United States EPA-340/1-80-012
Environmental Protection Office of General Enforcement January 1980
Agency Washington DC 20460
Stationary Source Enforcement Series
&EPA Inspection Manual for
Control of Volatile
Organic Emissions From
Gasoline Marketing
Operations
-------
EPA-340/1-80-012
inspection Manual for Control
of Volatile Organic Emissions
From Gasoline Marketing Operations
by
Robert J. Gordon, Gary Quinn, Roy Sakaida,
and Victoria Scott
Pacific Environmental Services, Inc.
1930 14th Street
Santa Monica, CA 90404
|£^|^'^fl-OOR
Contract No. 68-01-4140
Prepared for
U.S. ENVIRONMENTAL PROTECTION AGENCY
Offrce of General Enforcement
Division of Stationary Source Enforcement
Washington, DC 20460
January 1980
-------
e:
"oo
i
— *
o
o
r 1
~
-------
TABLE OF CONTENTS
Section
Page
1.0 INTRODUCTION !_!
2.0 GASOLINE DISTRIBUTION OPERATIONS 2-1
2.1 U.S. Gasoline Distribution System. 2-1
2.1.1 Gasoline Storage 2-5
2.1.2 Terminals and Bulk Plants. 2-5
2.1.3 Tank Trucks 2-13
2.2 VOC Emission Points and Control Technology 2-13
2.2.1 Gasoline Storage Losses and Emission
Factors 2-13
2.2.2 Tank Truck Loading Terminal Losses 2-18
2.2.3 Tank Vehicle Losses in Transit 2-22
2.2.4 Tank Vehicle Emission Factors 2-24
References for Section 2.0 2-26
3.0 CONTROL REQUIREMENTS 3-1
3.1 Reasonably Available Control Technology (RACT).. 3-1
3.1.1 Tank Truck Gasoline Loading Terminals 3-1
3.1.2 Bulk Gasoline Plants 3-5
3.1.3 Gasoline Tank Trucks 3-6
3.1.4 Fixed Roof Storage Tanks 3-7
References for Section 3.0 3-10
4.0 INSPECTION AND SOURCE TESTING 4-1
4.1 Purpose and Level of Effort 4-1
4.2 Preinspection Preparation 4.3
4.3 Safety Considerations 4.4
4.4 General Field Procedures 4_6
-------
r
TABLE OF CONTENTS
(Continued)
Section Page
4.5 Specific Field Procedures 4-6
4.5.1 Tank Truck Loading Terminals 4-7
4.5.1.1 Terminal Inspection, Level 1... 4-7
4.5.1.1.1 Loading Rack Area... 4-14
4.5.1.1.2 Vapor Control System 4-26
4.5.1.2 Terminal Inspection, Level 2... 4-27
4.5.1.3 Level 3, Vapor Recovery System
Source Test 4-29
4.5.2 Bulk Plants 4-31
4.5.2.1 Bulk Plant Inspection, Level 1. 4-31
4.5.2.2 Bulk Plant Inspection, Level 2. 4-39
4.5.3 Tank Trucks 4-40
4.5.3.1 Tank Truck Inspection, Level 1. 4-45
4.5.3.2 Tank Truck Inspection, Level 2. 4-51
4.5.3.3 Tank Truck Inspection, Level 3. 4-53
4.5.4 Storage Tank Inspection 4-55
4.5.4.1 Storage Tank Inspection,
Level 1 4-57
4.5.4.2 Storage Tank Inspection,
Level 2 4-59
References for Section 4.0 4-62
5.0 INSPECTION FORMS AND CHECKLISTS 5-0
6.0 GLOSSARY 6-1
APPENDIX A - INVENTORY DATA BY STATE A-l
APPENDIX B - MODEL REGULATIONS B-l
APPENDIX C - VAPOR CONTROL SYSTEMS DESCRIPTIONS C-l
APPENDIX D - HYDROCARBON EMISSION TEST PROCEDURE FOR TANK
TRUCK GASOLINE LOADING TERMINALS D-l
-------
LIST OF TABLES
Table Page
2-1 Gasoline Throughput for Terminals, Bulk Plants, and
Outlets in 1979 2-3
2-2 1978 Inventory of Terminals, Bulk Plants, and Service
