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SUBJECT: RECOMMENDATIONFORCONVERSIONOFBULK/TANKSFUELSROADTANKERSTO BOTTOMLOADINGANDINSTALLATIONOFVAPOURRECOVERYSYSTEM

ONE LEAFLET
Minimum Requirements for road tank vehicles Draft Requirements
DOC. NUMBER RELEASE DATE RELEASE STATUS SAS- 03/ 2010 01, MAY, 2010 DRAFT - One fleet team

The purpose of this leaflet is to give instructions on the conversion of road tankers to BOTTOM LOADING and the installation of the VAPOUR RECOVERY SYSTEM (VRS) in compliance with the EC directive regarding the vapour recovery at installations, distribution and gas stations (STAGE 1 a & b, COM 93 422 FINAUSYN 425). The specifications mentioned below are derived from IP standards (Edition May 1995), API standards, the EC directive, JPRC regulations.

A. PARTS AND EQUIPMENT NEEDED

The necessary parts and equipment needed for the conversion of road tankers to BOTTOM LOADING & VAPOUR RECOVERY are: 1. Foot valves 2. Fuel couplings 3. Vapour coupling 4. Pressure/Vacuum valve (vents) 5. Manhole system 6. Overfill protection system 7. Vapour Recovery; overfill protection and earthing detection system. 8. Interlock system 9. Vapour recovery line piping 10. Dip stick assembly 11. Pneumatic system
B. DESCRIPTION AND POSITIONING OF THE EQUIPMENT The general layouts of the installed equipment are identified by SABRA design. The dimensions on the drawing derive from API standards. Actually for some of those dimensions, as described below, some deviations of the above standards are necessary. More specifically the specifications of the above equipment are:

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1. Pneumatic 4 inch footvalves The footvalves preferable to be pneumatic rather than mechanical, non-pressure balanced, 4 inch, according to API standards. With the installation of the footvalves all the components and pipe lines comprising the system between the couplings and the footvalves should be designed for an operating pressure of 500 kPa (75 psi) and will not allow any leak for pressure 1.5 times higher of the operating pressure. Any component that does not meet these requirements should not be used in a bottom loading road tanker. The footvalves can be normal, low profile or extra low profile according to the needs of the conversion but should always meet the API standards. 2. Fuel Couplings It is male 4 inch API standard as defined in the following publication: API RECOMMENDED PRACTICE 1004 7th EDITION, NOV. 1988 "Bottom Loading and Vapour Recovery for MC-306 Tank Motor Vehicles"

I. SPECIFICA TION
The fuel coupling should have the basic configuration, in the open position; the coupling should have a clear unobstructed opening 2 inch depth from the outer face or closure of the valve and an opening of 4 inch diameter. The mating action should be designed to limit the entrapment of liquid to not more than 2 ml thus dry-break couplings should be used. The coupling may be opened by manual or automatic means for loading and it should be capable of being opened by the hydraulic force of the liquid being loaded. Pressure loss must be minimal. Two - way flow should be provided. This can be achieved with the appropriately designed coupling with an external means for opening and closing the valve. Coupling liquid seals and sealing surfaces should be protected from mechanical damage. The mating liquid seals should be part of the loading hose coupling for loading and the discharge hose connection for unloading. The non-metallic for all of the seals should be suitable for liquids high in aromatics, olefins and oxygenates as appropriate. A drip cap with a liquid-tight seal should be provided to prevent leakage and to protect the coupling. The drip cap should be permanently attached to the coupling with a chain or strap.

II. POSITIONING OF THE COUPLINGS

The bottom loading couplings (as well as all the other controls of the vapour recovery and bottom loading system) should be installed on the right hand side of the lorry and effectively protected against side collision of the vehicle, to prevent damage and leakage, by means of a locking bar. The overall size of the coupling, including any handles or controls, should permit easy operation with gloved hands. The distance between the centers of adjacent couplings should be 300 mm. However in reality this distance should be slightly longer for the convenience of the driver (330 mm ), especially when the overall number of the compartments is such that the space between the couplings is not enough and would create a problem during connection for loading (the loading arm is not long enough) The distance from the face of the couplings to the maximum width of the vehicle in the area of the couplings should not be more than 150 mm.

