storage tank. To
prevent a short circuit of heat and light ends in the circulation system, the inlet and
outlet connections for circulation should be at least 3 meters apart. To prevent an
unacceptable increase of temperature in the storage tank, the volume of the
circulation tank should at least be 300 m3. In extreme cases a closed cooling circuit
for the vacuum pumps can be installed. The temperature difference between
absorbent inlet and outlet at the VRU battery limit is not more than 5 C.

The re-absorber is a simple wash tower. The highly concentrated hydrocarbons

coming from the vacuum system are brought in direct contact with the absorbent in
counter flow on a packed bed of Raschig Super Rings. The rest air, saturated with
new hydrocarbons from the absorbent, leaves the column from the top and is led
back to the inlet of the VRU. In case the ambient temperature is much lower than the
temperature of the absorbent, some condensate may be formed in the return line from
the top of the re-absorber. This condensate is collected together with eventual
condensate from the vapour line, in a condensate drain pot at the lowest point in front
of the VRU. This pot needs to be drained regularly or, in case of extreme liquid drop
out, a small pump can be installed to pump the liquid to the re-absorber sump.

2 PROCESS CONTROL
The system is fully automated, controlled and monitored by means of a PLC. The
cycle time of the system is fixed between 10 and 17 minutes. The start and stop
functions are based on the activity on the loading rack (truck, rail or ship loading). If
the system is also connected to the vapour space of storage tanks, usually a ventilator
is required in the outlet of the VRU and the start/stop function is than based on the
pressure in the vapour collector. This ventilator is usually frequency controlled.

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 Systems directly connected to a truck or rail loading rack are designed with an extra
volume of activated carbon to balance the variations in flow rate and concentration.
Since the unit is designed for a maximum daily vapour profile, it is not necessary to
start the regeneration cycle every time a truck enters into the loading rack. The PLC
counts the number of trucks and allows the system to start only if it is sure that at
least one full regeneration cycle can be run. An activated carbon bed is considered to
be sufficiently regenerated as soon as a preset vacuum level is reached. If this level is
reached too soon, the vacuum pump speed will be reduced to a minimum to save
energy and to prevent over-regeneration of the carbon. If the level is not yet reached
after the preset time, the cycle may be prolonged, if the other bed is still not
sufficiently saturated. If the other bed is sufficiently saturated, the system will switch
at its preset cycle time and come back to the first bed afterwards, etc. If the desired
vacuum level is reached and the other bed is still not sufficiently saturated, the
system switches to stand-by. In stand-by position one bed is left on line, but all
pumps are stopped. As soon as the preset number of trucks ( or part of) loaded on
one bed is reached, the system re-starts.

To prevent that the sump of the re-absorber column can be fully emptied and the
return pump runs dry, a level control system is installed, controlling the speed of the
return pump.

All process control parameters are freely adjustable via the PC screen and by
modem. More than 500 process parameters can be accessed and make it possible to
optimize the system fully for the specific loading profile of the terminal at any time.

See also the flow diagram of the process.

3 DESIGN REQUIREMENTS
The VRU is usually designed for a maximum daily loading profile, in order to assure
compliance with the emission laws under all circumstances. The loading profile
forms the basis for the selection of the most efficient combination of activated carbon
volume and capacity of the vacuum system. This maximum profile usually occurs
only sporadically. The capacity of a VRU based on activated carbon cannot easily be
enhanced in a later stage, unless precautions have been taken in the design. The
terminal owner should include his enlargement assumptions for the near future in the
design basis of the VRU (for instance an additional loading bay). The daily loading
profile is characterized by following periodical loading volumes. Each of these
values determines a specific part of the VRU.

3.1 Instantaneous Flow Rate Q(i)

The developed volume of vapour shall pass through the VRU under all loading
circumstances, without opening of any over pressure safety device wherever in the
system. This parameter is used to calculate the pressure drop of all components in
line of the vapour flow (truck coupler, vapour arm/hose, flame arrestor on the
loading spot, common vapour collecting line to the VRU and the VRU itself).
According to the EU Directive, the truck coupler should be designed to accept a
minimum pressure 55 mbarg at maximum loading speed. The VRU itself is usually
designed for a pressure drop of 25 to 30 mbar. This means that 25 to 30 mbar is
available for the pressure drop of the collecting system. The pressure drop of the

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 VRU is determined by the diameter/height ratio of the carbon beds, the diameter of
the vapour lines and the inlet flame arrestor.

