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Loading Facilities For Bulk Road Vehicles: Dep Specification
Loading Facilities For Bulk Road Vehicles: Dep Specification
Loading Facilities For Bulk Road Vehicles: Dep Specification
DEP 31.06.11.11-Gen.
February 2011
DEM1
PREFACE
DEP (Design and Engineering Practice) publications reflect the views, at the time of publication, of Shell Global
Solutions International B.V. (Shell GSI) and, in some cases, of other Shell Companies.
These views are based on the experience acquired during involvement with the design, construction, operation and
maintenance of processing units and facilities. Where deemed appropriate DEPs are based on, or reference
international, regional, national and industry standards.
The objective is to set the recommended standard for good design and engineering practice to be applied by Shell
companies in oil and gas production, oil refining, gas handling, gasification, chemical processing, or any other such
facility, and thereby to help achieve maximum technical and economic benefit from standardization.
The information set forth in these publications is provided to Shell companies for their consideration and decision to
implement. This is of particular importance where DEPs may not cover every requirement or diversity of condition at
each locality. The system of DEPs is expected to be sufficiently flexible to allow individual Operating Units to adapt the
information set forth in DEPs to their own environment and requirements.
When Contractors or Manufacturers/Suppliers use DEPs, they shall be solely responsible for such use, including the
quality of their work and the attainment of the required design and engineering standards. In particular, for those
requirements not specifically covered, the Principal will typically expect them to follow those design and engineering
practices that will achieve at least the same level of integrity as reflected in the DEPs. If in doubt, the Contractor or
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which requires that tenders for projects, materials supplied or - generally - work performed on behalf of the said
users comply with the relevant standards.
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disclaims any liability of whatsoever nature for any damage (including injury or death) suffered by any company or
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All administrative queries should be directed to the DEP Administrator in Shell GSI.
DEP 31.06.11.11-Gen.
February 2011
Page 3
TABLE OF CONTENTS
1. INTRODUCTION ........................................................................................................5
1.1 SCOPE........................................................................................................................5
1.2 DISTRIBUTION, INTENDED USE AND REGULATORY CONSIDERATIONS .........5
1.3 DEFINITIONS .............................................................................................................5
1.4 CROSS-REFERENCES .............................................................................................9
1.5 SUMMARY OF MAIN CHANGES...............................................................................9
1.6 COMMENTS ON THIS DEP .......................................................................................9
1.7 DUAL UNITS...............................................................................................................9
2. BASIC DESIGN OF A LOADING TERMINAL .........................................................10
2.1 GENERAL .................................................................................................................10
2.2 PEAK DEMAND........................................................................................................10
2.3 LOADING FLOW RATES .........................................................................................10
2.4 SIMULTANEOUS LOADING USING TWO OR MORE ARMS/HOSES ...................13
2.5 CALCULATION OF NUMBER OF LOADING BAYS ................................................13
2.6 ALLOCATION OF LOADING ARMS TO BAYS........................................................14
2.7 PUMP CAPACITIES .................................................................................................14
3. ROAD VEHICLE LOADING SYSTEMS...................................................................15
3.1 INTRODUCTION ......................................................................................................15
3.2 TYPICAL FLOW DIAGRAMS ...................................................................................15
3.3 THE CHOICE BETWEEN TOP AND BOTTOM LOADING ......................................15
3.4 BOTTOM LOADING ARMS/HOSES AND COUPLINGS .........................................16
3.5 TOP LOADING ARMS ..............................................................................................17
4. FLOW CONTROL AND INTERLOCKS ...................................................................19
4.1 FLOW CONTROL SYSTEM .....................................................................................19
4.2 PUMP CONTROL SYSTEM .....................................................................................19
4.3 FLOW MEASUREMENT...........................................................................................19
4.4 CONTROL VALVES .................................................................................................21
4.5 OVERSPILL PROTECTION SYSTEM .....................................................................22
4.6 BONDING INTERLOCK............................................................................................23
4.7 INTERLOCK SYSTEM..............................................................................................23
5. AUTOMATION..........................................................................................................24
5.1 ADVANTAGES OF AUTOMATION ..........................................................................24
5.2 ASSESSMENT OF FUNCTIONAL REQUIREMENTS .............................................24
6. ADDITIVE INJECTION .............................................................................................25
6.2 DOSING LOCATION ................................................................................................25
6.3 GENERAL DESIGN GUIDELINES ...........................................................................25
6.4 GANTRY ADDITIVE INJECTION SYSTEM .............................................................25
7. VAPOUR EMISSION CONTROLS...........................................................................27
7.1 APPLICATION OF VAPOUR EMISSION CONTROLS ............................................27
7.2 VAPOUR COLLECTION SYSTEM ...........................................................................27
7.3 VAPOUR RECOVERY UNITS..................................................................................27
7.4 FIRE AND EXPLOSION PROTECTION...................................................................28
8 LOADING TERMINAL DESIGN ...............................................................................29
8.1 LOADING TERMINAL LAYOUT ...............................................................................29
8.2 LOADING ISLAND/ BAY LAYOUT AND DESIGN ...................................................30
8.3 GANTRY DESIGN ....................................................................................................31
9 MISCELLANEOUS...................................................................................................32
9.1 EMERGENCY AND FIRE PROTECTION ................................................................32
9.2 PIPING ......................................................................................................................33
9.3 LOADING PUMPS ....................................................................................................34
9.4 ELECTRICAL REQUIREMENTS, EARTHING AND BONDING ..............................34
9.5 ILLUMINATION.........................................................................................................36
9.6 PAINTING .................................................................................................................36
DEP 31.06.11.11-Gen.
