Loading Facilities For Truck Loadings.

DEP SPECIFICATION
Copyright Shell Group of Companies. No reproduction or networking permitted without license from Shell. Not for resale
LOADING FACILITIES FOR BULK ROAD VEHICLES
DEP 31.06.11.11-Gen.
February 2011
(DEP Circular 83/11 has been incorporated)
DESIGN AND ENGINEERING PRACTICE
DEM1
2011 Shell Group of companies

All rights reserved. No part of this publication may be reproduced, stored in a retrieval system, published or transmitted, in any form or by any means, without the prior
written permission of the copyright owner or Shell Global Solutions International BV.
This document has been supplied under license by Shell to:

Petroleum Development Oman kumarbabu.ks.sn@pdo.co.om 16/01/2013 09:57:24
DEP 31.06.11.11-Gen.
February 2011
Page 2
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
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facility, and thereby to help achieve maximum technical and economic benefit from standardization.
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these Operating Units is subject in all respects to the terms and conditions of the relevant Service Agreement.
2)
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3)
Contractors/subcontractors and Manufacturers/Suppliers under a contract with users referred to under 1) or 2)
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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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.
1.1
1.2
1.3
1.4
1.5
1.6
1.7
INTRODUCTION ........................................................................................................5
SCOPE........................................................................................................................5
DISTRIBUTION, INTENDED USE AND REGULATORY CONSIDERATIONS .........5
DEFINITIONS .............................................................................................................5
CROSS-REFERENCES .............................................................................................9
SUMMARY OF MAIN CHANGES...............................................................................9
COMMENTS ON THIS DEP .......................................................................................9
DUAL UNITS...............................................................................................................9
2.
2.1
2.2
2.3
2.4
2.5
2.6
2.7
BASIC DESIGN OF A LOADING TERMINAL .........................................................10

GENERAL .................................................................................................................10
PEAK DEMAND........................................................................................................10
LOADING FLOW RATES .........................................................................................10
SIMULTANEOUS LOADING USING TWO OR MORE ARMS/HOSES ...................13
CALCULATION OF NUMBER OF LOADING BAYS ................................................13
ALLOCATION OF LOADING ARMS TO BAYS........................................................14
PUMP CAPACITIES .................................................................................................14
3.
3.1
3.2
3.3
3.4
3.5
ROAD VEHICLE LOADING SYSTEMS...................................................................15

INTRODUCTION ......................................................................................................15
TYPICAL FLOW DIAGRAMS ...................................................................................15
THE CHOICE BETWEEN TOP AND BOTTOM LOADING ......................................15
BOTTOM LOADING ARMS/HOSES AND COUPLINGS .........................................16
TOP LOADING ARMS ..............................................................................................17
4.
4.1
4.2
4.3
4.4
4.5
4.6
4.7
FLOW CONTROL AND INTERLOCKS ...................................................................19

FLOW CONTROL SYSTEM .....................................................................................19
PUMP CONTROL SYSTEM .....................................................................................19
FLOW MEASUREMENT...........................................................................................19
CONTROL VALVES .................................................................................................21
OVERSPILL PROTECTION SYSTEM .....................................................................22
BONDING INTERLOCK............................................................................................23
INTERLOCK SYSTEM..............................................................................................23
5.
5.1
5.2
AUTOMATION..........................................................................................................24
ADVANTAGES OF AUTOMATION ..........................................................................24
ASSESSMENT OF FUNCTIONAL REQUIREMENTS .............................................24
6.
6.2
6.3
6.4
ADDITIVE INJECTION .............................................................................................25

DOSING LOCATION ................................................................................................25
GENERAL DESIGN GUIDELINES ...........................................................................25
GANTRY ADDITIVE INJECTION SYSTEM .............................................................25
7.
7.1
7.2
7.3
7.4
VAPOUR EMISSION CONTROLS...........................................................................27

APPLICATION OF VAPOUR EMISSION CONTROLS ............................................27
VAPOUR COLLECTION SYSTEM ...........................................................................27
VAPOUR RECOVERY UNITS..................................................................................27
FIRE AND EXPLOSION PROTECTION...................................................................28
8
8.1
8.2
8.3
LOADING TERMINAL DESIGN ...............................................................................29

LOADING TERMINAL LAYOUT ...............................................................................29
LOADING ISLAND/ BAY LAYOUT AND DESIGN ...................................................30
GANTRY DESIGN ....................................................................................................31
9
9.1
9.2
9.3
9.4
9.5
9.6
MISCELLANEOUS...................................................................................................32
EMERGENCY AND FIRE PROTECTION ................................................................32
PIPING ......................................................................................................................33
LOADING PUMPS ....................................................................................................34
ELECTRICAL REQUIREMENTS, EARTHING AND BONDING ..............................34
ILLUMINATION.........................................................................................................36
PAINTING .................................................................................................................36

DEP 31.06.11.11-Gen.
February 2011
Page 4
9.7
9.8
DRAINAGE AND PAVEMENT..................................................................................37

PRODUCT WATER DETECTION ............................................................................37
10.
REFERENCES .........................................................................................................38
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.
1.2
DISTRIBUTION, INTENDED USE AND REGULATORY CONSIDERATIONS

Unless otherwise authorised by Shell GSI, the distribution of this DEP is confined to Shell
companies and, where necessary, to Contractors and Manufacturers/Suppliers nominated
by them. Any authorised access to DEPs does not for that reason constitute an
authorization to any documents, data or information to which the DEPs may refer.
This DEP is intended for use in facilities related to oil refineries, chemical plants, gas plants,
exploration and production facilities and supply/distribution installations. This DEP may also
be applied in other similar facilities.
When DEPs are applied, a Management of Change (MOC) process should be
implemented; this is of particular importance when existing facilities are to be modified.
If national and/or local regulations exist in which some of the requirements could be more
stringent than in this DEP, the Contractor shall determine by careful scrutiny which of the
requirements are the more stringent and which combination of requirements will be
acceptable with regards to the safety, environmental, economic and legal aspects. In all
cases the Contractor shall inform the Principal of any deviation from the requirements of
this DEP which is considered to be necessary in order to comply with national and/or local
regulations. The Principal may then negotiate with the Authorities concerned, the objective
being to obtain agreement to follow this DEP as closely as possible.
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
1.3.2
Specific definitions
Term
Definition
air eliminator
A device installed in a petroleum piping system to separate free

vapour to a specified level from a flowing product stream, and
discharge the separated vapour either automatically or by manual
venting
bay
(1)
area at each side of a top-loading gantry at which road vehicles

can be filled at both sides.
(2)
area alongside the island of a bottom-loading facility.
bio component
biofuel component (in liquid form) derived from organic materials.

Ethanol and FAME (Fatty Acid Methyl Ester) are examples of bio
components
biodiesel
diesel fuel derived from vegetable oil or animal fat consisting of longchain alkyl (methyl, propyl or ethyl) esters
biofuel
a blend of main fuel grade (typically gasoline or diesel fuel) with a bio
component.
bonding
the connecting together of metal parts to ensure electrical continuity
bottom-loading
envelope
the positioning of road vehicle adapter connections as recommended

by API RP 1004
bulk road vehicle
a tank or other container mounted on a road-going chassis that is

towed or self-propelled and capable of carrying petroleum products in
bulk
NOTE:
Class I, II, or III

petroleum
products
For road transport vehicle specifications, reference should be made to

national standards.
the method by which petroleum products and biofuels are classified

for storage and handling by their flash point temperature, in
accordance with IP-Part 2, as follows:
Class I products have a flash point below 21C (70F);
Class II products have a flash point between 21C (70F) and 55C
(131F) inclusive;
Class III products have a flash point above 55C (131F) - refer to IPPart 2.
common black oil

products
class III oil products such as heavy fuel oils and residual fuel oils
common white oil

products
gasolines, kerosenes, gasoils and distillates of oil products with a

viscosity (unheated) of less than 20 mm2/s (20 cSt) and a Final
Boiling Point (FBP) of less than 385C (725F) (e.g. white spirits,
toluene).
NOTE:
NOTES
This excludes bitumen and contaminated products (e.g. products with free
water, particle matter, H2S).
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

methyl ester
FAME is an acronym for Fatty Acid Methyl Ester, the most common
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
assembly
system consisting of pipe, swivel and hose connection for bottom