Stations by EPA Region 2-4
2-3 1978 Inventory of Gasoline Storage Tanks for Terminals,
Bulk Plants, and Service Stations Nationwide 2-7
2-4 1972 Storage Capacity for Motor Gasoline at Terminals
and Bulk Plants 2-7
2-5 1978 Percent Distribution of Terminals and Bulk Plants
by Gasoline Storage Capacity Nationwide 2-11
2-6 1978 Percent Distribution of Terminals and Bulk Plants
by Daily Gasoline Throughput Nationwide 2-11
2-7 Number of Companies Operating Terminals Nationwide,
1978 2-12
2-8 Number of Companies Operating Bulk Plants Nationwide,
1978 2-12
2-9 Gasoline Tank Trucks by EPA Region, 1978 2-14
2-10 Evaporative Emission Factors for Storage Tanks Without
Controls 2-19
2-11 Saturation Factors(S) for Calculating Petroleum Loading
Losses for Tank Trucks and Tank Cars 2-22
2-12 Hydrocarbon Emission Factors for Gasoline Tank Vehicle
Loading and Transit Losses 2-25
4-1 Levels of Effort for Inspection of Gasoline
Distribution Operations 4-2
4-2 Preinspection Checklist 4-5
4-3 Equipment Checklist for Inspection of Gasoline
Marketing Elements 4-8
4-4 General Information Gasoline Truck-Loading Terminals... 4-10
4-5 Levels of Inspection Required to Determine Compliance
with Model Regulations for Tank Truck Gasoline Loading
Terminals 4-12
4-6 Tank Truck Gasoline Loading Terminal Inspection
Checklist, Level 1 4-13
4-7 Tank Truck Gasoline Loading Terminal Inspection
Check!ist, Level 2 4-23
4-8 Equipment Checklist for Inspection of Gasoline Bulk
Plant 4-32
4-9 General Information - Gasoline Bulk Plants 4-33
-------
LIST OF TABLES
(Continued)
Table
4-10
4-11
4-12
4-13
4-14
4-15
4-16
4-17
4-18
4-19
5-1
5-2
5-3
5-4
5-5
5-6
5-7
5-8
5-9
5-10
5-11
5-12
5-13
5-14
5-15
5-16
A-l
A-2
A-3
Levels of Inspection Required to Determine Compliance
With Model Regulations for Gasoline Bulk Plants
Gasoline Bulk Plant Inspection Checklist, Level 1 ...
Gasoline Bulk Plant Inspection Checklist, Level 2 ...
Tank Truck Description
Gasoline Tank Truck Inspection Checklist, Level 1 ...
Gasoline Tank Truck Inspection Checklist, Level 2 ...
Gasoline Tank Truck Inspection Checklist, Level 3
Leakage Test, CARS Procedure
Inspection Form
Inspection Checklist, Level 1
Inspection Checklist, Level 2
Storage Tank
Storage Tank
Storage Tank
Preinspection Checklist
Equipment Checklist for Inspection of Gasoline
Marketing Elements
General Information Gasoline Truck-Loading
Terminals
Tank Truck Gasoline Loading Terminal Inspection
Checklist, Level 1
Tank Truck Gasoline Loading Terminal Inspection
Checklist, Level 2
Equipment Checklist for Inspection of Gasoline
Bulk Plants
General Information - Gasoline Bulk Plants
Levels of Inspection Required to Determine Compliance
With Model Regulations for Gasoline Bulk Plants
Gasoline Bulk Plant Inspection Checklist, Level 2 ...
Tank Truck Description
Gasoline Tank Truck Inspection Checklist, Level 1 ...
Gasoline Tank Truck Inspection Checklist, Level 2 ...