February 2011
Page 4
APPENDICES
APPENDIX A PLASTIC MATERIALS ....................................................................................41
APPENDIX B FIGURES.........................................................................................................42
DEP 31.06.11.11-Gen.
February 2011
Page 5
1. INTRODUCTION
1.1 SCOPE
This DEP specifies requirements and gives recommendations for the design of loading
facilities for bulk road vehicles for common white and black oil products. Today, these fuels
may contain considerable amounts of bio components (specifically blends of gasoline with
ethanol, and blends of Automotive Gas Oil (AGO) with FAME (Fatty Acid Methyl Esters)).
This DEP may also be applied to other hydrocarbon and chemical products such as
bitumen and solvents, however, the Principal should be consulted for such applications.
This DEP clarifies the design issues and describes the hardware required but it does not
cover detailed design or engineering.
This DEP contains mandatory requirements to mitigate process safety risks in accordance
with Design Engineering Manual DEM 1 – Application of Technical Standards.
This is a revision of the DEP of the same number dated January 2010; see (1.5) regarding
the changes.
1.3 DEFINITIONS
1.3.1 General definitions
The Contractor is the party that carries out all or part of the design, engineering,
procurement, construction, commissioning or management of a project or operation of a
facility. The Principal may undertake all or part of the duties of the Contractor.
The Manufacturer/Supplier is the party that manufactures or supplies equipment and
services to perform the duties specified by the Contractor.
The Principal is the party that initiates the project and ultimately pays for it. The Principal
may also include an agent or consultant authorised to act for, and on behalf of, the
Principal.
The word shall indicates a requirement.
The capitalised term SHALL [PS] indicates a process safety requirement.
The word should indicates a recommendation.
DEP 31.06.11.11-Gen.
February 2011
Page 6
Class I, II, or III the method by which petroleum products and biofuels are classified
petroleum for storage and handling by their flash point temperature, in
products accordance with IP-Part 2, as follows:
Class I products have a flash point below 21°C;
Class II products have a flash point between 21°C and 55°C
inclusive;
Class III products have a flash point above 55°C - refer to IP-Part 2.
common black oil class III oil products such as heavy fuel oils and residual fuel oils
products NOTE: This excludes bitumen and contaminated products (e.g. products with free
water, particle matter, H2S).
common white oil gasolines, kerosenes, gasoils and distillates of oil products with a
products viscosity (unheated) of less than 20 mm2/s and a Final Boiling Point
(FBP) of less than 385°C (e.g. white spirits, toluene).
NOTES This excludes:
1. contaminated products, e.g. with free water, particulate matter H2S;
2. products with true vapour pressures above 0.86 bar (12.5 psi), e.g. LPG,
pentanes;
3. very toxic substances (see DEP 01.00.01.30-Gen);
4. chemicals, e.g. ketones, alcohols, ethers, MTBE.
denatured ethanol ethanol that has been rendered unfit for human consumption (often
by adding unleaded gasoline).
DEP 31.06.11.11-Gen.
February 2011
Page 7
Term Definition
ethanol Ethyl alcohol made primarily from corn, various other grains and non
grain feedstock. Ethanol comes in hydrous and anhydrous form.
Anhydrous is the most pure type and is preferred for blending.
FAME – fatty acid FAME is an acronym for Fatty Acid Methyl Ester, the most common
methyl ester type of biodiesel produced from natural oil. The natural oils react with
methanol and form the FAME. The type of FAME depends on the
type of natural oil used (rapeseed, soy, tallow etc).
flame arrestor device used in gas vent lines to prevent the passage of flames into
enclosed spaces
foot valve valve fitted at the outlet of a road vehicle tank compartment and
sometimes referred to as an emergency valve or bottom outlet valve
gantry structure associated with a product supply system and provided with
all equipment necessary for loading, and providing safe access to,
road vehicles
hose loader system consisting of pipe, swivel and hose connection for bottom
assembly loading
loading area area comprising all filling islands and bays but excluding vehicle
waiting areas.
loading arm system of pipes and swivels, balanced for easy movement, through
which product is transferred from the supply pipe into a road vehicle
tank
loading island area on which the equipment necessary to load a vehicle is mounted,
e.g. meters, control valve, loading arms, hose loaders, control
equipment etc.