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
loading terminal or
facilities
combination of one or more loading bays or gantries, including

additional facilities such as parking areas, waiting lanes, dispatch
office, social amenities, and the product and utilities supply piping,
from the point at which the piping enters the loading area
meter pre-set
control
device or system which controls the quantity of incoming product

loaded into a compartment of a road vehicle, sometimes called
primary level control. This may be manual or electronic
neat biofuels
is the term used for pure biofuels (before any mixing with main grade
fuels, such as gasoline or diesel, has taken place)
neat ethanol
is the term used for pure alcohol
occupancy ratio
proportion of any particular period for which the loading bay is in use
for the loading of bulk road vehicles
overfill protection
system installed in addition to the meter pre-set control and designed

to cut off flow if the product rises above a predetermined level in the
compartment of the bulk road vehicle being filled. The equipment
comprises sensors in the form of thermistors, opto electronic or floatcontrolled reed switches, solenoid or air-operated flow-control valves,
etc.
static electricity
electric charge on a non-conductor or poor conductor, often caused

by mechanical friction (e.g. product flow in a pipe)
ullage
depth of free space left in a tank above the liquid
vapour
one or more of the components of petroleum when in the vapour

phase

DEP 31.06.11.11-Gen.
February 2011
Page 8
1.3.3
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
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).
1.5
SUMMARY OF MAIN CHANGES

This DEP is a revision of the DEP of the same number dated January 2010. The following
are the main, non-editorial changes.
1.6
Old
section
New
section
Change
General
General
Split of document in 2 parts. In DEP Spec which contains all

mandatory requirements and in DEP Inf, its companion tha contains
additional supporting information.
General
Gerneral
Process safety requirements have been indicated by the use of the

capitalised term "SHALL [PS]"
COMMENTS ON THIS DEP

Comments on this DEP may be sent to the Administrator at standards@shell.com, using
the DEP Feedback Form. The DEP Feedback Form can be found on the main page of
DEPs on the Web, available through the Global Technical Standards web portal
http://sww.shell.com/standards and on the main page of the DEPs DVD-ROM.
1.7
DUAL UNITS
Amended per
Circular 83/11
Dual units have been incorporated throughout this DEP.
This DEP contains both the International System (SI) units, as well as the corresponding
US Customary (USC) units, which are given following the SI units in brackets. When
agreed by the Principal, the indicated USC values/units may be used.

DEP 31.06.11.11-Gen.
February 2011
Page 10
2.
BASIC DESIGN OF A LOADING TERMINAL
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
6C above the FAMEs 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.
2.2
PEAK DEMAND
Any loading facility should be designed to meet the forecast loading demand during peak
periods. A statistical analysis of historical figures should be the starting point, but the effects
of planned improvements in methods and loading equipment and any changes likely to
occur in working hours, shift patterns, vehicle sizes and types, variations in demand growth
of different products, requirements for additional or fewer grades etc., shall be taken into
account.
2.3
LOADING FLOW RATES
2.3.1
Determination of loading flow rate

Flow rates are restricted by the economic size of pumps, piping and measuring equipment
or by the hazard of static electricity, (see 2.3.2).

DEP 31.06.11.11-Gen.
February 2011
Page 11
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)

( 50 micromhos/cm, > 50 micromhos/cm or unknown)
3)
Classify the product sulphur content ( 50 mg/kg, > 50 mg/kg) ( 50 ppmw,

> 50 ppmw)
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?
No
Yes
Gasoline (or other

over- rich)
Yes
No
Middle
distillate?
=<10 pS/ m or
unknown
Yes
Conductivity?
>50 pS/m
>10 pS/m
No
S
content?
S
content ?
>=50 mg/kg
<50 mg/kg
>=50 mg/kg
<50 mg/kg
H igh speed
loading
vehicle?
High speed
loading
vehicle?
No
Yes
vd<0.25,
v<7?
vd<0.35,
v<7?
No
vd<0.5,
v<7?
vd<0.38,
v<7?
Yes
Yes
No
Yes
No
Reduce loading
speed till
vd<0. 25, v<7
Yes
Reduce loading
speed till
vd<0.35, v<7
O K to load
Yes
No
No
Reduc e loading
speed till
vd<0.38, v<7
OK to load
Reduce loading
speed till
vd<0.5, v<7
OK to load
O K to load
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 (10 micromhos/cm)

or unknown, middle distillate with a sulphur content 50 mg/kg (50 ppmw) and
I.
a non-high-speed-loading vehicle,
loading speed SHALL [PS] give vd 0.25 m2/s ( 2.7 ft2/s); (max.
1200 L/min (11 ft3/min) with standard 10 cm (4 in) pipework).
II.
a high-speed loading vehicle,

loading speed SHALL [PS] give vd 0.35 m2/s ( 3.8 ft2/s) (max.

DEP 31.06.11.11-Gen.
February 2011
Page 13
b)
With a possible flammable atmosphere and:

I.
conductivity between 10 and 50 pS/m (10 and 50 micromhos/cm) and

middle distillate with a sulphur content 50 mg/kg (50 ppmw); or
II.
conductivity 10 pS/m (10 micromhos/cm) and sulphur content >50 mg/kg

(>50 ppmw) or product other than middle distillate
loading speed SHALL [PS] give vd 0.38 m2/s ( 4.1 ft2/s) (max.
c)
With:
I.
no flammable atmosphere; or
II.
loading gasoline or other liquid that produces an over-rich atmosphere; or
III.
a possible flammable atmosphere; and

i.
conductivity > 50 pS/m (< 50 micromhos/cm) or
ii.
conductivity between 10 pS/m and 50 pS/m and sulphur content >50

mg/kg (> 50 ppmw) or non-middle distillate product or
iii.
conductivity 10 pS/m and sulphur content >50 mg/kg (>50 ppmw)

or non middle distillate product and high speed loading vehicle
loading speed SHALL [PS] give vd 0.5 m2/s ( 5.4 ft2/s) (max. 2400 L/min (85
ft3/min) with standard 10 cm (4 in) pipework).
Diameter d should normally be the diameter of the smallest section upstream of the tank
being filled, but if the smallest section is less than 10 m (33 ft) long and has a diameter of at
least 67 % of the next smallest section, the diameter of the next smallest section may be
taken. This commonly allows the use of 3 inch meters (10 in ft) in DN 100 (NPS 4) bottom
loading systems, where vd>0.5 m2/s (5.4 ft2/s), but pipe length is limited to around 2 m (6 ft)
where flow conditioning straighteners are used.
If contaminated non-conductive liquids are loaded, the loading velocity should be limited to
1 m/s (3 ft/s). For liquids with a conductivity of more than 50 pS/m (50 micromhos/cm), no
loading velocity restrictions apply for static electricity reasons, but the loading velocity
should still be limited to 7 m/s (23 ft/s).
2.4
SIMULTANEOUS LOADING USING TWO OR MORE ARMS/HOSES

For top loading, the simultaneous use of two or more arms will result in the need for
additional equipment to prevent overfilling which may otherwise not be necessary (see
4.5.1). The cost and other operational consequences (HSSE) arising from such equipment
shall be taken into account in the economic comparison but this is not a recommended
configuration for products lighter than diesel fuel.
2.5
CALCULATION OF NUMBER OF LOADING BAYS
2.5.1
General
Depending on local circumstances the design of loading facilities should distinguish
between two design concepts as detailed below:
2.5.2
(i)
the 'morning peak period' design concept,
(ii)
the 'waiting time' design concept.
The 'morning peak period' design concept