Gasoline Tank Truck Inspection Checklist, Level 3
Leakage Test, CARB Procedure
Storage Tank Inspection Form
Storage Tank Inspection Checklist, Level 1
Storage Tank Inspection Checklist, Level 2
1978 Inventory of Terminals, Bulk Plants, and Service
Stations by State
Storage Capacity for Motor Gasoline at Terminals and
Bulk Plants in 1972
Gasoline Throughput for Terminals, Bulk Plants and
Outlets in 1978
4-34
4-35
4-41
4-43
4-47
4-52
4-54
4-56
4-58
4-60
5-1
5-2
5-3
5-4
5-5
5-6
5-7
5-8
5-9
5-10
5-11
5-12
5-13
5-14
5-15
5-16
A-l
A-4
A-6
IV
-------
LIST OF FIGURES
Figure
2-1 Gasoline Flow in the United States in 1978 2-2
2-2 Typical Fixed Roof Tank. 2-6
2-3 An Overhead-Control 1 ed Loading Rack 2-9
2-4 View of a Bottom-Loading Station 2-9
2-5 View of Pneumatically Operated Loading Arm 2-10
2-6 Flowsheet of Petroleum Production, Refining, and
Distribution Systems 2-15
2-7 Tank Truck Loading with Vapor Recovery.... 2-23
3-1 Tank Truck Terminal Gasoline Vapor Recovery 3-3
3-2 Thermal Oxidation System 3-4
3-3 Schematic of Typical Fixed Roof Tank With Internal
Floating Cover 3-8
3-4 Typical Floating Devices and Perimeter Seals for
Internal Floating Covers, and Covered Floating Roofs 3-9
4-1 Bottom-Loading Bulk Gasoline Terminal 4-15
4-2 Overhead-Loading Bulk Gasoline Terminal 4-20
4-3 Bulk Plant Loading Equipment 4-37
4-4 Bulk Plant Delivery Equipment 4-38
4-5 Types of Tank Trucks 4-44
4-6 Gasoline Tank Truck Loading Methods 4-46
4-7 Cross-Sectional Diagram of Tank Truck 4-48
-------
1.0 INTRODUCTION
The Division of Stationary Source Enforcement (DSSE) has the
responsibility within EPA both for enforcement policy development
and for providing guidance to regional offices and state/local per-
sonnel involved in Federal enforcement activities. Control of
volatile organic compound (VOC) emissions has been demonstrated to
be the most practical, effective way to reduce oxidant levels in
nonattainment air quality control regions (AQCRs). Because signifi-
cant emissions of VOC can occur during various phases of gasoline
distribution operations, the Office of Air Quality Planning and
Standards (OAQPS) has suggested some measures of reasonably avail-
able control technology (RACT) for this source; these recommendations
are summarized in the four Control Technique Guideline documents
(CTGs) referenced throughout this manual.
For enforcement of such controls, inspection and testing are
required. The objective of this manual is to provide self-contained
inspection guidelines for the following aspects of gasoline distri-
bution operations:
1. Tank Truck Gasoline Loading Terminals
2. Bulk Gasoline Plants
3. Gasoline Tank Trucks
4. Fixed Roof Storage Tanks
In addition to detailed inspection procedures for each of the
four abovementioned source categories (Section 4.0), the manual
contains a description of the U.S. gasoline distribution system and
an account of gasoline storage and transportation VOC emission
points and control technology (Section 2.0). It also includes a
1-1
-------
discussion of RACT and other recommended control measures for each
of the four source categories (Section 3.0). Appendices A & B
contain inventory data and model regulations for the sources in
question. Appendix C describes vapor control systems and Appendix D
gives hydrocarbon emission test procedures for tank truck gasoline
loading terminals.
The purpose of this effort is to provide a useful field inspec-
tion rranual, including an easy-to-follow checklist and illustration
of the inspection points for each of the four sources. To accomplish
this, the manual has been designed with the following special features:
• A loose-leaf ring binder that allows easy copying of selected
checklists for use in the field, as well as updating of and
additions to the text
• Sample and blank inspection forms, equipment lists, and
checklists for reader use
• Keys from the checklists to related diagrams
• Key phrases for rapid checkoff, when the user is sufficiently
familiar with the procedure so that reading the whole
description of it is unnecessary.
1-2
-------
2.0 GASOLINE DISTRIBUTION OPERATIONS
2.1 U.S. GASOLINE DISTRIBUTION SYSTEM
The distribution of gasoline to the American consumer is
accomplished by a network of pipelines and tank vehicle transfer
routes that transport it from refineries to consumer outlets.