NOTE: Islands can be designed for multi-product or single product loading
Term Definition
vent device for the release of hydrocarbon vapour or air from pipes, tanks,
or fittings, and for the entry of air
vent lines piping system for the transfer of hydrocarbon vapour or air to or from
pipes, tanks, or pipe fittings, e.g. air eliminators
working platform area of the gantry structure from which the person loading the vehicle
from the top operates the meters, loading arms etc., and from which
access is gained to the top of the tank of the bulk road vehicles
1.3.3 Abbreviations
ADR Accord Dangereux Routier
AFFF Aqueous Film Forming Foam
AGO Automotive Gas Oil
AR Alcohol Resistant
BOL Bill of Lading
Bxx FAME mixed with diesel or AGO (xx indicates the percentage of
FAME)
COPS Cross Over Protection System
CROSS Customisable Routing and Scheduling System (for Road Transport)
EPA Environmental Protection Agency
ERP Enterprise Resource Planning
ESD Emergency Shut Down
Exx Ethanol mixed with gasoline (xx indicates the percentage of
Ethanol)
FAME Fatty Acid Methyl Ester
IGO Industrial Gas Oil
JDE Enterprise Resource Planning System
MTBE Methyl Tertiary Butyl Ether
NRV Non-Return Valve
OEL Occupational Exposure Limit
PD Positive Displacement
PS/m Pico Siemens per meter
ppm parts per million
PVC Poly Vinyl Chloride
SAP Shell Standard Enterprise Resource Planning System
SDA Static Dissipator Additive
STEL Short Term Exposure Limit
SWA Steel Wire Armoured
TMS Transportation Management System
VFD Variable Frequency Drive
VOC Volatile Organic Compound
VRU Vapour Recovery Unit
XLPE Cross Linked Polyethylene
DEP 31.06.11.11-Gen.
February 2011
Page 9
1.4 CROSS-REFERENCES
Where cross-references to other parts of this DEP are made, the referenced section
number is shown in brackets. Other documents referenced by this DEP are listed in (10).
2.1 GENERAL
In the design of a loading terminal, the total cost of loading vehicles should be minimised.
The costs of the loading terminal include:
• capital charges for the loading facilities (e.g. gantry, structures, pumps, lines,
automation system, VRU etc.).
• manpower costs for the administration and surveillance of the loading activities.
• maintenance costs of the loading facilities.
The above costs should be balanced against:
• the cost of vehicle time while “in the yard”, queuing for a loading bay, occupying the
loading bay and exiting the terminal.
Wherever possible, for products lighter than diesel fuel, Bottom Loading configurations shall
be used for all new gantry development works including refurbishment to achieve maximum
possible loading efficiency and truck utilisation, reduce group HSSE risks by improving
occupational health and minimise VOC emissions to the environment.
Top loading shall only be used when bottom-loading alternatives are not available and only
after carrying out an HSE risk assessment of the operations. Approved fall protections
systems shall be installed and used as designed.
2.1.1 Biofuels
When introducing neat biofuels, or fuels containing biofuels, into a Terminal, there are
several issues that shall be checked at the design stage, such as: product contamination;
materials compatibility with piping, pump seals and vapour recovery units; reduction of
conductivity with certain mixtures of FAME; product classification; type of fire fighting
systems and foam required; and spill containment facilities to deal with ethanol mixtures.
Usually conventional slops are fed back to refinery for reprocessing. Slops containing
Ethanol, FAME, MTBE, ETBE etc. shall not be fed back to the refinery and should be
treated differently than conventional slops (eg. incineration). The terminal shall implement a
proper Slops Management System for oxigenized products.
At terminals, any contamination of Jet Fuels with FAME (or with diesel containing FAME)
shall be avoided to ensure that the average level of FAME in a batch of jet fuel is below the
maximum level as specified in DEFSTAN91-91 for Jet A-1.
FAME shall be handled using procedures that do not allow the temperature to drop below
6°C above the FAME’s cloud point to avoid formation of solids that can cause blockages of
fuel lines and filters. In areas of cold climate, depots should consider whether heating of
transfer lines is necessary to maintain the temperature at the correct level.
High loading flow rates reduce the time spent by a vehicle at a loading gantry, resulting in
the following:
(i) a reduction in vehicle idle time, i.e. standing charges;
(ii) a reduction in the bay occupancy time, which could reduce the total number of
required loading bays.
On the other hand, the additional costs of pumps, larger bore piping, loading arms, flow
meters and other equipment, together with increased energy consumption, shall also be
taken into account.
For bottom loading, a 4-inch system should be employed (see 3.4.1).
2.3.2 Maximum flow rates of uncontaminated liquids due to static electricity hazards
If a flammable atmosphere may be present (e.g. when loading flammable products and/or
when switch loading is applied), the loading velocities SHALL [PS] be determined using the
flowchart in (2.3.3).
Before loading, if a flammable atmosphere may be present, the following are the key issues
to be taken into account when using the flowchart in (2.3.3) to determine the safe loading
speed.
1) Determine whether a flammable atmosphere could occur
2) Classify the product conductivity (≤ 50 pS/m, > 50 pS/m or unknown)
3) Classify the product sulphur content (≤ 50 mg/kg, > 50 mg/kg)
4) Detemine whether the vehicle / tanker is suitable for high speed loading
There are High Speed Loading vehicles / tankers that allow for higher loading rates and are
designed to meet certain specific requirements. If a vehicle/tanker is to be classed as
suitable for high speed loading, then all compartments on that vehicle SHALL [PS] be high
speed loading compartments.