The demand in this 'peak period' has a considerable effect on the size of the final
arrangement and hence shall be ascertained by consulting local staff. If all waiting vehicles
have to be loaded in one hour (resulting in an average waiting time of half an hour for those
vehicles which cannot be served at once), the loading facility will be twice as large as one

DEP 31.06.11.11-Gen.
February 2011
Page 14
where all the vehicles have to be loaded in two hours (resulting in an average waiting time
of one hour for those vehicles which cannot be served immediately).
2.5.3
The 'waiting time' design concept

If the arrival of vehicles is irregular, the design procedure should be based on a specified
maximum average waiting time per vehicle. Such is the case, for example, in terminals
operating 24 hours per day, or in terminals which try to spread the working load as evenly
as possible over the working day.
2.5.4
Manual estimation of the number of loading bays required

The first step is the calculation of the 'peak period' demand; this is defined as follows for
each method:
2.6
in the 'morning peak period' method, the peak period demand is the offtake by
those vehicles which queue outside the gate and which shall be loaded in the first
morning period (one or more hours).
in the 'waiting time' design method, the peak period demand is defined as the
offtake during (any) one hour in a period, which has the highest vehicle arrival
frequency. This period may be longer than one hour and can occur on more than
one occasion in any one day.
ALLOCATION OF LOADING ARMS TO BAYS

For operational reasons, it is desirable to limit the number of loading arms at one
gantry/loading bay to six. Allocation of loading arms should take into consideration the
combination of products each tanker will carry so that tankers do not have to move from
one bay to another during loading. Also, the product-grouping requirement (see 8.1.5) shall
be taken in account.
The accommodation of more than 6 arms may be considered where product loading
grouping and speciality products require single load arms. Special consideration then
should be paid to access, loading envelope and drainage requirements.
2.7
PUMP CAPACITIES
2.7.1
Single loading arm

If only one product loading arm or hose is allocated for any product, a single pump rated for
the maximum design flow rate of the loading system (meters, piping, loading arm/hose)
should be provided.
2.7.2
Two loading arms

If two product loading arms/hoses are allocated for any product, a single pump rated for the
maximum design flow rate of the loading systems for two arms/hoses, operating together,
should be provided.
2.7.3
More than two loading arms per product

If more than two loading arms/hoses are allocated for any product, as a means of
optimising pump numbers and sizes, a reduced total pumping capacity may be provided to
allow for the time when vehicles occupy a loading bay but product is being loaded slowly or
not at all, i.e. at the beginning or end of the filling cycle. By reducing the pumping capacity,
the VRU and pipe work capacity may also be reduced.

DEP 31.06.11.11-Gen.
February 2011
Page 15
3.
ROAD VEHICLE LOADING SYSTEMS
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.
3.2
TYPICAL FLOW DIAGRAMS

Figures 3.1a and 3.1b give a typical flow diagram of a bottom loading installation. A fully
equipped automatic system includes the following main elements:
a)
loading pump: pumps the product to the gantry to one or more loading arms (see
9.3);
b) emergency Shut Down (ESD) system and (optional) ESD valve: to isolate the
loading system rapidly in an emergency (see 4.4.4);
c) air eliminators: to eliminate air from the product if there is an operational need or
required by regulations. (see 4.3.7);
d) a filter or strainer: to ensure product cleanliness and to protect the flow meter and
couplings (see 4.3.6);
e) additive injection system (see 6.);
f)
flow meter (see 4.4);
g) flow control valve: to control the flow (see 4.4);
h) loading arm connected to a dry-break coupling (see 3.4);
i)
vapour return hose to VRU or to move vapours to a low risk location without
receptors. (see 3.4);
j)
overfill protection sensor: to give a signal if the road vehicle is overfilled (see 4.5);
k) bonding connection (combined with overfill protection connection): to discharge
static electricity generated during loading (see 4.6);
l)
interlock system: to prevent loading unless all conditions for safe operation are
fulfilled (earth connected, no overfill, vapour return hose connected etc.) (see 4.7);
m) isolation valves: to make maintenance possible and to stop the product flow in
emergencies (see 9.2.9);
n) drains and vents: to empty the system in case of maintenance (see 9.2.6);
o) meter prover connections: to connect a meter prover flow meter (see 4.3.5);
p) relief valves: to protect the system against overpressure, especially against thermal
expansion (see 9.2.10);
q) temperature sensors for volume correction (see 4.3.2);
r) pressure point: to enable the connection of a pressure gauge (see 4.3.5)
The flow scheme of a top loading facility is similar, apart from the loading arm and the
"dead man" valve, see Figure B.1c.
Figures 3.2, 3.3 and 3.4 clarify the special symbols used for bulk road loading vehicle flow
schemes.
3.3
THE CHOICE BETWEEN TOP AND BOTTOM LOADING

For products lighter than diesel fuel, bottom loading configurations should 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.

DEP 31.06.11.11-Gen.
February 2011
Page 16
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).
3.4
BOTTOM LOADING ARMS/HOSES AND COUPLINGS
3.4.1
Couplings
Liquid and vapour shear or break away couplings for loading systems and vehicles should
be in accordance with API RP 1004 (or equivalent).
No widely accepted standards for nominal DN 80 (NPS 3) loading couplings are yet
available. If couplings of nominal DN 80 (NPS 3) size have to be used, similar provisions to
those described in API RP 1004 should be applied.
Although operational reasons may justify the DN 80 (NPS 3) size system, the DN 100 (NPS
4) API system is generally preferred due to its higher loading rates and wide acceptance.
3.4.2
Couplings for aviation products

All aviation product grades should, wherever possible, be bottom loaded into dedicated
single product vehicles equipped with product-selective couplers. Selective couplings
SHALL [PS] not only provide selectivity between all aviation grades, but also prevent
connection to non-selective couplings at the loading facilities.
Where this is not possible, the provisions of the Shell Aviation Quality Control Manual
SHALL [PS] be followed.
3.4.4
Loading arms and hoses

Bottom loading systems use either swivelling piping systems or a flexible hose system, or
combinations of both, to make the filling connection and the vapour return connection
between the bay and the vehicle.
A flexible hose is too heavy to handle by hand in any size over DN 80 (NPS 3) when full of
product, and even in DN 80 (NPS 3) size the hose should be suspended or supported as
much as possible to allow easier handling. Consequently it is a non-preferred solution and
shall be avoided wherever possible.
If hoses are used these should contain a bonding wire connected to each hose ends
connection fittings for continuity.

DEP 31.06.11.11-Gen.
February 2011
Page 17
Regardless of which type of loading arm is used, all arms/hoses etc. should be electrically
conductive with a resistance less than 10 .
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 multicompartment 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 (0.8 psi).
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 Manufactures nameplate fitted to the vehicle
for details of the flow limits.
3.5
TOP LOADING ARMS

Although use of top loading is discouraged, the following shall apply for cases where top
loading is the only feasible option.
3.5.1
Loading arms
A wide variety of loading arm configurations is available. The main points governing
selection are:
a)
operation on one or both sides of the loading platform,
b)
loading of single or multiple product vehicles,
c)
loading rates,
d)
reach (design envelope) of the loading arm,
e)
accessories,
f)
whether vapour collection is required.
The two main types of loading arms that should be employed are:
a)
Articulated or Scissor type arms
b)
Boom type arms
Provisions should be made to secure the arms during loading. When loading any volatile
product, the operator shall load from the platform and not while standing on the truck top.