Intermediate locations with separate storage facilities and tank
vehicle loading equipment are integrated into this network. These
facilities are referred to as terminals when their average daily
throughput is more than 76,000 liters (20,000 gal) and the gasoline
is supplied primarily by pipelines from the refineries; they are
referred to as bulk plants when the average daily throughput is less
than 76,000 liters and the gasoline is supplied by tank vehicles
from refineries or bulk terminals. Figure 2-1 illustrates the 1978
flow of gasoline in the United States by these means.
Retail service stations that fuel motor vehicles for the public
are, as a general rule, supplied by tank vehicles from bulk ter-
minals or bulk plants. Other outlets, i.e., commercial accounts
that consist of privately owned facilities operated to fuel a com-
pany fleet of ships, planes, or trains, are supplied either by tank
vehicles from intermediate bulk installations or directly from re-
fineries (refer to Figure 2-1). Aircraft fuel tanks are filled
from tank vehicles working out of airport bulk plants, some of
which are supplied by pipelines and others by tank vehicles.
Deliveries to marine terminals are made by pipelines from refineries.
Table 2-1 gives projected 1979 gasoline throughput for terminals,
bulk plants, and outlets (both service stations and commercial
accounts), while Table 2-2 shows the results of a 1978 inventory of
terminals, bulk plants, and service stations in the United States.
Refer to Appendix A, Table A-l, for the 1978 inventory by state.
2-1
-------
TANKER 3
55
REFINERIES
300
TANKER OR BARGE 22
PIPELINE 50
76
TERMINALS
1800
TRANSFERS BETWEEN
TERMINALS
»,
WATER 10
PIPELINE 40
TRUCK 2
TANK-
TRUCK
TRUCK OR
RAIL
TANK-
TRUCK 24
BULK PLANTS
21,000
TANK-
TRUCK
39
90
SERVICE
STATIONS
170,000
15
38
TANK-
TRUCK
23
Figure 2-1. Gasoline Flow in the United States in 1978 (109 gal)
2-2
-------
Table 2-1. GASOLINE THROUGHPUT FOR TERMINALS, BULK PLANTS,
AND OUTLETS IN 19791
(109/gal)
EPA
Region
I
II
III
IV
V
VI
VII
VIII
IX
X
Terminals
10
18
15
28
28
9
5
1
10
7
Bulk
Plants
1
7
2
7
7
5
4
2
2
2
Outlets3
6
10
12
21
24
15
7
4
14
4
Total
17
35
29
56
59
29
16
7
26
13
Outlets include service stations and commercial accounts
("other outlets").
2-3
-------
Table 2-2. 1978 INVENTORY OF TERMINALS, BULK PLANTS,
AND SERVICE STATIONS BY EPA REGIONS
EPA
Region
I
II
III
IV
V
VI
VII
VIII
IX
X
Total5
Number of Establishments
Terminals
155
250
250
300
300
120
60
24
150
140
1,800
Bulk
Plants
365
550
1,200
3,600
4,900
3,700
2,700
1,750
1,200
1,100
21,000
Service
Stations
8,400
13,000
16,600
32,600
35,300
22,500
12,500
6,700
17,300
6,200
171,000
aFrom Reference 1. Refer to Appendix A, Table A-l for
state totals within each EPA region.
Totals are rounded.
2-4
-------
2.1.1 GASOLINE STORAGE
Four basic tank designs are used for petroleum storage vessels:
• Fixed roof tanks consist of a cylindrical steel shell sealed
at both ends and capable of containing up to 1,000,000 barrels
of gasoline (Figure 2-2). They are generally equipped with a
pressure/vacuum vent designed to contain minor vapor volume
changes.
• Floating roof tanks consist of a welded or riveted cylindrical
wall equipped with a deck or roof which is free to float on the
surface of the stored liquid. To ensure that the liquid sur-
face is completely covered, the roof is equipped with a sliding
seal which fits against the tank wall. A covered floating roof
is essentially a fixed roof tank with a floating roof deck
inside.
• Variable vapor space tanks are equipped with expandable vapor
reservoirs to accomodate vapor volume fluctuations attributable
to temperature and barometric pressure changes. They are
usually connected to the vapor spaces of one or more fixed roof
tanks.
• Pressure tanks are designed to withstand relatively large
pressure variations and are generally used for storage of high
volatility stocks.