DEP 31.06.11.11-Gen.
February 2011
Page 12
2.3.3 Flowchart for determining the maximum safe loading velocity for road tankers
Flammable atm
possible in
compartments?
Yes No
No
S S
>=50 mg/kg >=50 mg/kg
content? content ?
No Yes No
v is the velocity in m/s and d is the internal pipe diameter in metres, and the variable (vd) is
the velocity times the internal pipe diameter expressed. The variable vd is expressed in
m2/s.
Flow limits
a) With a possible flammable atmosphere, conductivity ≤ 10 pS/m or unknown, middle
distillate with a sulphur content ≤50 mg/kg and
I. a non-high-speed-loading vehicle,
loading speed SHALL [PS] give vd ≤ 0.25 m2/s; (max. 1200 L/min with
standard 10 cm (4 in) pipework).
II. a high-speed loading vehicle,
loading speed SHALL [PS] give vd ≤ 0.35 m2/s (max. 1650 L/min with
standard 10 cm (4 in) pipework).
DEP 31.06.11.11-Gen.
February 2011
Page 13
3.1 INTRODUCTION
Wherever possible, for products with a flash point lower than diesel fuel, Bottom Loading
configurations shall be used for all new gantry development works including refurbishment.
This Section describes the choice between the two systems and the construction details of
the loading arms/hoses including the provisions for vapour collection. Typical flow schemes
are also presented.
Top loading shall only be used for black oil products and heated oils in combination with a
dedicated vehicle fleet. In case of switch-loading, vapour collection and treatment shall be
installed, see also 7.3.1. A HSE risk assessment should be performed of the operations
including but not limited to:
• OELs (Occupational Exposure Limits)
• working at heights
• manual handling
• escape routes
Approved fall protections systems shall be installed and used as designed. Preffered fall
protections are adequate posisionned guard rails. Ropes (life lines) should be used in case
existing guard rails would not offer sufficient protection against falling. Bottom loading
should be employed for solvents and common white oil products.
If changing over to bottom loading is considered, the following costs should be taken into
consideration:
a) vehicle conversion costs,
b) vehicle recalibration costs (see 3.4.3),
c) gantry conversion costs (bottom loading is a one-sided operation).
Top loading may be employed for the loading of black oil and heated products and for
locations where operating conditions would not allow any alternative. This should be based
solely on economics taking into account health/safety and future legislative requirements
(Fuel Oils can be loaded via bottom fill gantries).
Regardless of which type of loading arm is used, all arms/hoses etc. should be electrically
conductive with a resistance less than 10 Ω .
3.4.5 Coupling location and reach of loading arms/hoses
The loading system should be designed so that connections can be readily made for multi-
compartment loading, with the liquid and vapour adapters being situated within loading
envelopes based on national or international standards.
3.4.7 Provisions for vapour collection
Whether or not vapour collection is required by local regulations, new/modified loading
facilities and new bulk vehicles shall be designed to allow for the collection of vapour.
Collected vapour should be vented to a safe location if a vapour recovery unit is not yet
available.
When bottom loading, vapours SHALL [PS] be directed away from the immediate loading
area to ensure persons operating/loading are not exposed to vapours though a simple
vapour collection and dispersion system. This is vented in a safe area away from normal
operations, buildings etc, or high enough to effect adequate dispersion.
When the terminal is operating at peak throughput, the loading gantry vapour collection
system, including the vapour recovery unit, shall not generate a counter pressure at the
vehicle side of the vapour collection adapter in excess of 55 mbar.
Bulk road vehicles are normally not designed as pressure vessels and therefore they are
not built to withstand the maximum discharge pressure of loading pumps that may arise in
the event of a failure of the overfill shutdown system or blockage of the vapour return line.
Each compartment SHALL [PS] therefore be fitted with a liquid relief system, capable of
handling the maximum loading flow rate, so that the compartment cannot be pressurised
beyond its normal working pressure. This is normally achieved by fitting a manlid, which lifts
against a spring once a pre-set pressure is exceeded.
The vapour collection system fitted to the vehicle is often the limiting factor to the number of
loading arms that can be connected to a vehicle at any one time during bottom loading
operations. Reference shall be made to the Manufacture’s nameplate fitted to the vehicle
for details of the flow limits.
The use of loading arms at both bays of a loading gantry SHALL [PS] be allowed for in any
automatic interlocking earthing systems.
3.5.2 Provisions to minimise product loss and static electricity build up
To prevent evaporation and the generation of static electricity due to splashing during
loading of Class I and Class II products, the loading arm or filling pipe SHALL [PS] be long
enough to reach the bottom of the tank compartment to be filled. The loading arm should be
provided with a T deflector at its lower end to divert flow from the vertical to the horizontal.
The deflector should direct the flow to at least two opposite sides.
For Class III products, a straight filling pipe or drop tube of shorter length may be
considered (to minimise clingage and drips) only if these products are loaded into dedicated
vehicles. When switch loading is required, the normal Class I/II type load arm SHALL [PS]
be used.