The flow rate per loading spot is determined by the number of loading arms that can
be in operation simultaneously and the capacity of the loading arms. For truck
loading most commonly used are 4API loading arms. For reasons of static electrical
charge, the flow rate is limited to 144 m3/h for gasoline and 108 m3/h for diesel
loading. A modern truck loading spot is usually equipped with 4 to 6 loading arms.
The truck driver connects one or two arms and starts loading, than he connects one or
two more. Not more than 4 arms are usually in operation at the same time. The larger
the terminal the lower the average number of loading arms simultaneously in
operation. A useful estimate is given by the following formulas:

Na = (Ns x 2) + 2
And
Q(i) = Na x Ca

Na = number of arms connected simultaneously

Ns = the number of spots
Ca = average arm capacity in m3/h

For two spots we usually take 8 loading arms connected and for very large terminals
(Ns>10) the average number may be even less than 2 per spot.
For the determination of Q(i) we take an average arm capacity of 135 m3/h.
The flow rate may also be limited by the maximum simultaneous pumping rates of
the loading pumps.

Rail car filling stations can be either on-spot or in-line. The flow rates depend on
the capacity of the loading lance, respectively the pumping flow rate.

3.2 Volume loaded per Cycle Q(c)

The time required to load a truck or a rail car is 5 to 7 minutes. The time required to
move in the next truck or rail car (on-spot) is also 5 to 7 minutes. The total truck or
rail car turn-around time is usually taken at an average of 15 minutes (c=15). The
usual net product volume of a truck is 35 m3 and that of a rail car 60 or 80 m3. Also
larger or smaller capacities are possible.
The total volume loaded in a 15 minute period is calculated as follows:

Q(c) = Ns x Vt

Vt = net volume of the tanker

Q(c) predominantly determines the volume of activated carbon per bed.

The cycle time of a vapour recovery system is best chosen equal to the truck turn
around time. Short cycling would reduce the volume of carbon per bed, but increases
the risk of imbalance of hydrocarbon loads on the activated carbon with periodical
emission peaks.

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 For purely continuous loading systems, like in-line loading of rail cars and ship
loading, the cycle time of the VRU can be reduced to minimum 10 minutes. Q(c)
would than be calculated as the loading rate Ql divided by 60/c (60/c = 4 to 5).

3.3 Volume loaded in a period of 4 hours Q(4)

As a result of the distribution network, social and demographical circumstances, the
activity on truck loading terminals show specific peaks. The largest peak occurs in
the early morning and one or two lesser peaks in the afternoon and towards the
evening. The largest peaks occur immediately after opening on terminals that are
closed during the night. The 4 hour loading volumes are very specific for each
terminal.

Maximum 16 trucks could be loaded theoretically per spot in a 4 hour period, but
practically only 10 to 12 trucks. For larger terminals the number drops to average 8
to 10 trucks per spot.

On the average rail loading spot a complete train (1000 m3) can be loaded in 2,5 to 3
hours. The time lost between two trains is usually around 1 hour.

Q(4) predominantly determines the required capacity of the vacuum system.

3.4 Volume loaded per day Q(d).

This figure is specific for the terminal. It is important to know weather the terminal is
open all day or only part of the day. Depending on the ratio between the volume
loaded per cycle, in 4 hours and the daily volume, the capacity of the vacuum system
can be reduced. Within limits the vacuum system can regenerate extra loads of
hydrocarbons on the activated carbon during low activity periods on the loading rack.