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The overall length of the couplings envelope should not exceed the 2 m. Also the couplings must be installed not higher than 1 m (unlaoded) and not lower than 0.7 m when the vehicle is fully loaded. When, due to the number of the compartments, the overall length of the couplings envelope exceeds the planned, the arrangement of the couplings in two levels is allowed in the way that is provided by SABRA design.

III. HOSE COUPLING

The mating action should be if possible of the push type with provision for loading without rotating the loading hose coupling. The coupling should permit mating in any position in a range of 360 degrees, without any coupling operating lever interfering with an adjacent coupling. A safety interlock with two-stage action should be provided on the coupling to prevent any liquid flow whilst coupling or uncoupling the loading hose. A typical loading hose coupling together with a simple description of its interlock system will be detailed on offer.

3. Vapour Recovery Coupling

It is male 4 inch API standard as defined in the following publication: API RECOMMENDED PRACTICE 1004 7th EDITION, NOV. 1988 "Bottom Loading and Vapour Recovery for MC-306 Tank Motor Vehicles"

I. SPECIFICATION
To avoid connection of the vapour recovery line to the fuel line the coupling of the Vapour Recovery System (VRS) should be 4 inch cam and groove quick coupling self-sealing type. It is essential that the connection of the vapour recovery line is detected and the signal should be send to the Vapour Recovery, overfill protection and earthing detection plug.

II. POSITION
The distance between the VRS coupling and the fuel couplings must not be greater than 2.2 m. However the distance between the vapour coupling and the nearest fuel coupling must be at least 400mm to allow handling. Also the VRS coupling must not be installed higher than 1 m in unladen condition and not lower than 0.7 m when the vehicle is fully loaded.

4. P/V valves and vapour vents

The vapour vents should open simultaneously with the footvalves and from the same control. They should be positioned either on the manhole system or on the top of the compartment. The connection should be with a flange. The P/V valves that will be installed must be designed to open at an internal tank pressure 2050 mbar (vacuum) and 70-120 mbar (pressure). The actual calibration should take place after a test with the existing loading rates. In the event of overturning of the vehicle they should be closed automatically to avoid leakage.

5. Manhole system

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It should be API compliant, light, low profiled and it will be connected to the tank with a flange. The system must have a dual opening system and a special opening key. The manhole body should have (preferably) on it all the provision (holes) for the connection of P/V valve, VRS connection, overfill detection equipment and the dip stick I conductor tube connection.

6. Overfill protection system

The overfilled protection system that will be used should be five (5) wire optical. The probe must be placed and adjusted in such a position that a volume of 120 It. or 5% of the compartment (when the compartment is bigger than 2400 It.) is left as an empty space in each compartment. The probe can be installed either in a special place in the manhole system or permanently attached in the top of the compartment. The signal of the probe end in the detection system plug. The overfill protection system must be installed in every compartment of the vehicle and should be designed to perform self checks before loading and its operation should be fail safe. The system is not activated under normal operation and therefore regular system checks are necessary to ensure reliable operation. It is noted that the replacement of the dip sticks is required after the conversion of the road tanker to bottom loading so that the volume of the piping after the footvalve and up to the coupling is included in the compartment volume.

7. Vapour Recovery; overfill protection and earthing detection socket

API standard three "J" slot socket according to API 1004 This socket receives the signals of the optic sensor of the overfill protection system, earthing and VR coupling sensor. The whole detection system is installed so as to prevent loading if one of the above connections has not been made correctly.

8. Interlock system
To avoid leakage and other hazards adequate measures will be taken to prevent the moving of the vehicle until the footvalves and the vents are closed, the earthing and the plug has been disconnected and all the loading and vapour recover couplings have been disengaged from the vehicle. This is done with the installation of the following interlock system: A hinged faucet guard bar is installed, that its position can be identified with a pneumatic switch, that prevents any movement of the vehicle, with the engagement of the vehicle brakes, until it is in the down position (which means that all the above have been disconnected). The overfill plug and the vapour coupling are protected in the same way. The guard bar must have at least at three arms (one at every end and in the middle) and adequately supported in the up and down position by elastic clips. The pneumatic interlock system must include an override switch that will be located in the control box and will be sealed by the company and will be used only in cases of interlock system failure in order to prevent immobilization of the road tanker. After the repair of the damage, the override switch must be sealed again to ensure the proper function of the interlock system.