DEP 31.06.11.11-Gen.
February 2011
Page 18
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 barg (4.4 pisg). 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
Page 19
4.
FLOW CONTROL AND INTERLOCKS
4.1
FLOW CONTROL SYSTEM

The product flow should only be enabled when all safety interlock conditions have been
satisfied. The interlock system is described in (4.6).
The flow control system should start the loading operation with a loading rate substantially
lower than the normal high flow rate of the loading system to avoid generating static
charges that could result in an electrostatic ignition. The system should be regulated in
such a way that the high flow rate is only achieved when the loading arm or deflector has
been completely submerged. This will prevent splashing. This can be achieved by using a
system with a two-stage flow control, with a low flow and a high normal flow. As all other
components of the liquid handeling system, the flow control system SHALL [PS] be
electrically connected to the loading system structure with an electrical contact resistance
of less than 10. At the end of the loading cycle when the required loading quantity is
almost reached, say the last 150 L (5 ft3) or 200 L (7 ft3), the flow control system should
reduce the loading rate (typically to 10 % of max. flow). This will ensure that the pre-set
quantity will be loaded with the required precision (normally within 3 L (0.1 ft3) or 4 L (0.15
ft3)). This can be achieved, as during start-up, by a two-stage flow control. The flow control
system SHALL [PS] be capable of stopping the flow in an emergency within a minimum of
time, considering allowed surge pressure calculation for exsiting pipeline (pipeclass).
4.2
PUMP CONTROL SYSTEM

The pump control system SHALL [PS] be interlocked with the ESD system whereby gantry
loading pumps will stop when an emergency switch or a fire/gas alarm is activated.
Pressure transmitters installed on product lines intended for use in controlling load rack flow
rates should not be installed / located in the end cap or within a dead leg of the product line.
4.3
FLOW MEASUREMENT
4.3.1
Product temperature measurement

For this measurement Platinum Resistance Elements accurate to 0.2C ( 0.35F) shall be
used, inserted in a stainless steel thermowell. RTD (Resistance Temperature Detectors)
Thermowells shall be installed into the center 1/3 of the way into the pipe and filled with a
heat conducting fluid. A test thermowell should be installed in the same manner and
adjacent to the RTD/Thermowell for RTD verification purposes. Coriolis meters are often
provided with a contact RTD measuring the meters tubes external temperature. Use of
such an RTD without a thermowell for temperature correction volumes is not acceptable.
4.3.2
Product Pressure Measurement

Pressure gauges used for pipe/small volume prover operation or pressure transmitters
used for BOL (Bill of Lading) net calculations, shall be located directly upstream of the flow
control valve.
4.3.3
Custody transfer requirements

Flow meters used at the points of sales (i.e. where custody transfer takes place) shall be
approved for use by the local Weights and Measures Authority. Flow meters used for
custody transfer may require sealing.
When turbine meters are installed, care shall be taken to assure the proper flow
conditioning is achieved for proper meter operation and accuracy.
4.3.4
Meter proving
Meters, particularly those used for custody transfer, should be proved periodically to
determine whether the indicated quantity in relation to actual quantity has changed as result
of wear or other factors. Any inaccuracies that have developed can be corrected by
adjustment of the calibrating mechanism, or by use of a factor derived from the proving
runs.

DEP 31.06.11.11-Gen.
February 2011
Page 20
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 .
c) The meter prover SHALL [PS] not incorporate a fine filter (< 150 m) to protect the
reference meter although a coarse strainer (> 150m) 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
Page 21
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.
4.4
CONTROL VALVES
4.4.1
Manual product start/stop control valves

In traditional top loading a 'deadman control' in the form of a 'hold-open' valve SHALL [PS]
be provided. This enables the operator, when filling through an open manhole, to watch the
level of the product and to stop the flow immediately in an emergency. The valve-operating
lever (or control rod) shall be located so that the operator can see the product in the
compartments at high level, while avoiding the vapour plume emitted from the manhole.
Where operators operate from the loading platform, rather than the top of the truck (e.g. as
a means of reducing exposure to vapour emissions) alternative arrangements featuring
electronic deadman systems for use in top loading SHALL [PS] be applied.
4.4.2
Automatic flow control valves

In the design of the system the surge pressure due to rapid closure of the control valve
SHALL [PS] be taken in account (see 4.4.5).
4.4.3
Flow-limiting valves
At non-automated loading gantries, flow-limiting valves SHALL [PS] be fitted on each of the
loading arms because pump output is not controlled to match product demand. These
valves are used to protect equipment against excessive flow rates, which can occur when
only one loading arm out of several delivering similar product is used and more than the
required number of pumps are running.
4.4.4
Emergency shutdown (ESD) valve

In unmanned terminals or other terminals with increased risks due to spillage (e.g.
terminals in built-up residential areas or large terminals) an additional ESD valve
SHALL [PS] be included.
In the design of the system the surge pressure due to rapid closure of the ESD valve
SHALL [PS] be considered (see 4.4.5).
4.4.5
Surge pressure
The piping system shall be designed to allow for the maximum surge pressure expected,
see DEP 31.38.01.11-Gen.
To reduce the maximum surge pressures and thus the design pressure of the pipe system,
the following measures shall be considered:
Slow valve closure

Typically shutdown systems closure time shall be minimized. The closing time shall
be set considering allowed surge pressure calculation for exsiting pipeline
(pipeclass). The valve closing time has an impact on the filling level of the vehicles
compartment and therefore the compartimet hullage shall be reconsidered in order
to avoid spills. See also 4.5.5.
Valve characteristic
Pressure relief systems
Surge pressure alleviator

A flanged tee should be installed upstream of the ESD valve, to facilitate
installation of an alleviator if surge pressure is found to be a problem.

DEP 31.06.11.11-Gen.
February 2011
Page 22
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
4.5
OVERSPILL PROTECTION SYSTEM
4.5.1
Necessity of overfill prevention systems

For all closed systems where it is not possible to monitor visually the liquid level (i.e. for
bottom loading and top loading with vapour collection), an overfill protection system
SHALL [PS] be installed.
4.5.2
Overfill protection systems

Floaters and displacers SHALL [PS] not be employed for overfill protection.
Air reaction systems shall be limited in use to special applications such as liquid sulphur or
bitumen.
4.5.3
Ullage of compartments and valve closure time

The total elapsed time between the high level signal initiated by the liquid level control
sensor and the final closure of the valve SHALL [PS] be such that there is no possibility of a
spill over from compartments. However, in order to minimise the shock pressure (surge) in
the piping system due to valve closure, it is often necessary to slow down the valve closure,
(see 4.4.5). Hence the quantity of product that passes through the valve during the closure
period SHALL [PS] be taken into account when setting ullage in vehicle compartments,
especially in those with small capacity.
The response time of the overpressure protection system is either constrained by pressure
surge considerations or by the instrumentation. Where the resulting ullage requirements
cannot be met, one or more of the following options shall be explored:
4.5.4
a)
plan for the elimination of small compartments;
b)
use hydraulic analysis of the loading system to minimise the likelihood of pressure
surges. If high pressure surges cannot be avoided, consider fitting flow control
valves with 'equal percentage' characteristic to reduce surge pressure;
c)
downrate the compartments of existing vehicles where required by the amount

necessary for safe liquid cut-off;
d)
allow for appropriate ullage in the design of new bulk vehicle compartments.
Requirements for design and maintenance of overfill systems

Overfill systems, including connectors and connector envelopes, should be designed
according to a recognised standard such as the IP Code of Practice for Bottom Loading,
Vapour Collection and Overfill Prevention.
Sensor systems should be fail-safe, i.e. not permitting loading in case of failure. This may
be achieved by using self-checking systems.
Sensing probes SHALL [PS] be suitable for use in petroleum products and
electrical/electronic probes SHALL [PS] be certified safe for operation in Zone 0 when
connected to a certified controller. The wiring for the sensing probe system on the vehicle
should be both physically and electrically isolated from other vehicle circuits, by the use of
dedicated conduits and vehicle boxes.

