Loading Arm Catalogue

Bottom Loading and Vapour Recovery
Loading and Unloading of Road Tankers
EMCO WHEATON
UK Ltd
Channel Road, Westwood Ind. Estate, 1
Margate, CT9 4JR, UK
www.emcowheaton.co.uk
Introduction
This document has been prepared to provide a general overview of the processes and equipment required
for bottom loading and unloading of petrol (gasoline) road tankers and for achieving vapour recovery during
these operations. The many advantages of current bottom loading technology versus older top loading are
detailed.
Terminology and Definitions

Some basic definitions of terms that will be referred to are as follows:
Top Loading
Top loading is the process by which tanker compartments are filled with product through an opening in the
top of the tank compartment.
Bottom Loading
Bottom loading is the process by which tanker compartments are filled with product from the bottom
upward at ground level via a dry disconnect coupling.
VOC's
Volatile Organic Compounds; these are hydrocarbon vapours given off by petrol (gasoline) and other fuels.
Vapour Recovery
Vapour recovery is the process by which vapours (VOC's) displaced during the filling of an empty tanker
compartment or service station fuel storage tank are collected for processing rather than expelled into the
atmosphere.
There are 3 stages of vapour recovery.
Stage 1A Vapour recovery during loading of the tanker at the terminal
Stage 1B Vapour recovery during unloading of the tanker into the service station storage tank.
Stage 2 Vapour recovery during filling of a vehicle fuel tank.
EMCO WHEATON
UK Ltd
A Brief History of Bottom Loading and Vapour Recovery
Bottom loading of petrol tankers was first widely introduced into North America about 25 years ago as a
more environmentally friendly, safer, faster, cleaner and ultimately more economic method of loading road
tankers compared to top loading. Bottom loading of tankers was introduced to Europe in the mid 1980’s
and is now the main method used for loading petrol (gasoline). The spread of bottom loading has continued
and now includes countries in South America, Europe, the Middle East, Asia, the Far East, Africa and
Australia.
With the introduction of bottom loading came vapour recovery, in fact, vapour recovery can be looked upon
as one of the main factors driving the change to bottom loading from top loading. This is because one of
the main benefits of bottom loading is that it makes vapour recovery a far simpler and more effective
process to achieve than with top loading.
Why is Vapour Recovery Necessary?

The hydrocarbon vapours given off by petroleum products, particularly petrol (gasoline), are also known as
VOC's (volatile organic compounds), and are considered to be pollutants having the following damaging
effects;
• As local atmospheric pollutants contributing towards smog and haze that occur over large cities.
• As "greenhouse gases" contributing towards global warming.
• As toxic and carcinogenic substances, causing human health problems.
One of the main driving forces behind the adoption of bottom loading and vapour recovery has been the
introduction of environmental legislation in many countries limiting the amount of pollutants such as VOC
emissions that may be expelled into the atmosphere.
The European Community (EC) in 1996 introduced its own legislation to limit VOC emissions during the
storage, loading, transportation and unloading of fuels, etc. This legislation required the phasing in of
vapour recovery systems to reduce vapour emissions over a 9-year period.
The introduction of the VOC legislation in the European community was based upon the following
estimates of the amount of pollution occurring within member states.
• A total of 10 million tons per year of VOC emissions from petrol and solvents.
• 500,000 tons per year of VOC emissions, 5% of total, occur during storage and distribution of
petroleum spirit, the majority in urban areas.
• 200,000 tons per year of VOC emissions, 2% of total, occur during refuelling of vehicles, the majority in
urban areas.
The target reductions in emissions set by the new legislation in Europe are:
• To reduce total pollution emissions by 80% to 90% over the next 10 to 15 years.
• To reduce emissions occurring during loading and storage at terminals to 0.01% w/w (weight by
weight) of total throughput.
• To reduce emissions during loading and storage tanks at service stations to 0.01% w/w of total
throughput.
In order to comply with the new legislation it will be necessary for oil companies, terminal operators,
transport operators, etc. to complete the following tasks before the end of 2004.
• Install bottom-loading arms with vapour recovery systems at all of the distribution terminals.
• Install vapour recovery units or alternative systems to process recovered vapours at the terminals.
• Modify road tankers and rail tankers to be suitable for bottom loading with vapour recovery at the
terminal and off loading with vapour recovery at the service stations.
EMCO WHEATON
UK Ltd
Top Loading of Road Tankers
Before the advent of Bottom Loading most road and rail tankers were loaded with product using a Top
Loading system.
Top loading systems are still