3.5 Hydrocarbon concentration

With the coming into effect of stage 1 of the European Directive 94/63 EC, the
relatively saturated vapours of the ground tanks of the service stations is balanced
back to the truck during truck unloading. The concentration of gasoline vapours is
around 40% (1200 g/m3), whilst that of diesel vapours is almost 0 (1 g/m3). In most
countries the trucks used for distribution are multi-compartment trucks for gasoline,
diesel, jet-A1 and heating oils. The recovered vapours will therefore be a mixture of
concentrations in the range of 20 to 25%. This vapour concentration constitutes for
80% the concentration of the vapours going to the VRU. Only 20% of the
composition of the vapours is originates directly from the product loaded into the
compartment. The recovery of vapours from the ground tanks of the service stations
is therefore very cost effective and improves the overall return of investment
drastically.

The concentration predominantly influences the required capacity of the vacuum

system and has almost no influence on the required volume of activated carbon.

3.6 Vapour holder effect

The CarboVac VRU does not need a gasholder to balance out the variations in
flow rate and concentration. In fact the activated carbon itself is a far more effective
buffer for hydrocarbons than a mechanical vapour holder.

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 In a gasholder a gaseous mixture of hydrocarbons and air is stored. Activated carbon
stores only the hydrocarbons and on top of that, in liquid form. This makes 1m3 of
activated carbon equivalent to around 250m3 of gasholder capacity.

The mid section of the carbon bed is used as buffer zone for hydrocarbons. The
regeneration method used by CarboVac, based on a stable vacuum end pressure,
ensures the availability of this buffer at all times.

VRU start/stop control systems based on emission monitoring value push the
saturated zone of the activated carbon high up in the bed and sometimes even past
the buffer zone into the purification zone. The result is that the buffer zone may not
be available at the time it is needed and on top of that elevated adsorption
temperatures may occur in the top of the bed, with risk of a carbon bed heat-up.
The starting method has an almost negligible influence on the energy consumption of
the system and is therefore not recommended.

4 RECOVERED PRODUCT
The number of components present in gasoline and diesel vapours is numerous. The
major part, however, consists of butane and pentane. The average molar mass of the
pure vapour is around 65 g/mole. The average concentration of pure gasoline vapours
is 40% by volume. The mass of recovered product can be calculated as follows.
1 Nm3 of inlet vapour contains 400 litres of hydrocarbons. This is 400/22,5 x 65
grams of HC, or 1161 g HC/m3. In the outlet of the VRU we find less than 5 g/m3.
The recovered mass of hydrocarbons is therefore more than 1158 g/m3. The liquefied
butane/pentane mixture has a density of approximately 600 kg/m3.
The volume of product recovered per m3 gasoline vapour treated is at least 1,9 litres.
This volume goes back to the storage tank.

Increasingly the taxes on gasoline sales are based on volume entering into the
terminal.

The calculation below is hypothetical but illustrative for the potential benefits of the
installation of a gasoline vapour recovery system.

Basic assumptions:
Sales price of 1 litre gasoline at the service station = 1 per litre
Tax at the inlet of the terminal = 0,60 per litre
Cost price of the product = 0,20 per litre
Product sold = 1000 litres
Product recovered = 1,5 litres per m3 vapour treated.

before VRU after VRU

Product sold in litres 1000,00 1000,00
Product bought in litres 1000,00 998,50

Product sold in 1000,00 1000,00

Tax paid in 600,00 599,10
Cost of the product bought in 200,00 199,70
Gross margin in 200,00 201,20

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 The increase in gross margin is in the order of 1,20 par m3 product sold at the
service station.

In some European countries a tax exemption of 1,15 litres per 1000 litres leaving the
terminal is granted The calculation is than as follows:

before VRU after VRU

Product sold in litres 1000,00 1000,00
Product bought in litres 1000,00 998,50
Tax basis 1000,00 998,85

Product sold in 1000,00 1000,00

Tax paid in 600,00 599,31
Cost of the product bought in 200,00 199,70
Gross margin in 200,00 200,99

The increase in gross margin is in the order of 1 par m3 product sold at the service
station.

5 MATERIALS USED
Quality and reliability are the prevailing factors for the choice of materials and
equipment used in a CarboVac VRU and insures the satisfaction of end user with
his equipment on the long term. On top of that, equipment, spare parts and services
must be quickly and universally available. CarboVac wants to be an anticipating
and reactive VRU supplier and not a reactionary one. To support these goals we form
partnerships with our principal sub-suppliers.