DEP 31.06.11.11-Gen.
February 2011
Page 23
4.5.5
Consideration for liquid detectors in vapour return lines

The VRU system shall be provided with means to collect and drain condensate from low
points in the system.
The sump shall be equipped with a high-level switch which activates an alarm and the
VRU ESD, as well as being fitted with a means to test the operation of the switch and a
suitable drainage point. A sight glass should be installed in the sump.
4.6
BONDING INTERLOCK
A bonding cable SHALL [PS] be connected to the vehicle before any other operations are
carried out (e.g. opening manlids, connecting hoses etc.). The bonding resistance between
the vehicle and the gantry SHALL [PS] be less than 10 , and this bonding SHALL [PS]
remain in position until all other loading operations have been completed.
Loading SHALL [PS] not be permitted by the flow control system/interlock system if the
vehicle is not bonded effectively. If an overfill protection system is provided, the overfill
protection connection should be combined with the earthing connection.
The driveaway traffic light turn green and/or the exit barrier shall only open after the
bonding cable has been disconnected. A similar requirement exists for:
the safe storage of the loading arms, if applied (see 3.4.6);
the position of the ramps providing access to the top of the road truck (see 8.3.2.2).
For non-automated loading gantries (e.g. top loading with mechanical pre-set), the bonding
cable between the loading facilities and the road car SHALL [PS] be clearly visible and
equipped with a status warning light indicating its connection/non-connection to the road
car. Further information can be found in: API RP 2003 Protection against ignitions arising
out of static, lightning and stray currents and NFPA 30 Flammable and combustibles liquids
code.
4.7
INTERLOCK SYSTEM
On the vehicle the following interlocks shall be considered:
a)
driveaway interlock, e.g. a lift bar normally covers all product connections: when
lifted the brakes are applied.
b)
air pressure interlock: a pressure switch contact should be connected to the overfill
detection system, so that a loss of vehicle air pressure will cause the gantry loading
valve to be closed.
c)
vapour vent interlocks: the vapour vent valves which connect each compartment to
the vapour collection manifold on the vehicle should be open before loading is
permitted.
d)
verification of vapour collection connection: a proximity switch contact shall be

connected to the overfill protection system so that loading is only permitted if the
vapour collection connection is made.

DEP 31.06.11.11-Gen.
February 2011
Page 24
5.
AUTOMATION
5.1
ADVANTAGES OF AUTOMATION
Automation offers many advantages over manual systems. New installations shall be
automated and the automation of existing installations should be considered at the earliest
opportunity. Automation should be fit for purpose and follow a standard approach in terms
of vendor, system functionality and implementation.
5.2
ASSESSMENT OF FUNCTIONAL REQUIREMENTS

A rigorous assessment of functional requirements shall be made prior to automation.

DEP 31.06.11.11-Gen.
February 2011
Page 25
6.
ADDITIVE INJECTION
6.2
DOSING LOCATION
Before it is decided to inject additives at the loading gantry the advantages and
disadvantages of dosing at other locations should be considered.
When loading gantry dosing is selected, the following aspects shall be implemented:
a secure additive selector system (automatic selection is preferred to manual or key

selectors);
the injector control system to incorporate a feedback signal that confirms that
dosing is taking place. If dosing does not take place within the specified limits,
loading should be interrupted;
additive volume totaliser meters, in order to enable a periodic check on the correct
injection ratio (at least daily, but preferably at the end of each shift).
6.3
GENERAL DESIGN GUIDELINES
6.3.1
Additive type
The pump seals should be compatible with the type of additives to be used.
6.3.3
Injection methods
When different additives can be selected, care should be taken to avoid crosscontamination of additives. For these applications modified flow-proportional additive
injection should be employed. With this method no additive is injected during the final
amount (say 200 L) (say 7 ft3) of the batch, thus leaving the loading linework purged of all
additivated products.
6.4
GANTRY ADDITIVE INJECTION SYSTEM
6.4.1
Additive receipt facilities

To ensure that the correct additive is safely discharged and received into the right storage
tank the following measures shall be taken:
6.4.2
a)
vehicle/rail discharge points shall be clearly marked to identify the additives in

accordance with their delivery documents;
b)
the systems for different types of additives and additives of competitors shall be
kept completely segregated. Thus separate connections and pumping systems
shall be used. Valve cross-overs shall be avoided. Dedicated connections should
be employed wherever possible.
Additive storage vessel

Pre-mixing of the additive by the supplier makes the on-site operating procedure simpler,
but could add to the transportation costs. If mixing on site is selected then the quality
control procedures shall be defined.
Care should be taken with the maximum storage temperature of many additives, in
particular ignition improvers. Temperature alarms SHALL [PS] then be provided, as well as
e.g. water-spray cooling for fire protection or the use of underground storage tanks.
Tank mixers and tank filling/draining facilities shall be provided.
For storage of light additives, pressure/vacuum valves should be fitted to prevent
emissions. For storage and handling of very toxic additives DEP 01.00.01.30-Gen and
DEP 31.38.01.11-Gen. shall apply.
Means of establishing the amount of additive in the storage tank (dipping or level gauging)
shall be provided to allow reconciliation of stocks.

DEP 31.06.11.11-Gen.
February 2011
Page 26
6.4.3
Injection system
The following Injection systems may be applied. Requirements depend on the system
selected:
6.4.4
Electronic injector systems

The additive piston injector should be fitted with a proximity sensor, which sends
feedback pulses to the controller, thus confirming that the injector is operating
correctly. Depending on the control system these systems are capable of modified
proportional injection (e.g. line clearing).
Electronic flow-proportioning control
Pneumatically driven injectors
Turbine driven injectors
Mechanical systems
Gantry Blending
Where blending is performed downstream of the final meter, the blending
component meter shall be considered as a custody transfer meter and tested
accordingly.
Injection nozzle
The additive injection point shall be positioned upstream of the flow meter.
The simultaneous injection of multiple additives/components at the same location in the
pipe shall be avoided to assure a homogenous mixture

DEP 31.06.11.11-Gen.
February 2011
Page 27
7.
VAPOUR EMISSION CONTROLS
7.1
APPLICATION OF VAPOUR EMISSION CONTROLS

For common white products, the vehicle loading gantries shall be of the bottom loading type
with vapour collection systems and existing top loading facilities shall be converted into
bottom loading during a defined conversion period. Such conversion periode should be
minimized to ALARP.
For black oil products and heated oils, top loading gantries are allowed and do not require
vapour collection and recovery, provided a dedicated vehicle fleet (no switch loading) is
used. In case mixed vehicle fleet is used, vapour collection and recovery shall be applied.
7.2
VAPOUR COLLECTION SYSTEM

The requirements depend on the system selected:
7.3
Direct system
With bottom loading of road tankers the vapours from all compartments will be
collected, including those from non-gasoline loading (e.g. automotive gasoil).
These additional vapours, plus the vapours generated during the loading itself (e.g.
by evaporation of the product), shall be taken into account when sizing the vapour
collection and vapour recovery unit or incinerator.
Direct system with vapour holding tank

The vapour holding tank shall be protected against over-and-underpressure. If a
flexible diaphragm is used in the holder then its material shall be compatible with
the composition of the vapours and it shall be designed to eliminate static electricity
hazards.
Vapour balancing system
Design of vapour collection systems

Vapour collection systems should be designed and sized according to the IP
Guidelines for the Design and Operation of Gasoline Vapour Emission Controls or
equivalent API Standard. The vapour collection system SHALL [PS] be adequate to
cater for the highest loading rate anticipated at the loading gantry, including
displacement from gasoil compartments on mixed loads in multi-product gantries.
In direct systems the vapour generation in product tanks due to ambient
temperature changes and solar radiation should also be considered.
VAPOUR RECOVERY UNITS

The main types of vapour recovery units on the market are:
7.3.1
Carbon adsorption
Liquid absorption
Refrigeration/Condensation
Membranes
The choice of vapour recovery unit

The different types of units have different fields of application. The following should be
taken into account in the choice of a VRU:
a)
throughput profile (peak, 15 minutes, hourly, four hourly and daily capacity);
b)
required outlet concentration;
c)
type of vapours to be processed (only gasoline, or also diesel, solvent, chemicals,

additive, ethanol or MTBE vapours);
d)
consumption of energy, utility and other consumables (anti-icing additives,

absorption liquid, carbon, glycol etc.);