used successfully throughout
the world for loading all types
of petroleum products and
chemicals, although it is fast
being replaced in many
countries with cleaner,
faster, safer and more
efficient Bottom Loading
systems, particularly for
loading gasoline.
Generally the Top Loading system comprises of an adjustable overhead loading arm which requires the
tanker driver to carry out the following tasks:
• Climb on to the top of the tanker or adjacent overhead platform.
• Manually open the manhole covers on each tanker compartment. At this point the driver comes into
direct contact with the trapped vapours contained in the tanker compartment as they escape into the
atmosphere.
• Manipulate the loading arm and insert the loading arm drop tube into the compartment.
• Open valves and load products.
• The driver again is exposed as displaced

vapour during filling escapes into the
atmosphere.
• On completion of loading the driver lifts out

the wet drop tube and parks the loading arm
and closes the manhole cover. There is direct
contact with the product while manhandling
the wet drop tube.
• For multi-compartment tankers, the driver is

only able to load one compartment at a time
EMCO WHEATON
UK Ltd
Bottom Loading of Road Tankers
Bottom Loading systems for loading petroleum products into tankers are similar the world over. They
generally comprise of a rack of adjacent loading arms each containing a different grade of product.
For high volume products loaded into multi-compartment tankers there may be more than one arm
containing the same fuel on each rack.
Bottom Loading systems

have the following features.
Every bottom loading arm
has an API ‘Dry Break’
coupler, which connects to
onto an API adaptor fitted
to the road tanker. All API
couplers musty conform to
the API code RP1004 to
ensure compatibility i.e.
that they connect, seal and
operate correctly.
K2 API COUPLER F5002 API TANKER ADAPTOR
Bottom Loading systems are designed around the use of 4" (100mm) bore pipes, valves and hoses.
Loading rates for Bottom Loading can be up to a maximum of 2300 litres per minute (600 US GPM) for 4"
bore pipe systems. (The maximum loading rate is specified to restrict generation of static electricity during
loading).
The most common form of Bottom Loading arm is the hose loader, which has a simple robust construction
that minimises the number of swivel joints, required on each arm. The weight of the coupler and hose
which are always full of liquid as Bottom Loading is a "wet line" system can be balanced by springs, air
cylinders or most simply and commonly by counterweights.
A rack of loading arms can comprise of up to 5 arms containing different products which when correctly
specified and installed will allow the arms to cross over each other for loading multiple products into multi-
compartment tankers.
EMCO WHEATON
UK Ltd
BOTTOM LOADING SKID WITH 5 LIQUID ARMS