Table 2-3 gives the number of gasoline storage tanks nationwide
for terminals, bulk plants, and service stations. Table 2-4 gives
gasoline storage capacity at terminals and bulk plants by EPA
region. Refer to Appendix A, Table A-2 for gasoline storage capa-
city by state.
2.1.2 TERMINALS AND BULK PLANTS
Gasoline and other petroleum products are loaded into tank
trucks, trailers, or tank cars at bulk installations and refineries
by means of loading racks. Loading racks are facilities containing
equipment to meter and deliver the various products into tank
vehicles from storage.
2-5
-------
THIEF HATCH
VENT
MANHOLE
NOZZLE
(FOR SUBMERGED FILL
OR DRAINAGE)
Figure 2-2. Typical Fixed Roof Tank
2-6
-------
Table 2-3- 1978 INVENTORY OF GASOLINE STORAGE TANKS FOR
TERMINALS, BULK PLANTS, AND SERVICE STATIONS NATIONWIDE1
Terminals
Bulk Plants
Service Stations
Total
Number of
Establishments
1,800
21,000
171,000
193,800
Average
Number
of Tanks
5
3
3.5a
Total
Number
of Tanks
9,000
63,000
eoo.oook
671,000
Capacity about 2,000 gal each.
Rounded.
Table 2-4. 1972 STORAGE CAPACITY FOR MOTOR GASOLINE
AT TERMINALS AND BULK PLANTS3
(109/gal)
Region
I
II
III
IV
V
VI
VII
VIII
IX
X
Total
Terminals
460
890
700
1,390
1,360
460
280
50
470
340
6,400
Bulk Plants
40
220
70
210
220
170
130
80
60
50
1,250
Total
500
1,110
770
1 ,600
1,580
630
410
130
530
390
7,650
From Reference 1. Refer to Appendix A, Table A-2
for state totals within each EPA region. Motor gasoline
is marketed both through service stations and through
other outlets.
2-7
-------
Loading can be classified as splash, submerged, or bottom
filling. In splash filling, the outlet of the filling hose is above
the liquid level during all or most of the loading. In submerged
filling, the filling hose is extended to within 15 cm (6 in) of the
bottom and is kept submerged beneath the liquid level during most
of loading. Bottom filling is achieved through connecting a loading
hose to a nozzle below the liquid surface of the tank. The loading
platform is either elevated for overhead filling of vehicles (Figure
2-3) or a ground level facility for bottom filling (Figure 2-4).
Loading arm assemblies are used to fill individual tank vehicle
or tanker compartments. These assemblies consist of the equipment
and appurtenances at the discharge end of a product pipeline. The
pneumatically operated arm (Figure 2-5) is a successor to the
common overhead spring-loaded arm. Bottom loading employs a flexi-
ble hose or nonflexible swing-type arm.
Table 2-5 gives the 1978 percent distribution of U.S. terminals
and bulk plants by gasoline storage capacity, and Table 2-6*gives
their distribution by daily throughput. Refer to Appendix A, Table
A-3 for total 1978 throughput by state. Tables 2-7 and 2-8 show
the number of U.S. companies operating terminals and bulk plants,
respectively.
2-8
-------
Figure 2-3. An overhead-controlled loading rack.
Figure 2-4. View of a bottom-loading station
2-9
-------
Figure 2-5. View of pneumatically operated loading arm
2-10
-------
Table 2-5. 1978 PERCENT DISTRIBUTION OF TERMINALS AND
BULK PLANTS BY GASOLINE STORAGE CAPACITY NATIONWIDE1
Type of
Establishment
Terminals
Bulk Plants
Gasoline Storage
Capacity (103 gal)
<500
500-1000
1000-3000
3000-7000
>7000
<25
25-50
50-100
>100
Distribution of
Establishment (percent)
6
11
38
35
10
17
61
14
8
Table 2-6. 1978 PERCENT DISTRIBUTION OF TERMINALS AND
BULK PLANTS BY DAILY GASOLINE THROUGHPUT NATIONWIDE1
Type of
Establishment
Terminals
Bulk Plants
Daily Gasoline
Throughput (10"3 gal)
<30
30-100
100-300
>300
<3
3-5
5-10
>10
Distribution of
Establishments (percent)
7
30
46
17
30
39
21
10
2-11
-------
Table 2-7. NUMBER OF COMPANIES OPERATING
TERMINALS NATIONWIDE, 1978'
Type of
Company
Oil
Pipeline and
marine terminal
Jobbers
Total
Number of
Companies
70
125
50
245
Number of
Terminals
1300
450
50
1800
Table 2-8. NUMBER OF COMPANIES OPERATING
BULK PLANTS NATIONWIDE, 19781
Type of
Company
Oil company
operated
Jobber operated
Total
Number of
Companies
90
NAa
NA
Number of
Bulk Plants
6,000
15,000
21,000
a Not available.