DEP 31.06.11.11-Gen.
February 2011
Page 28
7.3.2
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.
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
Manufacturers 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.
7.4
FIRE AND EXPLOSION PROTECTION

The vapour collection system SHALL [PS] be protected from internal fire and explosion. To
limit the consequences of an ignition the following techniques or a combination of them
shall be applied.
Containment
Explosion venting
Explosion venting should only be applied if no other feasible alternative exist. The
vents should be placed at intervals less than the predicted run-up distance to
detonation and should be at least equal to the cross sectional area of the pipe. In
normal operation the discharge of flame and pressure from the pipe can be
considerable; therefore great care should be taken with the location of the vent and
the direction in which the flame will be released.
Active explosion suppression or isolation

Due to their complicated design these techniques should not be employed.
Flame and detonation arresters

In the design of the vapour collection system the often considerable pressure drop
of flame arresters shall be taken into consideration and an extra allowance for
fouling of the flame arresters shall be made.
Flame arresters SHALL [PS] have been demonstrated to work under actual
conditions and SHALL [PS] have been tested to an appropriate standard, e.g.
BS 7244 or EN 12874.
Risk assessment and cost effectiveness of protection

Especially for large installations (more than 4 connected loading bays or more than
8 connected tanks) a Quantitative Risk Analysis study should be performed to
determine the most cost effective arrangement of detonation arresters.

DEP 31.06.11.11-Gen.
February 2011
Page 29
8
LOADING TERMINAL DESIGN
8.1
LOADING TERMINAL LAYOUT
8.1.1
Loading area classification

Area classification drawings SHALL [PS] be prepared based on IP-Part 15 or equivalent
code.
8.1.2
Safety distances
The minimum safety distances SHALL [PS] comply with the IP Part 2 or NFPA 30, and local
regulations.
Where possible, larger safety distances should be provided, particularly for separation from
areas where personnel may be present.
8.1.3
Traffic and parking

If sufficient space is available, (sharp) bends shall be avoided to prevent/reduce truck tyre
wear and the degradation of the pavement of the area.
Crossing of incoming and outgoing traffic lanes and contra-flow of vehicle movements is not
permitted.
For loading terminals with automated entry/exit, consideration shall be given to access by
rescue services and to site evacuation by vehicles and personnel in case of emergencies or
power failures.
Slip or bypass roads around the loading facilities should be provided to allow vehicles to
evacuate the loading area without driving through the loading bays or crossing traffic in the
event of an emergency.
8.1.4
Product grouping
Similar products should be grouped together at loading facilities, e.g. common white oil
products together and common black oil products together. Where both common white oil
and common black oil products are filled at the same loading facilities, one side of the
available area should be reserved for each group of products and to allow space for future
extension in both directions, see Figures 8.5 and 8.6.
For safety reasons and operational convenience it may be desirable to separate some
Class I and special products (e.g. cutbacks) from others, and always ensure that aviation
products are properly separated from other grades with top loading installations. For bottom
loading, care should be exercised with the installation of aviation grades in high volume
bays due to the extra time required to load and test aviation fuels.
Loading facilities for all products should be concentrated in one area to minimise traffic
movement within refineries/depots. If storage facilities for heated black products are distant
from the planned loading centre, it may be advisable for economic and operational reasons
(to prevent long heated and insulated pipes) to provide separate facilities for these products
close to the storage areas. However, where separate loading areas are used, vehicles
should follow the same traffic pattern so that the documentation for all products can be
handled at one office.
8.1.5
Dispatch office
Supervision and documentation of road vehicle loading operations can be carried out most
effectively from an office overlooking the loading operations and located near the
installation boundary or between the incoming and outgoing vehicle streams.
Office facilities should be designed and constructed taking into account the higher-thannormal noise levels caused by nearby vehicles. They should be large enough to
accommodate at least all personnel involved in order-taking (bulk and packed), road vehicle
routing, scheduling and dispatching, and stock control, and also include a waiting room for
drivers, social areas and space for document files and automation equipment.

DEP 31.06.11.11-Gen.
February 2011
Page 30
8.2
LOADING ISLAND/ BAY LAYOUT AND DESIGN
8.2.1
General
The loading system layout should not permit more than one vehicle in line on either side of
any island. In the loading position, vehicles shall face the exit gate at all times so they can
be driven away quickly in an emergency.
8.2.2
Top loading island/bays

Examples of top loading islands are illustrated in DEP Informative Figures 8.7 and 8.11.
The design of double-sided bays should allow for two of the widest vehicles to park
between gantries with at least one metre clearance between them. The gantry structure
shall not obstruct the opening of cab doors or prevent drivers from leaving or entering their
cabs.
8.2.3
Bottom loading island/bays

The island surface should be graded to prevent product from accumulating under the
platform.
The gantry structure shall not obstruct the opening of cab doors or prevent drivers from
leaving or entering their cabs.
8.2.4
Protection of equipment against vehicles

To protect loading equipment installed on loading islands, particularly those at the ends,
against accidental damage by poor or careless driving, the following safeguards should be
considered in the design of loading islands:
8.2.5
a)
provision of a kerb, at least 200 mm (8 in) high, on loading islands. This step
between the island and the ground level should be clearly marked (i.e. properly
painted) to warn personnel working in the area against tripping;
b)
where modular pre-fabricated bottom loading gantries are installed they can be
positioned flush with the surrounding concrete, thus avoiding trip hazards whilst the
gantry steelworks still provides protection;
c)
installation of protective barriers and/or bollards at the entrance of loading bays;
d)
provision of breakaway connections (shear couplings) on loading arms/hoses;
e)
ensuring that no parts of the equipment or pipes protrude over the edge of the
islands.
Paving and drainage

The general area of access to and from loading bays should be concrete surfaced. Bitumen
surfacing should not be used. The concrete should be of a type resistant to oil penetration.
Loading bays should be paved with heavy duty concrete, rather than bitumen asphalt, to
help dissipate static charge built up during movement of the vehicle. The waiting and
parking areas may be paved with either heavy duty concrete or bitumen asphalt.
Drainage should be provided at each bay to collect spillage of products. Drainage should
be directed away and contained to protect the vehicles in event of a fire (product should not
drain to other bays and/or collect beneath vehicles).
The area extending to 1 m (3 ft) beyond all loading islands and the outermost loading bays
should be designed to collect product spillage, which should be routed to collecting pits or
oil interceptors.
Spillages of ethanol blends should not be allowed to drain to the sewer. Ethanol will go into
the aqueous phase, and the wastewater is more difficult to treat. In case of an ethanol
blend spill, a proper evaluation needs to be carried out and appropriate considerations
taken to meet local environmental regulations.
In the event of a neat or blended ethanol spill, the ability to retain the flow on site is
imperative. If tank drainage connections exist they shall be blind flanged shut. Furthermore,

DEP 31.06.11.11-Gen.
February 2011
Page 31
it is recommended to separate binding with spillage containment pits instead of applying
interceptors.
Paving and drainage facilities shall comply with local regulations.
8.3
GANTRY DESIGN
8.3.1
Top loading gantry

The working platform should be provided with stairs at each end. If space is restricted then
stairs should be provided at one end and at the other end either access to a passway
connecting all gantry islands or a ladder.
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.
8.3.2
Roofs/shelters
Shelters, where installed, shall have suitable ventilation to prevent accumulation of vapour
within the roof space. Similarly, ventilation at ground level is also essential to dissipate any
vapour pockets.
8.3.3
Other requirements
Meter heads or meter pre-set readings should be clearly visible and readable from the
product loading control points.
Control valve equipment should be within easy reach of the operator in normal loading
positions. All handles of valves should be operated in the same direction.
Bays and loading islands should be clearly numbered to enable vehicles to be directed to
filling points. Product grade plates should be provided at the entry side of the gantry to
clearly indicate product availability at the bay concerned. Loading arms, meters and
connections should be clearly marked for product identification.
Sufficient illumination should be provided for night operations (see 9.5).
The construction of barriers at the exit of loading bays (when used) should be such that
they can be driven through in an emergency (e.g. barrier bends or snaps off).