A drip bucket shall be provided for each loading arm to collect drips when the arm is stowed
after use; these products should be sent to slops . Loading arms should be installed so that
the contents of the arm downstream of the manual shut off-valve will drain into the filled
tank compartment prior to stowing the arm. This may entail raising the height of the
pedestal base flange and the use of vacuum breaker valves on the top of the load arms.
3.5.3 Provisions for vapour collection
Where vapour collection is not yet required by regulations, new and/or modified top loading
loading facilities and new bulk loading vehicles should be designed for the appropriate
equipment so that they may be easily converted at a later stage.
Bulk road vehicles are normally not designed as pressure vessels and therefore are not
built to withstand the maximum discharge pressure of loading pumps that may arise in the
event of a failure of the overfill shutdown system or blockage in the vapour line. Each
compartment SHALL [PS] therefore be fitted with a liquid relief system capable of handling
the maximum loading flow rate so that the compartment cannot be pressurised beyond its
normal working pressure. There are 3 types of collector arrangements, see a) to c) in
section 3.5.5. of the informative DEP companion. For the vapour collection arrangements
(a) and (b) this can be achieved by a pressure relief arrangement which releases the
manhole seal at typically 0.3 bar(g). For option (c) this can be achieved by fitting a man lid
that lifts against a spring once a pre-set pressure is exceeded.
For top loading with vapour collection, overfill protection is required as described in (4.5). If
no vapour collection systems are used for top loading, measures shall be taken to avoid
OELs being exceeded (e.g. for benzene or toluene).
DEP 31.06.11.11-Gen.
February 2011
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Generally, bulk meters are proved 'in situ' by one of the following methods:
1) volumetric proving tanks;
2) reference “master” meters;
3) mechanical displacement provers including pipe and captive displacers.
4) small volume “loop” provers
Methods (1), (2) and (4), using mobile proving equipment, are generally applied to road
loading gantry meters, with method (4) being the preferred method. It is essential that a
gantry be designed to accommodate and safely operate the proving equipment. This
means that suitable connections/stubs with double block and bleed valves, in between
should be provided for easy connection. Double block and bleed valves should be located
between the two stub connections, not on the stub. For bottom and for top loading
applications with appropriate adapters, the proving valves and stubs are not required (i.e.,
proving is accomplished through the loading arms). Alternatively it shall be possible to
correctly position a mobile proving tank in order to achieve easy and safe filling and pump
out the contents. The layout of the proving system shall also allow easy and safe access to
sight glasses, thermometers, registers and scales for accurate measurement.
If a meter prover is installed the following applies:
a) The meter prover SHALL [PS] be bonded to the truck and the gantry.
b) All prover components SHALL [PS] be electrically connected with a constant
resistance of less than 10 Ω.
c) The meter prover SHALL [PS] not incorporate a fine filter (< 150 µm) to protect the
reference meter although a coarse strainer (> 150µm) is acceptable. This is
essential as there will not be an adequate residence time between the meter prover
and the truck for the dissipation of any excess charge generated in the prover
system.
d) Meters should be proved under conditions of temperature, pressure and flow rate
closely resembling those of actual operation. This would encompass the usual
delivery flow rate into a tank prover. Another acceptable consideration is to prove
via pipe prover with the prover return line delivering to the transport truck. Some
designs include terminal return lines where, following the proving, the fluid is
delivered back to the originating tank. Further information can be found in the API
Manual of Petroleum Measurements Standards – Chapter 6 – Metering Assemblies
– Section 2 – Loading Rack Metering Systems.
e) Meters should be proved with products having a viscosity similar to those for which
they are normally used.
f) When using proving equipment, there is always a chance of introducing air or
vapour into the system. Air or vapour shall be eliminated before proving.
g) Since product and proving equipment temperatures and pressures have to be taken
into account, thermometers and pressure gauges traceable to the local standards
organization shall be used for accurate measurement.
h) To ensure proper operating performance, meters should be installed according to
manufacturers’ recommendations. Make certain that any areas that may trap or
build up with debris are avoided. Avoid installing the meter at high point in the piping
to prevent trapping air in pockets and causing problems with equipment and
perhaps creating safety issues.
i) Standard national or internationally accepted equipment and procedures shall be
rigorously adopted.
j) In the absence of clear national procedures the guidelines given in the EI Petroleum
Measurement Manual Part X (Meter Proving), or Petroleum Measurement Paper
Number 4 “Code of Practice for the Proving of loading Gantry Meters” should be
followed. Alternatively, API MPMS 4.1, 4.2, 4.4, 4.5, 4.6, 4.8 and 5.6 may be
applied.
DEP 31.06.11.11-Gen.
February 2011
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4.3.5 Filters/Strainers
Where fuels are loaded through a micro filter or filter water-separator, the residence time of
the liquid in the line between the outlet of the filter and the receiving tank should be
sufficient for any exess charge they generate to be dissipied before the fuel reaches the
receiving tank. The maximum velocity of the liquid in the line should be determined in
accordance with section 2.3.3.
No surge pressure alleviator shall be installed between a PD meter and the control
valve, because this will result in extra pulses being generated by the pulse
transmitter as the alleviator first absorbs product and then pushes it back down the
line. In such cases the alleviator (or 'T' piece) should be installed directly upstream
of the PD meter.