2-12
-------
2.1.3 TANK TRUCKS
Tank vehicles include rail cars and marine tankers as well as
tank trailers and trucks, but most gasoline is transported by the
latter (refer to Figure 2-1). Table 2-9 shows the number of gaso-
line tank trucks in the nation in 1978 by EPA region.
2-2 VOC EMISSION POINTS AND CONTROL TECHNOLOGY
Figure 2-6 presents a schematic of the petroleum industry and
its points of emission. Evaporative losses are incurred during
gasoline production, refining, storage, transportation, and market-
ing. Only storage and transportation losses fall under the gasoline
distribution operations considered herein.
2.2.1 GASOLINE STORAGE LOSSES AND EMISSION FACTORS3
There are six sources of emissions from petroleum liquids in
storage: fixed roof breathing losses, fixed roof working losses,
floating roof standing storage losses, floating roof withdrawal
losses, variable vapor space filling losses, and pressure tank
losses. (Refer to Section 2.1.1 for a description of these tanks.)
Fixed roof breathing losses consist of vapor expelled from a
tank because of the thermal expansion of existing vapors, vapor
expansion caused by barometric pressure changes, and/or an increase
in the amount of vapor due to added vaporization in the absence of
a liquid-level change. Fixed roof working losses consist of vapor
expelled from a tank as a result of filling and emptying operations.
Floating roof standing storage losses result from causes other than
breathing or changes in liquid level. The largest potential source of
this loss is attributable to an improper fit of the seal and shoe to
the shell, or damaged seals which expose some liquid surface to the
2-13
-------
Table 2-9. GASOLINE TANK TRUCKS BY EPA REGION, 1978
1
EPA Region
I
II
III
IV
V
VI
VII
VIII
IX
X
Total
Number of
Tank Trucks
2,700
6,500
5,400
10,800
11,900
7,800
4,200
2,300
6,100
2,300
60,000
2-14
-------
ro
__*
CJl
AUTOMOBILES
AND
OTHER MOTOR
VEHICLES
Figure 2-6. Flowsheet of Petroleum Production, Refining, and Distribution Systems'
(Sources of organic evaporative emissions are indicated by vertical arrows.)
-------
atmosphere. Uncovered sampling gauges or emergency roof drains may
leak. A small amount of vapor may escape between the flexible mem-
brane seal and the roof. Floating roof withdrawal losses result
from evaporation of stock that wets the tank wall as the roof
descends during emptying operations. This loss is small in compari-
son to other types of losses.
Variable vapor space filling losses result when vapor is dis-
placed by the liquid input during filling operations. Since the
variable vapor space tank has an expandable vapor storage capacity,
this loss is not as large as the filling loss associated with fixed
roof tanks. Loss of vapor occurs only when the vapor storage
capacity of the tank is exceeded.
Pressure tank losses occur when the pressure inside the tank
exceeds the design pressure of the tanks, which results in relief
vent opening. This happens only when the tank is filled improperly,
or when abnormal vapor expansion occurs. Pressure tanks are not a
significant source of loss under normal operating conditions.
The total amount of evaporation loss from storage tanks depends
upon the rate of loss and the period of time involved. Factors
affecting the rate of loss include:
1. True vapor pressure of the liquid stored
2. Temperature changes in the tank
3. Height of the vapor space (tank outage)
4. Tank diameter
5. Schedule of tank filling and emptying
6. Mechanical condition of tank and seals
7. Type of tank and type of paint applied to outer surface
The American Petroleum Institute (API) has developed empirical
formulae, based on field testing, that correlate evaporative losses
with the above factors and other specific storage factors. These
formulae appear in Section 4.3 of EPA publication AP-42, "Compila-
tion of Air Pollutant Emission Factors" (Reference 3).