DEP 31.06.11.11-Gen.
February 2011
Page 32
9
MISCELLANEOUS
9.1
EMERGENCY AND FIRE PROTECTION
9.1.1
General
Typically foam deluge systems are not employed or if the facility is assessed to constitute a
significant business risk in the event of total loss and alternatives are not available.
Where such systems are deemed to be required, they shall be in accordance with
DEP 80.47.10.30-Gen. and DEP 80.47.10.31-Gen.
9.1.2
Requirements of fire fighting facilities

At unmanned terminals and terminals with low manning levels, an automatic foam spray
system should be installed.
9.1.3
Fire hydrant main and mobile monitors

Facilities for generating foam (with appropriate capacity) should be provided on site e.g.
mobile foam generators or foam stations.
9.1.4
Fixed or oscillating monitors

As above, but fixed or oscillating water/foam monitors are used instead. These monitors
SHALL [PS] be located at least 20 m (65 ft) away from the gantries on the prevailing
upwind side in order to facilitate access in the event of obstruction by abandoned vehicles.
9.1.5
Automatic foam spray systems

Such systems if employed shall comply with NFPA 16 or equivalent
The automatic fire detection system should be capable of quickly detecting flames/fire/heat
in the gantry area and activating the spray system. An alarm should be raised at the loading
terminal dispatch office/control room and at the local fire service if the terminal is
unmanned.
The system shall be designed to protect the whole surface area of the road tanker including
the drivers cab, engine, underside and an area of 2 m (7 ft) around the tanker. The design
should be sufficient to provide protection for all bays in the gantry simultaneously.
The system should have an emergency stop valve at each loading bay.
Ethanol is soluble in water and breaks down regular foam almost immediately. Therefore, it
is difficult to extinguish a fire involving ethanol using regular foam. Water is not effective to
fight an ethanol fuelled fire, until the ethanol contains ~80% water. For this reason alcohol
resistant (AR) foams need to be used for sustained fire cases (e.g. large and/or long
duration pool fires) for neat ethanol or Gasohol blends with ethanol concentration above
15%. Special foam is not required for E5 and E10.
9.1.6
Mobile and/or portable equipment

The minimum requirements for fire fighting systems at loading gantries are mobile and
portable equipment comprising:
a)
11 kg (24 lbm) dry-powder chemical extinguishers:
top loading:
Two extinguishers per loading island: one positioned on the working
platform adjacent to the top of the stairway, and one at ground level
adjacent to the stairway.
bottom loading:
One extinguisher per island at a convenient location (e.g. shelter).
b)
one 70 kg (150 lbm) dry-powder chemical extinguisher (or one 90 L (3 ft3) AFFF
unit) per four loading bays.

DEP 31.06.11.11-Gen.
February 2011
Page 33
c)
9.1.7
one or more fire blanket(s) should be provided at a strategic point close to the
loading facilities.
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 (
100 ft) 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 (16 ft/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
(23 ft/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 (5 ft/s).

DEP 31.06.11.11-Gen.
February 2011
Page 34
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.
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.
9.3
LOADING PUMPS
If a location outside the bund is not practical, pumps may be elevated on plinths to reduce
exposure in the event of a spill and shall be positioned away from drains.
9.4
ELECTRICAL REQUIREMENTS, EARTHING AND BONDING
9.4.1
General
Electrical equipment, electrical power distribution systems, and systems for protection
against lightning or the accumulation of static electricity SHALL [PS] comply with
DEP 33.64.10.10-Gen or applicable local statutory and industry codes.
9.4.2
Electrical installations
Electrical equipment should be located in the least hazardous area (see 8.1) as far as
practical and economical.
Where electrical equipment has to be installed in hazardous areas, equipment with a type
of protection suitable for the relevant zones as classified in (8.1.1) SHALL [PS] be selected,
specified and installed in accordance with recognised standards.
Electrical cables associated with loading arms (e.g. heating cables for black oils, cables to
limit switches, cables to switches for electronic earthing units etc.) shall allow full movement
of the loading arm without stretching the cable, sufficiently flexible to allow frequent
movement, even at the lowest possible ambient temperature and resilient against external

DEP 31.06.11.11-Gen.
February 2011
Page 35
damage. Stops shall be fitted to prevent excessive movement, which otherwise could
damage cables
In existing facilities where improvements are planned, the electrical requirements
associated with the installation of automatic data capture and transmission facilities
(automation) shall be considered. Whether or not automation is likely, a pipe (duct) of at
least 150 mm diameter shall be installed at normal cable laying depth between the gantries
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 ). 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 and dissipative hoses
SHALL [PS] have a resistance per unit length of less than 1 M/m (0.3 M/ft)
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 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 .
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 , 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 M. 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 M) 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.

DEP 31.06.11.11-Gen.
February 2011
Page 36
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.
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
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:
9.5
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.
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 Exe
SHALL [PS] be used. In these areas, high pressure discharge luminaries are also
acceptable and if used, SHALL PS] have type of protection Exd. 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

DEP 31.06.11.11-Gen.
February 2011
Page 37
9.7
API/IP Standard 1542.
DRAINAGE AND PAVEMENT

See for pavement and drainage (8.2.5).
9.8
PRODUCT WATER DETECTION

Not all water-finding pastes are suitable for water/alcohol mixtures and some can give
misleading results; paste suitable for ethanol blends shall be used.
It is strongly recommended that neat ethanol and ethanol blends be stored in fixed roof
storage tanks to avoid water ingress.

DEP 31.06.11.11-Gen.
February 2011
Page 38
10.
REFERENCES
In this DEP, reference is made to the following publications:
NOTES:
1. Unless specifically designated by date, the latest edition of each publication shall be used,
together with any amendments/supplements/revisions thereto.
2. The DEPs and most referenced external standards are available to Shell staff on the SWW (Shell
Wide Web) at http://sww.shell.com/standards/.
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

facilities
DEP 80.47.10.31-Gen.
AMERICAN STANDARDS
Bottom loading and vapour recovery for MC-306 and DOT406 tank motor vehicles
API RP 1004
Using the API Color-Symbol System to Mark Equipment and Vehicles

for Product Identification at Gasoline Dispensing Facilities and
Distribution Terminals
API RP 1637
Identification markings for dedicated aviation fuel manufacturing and

distribution facilities, airport storage and mobile fuelling equipment
API/IP Standard 1542
Protection against ignitions arising out of static, lightning and stray

currents
API RP 2003
Manual of Petroleum Measurement Standards:

Chapter 4 - Proving systems, Section 1 Introduction
Chapter 4 - Proving systems, Section 2 - Displacement
provers
Chapter 4 - Proving systems, Section 5 - Master-meter
provers
Chapter 4 - Proving systems, Section 6 - Pulse
interpolation
Chapter 4 - Proving systems, Section 8 - Operation of
proving systems
Chapter 5 - Metering, Section 6 - Measurement of liquid
hydrocarbons by Coriolis meters
Chapter 6 Metering Assemblies, Section 2 Loading
Rack Metering Systems
API MPMS 4.1

API MPMS 4.2
API MPMS 4.5
API MPMS 4.6
API MPMS 4.8
API MPMS 5.6
API MPMS 6.2
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

chemical process
ASME B73.1

DEP 31.06.11.11-Gen.
February 2011
Page 39
Specification for vertical in-line centrifugal pumps for
chemical process
ASME B73.2
Issued by:
American Society of Mechanical Engineers
Three Park Avenue, M/S 10E
New York NY 10016
USA.
Standard for the installation of foam-water sprinkler and

foam-water spray systems
NFPA 16
Flammable and combustible liquids code
NFPA 30
Issued by:
National Fire Protection Association
One Batterymarch Park
PO Box 9101
Quincy, MA 02269-9101
USA
Standard test methods for electrical conductivity of aviation

and distillate fuel
ASTM D 2624
Issued by:
American Society of Testing Materials (ASTM) International
100 Barr Harbor Drive
PO Box C700
West Conshohocken, PA 19428-2959
USA
BRITISH STANDARDS
Flame arresters for general use
BS 7244
Issued by:
British Standards Institution
389 Chiswick High Road
London W4 4AL
UK.
Institute of Petroleum - Model Code of Safe Practice in the