• Limiting the liquid velocity
Loading systems should be designed to operate at the maximum safe flow limits to
avoid build up of electrostatic charges. The design should also contemplate the
loading system to withstand an emergency closure surge pressure impact
5. AUTOMATION
6. ADDITIVE INJECTION
e) availability of utilities at the site (steam, electricity, cooling water, hot oil, sewage
system, absorption liquid, instrument air, nitrogen etc.);
f) simplicity of operation and maintenance;
g) environmental aspects (waste water, spent active carbon, refrigeration medium);
h) accuracy of recovered gasoline measurement (to allow the prepaid duty on the
recovered gasoline to be reclaimed);
i) experience of and technical back-up (service organisation / spare parts) supplied
by the Manufacturer;
j) safety.
k) materials compatibility with products being recovered.
7.3.2 Design of VRUs
VRUs should be designed and sized according to the IP “Guidelines for the Design and
Operation of Gasoline Vapour Emission Controls”.
Area classification SHALL [PS] be in accordance with IP-Part 15 or alternative recognised
codes. The electrical requirements SHALL [PS] be in accordance with (9.4).
Most Manufacturers build their VRUs according to a standardised design. If a
Manufacturer’s design is proven in practice in similar situations, that design should be
adopted (as far as possible) in order to avoid redesign which would result in excessive cost
and the risk of improperly functioning units.
9 MISCELLANEOUS
c) one or more fire blanket(s) should be provided at a strategic point close to the
loading facilities.
9.1.7 Emergency and fire alarm
Independently of any other control, an emergency switch should be provided at each of the
following positions:
• top loading gantry: at the bottom of each stairway,
• bottom loading gantry: at each end of the island,
• at no less than two easily accessible locations in the loading area, at least 30 m
away from the nearest loading gantry,
• in/outside the dispatch office/control room.
The emergency switch SHALL [PS] override all other controls and immediately cease all
product flow by stopping the loading pumps and closing flow control valves.
If there is any risk of product gravitating to the loading area after the pumps have been
stopped, clearly indicated isolation valves SHALL [PS] be fitted at a safe distance from the
loading gantry.
Restarting of product flow should only be possible after manually resetting the appropriate
shutdown system (i.e. systems should not be self-resetting).
The fire alarm system should also initiate an emergency shutdown and, where automatic
entry/exit gates are installed, cause the gates to open.
The fire alarm signal SHALL [PS] be directly relayed to the local fire brigade in case of
unmanned depot operations.
9.1.8 Emergency shower and eye wash
At least one emergency shower and eyewash should be provided at easily accessible
locations at the loading gantry. The installing of at least one unit at each end of the loading
gantry should be seriously considered.
9.2 PIPING
Piping shall be in accordance with DEP 31.38.01.11-Gen. and DEP 31.38.01.12-Gen.
9.2.1 Delivery piping
For the purposes of sizing the delivery piping at loading terminals, the maximum product
velocity in main piping should be 5 m/s. If lines are long, consideration shall be given to
using a lower velocity to avoid an excessive pressure drop and limit surge pressures.
To prevent static electricity hazards the flow velocities in delivery piping, including loading
arms, is limited as required in (2.3.2). Where no hazards exist, a maximum velocity of 7 m/s
may be applied in short lengths of connecting pipework, loading arms and hoses. Piping
shall be designed to allow for maximum loading rates at the loading gantry.
9.2.2 Pump suction piping
Pump suction piping should be kept as short as possible and without kinks (e.g. over bund
wall or other pipes).
If it is necessary for a pump to operate under negative static head conditions, the suction
piping should be laid level or preferably with a slight upward slope towards the pump.
Under negative head conditions, the maximum velocity in the suction line should be limited
to 1.5 m/s.
9.2.3 Routing
To minimise pressure losses, pressure surges and heat losses, the shortest practicable
route should be chosen for pipes, with a minimum use of bends, tees, valves and other
fittings.
DEP 31.06.11.11-Gen.
February 2011
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Pipes should not be laid in open trenches below the adjacent ground level.
9.2.4 Piping material
Aluminium, copper or plastic pipes SHALL [PS] not be used at the loading gantry because
of their lower survivability in fire. Aluminium may only be used and is acceptable for loading
arms downstream of the metering system and control valve.
9.2.5 Fire protection of piping
In the event of a fire, the piping structure supports should be protected to prevent collapse
of the overhead pipes (see DEP 34.19.20.11-Gen.).
Heavy equipment (e.g. meters) in the piping system should be independently supported to
reduce the chance of collapse in case of fire.
9.2.6 Air vents and product drains on equipment
Vents fitted at high points in product lines shall be kept to a minimum, and piping should be
designed to be self-draining. Manually operated drain valves should be located at low
points to enable pipework to be drained.
9.2.7 Isolating valves
The isolation valves should be fitted with bypass (thermal) pressure relief valves (see
9.2.10).
9.2.10 Relief valves
Vent points of relief valves and automatic vents of piping systems SHALL [PS] not
discharge directly into atmosphere. These points should be piped away to the nearest
drainage (liquid) or to a safe location (gas phase).