9. Vapour recovery line piping

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The vapour recovery manifold must be of adequate capacity to avoid stressing the tank from the vapour pressure at maximum loading rate. The fuel piping must be 4 inch. The vapour recovery line must have a minimum area equivalent in cross section to a 4 inch pipe. The designing of the VRS must allow the complete drainage of the line by gravity of any liquid that might accumulate therefore a slight inclination of the vapour recovery line is essential in the horizontal parts of the piping; therefore an inclination of the pipe is necessary. Also the design must allow easy gas freeing of the tank for repair. There should also be an inclination of at least 3 degrees to the fuel line between the footvalve and the coupling. To avoid confusion the vapour recovery line must be painted ORANGE. The vapour line, provided that it ends in a coupling with a distance not greater than 2.2 m from the fuel couplings, can be passed either from the front side of the tank or through a central compartment, according to construction needs. The fuel piping must end in a pipe segment with a side glass attached to it just before the fuel coupling.

10. Dip stick assembly

The flow of the fuel (2500 It. /min through 4 inch pipe) is high enough to create static electricity so the installation of earth bonding between the higher and the lower part of each ompartment is essential to avoid the generation of a spark. Special consideration must be given to the type of metal used in earth bonding so as to avoid the effect of electrochemical corrosion due to the existence of bimetallic surface in the joining area. Therefore the earth bonding must be a conductor of the same metal as the tank approximately 8 to 10 mm diameter. Iso-dynamic connection is achieved by the dip stick assembly that is electrically connected to the bottom of the tank by flexible conductors. The flexible conductors must ensure the constant electrical continuity between the top and bottom of the compartment and should not stress the tank because of its dimensional tolerances. After the conversion of the road tanker to bottom loading the replacement of the dip sticks is essential to include the volume between the footvalve and the fuel coupling and the possible changes in tank compartment.

11. Pneumatic system

It comprises of the manual controls (located near the fuel couplings) all the equipment and piping that end in the footvalves, vapours vents, locking bar switch and emergency switch. The pneumatic controls must be located in a control cabinet with a door opening at a wide angle. The pneumatic circuit connection must be such so as the manual control/switch that is respective to each compartment opens / closes at the same time both the footvalve and the vapour vent. The emergency switch closes the footvalves and vapour vents of ALL the compartments and it is located close to the drivers side. There is also another switch with the same function in the control box. The pneumatic system lines are placed in a metallic pipe or frame for protection. C. ELECTRICAL SYSTEM The response time of the electrical overfill protection system should be as short as possible and at any case not bigger than 0.5 sec. The socket pin connection as well as the coloring of the electrical system wires should be with accordance to the IP standards (Edition May 1995). The vehicle high level cut-off control circuits should be both physically and electrically isolated from the vehicle circuits by using dedicated conduits and junction boxes with round corners to avoid damage to

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the wires. All the wires should be insulated and inside a PVC tube. The PVC pipe must be placed inside a iron pipe or other metallic frame. There should be special care so as to simplify future maintenance and repair of the system. That can be achieved by placing the PVC pipe inside a metallic conduit that will comprise of pipe segments not permanently connected. The wires within the pipes must be continuous without any brakes or junctions. SABRA shall be in accordance with the CENELEC Standard EN 50014 to EN 50020 and EN 50039 as appropriate. Any electrical subsystem that will be used for the control of the overfill protection should be certified intrinsically safe Eex-ia suitable for operation in zone 0, standard class BS 5501 part 7.

D. GENERAL DIRECTIONS i. ii. iii. All welds on the tank barrel and under-structure are to be left in the as-welded condition. All gaskets should be of conductive material. All authorized road tankers designed for bottom loading must have a sign on the same side of the couplings stating, with letters at least 10 mm high, the maximum number of compartments that can be loaded simultaneously, the type of the installed optic overfill protection probes, that non-pressured balanced footvalves are installed, the capacity of each compartment and that all measurements in the compartments should be made with the respective footvalve open. Every three (3) months the road tankers must be checked regarding their water tightness. All the VRS components to be installed on the top of the tank must be protected against damage in the event of overturning. This can be achieved by confining them within the limits of the tank shell contour. The shell contour must be at least 20 mm higher of the highest point of the equipment installed. There should be a cut-off switch placed inside the cabin that isolates the electric circuit of the vehicle from the battery. The position of this switch is identified by a special led in the cabin. The couplings must be adequately fastened, with screws, to an appropriate metal face that is welded to the chassis of the road tanker so as to avoid their oscillation during movement of the vehicle. The vehicles' guard bars must be, with regard to their support, totally isolated from the support structure of the couplings.

iv. v.

vi. vii.

viii.