5.1 Activated Carbon

Activated carbon can be manufactured from wood, bitumen or charcoal. Wood based
carbon has the lowest density and the most open pore structure. The important
specifications for the selection of activated carbon for VRU applications are:
resistance against aging, sensitivity for the development of hot spots and the pressure
drop.

The pore structure of wood based carbon is most suitable for application in vapour
recovery systems. The mini, meso and macro pores are evenly distributed. The
activation was done by phosphoric acid, which makes it necessary to rinse the carbon
thoroughly with water afterwards to obtain a pH-neutral product. Because of it high
reactivity, the carbon is also more sensitive for the formation of hot spots during the
first period of operation.

Coal based carbons have a much larger percentage of mini pores at the expense of
the meso pores. This makes this type of carbon more sensitive for aging. Aging is
caused by the formation of an oily heel, built up from high boiling hydrocarbons (e.g.
isobutanol) from the gasoline vapour. Due to the narrow pore structure the heel is
slowly restrained from participation in the cyclic adsorption/regeneration process.
The carbon looses a considerable part of it adsorption capacity in 5 to 10 year of
operation. The sensitivity for hot spots is less than that of wood based carbon.

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 The extreme internal active surface of the carbon (1200 to 1800 m2/gram) offers
much opportunity for the hydrocarbons to come in contact with oxygen from the air
and start an oxidation reaction at relatively low temperature. Once such a reaction
has started, it will develop some heat and this heat will accelerate the reaction. At
temperatures above 100C the reaction becomes automatic. This means that the
temperature increases constantly as long as oxygen is present. In the course of one or
more days a real carbon bed heat-up can develop with temperatures up to 200C. A
carbon bed fire has not been experience until today in vacuum regenerated vapour
recovery systems. The raison for this may be found in the fact that the cycle time is
relatively short and the oxidation reaction is interrupted by pulling vacuum (lack of
oxygen). The hot spot will be fully desorbed during the vacuum phase so that also no
fuel is present anymore. During the new adsorption cycle new hydrocarbons will
arrive in the virgin and still hot spot and the temperature will rise again.
The carbon beds are equipped with temperature sensors, which will shut the system
down and close all valves. The oxidation reaction is deemed to stop due to lack of
oxygen.

Two types of activated carbon are used in the CarboVac VRU.

The CECA ACX carbon is wood based, but the reactivity is tempered by using a
binder of a special raisin, which is not carbonized in the production process. The
binder gives a slight hygroscopic property to the carbon, which reduces the heat of
adsorption by substitution. The Carbochem carbon type VS50 is a coal based carbon
in which part of the mini pores are super activated to for meso pores. The expected
life time of both carbons is estimated at more than 15 years in combination with the
dry vacuum system and control of the desorption-end-pressure as described before.

5.2 The Vacuum System

The required vacuum level for the vacuum regeneration process lies between 25 and
100 mbar absolute. The lower vacuum levels are required for pure high boiling
products like benzene and alcohols. The pump capacities required for this kind of
systems is relatively large. Important features of the vacuum pump system are
explosion proof design, no metallic contact of internal parts, relatively low process
temperature, capability to transfer slugs of liquid (part of the desorbed products at
high concentration condensate inside the pump at near ambient temperatures), low
power consumption, low maintenance requirements, high reliability and a life
expectancy of at least 15 years.

The first generation of vapour recovery systems used liquid ring vacuum pumps,
using a glycol-water mixture as seal liquid. The continuous and turbulent contact of
the glycol with air causes oxidation of the glycol and formation of acids. Although
this process can be slowed down by introducing anti- oxidation dopes, it is usually
necessary to change the fluid once per year. The formation of acids causes excessive
corrosion and abrasion inside the system and the pumps with loss of capacity and
increase of power consumption.