Petroleum Industry:
Part 2: Design, Construction and Operation of Distribution
Terminals
IP Part 2
Part 15: Area Classification Code for Petroleum Installations
IP Part 15
Institute of Petroleum - Guidelines for the design and

operation of gasoline vapour emission controls at
Distribution Terminals
Institute of Petroleum - Code of Practice for bottom loading,
vapour collection and overfill prevention
Institute of Petroleum - Petroleum measurement manual part
X (meter proving), subdivided in various (11) sections
Institute of Petroleum - Paper number 4, Code of Practice for
the proving of loading gantry meters
Issued by:
Institute of Petroleum
Willoughby Road
Bracknell, Berkshire
RG12 8DW
UK
Ministry of Defence Standard 91-91 Turbine Fuel, Aviation

Kerosine Type, Jet A-1. Nato Code: F-35. Joint Service
Designation: AVTUR
DEF STAN 91-91

DEP 31.06.11.11-Gen.
February 2011
Page 40
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
and limits for use.
EN 12874
Electrical Apparatus for Potentially Explosive Atmospheres

General Requirements.
EN 50014
Accord Dangereux Routier

(European agreement concerning the International carriage of
dangerous goods by road)
ADR
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

control of volatile organic compound (VOC) emissions
resulting from the storage of petrol and its distribution from
terminals to service stations
European VOC directive
Issued by:
CEN Secrtariat Central
Rue de Stassart 36
B-1050 Brussels
Belgium.
Copies can also be obtained from national standards organizations
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 Genve 20
Switzerland
Copies can also be obtained from national standards organizations.

DEP 31.06.11.11-Gen.
February 2011
Page 41
APPENDIX A
PLASTIC MATERIALS
A.1
Definitions
Conductive: Will not retain a significant electrostatic charge when in contact with earth and
can transmit electric shocks from power systems. These materials have a volume resistivity
lower than or equal to 104 m (for certain items e.g. conductive hose there are special
definitions).
Dissipative (previously known as anti-static): Will not retain a significant amount of
electrostatic charge when in contact with earth but too resistive to transmit electric shocks
from power systems. These materials have a volume resistivity higher than 104 m but
equal to or lower than 109 m, or a surface resistivity less than 1010 (or surface
resistance less than 109 ) measured at ambient temperature and 50% relative humidity.
Non-conductive (insulating): Neither conductive nor dissipative. Electrostatic charges can
accumulate and will not readily dissipate even if part of the material is in contact with earth.
These materials have a volume resistivity higher than 109 m, and a surface resistivity
more than 1010 (or a surface resistance more than 109 ) measured at ambient
temperature and 50% relative humidity. Most common plastics are insulating.
A.2
Size Limits
Large areas of plastic can hold enough charge to produce electrostatic discharges capable
of igniting flammable materials. To avoid this possibility it is essential that wherever nonconductive plastics are used in hazardous areas at locations where they could be subject to
charging mechanisms (e.g. liquid flow or rubbing), they SHALL [PS] not exceed certain size
limits. These limits SHALL [PS] be adopted unless it can be shown that hazardous
electrostatic charges are not to be expected and that charging mechanisms will not occur at
any time.
A sheet of insulating plastic that exceeds the size limits given in Table A.1 may be used if it
is subdivided into smaller areas by a closed mesh or grid of earthed conductive or
dissipative material at or near the plastic surface. In this case, the maximum area of any
cell in the mesh SHALL [PS] not exceed 4 times the areas given in Table A.1. (Mesh cell
areas can be larger than the areas of isolated pieces of plastic because the presence of the
earthed mesh holds potentials down.)
Table A.1
Restriction on size of non-conductive plastics in hazardous areas

containing potentially flammable atmospheres of group IIA
Zone
Maximum area
2
Maximum width
50 cm (7.8 in )
0.3 cm (1/8 in)
100 cm2 (15.5 in2)
3.0 cm (1-3/16 in)
No limit
No limit

DEP 31.06.11.11-Gen.
February 2011
Page 42
APPENDIX B
FIGURES
For PD Meters, meter proving point

can also be positioned upstream of
flow meter. For turbine meters, the
proving point shall be located
downstream of the meter
FIGURE B.1a
Typical flow diagram of automated bottom loading installation;

gantry based equipment

DEP 31.06.11.11-Gen.
February 2011
Page 43
Figure B.1b
Typical flow diagram of automated bottom loading installation

DEP 31.06.11.11-Gen.
February 2011
Page 44
Figure B.1c
Typical flow diagram of automated top loading installation without vapour

recovery

DEP 31.06.11.11-Gen.
February 2011
Page 45
Figure B.2 Symbols for bulk road vehicle loading installation flow schemes


Loading Facilities For Truck Loadings.

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Loading Facilities For Truck Loadings.

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DEP SPECIFICATION

LOADING FACILITIES FOR BULK ROAD VEHICLES

DESIGN AND ENGINEERING PRACTICE

2011 Shell Group of companies

This document has been supplied under license by Shell to:

This document has been supplied under license by Shell to:

BASIC DESIGN OF A LOADING TERMINAL .........................................................10

ROAD VEHICLE LOADING SYSTEMS...................................................................15

FLOW CONTROL AND INTERLOCKS ...................................................................19

ADDITIVE INJECTION .............................................................................................25

VAPOUR EMISSION CONTROLS...........................................................................27

LOADING TERMINAL DESIGN ...............................................................................29

This document has been supplied under license by Shell to:

DRAINAGE AND PAVEMENT..................................................................................37

PLASTIC MATERIALS ....................................................................................41

This document has been supplied under license by Shell to:

DISTRIBUTION, INTENDED USE AND REGULATORY CONSIDERATIONS

This document has been supplied under license by Shell to:

A device installed in a petroleum piping system to separate free

area at each side of a top-loading gantry at which road vehicles

area alongside the island of a bottom-loading facility.

biofuel component (in liquid form) derived from organic materials.

the connecting together of metal parts to ensure electrical continuity

the positioning of road vehicle adapter connections as recommended

bulk road vehicle

a tank or other container mounted on a road-going chassis that is

Class I, II, or III

For road transport vehicle specifications, reference should be made to

the method by which petroleum products and biofuels are classified

common black oil

common white oil

gasolines, kerosenes, gasoils and distillates of oil products with a

This document has been supplied under license by Shell to:

FAME fatty acid

valve fitted at the outlet of a road vehicle tank compartment and

structure associated with a product supply system and provided with

system consisting of pipe, swivel and hose connection for bottom

system of pipes and swivels, balanced for easy movement, through

area on which the equipment necessary to load a vehicle is mounted,

Islands can be designed for multi-product or single product loading

combination of one or more loading bays or gantries, including

device or system which controls the quantity of incoming product

is the term used for pure alcohol

system installed in addition to the meter pre-set control and designed

electric charge on a non-conductor or poor conductor, often caused

depth of free space left in a tank above the liquid

one or more of the components of petroleum when in the vapour

This document has been supplied under license by Shell to:

piping system for the transfer of hydrocarbon vapour or air to or from

Accord Dangereux Routier

Aqueous Film Forming Foam

Automotive Gas Oil

FAME mixed with diesel or AGO (xx indicates the percentage of

Cross Over Protection System

Customisable Routing and Scheduling System (for Road Transport)

Environmental Protection Agency

Enterprise Resource Planning

Emergency Shut Down

Ethanol mixed with gasoline (xx indicates the percentage of

Fatty Acid Methyl Ester

Industrial Gas Oil

Enterprise Resource Planning System

Methyl Tertiary Butyl Ether