E. MATERIALS

1. Manhole System with two or three accessory holes.

The manhole cover must be self latching, two stage opening, lockable (including key) and open 180. The system must include: (a) P/VN valve with rollover seal appropriate for loading rates up to 2500 It. /min (b) Emergency venting in case of fire engulfment. The manhole system must be made of aluminum or aluminum alloy, the vent and base seals of viton and designed and constructed in accordance with petroleum spirit regulations (S.1. 1059) or equivalent.

2. Foot valve 4" (100 mm nominal bore) pneumatically operated non pressure balanced.
It can be normal, low or very low profile. It should be made or aluminum or aluminum alloy and have viton seals. It must be appropriate for loading rates up to 2500 It. /min and allow the fuel to enter the tank compartment sideways through a strainer. It should be of such design as to allow easy maintenance and have a mechanism for manual opening / closing in case of air system failure.

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3. Vapour Recovery vent pneumatically operated.

3" or 4" (please specify) made of aluminum or aluminum alloy and have viton seals. The vapour recovery vent must include hood flame arrester hose (not less than 300 mm in length) and connecting flange. The mechanism must allow the poppet to open into the tank to prevent surge pressure leakage and spillage via the vent in case of tank rollover.

4. Dip tube assembly

Compatible with above described manhole system. Must be of lightweight construction with quick release cup. Its length must be about 2000 mm.

5. API standard 4" tank truck adaptor

Openable or non openable with or without side glass. It must be of lightweight aluminum or aluminum alloy construction, including metallic or plastic dust cap.

5.1. Gravity coupler

4" API to 3" (hose) with no actuator and with actuator appropriate for the adaptors described above.

5.2. Gravity coupler

4" API to 3" Cam-lock coupler on hose connection with no actuator and with actuator for the adaptors described above.

6. Vapour Recovery API 4" adaptor

With sight glass and metallic or plastic cap or with no sight glass, mounting pad for air interlock valve. with drilled

6.1 Air interlock valve for item 6 7. Pneumatic interlock valve/mechanism for locking bar Part of the pneumatic system acts on the vehicles brakes. 8. Pneumatic system control panel
It must be with control valves for at least 3 compartments tank truck, light weight with visual indicators (mechanical or electrical) and valve numbering. It must also have a master switch (pneumatic) with visual indicator. Options: (a) Pressure Gauge (b) Housing weather proof (metallic or GRP) with locking mechanism. The pneumatic system must have all accessories required for air filtering, pressure regulation (throttle) 3/2 way valves (for operating the foot valve and the vapour vent, simultaneously). Control valve for allowing the vehicles air brakes to operate while by-passing the other pneumatic mechanism when air pressure is low. The system must include a pneumatic master/emergency switch away from the control panel which would override all the pneumatic system, shut all foot valves and vapour vents but allow the vehicle to move (in case of locking bar failure). The system must include all appropriate push-in connectors and at least 80m UN proof tubing for the air tube plumbing.

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9. Overfill protection system.

It must have a 5 wire optic sensor. The optic probe must be stainless steel at least 250 mm long and have a 2" housing with BSP thread and viton seal. The housing allows the length adjustment of the sensor probe. The system must include the 5 wire connectors and 5 wire conductor with color coded jacketed cables and strain relief fittings.

9.1 Female socket with J-slots together with plastic cap

It must be min. 2 pin - 5 wire (to service up to 3 compartments min.) for 5 wire optic sensing overfill protection system, earth connection and vapour connection line interlock. The socket must have stainless steel contact pins must be durable and corrosion resistant and allow secure fixing on to the vehicle. Options:

(a) Break interlock: pneumatic - electrical (b) Socket testing equipment