WITHFULL CROSSOVER CAPABILITY AND ONE
VAPOUR RETURN ARM
The API code RP1004 specifies the location of API adaptors on each tanker and so the loading arms can
be located accordingly to allow a multi-compartment tanker to be loaded without the tanker needing to be
moved as is often necessary with top loading systems.
EMCO WHEATON
UK Ltd
In case of failure of the pre-set meter or some other reason it is recommended that a secondary means of
shut off be fitted. This takes the form of a high level cut off system and recommendations for it are included
in API RP1004. The system comprises of a monitor at the loading rack and a sensing probe in each of the
tanker compartments. Each probe is connected to one socket that is adjacent to the API adaptors on the
tanker. Grounding of the tanker is also included with the HLCO system. For safety, HLCO systems are self-
checking and will prevent loading if there is a fault or there is no ground connection.
Bottom Loading procedure:
• Park tanker in correct location in the loading bay.
• Connect the high level cut off and grounding plug.
• Connect the vapour recovery coupling.
• Connect loading arm couplers to compartments to be loaded. Three, four or even five compartments
can be loaded simultaneously.
• Open tanker foot valves and compartment vents. These are opened using pneumatic controls generally
located adjacent to the API adaptors.
Various interlocks for safety and security are automatically activated by the above actions such as vehicle
braking, opening of vapour transfer vents and sealing of the vapour return system, emergency shut down
devices activation and HLCO and grounding device integrity.
• Set flow meters and start loading.
• When loading is complete the driver closes the tanker valves and disconnects loading arms, vapour
coupler and HLCO/Grounding plug.
EMCO WHEATON
UK Ltd
The Benefits of Bottom Loading
Economic
Faster loading times.
Reduced In-Gate to Out-Gate times during loading at the terminal.
Recovered vapours are converted into valuable product.
Less spillage.
Reduced claims against damage to health caused by exposure to VOC's.
Increased Safety
The operator does not need to climb onto the top of the road tanker to load.
The operator is not directly exposed to vapours, as he would be with top loading.
Cleaner operation.
Environmental Protection
Efficient vapour recovery – protecting the earth’s atmosphere.
Less dripping and spillage of fuels during handling of loading arms.
EMCO WHEATON
UK Ltd
The Benefits of Bottom Loading - Faster
Significantly reduced time at the loading rack
The ability to be able to load up to 5 tanker compartments simultaneously can significantly reduce the gate
to gate time, the time a tanker actually spends in the terminal area to complete loading.
There are examples at terminals where a 30,000 litre tanker with six compartments would take 40 minutes
to load using a top loading system and will now take only 15 minutes to complete a load using a Bottom
Loading System.
To the terminal operator this means that fewer gantries can be used to load the tankers or more tankers
can be loaded with a comparable number of gantries.
To the tanker operator this means that more loads can be carried in a day.
EMCO WHEATON
UK Ltd
The Benefits of Bottom Loading – Vapour Recovery
Modern Bottom Loading systems incorporate vapour recovery systems that control and collect vapours
displaced form an empty compartment as it is filled and prevent them from escaping into the atmosphere
and causing ozone damage.
This is achieved by having a separate vapour recovery arm or hose adjacent to the loading rack which has
a vapour coupler that is connected to the vapour adaptor on the tanker before loading starts.
The compartment vapour vents on the tanker are connected to a manifold pipe and as the compartment is
filled, the displaced vapour is directed down through the tanker vapour pipe and into the rack vapour arm.
The vapours are then piped away for processing.
The collected vapours can be flared off or processed with a Vapour Recovery Unit (VRU) and returned as
liquid product back into the stock tanks. This puts valuable product back into the Oil Company’s inventory
that would otherwise have been lost to the atmosphere. The recovered product is used to pay back the
capital expenditure. Payback time is dependent on the turnover of the terminal.
A VAPOUR RECOVERY UNIT
In many countries the gasoline vapour has already been taxed and has a high monetary value which
means that payback time on an investment in bottom loading / unloading with vapour recovery is very low.
For a medium sized loading terminal this could be as little as one year, since 1m³ gasoline vapour typically
contains 1.5 litres of recoverable gasoline.
In addition to the direct savings from loading operations at the terminal, vapour return at the service station
whilst the tanker is delivering and vapour balancing in cone roof storage tanks results in a substantial
increase in the vapour recovery payback. Additionally it eliminates secondary vapour losses from these
sources. It is worth noting that the road tanker requires no further modification to recover vapours whilst
delivering at the service station.
Bottom Loading with Vapour Recovery can therefore be seen as a unique investment as it contributes
directly to improving the environment, health and safety and it is commercially very attractive due to its
short payback period and subsequent increase in revenue.
EMCO WHEATON
UK Ltd
Tanker Equipment for Bottom Loading and Vapour Recovery
For bottom loading and vapour recovery the international standard configuration of a tanker is to have each
compartment equipped with the following equipment.
• API Adaptor
Interface valve that allows loading coupler and delivery hose ends to be connected.
Normally manually operated, the API must conform to API code RP1004 to ensure compatibility with
couplers.
• Emergency Valve (bottom valve/foot valve)