An other type of pump applied in vapour recovery systems is the oil lubricated rotary
vane pump. This pump is however not explosion proof and cannot handle liquid
slugs without damaging the oil film that lubricates the metal to metal contact
between vanes and the inside of the pump housing. The loss of oil to the re-absorber

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 is not a problem for gasoline applications, but cannot be accepted for applications in
pure products, like benzene. The maintenance requirements are elevated.

CarboVac uses dry screw vacuum pumps type Cobra, manufactured by BUSCH
Company in Switzerland. This pump complies with all requirement mentioned
above, whilst CarboVac and Busch engineers in close co-operation have enhanced
the pump to adapt perfectly to the VRU application. A secondary advantage is that
the pumps can be fully speed controlled to adapt the capacity to the variable
requirements.

The pumps are completely manufactured from nodular cast iron type GGG40. The
inner parts are PTFE coated. The bearing on both end are oil lubricated. Intermediate
chambers between pump section and the bearings prevent any contact of the
lubricant with the process fluids.

BUSCH Company is a worldwide recognized vacuum pump supplier with entities in

almost all countries of the world. BUSCH and CarboVac entered into an after sales
service settlement in which the preventive maintenance and emergency call outs are
agreed. The overall responsibility for an eventual maintenance agreement between
CarboVac and the end user remains with CarboVac Company. The local Busch
service engineers are fully trained to provide the end user with any operational
assistance.

5.3 Sequential Valves

Most of the historical system failures are related to malfunctioning of the electrically
operated sequential valves and limit switches. CarboVac therefore strongly
recommends the use of pneumatically operated valves. In case no air is available on
the terminal a small standard off the shelf ATLAS COPCO twin piston compressor
with air buffer is supplied with the unit.
The sequential valves used in the VRU are of the double eccentric butterfly type with
stainless steel disk. The seal rings are PTFE.
Approved valve suppliers are Neles, Sodeco and Flowseal.

5.4 Absorbent Circulation Pumps

The absorbent circulation pumps are of the centrifugal type according ISO2858 with
single mechanical seal. If the clients budget allows we prefer to use KSB type canned
motor pumps. These pumps have an outstanding record of application in vapour
recovery systems. By using this hermetically closed pump, also the last possible
source of leakage of absorbent inside the VRU battery limit is eliminated.
This type of pump is also a good alternative for cases where API 610 type pumps are
specified by the customer. API pumps are hardly available on the market for the
small capacity range required for standard VRUs.

6 SAFETY SYSTEMS
CarboVac supplies an ATEX Explosion Protection Document with the VRU, as
per the European Directive 94/9EU. The VRU is considered to be a unit as per 3.7.1
of the directive. The basic safety feature of the unit is its entire explosion proof
design. The unit resists the pressure of an eventual internal explosion. The direct

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 surroundings of the VRU, limited by the edge of its foundation can therefore be
considered zone 2 according the CENELEC Rules.
The vapour inlet line and the carbon beds can contain a vapour in the explosive
range. A potential hot spot in a carbon bed can be seen as a source of ignition.
Independent secondary measures are taken to limit the occurrence of the ignition
source by installing temperature sensors at strategic points in the carbon beds. If the
temperature in the beds exceeds 60C the unit shuts down and the valves around the
carbon beds are closed.
The atmosphere inside the re-absorber column and the vacuum system is normally
always above the higher explosion limit (HEL). A secondary measure here is formed
by monitored injection of absorbent (in the top of the column and directly in to the
screw compartment of the vacuum pump.
Other tertiary safety measures taken are:
- Monitoring of the discharge temperature of the vacuum pumps.
- Monitoring of the operational parameters of each vacuum pump (VSC).
- Monitoring of the sequential valve positions.
- Independent high and low level switches on the re-absorber column.
- Double fail closing valves on each absorbent line.
- Level switch on the condensate drain point at the inlet of the VRU.
Temperature sensors and level switches are included in a hard wired safety loop.

Vapour Recovery System installed on the Shell Truck Terminal of Arnhem, Holland.
Capacity 1000 m3/h with an emission limit of < 10 g/m3.