Cascading relief systems (relief valves discharging into another closed system) should not
be used without proper detailed design.
and the edge of the loading area near the office location, to accommodate future cabling for
automation, if required.
Cabling for automation shall be laid separately from power supply cables and shall be
suitably shielded. Consideration should be given to the use of fibre optic cables to allow for
efficient long distance communications.
Pipe ends shall be sealed to prevent ingress of hydrocarbons or water. All cable pipes at
new facilities should be large enough to allow 50 % spare capacity for future extension of
electrical systems.
9.4.3 Earthing and bonding
The whole of the loading bay canopy structure, gantry, product piping and fittings
SHALL [PS] be electrically bonded and earthed. Electrical equipment SHALL [PS] be
earthed as specified by DEP 33.64.10.10-Gen.
Loading arms SHALL [PS] be bonded to the gantry earth and SHALL [PS] be electrically
continuous (resistance less than 10 Ω). Where this is not ensured, then bonding straps
should be fitted and/or conductive grease used on swivels.
Flexible hoses are normally used for bottom loading. They SHALL [PS] not be used for top
loading unless the tanker vehicle is fitted with fill tubes reaching the base of the
compartment to avoid splash loading.
Flexible hoses used for loading SHALL [PS] meet the required standards for fuel hoses
including either the conductive or dissipative resistance standards.
Conductive hoses SHALL [PS] have a resistance of less than 10 Ω and dissipative hoses
SHALL [PS] have a resistance per unit length of less than 1 MΩ/m.
For definitions of conductive, dissipative and non-conducting materials: see Appendix A.
All pipes in the loading system SHALL [PS] be conductive.
All components of the liquid handling system (pipework, filters, metering or loading arm)
SHALL [PS] be electrically connected to the loading system structure. The electrical contact
resistance SHALL [PS] be less than 10 Ω for items that are connected metal to metal.
All parts of the bulk vehicle should be bonded together (chassis, tank, piping, dip pipes,
fittings etc.) and SHALL [PS] have a bonding resistance of less than 10 Ω.
A bonding cable SHALL [PS] be connected to the vehicle before any other operations are
carried out (e.g. opening man-lids, connecting hoses etc.). The bonding resistance between
the vehicle and the gantry SHALL [PS] be less than 10 Ω, and this bond SHALL [PS]
remain in position until all other loading operations have been completed. See also bonding
interlocks (4.6).
Where there is no continuous metal-to-metal contact (e.g. across greased swivel joints or
with non-metallic pipes), the resistance SHALL [PS] be less than 1 MΩ. These levels of
resistance will normally be provided inherently by the construction of the system but it may
be necessary to provide specific bonding links.
Generally, swivel joints have a low enough resistance (<1 MΩ) but some greases can be
highly insulating and electrical continuity across swivel joints needs to be checked annually
or whenever the grease is changed. Checks should be done for several positions of each
joint because the resistance can vary. If continuity over a swivel joint is inadequate, the
resistance can be reduced by changing to more conductive grease or by providing a
bonding link across the joint.
For most top-filling applications (for exceptions), the drop-tube SHALL [PS] be metal and
SHALL [PS] be long enough to reach the base of all compartments that might be loaded.
There should be a T-piece on the end of the drop-tube to deflect the flow along the base of
the compartment. The T-piece should preferably be made of a dissipative rubber to avoid
mechanical damage.
DEP 31.06.11.11-Gen.
February 2011
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NOTE: The usual long-tube requirement is for cases where there could be a flammable atmosphere. It may be
permissible to use a short drop tube to splash-load flammable liquids of low volatility (e.g. luboils) that
are incapable of producing a flammable vapour atmosphere at the maximum handling temperature.
However with this approach it is essential that there is no switch-loading or other possible source of
flammable vapour, and that the loading process does not produce enough mist or suspended droplets
to render the atmosphere flammable.
Filter socks (as sometimes used for conductive solvents such as alcohols) SHALL [PS] not
be used on the end of loading arms for hydrocarbon fuels. It is particularly important that
the drop tube meets the general earthing or bonding requirements outlined above. Where
drop tubes are removable from the loading arms, e.g. with camlock fittings, adequate
electrical contact across the joint SHALL [PS] be established and checked each time the
arm is re-connected.
Plastic materials can be classified by their electrical resistivity as non-conductive
(insulating), dissipative or (rarely) conductive. The use of dissipative or conductive plastics
does not generally give rise to concerns arising from static electricity but the use of
insulating plastics needs to be carefully controlled.
• As a general principle the use of insulating plastics should avoided in hazardous
areas including those around vehicle loading points. Despite this they may be
acceptable in locations where they would not be subject to any electrostatic
charging.
• Within hazardous areas and where the materials could be subjected to electrostatic
charging (most commonly by the flow of product but also, possibly, by rubbing)
either:
o the maximum area of plastic SHALL [PS] not exceed the values given in
Appendix A; or
o a larger area may be used provided it is subdivided by a mesh or grid of
earthed, conductive or dissipative material on or near the surface. In this
case the maximum area enclosed by any cell of the mesh SHALL [PS] be
less than four times the limits given in Appendix A.