This is a manual or pneumatic valve fitted in the bottom of the tank.
• Vapour Vent
This valve is located above the vapour space in a compartment and allows transfer of vapour in and
out of the compartment during loading and unloading.
• Manhole Cover
This covers the access hole in the top of the compartment and is secured to the tank using bolts or a
clamp band. The manhole cover normally has a hinged cover to cover an opening for top loading
arms. For bottom loading it is imperative that the manhole cover includes pressure relief devices to
protect against over pressurisation of the compartment during loading or if over-filling occurs.
• Pressure/Vacuum Breathing Vent

This allows compartment vapour space to breathe and is normally located in the manhole cover.
EMCO WHEATON
UK Ltd
• High Level Shut Off Sensor

This is located in the top of the tank and is electronically linked to the loading gentry to stop loading
should a compartment become over-filled. A socket is normally fitted to the tanker to allow connection
to the gantry.
• Vapour Dump Vent

This is located in the vapour recovery manifold and is used to vent the manifold to atmosphere during
non-vapour recovery deliveries and prevent pressure build up.
• Vapour Adaptor
This connects the tanker vapour recovery manifold to the loading gantry vapour arm or service station
tank vapour outlet.
• Operator Controls
These can be mechanical or pneumatic controls depending on equipment specification and are used
to open/shut emergency valves and vapour vents.
Additional equipment that may be fitted includes guard bars to cover the API adaptors and prevent
pilfering, emergency stop controls, dip tubes, electronic systems such as Sealed Parcel.
EMCO WHEATON
UK Ltd
API Adaptor
The API adaptor is the interface point on a tanker compartment for connecting a bottom loading arm
coupler for loading, and for delivery hoses used for unloading.
Every API Adaptor should conform to API RP1004 standard, which specifies the nose and poppet
dimensions required to connect to any standard bottom loading API Coupler. It also specifies maximum
working and test pressure requirements, (which are 5 bar (75 psi) and 7.5 bar (112 psi) respectively), the
maximum allowable drip volume on disconnection, and so on.
In operation, opening the loading arm API Coupler pushes open the API Adaptor valve poppet for loading,
and an internal spring in the Adaptor closes the valve when the Coupler is shut. For unloading the lever on
the API is used to open and close the valve.
The most widely used type of API adaptor is the Manually Operated type, which includes a lever for
opening and closing the valve.
Standard features usually include mounting points for a hose- interlock, dust cap and liquid sight glass.
Optional configurations include:

Pneumatic Operation: where the valve is opened using an air cylinder rather than a manual lever. This
allows remote operation of the valve.
Non-open-able which does not include a lever for opening the valve, it has to be opened by external
means, such as an API coupler or Hose End Opener.
F5002 API ADAPTOR
EMCO WHEATON
UK Ltd
Emergency Valve (Bottom Valve)
The Emergency Valve is located in the bottom of the tank compartment and is used for loading and
unloading the compartment. For bottom loading, the Emergency Valve should have a nominal 4 inch
(101mm) bore and should be designed to minimise turbulence and spraying inside the tank during bottom
loading to minimise the generation of static electricity.
All Emergency Valves should incorporate a "Shear Groove" which allows the main valve body to break
away in the event of an impact leaving behind the sealing valve poppet in the tank compartment to prevent
product escaping in an accident.
Nearly all modern bottom loading tankers use pneumatically actuated emergency valves that are opened
by an air signal operating an air cylinder in the Emergency Valve.
Pneumatic operation also allows the option of providing a sequenced output signal, which can be used to
light an indicator to show that the valve is open or to activate other valves.
Emergency Valves are manufactured with a variety of different elbow configurations including low profile,
intermediate and standard 90 degree elbow, and also a variety connecting flange sizes which include US
TTMA or European TW flange specifications.
EMCO WHEATON
UK Ltd
Manhole Cover
The manhole cover fits onto the top opening in a tank and along with sealing the manhole opening
incorporates many other features.
For a bottom loading tanker it is important that the manhole cover is correctly specified because as well as
sealing the compartment against liquid leakage during normal travel, it also provides several other pressure
relief and sealing functions. The manhole cover should have sufficient strength to contain product in the
tank in the event of a roll over. The required strength of a manhole cover is often specified by means of a
drop test such as the Australian Standard Drop Test.
Baseplate - This is usually cast aluminium or plated steel plate that bolts to the top of the tank
compartment. It normally has a 10 inch (250mm) diameter opening through which a top loading arm may
be inserted and also includes various flange pads and openings for Dip tubes, Pressure/Vacuum Vents,
Compartment Vapour Vents and High Level Shut Off (HLSO) sensors as required.
Fillcap Assembly - This is the hinged cover that seals the standard 10-inch (250mm) diameter top fill
opening.
The Fillcap is normally spring loaded to provide pressure relief for the compartment in the event
pressurisation during loading, liquid venting in case of overfilling of the compartment and to provide
emergency fire engulfment venting capacity.
Pressure Vacuum Vent - Provides breathing to atmosphere for compartment vapour space limiting
maximum pressure and vacuum that can occur during normal operation.
Manhole Cover Safety Features should include:

Compartment Breathing - A pressure/vacuum vent is normally fitted to the manhole cover to control
breathing to atmosphere. The vent should be suitably rated for a bottom loading tanker. The vent should
also include a rollover-sealing feature, which seals the valve to prevent leakage of compartment contents in
the event of a tanker rollover.
Compartment Over-Pressurisation - To prevent the compartment being over pressurised during bottom
loading allowing vapour, or liquid in the event of an overfill, to vent to atmosphere should the internal
pressure rise above a specified minimum (usually 0.21 bar or 0.30 bar depending on local regulations).
Emergency Fire Engulfment Venting - Safeguards against tank explosion in event of a fire.
Roll Over Sealing - Relief valves and vents should be specified to seal against product leakage in the
event of a roll over. The complete manlid assembly needs to be strong enough to withstand surge
pressures that are generated in a roll over situation.
It is important that the manhole cover is specified correctly to meet any relevant regulations and incorporate
the necessary features to ensure safe bottom loading and operation.
EMCO WHEATON
UK Ltd
Compartment Vapour Vent

The compartment vapour vent controls the flow of vapour to and from the compartment. The vent is opened
during loading and unloading of a tanker compartment to allow vapours to pass out of or into the
compartment. A vent can be mechanically actuated by linking it to the Emergency Valve with a push rod.
More usually it is pneumatically actuated as this does not restrict its location on the tank top to being
immediately above the Emergency Valve and simplifies installation. The compartment Vapour Vent is
mounted either on the manhole cover base plate or on a separate pad in the top of the tank.
Optional features for a vent includes flame gauze, pneumatic sequenced operation, flange bolting and so
on.
Compartment Vent Operation and Features:
Loading - The vent is opened during loading allowing vapour displaced by the rising liquid to transfer to the
vapour manifold and then out of the tanker into the terminal vapour system.
Unloading - The vent allows recovered vapour (or air for a non-vapour recovery delivery) back into the
compartment during unloading.
Roll Over - the vent should maintain a liquid tight seal in the event of a tanker roll over.
Flow performance - It is IMPORTANT that the vapour vent has a low-pressure drop to ensure efficient
vapour recovery during loading. This is particularly important for multi-compartment tankers when more
than 1 compartment is loaded simultaneously, as a vent with a high-pressure drop may lead to over
pressurisation of the tank during loading.
EMCO WHEATON
UK Ltd
Vapour Recovery Adaptor