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 Ventilator

VRU
Naphta circulation
(Absorbents liquid)

Vapour
from other
sources

Naphta tank

Vapour
from tanker

(Naphtha or gasoline)
Tanker loading operation

Tanker

Typical implementation diagram for a Marine application

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Client:
Email:
Ph:
Terminalname:

General Information : Ambient Temperature

Available Inlet Press. at VRU mbarg Summermax C
Height above Sea Level m Wintermax C
Hght St. Tks above VRU m Wintermin C
Distance St. Tks to VRU m
Distance VRU to Loading
Rack m
Design Temperature
y/n C
Cooling water
temperature
V Hz
ElectricalData

Please provide us with a Plot plan (with scale) and when possible with the following information: location of electrical
room / operator room / pump station / PLC room / Circulation tank / location available for VRU / pipe tracks

Whenfullfilofthequestionnairepleaseprecisewhennecessarytheterminalfutureexpansionorrewampingsothatwecan
alreadycalculatethedesign/costimpactofthosechangesontheVRU
 TOPLOADINGBAYS
PLEASEDESCRIBETHETERMINALASITWILLBEINTHEFUTURE(forinstancesomeToploadingbaysmaybetransformintoBottom)

TRUCK Truckaveragecapacity m3
Truckaverageloading
time minute

Dotheyrecovervapour
Yes/No
fromServicestation

Dotheycanloadeddiesel
aftergasolineortheyare Explain
dedicatedtooneproduct
Pressureavailableat
vapourarm(ifknown) mbar

Vapourpressureor
Quantityloadedperday Quantityloadedperyear
PRODUCT Productloaded: Truevapor Temperature(C) Ratio loaded (%)
(m3) (m3)
pressure(mbar)

SOMME=100%
LOADING Max number of trucks to Max trucks in loading
N of top loading Max. nber of arms Max instantaneous flow Maxinstantaneousflowgenerated
Top Loading bays Mono or bi side ? Products to be loaded Flow m3/h be loaded in 4 hours per operation at the same time
BAYS arms connercted simultaneously generated by the bay bythewholeloadinginstallation
loading bays in the loading bays

1 Arm
2 Arms
n1 3 Arms
4 Arms
5 Arms
6 Arms
1 Arm
2 Arms
n2 3 Arms
4 Arms
5 Arms
6 Arms
1 Arm
2 Arms
n3 3 Arms
4 Arms
5 Arms
6 Arms
1 Arm
2 Arms
n4 3 Arms
4 Arms
5 Arms
6 Arms
1 Arm
2 Arms
n5 3 Arms
4 Arms
5 Arms
6 Arms
1 Arm
2 Arms
n6 3 Arms
4 Arms
5 Arms
6 Arms
1 Arm
2 Arms
n7 3 Arms
4 Arms
5 Arms
6 Arms
 BOTTOMLOADINGBAYS

TRUCK Truckaveragecapacity m3
Truckaverageloading
time minute

Dotheyrecovervapour Yes/No
fromServicestation

Dotheycanloadeddiesel
aftergasolineortheyare Explain
dedicatedtooneproduct
Pressureavailableat
vapourarm(ifknown) mbar

Vapourpressureor
Quantityloadedperday Quantityloadedperyear
PRODUCT Productloaded: Truevapor Temperature(C) Ratio loaded (%)
(m3) (m3)
pressure(mbar)

SOMME=100%
LOADING Max number of trucks to Max trucks in loading
N of bottom Max. nber of arms Max instantaneous flow Maxinstantaneousflowgenerated
bottom Loading bays Mono or bi side ? Products to be loaded Flow m3/h be loaded in 4 hours per operation at the same time
BAYS loading arms connercted simultaneously generated by the bay bythewholeloadinginstallation
loading bays in the loading bays

1 Arm
2 Arms
n1 3 Arms
4 Arms
5 Arms
6 Arms
1 Arm
2 Arms
n2 3 Arms
4 Arms
5 Arms
6 Arms
1 Arm
2 Arms
n3 3 Arms
4 Arms
5 Arms
6 Arms
1 Arm
2 Arms
n4 3 Arms
4 Arms
5 Arms
6 Arms
1 Arm
2 Arms
n5 3 Arms
4 Arms
5 Arms
6 Arms
1 Arm
2 Arms
n6 3 Arms
4 Arms
5 Arms
6 Arms
1 Arm
2 Arms
n7 3 Arms
4 Arms
5 Arms
6 Arms
 MARINELOADINGJETTIES

InthecaseofmarineloadingitisimportanttoproceedastudytoknowdistancefromjettiestotankfarmandtoVRU.Aplotplanwillbehelpful

VESSEL Vesselaveragecapacity
vesselaverageloading
time hour
Aretheyinerted?Which
gas?