NOTE: Larger areas can be tolerated for subdivided sheets because the presence of the earthed
mesh holds potentials lower than for a completely isolated piece of plastic of the same
size.
9.5 ILLUMINATION
Lighting fittings should conform to the area requirements as specified in (8.1.1). Generally,
in Zone 1 and 2 hazardous areas, fluorescent luminaries with type of protection Ex’e’
SHALL [PS] be used. In these areas, high pressure discharge luminaries are also
acceptable and if used, SHALL PS] have type of protection Ex’d’. Low pressure sodium
discharge lamps SHALL [PS] not be used because of the potential fire hazard in the event
of breakage.
To allow safe movement of personnel in the event of a power failure, consideration should
be given to the installation of at least one emergency light fitting per loading bay with
battery back up of 30 minutes.
9.6 PAINTING
DEP 30.48.00.31-Gen. should be applied.
Colour schemes should be chosen according to:
• API RP 1637; and
• API/IP Standard 1542.
10. REFERENCES
SHELL STANDARDS
Definition of temperature, pressure and toxicity levels DEP 01.00.01.30-Gen.
Protective coatings for onshore facilities DEP 30.48.00.31-Gen.
Piping – General requirements DEP 31.38.01.11-Gen.
Piping classes – Refining and chemicals DEP 31.38.01.12-Gen.
Electrical engineering design DEP 33.64.10.10-Gen.
Fire proofing of steel structures DEP 34.19.20.11-Gen.
Assessment of the fire safety of onshore installations DEP 80.47.10.30-Gen.
Active fire protection systems and equipment for onshore DEP 80.47.10.31-Gen.
facilities
AMERICAN STANDARDS
Bottom loading and vapour recovery for MC-306 and DOT- API RP 1004
406 tank motor vehicles
Using the API Color-Symbol System to Mark Equipment and Vehicles API RP 1637
for Product Identification at Gasoline Dispensing Facilities and
Distribution Terminals
Identification markings for dedicated aviation fuel manufacturing and API/IP Standard 1542
distribution facilities, airport storage and mobile fuelling equipment
Protection against ignitions arising out of static, lightning and stray API RP 2003
currents
Manual of Petroleum Measurement Standards:
Chapter 4 - Proving systems, Section 1 – Introduction API MPMS 4.1
Chapter 4 - Proving systems, Section 2 - Displacement API MPMS 4.2
provers
Chapter 4 - Proving systems, Section 5 - Master-meter API MPMS 4.5
provers
Chapter 4 - Proving systems, Section 6 - Pulse API MPMS 4.6
interpolation
Chapter 4 - Proving systems, Section 8 - Operation of API MPMS 4.8
proving systems
Chapter 5 - Metering, Section 6 - Measurement of liquid API MPMS 5.6
hydrocarbons by Coriolis meters
Chapter 6 – Metering Assemblies, Section 2 –Loading API MPMS 6.2
Rack Metering Systems
Issued by:
American Petroleum Institute
Publications and Distribution Section
1220 L Street Northwest
Washington DC. 20005
USA.
Specification for horizontal end suction centrifugal pumps for ASME B73.1
chemical process
DEP 31.06.11.11-Gen.
February 2011
Page 39
BRITISH STANDARDS
Flame arresters for general use BS 7244
Issued by:
British Standards Institution
389 Chiswick High Road
London W4 4AL
UK.
Ministry of Defence Standard 91-91 – Turbine Fuel, Aviation DEF STAN 91-91
Kerosine Type, Jet A-1. Nato Code: F-35. Joint Service
Designation: AVTUR
DEP 31.06.11.11-Gen.
February 2011
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Issued by:
Defence Equipment and Support
UK Defence Standardization
Kentingem House
65 Brown Street
Glasgow G2 8EX
UK
EUROPEAN STANDARDS
Flame arresters – Performance requirements, test methods EN 12874
and limits for use.
Electrical Apparatus for Potentially Explosive Atmospheres – EN 50014
General Requirements.
Accord Dangereux Routier ADR
(European agreement concerning the International carriage of
dangerous goods by road)
Issued by:
United Nations Economic Commission for Europe
Information Office
Palais des Nations
CH-1211 Geneva 10
Switzerland
European Parliament and Council Directive 94/63/EC on the European VOC directive
control of volatile organic compound (VOC) emissions
resulting from the storage of petrol and its distribution from
terminals to service stations
Issued by:
CEN Secrétariat Central
Rue de Stassart 36
B-1050 Brussels
Belgium.
INTERNATIONAL STANDARDS
Technical specifications for centrifugal pumps, class II ISO 5199
Issued by:
ISO Central Secretariat
1, ch. de la Voie-Creuse
Case postale 56
CH-1211 Genève 20
Switzerland
Copies can also be obtained from national standards organizations.
DEP 31.06.11.11-Gen.
February 2011
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APPENDIX B FIGURES
Figure B.1c Typical flow diagram of automated top loading installation without vapour
recovery
DEP 31.06.11.11-Gen.
February 2011
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Figure B.2 Symbols for bulk road vehicle loading installation flow schemes