Every vapour adaptor should conform to API RP1004 standard, which dictates the size and style of the
coupling connection. The vapour adaptor controls the flow of vapour to and from the tanker and is opened
during loading and unloading of a tanker to allow vapours to pass out of or into the manifold formed by the
compartment vapour transfer vents and vapour pipe-work.
The vapour adaptor is pushed open by the vapour coupler on connection. It is located either adjacent to the
API adaptors within its own specified envelope or at the rear of the tanker.
Features include a sight glass, drain plug, low-pressure drop, quick release orange cap, 4” cam lock outlet,
flange bolting.
Flow performance - It is IMPORTANT that the vapour adaptor has a low-pressure drop to ensure efficient
vapour recovery during loading. This is particularly important for multi-compartment tankers when more
than 1 compartment is loaded simultaneously, as an adaptor with a high-pressure drop may lead to over
pressurisation of the tank during loading or venting to atmosphere of vapours during unloading.
EMCO WHEATON
UK Ltd
Pneumatic Operator Control Systems
The air system control devices actuate the pneumatic valves employed in the road tanker bottom loading
and vapour return systems.
Pneumatic control systems are versatile in that they utilise a specified amount of control logic and interlock
devices to open the tanker valves in a predetermined sequence. There are varying degrees of safety and
security interlocking available to the end user. Some of the basic control equipment is listed here;
• FRL (filter/regulator/lubricator with pressure gauge) or air service unit - cleans, regulates and lubricates
the air that is used for the control system after it has been received from the vehicles brake system.
• Pressure protection valve - ensures that there is sufficient air left in the vehicles brake system i.e. it
will prevent air entering the BLVR control system if it would leave insufficient air for the brakes to
operate.
• Control Valve - Push / Pull type – directs air to the desired valve(s) when actuated
• OR logic elements - these are push in fittings (PIF - designed to retain nylon air tube when simply
pushed in to it). It has two line in ports and one line out and allows an air signal out if it receives a
signal from either of the two ‘Air In’ ports.
• & Logic elements - needs two signals in to get one out. Combinations of OR and & logic above can
provide most of the answers to what valve does what when a control is activated.
• Emergency Shut Down can be effected by a remote control button - red in colour - it normally is
included in such a way that it will exhaust air from the open valves.
• Interlocks - a variety are available for different reasons - the normal ones are for,
• Brake interlocking (ensuring that brakes are on when loading and / or unloading) can be done by
separate interlock as our guard bar interlock system or by using the F567001.
• Dip interlocking (where dip stick measurement is used - to ensure that the emergency valve is
first opened before dipping to account for the wetted run off pipes contents).
• Vapour adaptor interlock - to send signal to grounding pressure switch that is normally integral to
the HLCO socket (not always used but recommended) and to close the vapour manifold dump vent
when recovering i.e. sealing the manifold.
• Nylon tube - the standard either 4mm or 6mm OD.
PNEUMATIC CONTROL EQUIPMENT
EMCO WHEATON
UK Ltd

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Bottom Loading and Vapour Recovery

Loading and Unloading of Road Tankers

Terminology and Definitions

Stage 2 Vapour recovery during filling of a vehicle fuel tank.

Why is Vapour Recovery Necessary?

Top loading systems are still

• Climb on to the top of the tanker or adjacent overhead platform.

• Open valves and load products.

• The driver again is exposed as displaced

• On completion of loading the driver lifts out

• For multi-compartment tankers, the driver is

Bottom Loading systems

K2 API COUPLER F5002 API TANKER ADAPTOR

BOTTOM LOADING SKID WITH 5 LIQUID ARMS

Bottom Loading procedure:

• Park tanker in correct location in the loading bay.

• Connect the high level cut off and grounding plug.

• Connect the vapour recovery coupling.

• Set flow meters and start loading.

Faster loading times.

Reduced In-Gate to Out-Gate times during loading at the terminal.

Recovered vapours are converted into valuable product.

Reduced claims against damage to health caused by exposure to VOC's.

Efficient vapour recovery – protecting the earth’s atmosphere.

Less dripping and spillage of fuels during handling of loading arms.

A VAPOUR RECOVERY UNIT

• Emergency Valve (bottom valve/foot valve)

• Pressure/Vacuum Breathing Vent

• High Level Shut Off Sensor

• Vapour Dump Vent

Optional configurations include:

F5002 API ADAPTOR

Emergency Valve (Bottom Valve)

Manhole Cover Safety Features should include:

Compartment Vapour Vent

Vapour Recovery Adaptor

Pneumatic Operator Control Systems

• Nylon tube - the standard either 4mm or 6mm OD.

PNEUMATIC CONTROL EQUIPMENT

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