Dotheycanloadeddiesel
aftergasolineortheyare Explain
dedicatedtooneproduct
Pressureavailableat
vapourconnection(if mbar
known)

Vapourpressureor
Quantityloadedperday Quantityloadedperyear
PRODUCT Productloaded: Truevapor Temperature(C) Ratio loaded (%)
(m3) (m3)
pressure(mbar)

SOMME=100%
 Max vessel in loading Maxinstantaneousflow
LOADING Max. nber of arms Max instantaneous flow
Loading jetties N of loading arms size of the arm in " Products to be loaded Flow m3/h operation at the same time generatedbythemarine
Jetties connercted simultaneously generated by the jetty
in the loading jetties loadinginstallation

1 Arm
2 Arms
n1 3 Arms
4 Arms
5 Arms
6 Arms
1 Arm
2 Arms
n2 3 Arms
4 Arms
5 Arms
6 Arms
1 Arm
2 Arms
n3 3 Arms
4 Arms
5 Arms
6 Arms
1 Arm
2 Arms
n4 3 Arms
4 Arms
5 Arms
6 Arms
1 Arm
2 Arms
n5 3 Arms
4 Arms
5 Arms
6 Arms
1 Arm
2 Arms
n6 3 Arms
4 Arms
5 Arms
6 Arms
1 Arm
2 Arms
n7 3 Arms
4 Arms
5 Arms
6 Arms
 RAILCARLOADINGFACILITY

RailCar/
m3
Train RailCaraveragecapacity

RailCaraverageloadingtime minute
Dotheycanloadeddiesel
aftergasolineortheyare Explain
dedicatedtooneproduct
Pressureavailableatvapour
arm(ifknown) mbar

Nberofrailcarspertrain
Averageloadingtimeofa
completetrain hour
Howmanytrainareloadedin
oneday

VapourpressureorTruevaporpressure
PRODUCT Productloaded:
(mbar)
Temperature(C) Ratio loaded (%) Quantityloadedperday(m3) Quantityloadedperyear(m3)

SOMME=100%
 Max
Max. nber of arms Max number of rail car to be Max rail car in loading instantaneous
LOADING Loading is: On Flow m3/h per product if Max instantaneous flow
Loading Track N of loading point Arms per point Products to be loaded connercted simultaneously loaded in 4 hours in this operation at the same time flowgeneratedby
TRACKS Spot or In line different generated by rail car
per rail car track in all the tracks thewholeloading
installation

n1

n2

n3

n4

n5

n6

n7
 TANKFARM

Vapourpressureor
Quantityloadedperday Quantityloadedperyear
PRODUCT Productstored: Truevapor Temperature(C) Ratio loaded (%)
(m3) (m3)
pressure(mbar)

SOMME=100%

TOBEFILLEDIFCLIENTWANTSTOCONNECTTHEVRUTOITSSTORAGETANKS,IFTHECLIENTDOESN'TWANTPLEASEFILLONLYTHEINFORMATIONCONCERNINGTHE
ABSORBENTTANK

Filling Flow m3/h Unfilling Flow m3/h Transfer tank to tank are
Max instantaneous filling
Fixed roof or Floating Which tanks can be filled Pumping max capacity How long can be the filling possible ? (please precise Flow Rate of those
TANKS Size (meter) Volume (m3) Products stored flow generated by tank
roof tanks? simultaneously (m3/h) at max flow rate ? (hour) if necessary 1 to transfer
farms (m3/h)
TANKS by pipe/rail/truck/vessel by pipe/rail/truck/vessel tank2,3,4)

n1

n2

n3

n4

n5

n6

n7