2-16
-------
The method most commonly used to control emissions from fixed
roof tanks is a vapor recovery system that collects emissions from
the storage vessels and converts them to liquid product. To recover
vapor, one or a combination of four methods may be used: vapor/liquid
absorption, vapor compression, vapor cooling, and vapor/solid adsorp-
tion. Overall control efficiencies of vapor recovery systems vary
from 90 to 95 percent, depending on the method used, the design of
the unit, the composition of vapors recovered, and the mechanical
condition of the system.
Emissions from fixed roof tanks can also be controlled by the
addition of an internal floating cover or covered floating roof to
the existing fixed roof tank. API reports that this can result in
an average loss reduction of 90 percent of the total evaporation
loss sustained from a fixed roof tank.
Evaporative emissions from fixed and floating roof tanks can
be minimized by reducing tank heat input with water sprays, mechani-
cal cooling, underground storage, tank insulation, and optimum
scheduling of tank turnovers.
Evaporative emissions from variable vapor space tanks are
negligible and can be minimized by optimum schedule of tank turn-
overs and by reducing tank heat input. Vapor recovery systems can
be used to capture hydrocarbon vapors displaced during filling
operations and recover the hydrocarbon vapors by the use of refriger-
ation, absorption, adsorption, and/or compression. Control
efficiencies range from 90 to 98 percent, depending on the nature
of the vapors and the recovery equipment used.
Pressure tanks incur vapor losses when excessive internal pres-
sures result in relief valve venting. In some pressure tanks, vapor
venting is a design characteristic and the vented vapors must be
2-17
-------
routed to a vapor recovery system. For most pressure tanks, however,
vapor venting is not a normal occurrence so the tanks can be consi-
dered closed systems. Fugitive losses are also associated with
pressure tanks and their equipment, but with proper system maintenance
they are not significant.
table 2-10 gives evaporative emission factors for storage tanks
without controls. Correlations do not exist for estimating vapor
losses from pressure tanks.
2.2.2 TANK TRUCK LOADING TERMINAL LOSSES
When a tank vehicle or a compartment of a tank vehicle is
filled, the incoming liquid displaces the vapors in the com-
partment to the atmosphere except when the tank is being used
for the first time or when the vapors are collected by a vapor
recovery system.
The vapors are a mixture of air and hydrocarbons that vary in
hydrocarbon concentration and composition depending upon the product
being loaded, the loading temperature, and the type of loading.
Ordinarily, the vapors are in a range of 30 to 50 percent by volume
and consist of gasoline fractions from propane through hexane.
The volatile organic compounds (VOC) emitted are primarily C^ and
Cj- paraffins and olefins (butane and pentane derivatives), which
are photochemically reactive or precursors of oxidants.
The production and composition of gasoline vapors during the
loading of a tank vehicle are greatly influenced by the type of
loading or filling employed. The major loading methods are splash
filling and submerged (fill pipe or bottom) loading (refer to
Section 2.1.2). Splash filling generates more turbulence and there-
fore produces more gasoline vapors than does submerged filling, other
2-18
-------
Table 2-10. EVAPORATIVE EMISSION FACTORS FOR STORAGE TANKS WITHOUT CONTROLS3'5"9
ro
Product Stored
Fuels - 67.000 bbl tanks
1. Gasoline RVP 13
2. Gasoline RVP 10
3. Gasoline RVP 7
4. Crude oil RVP 5
5. Jet naphtha (JP-4)
6. Jet kerosene
7. Distillate fuel no. 2
8. Residual oil no. 6
Fuels - 250,000 bbl tanks
9. Gasoline RVP 13
10. Gasoline RVP 10
11. Gasoline RVP 7
12. Crude oil RVP 5
13. Jet Naptha (JP-4)
14. Jet kerosene
15. Distillate fuel no. 2
16. Residual fuel no. 6
Fixed roof tanks
Breathing loss
"New tank"
conditions
Ib/day
103gal
.30
.23
.16
.064
.086
.0043
.0039
.00016
.22
.17
.12
.046
.062
.0031
.0028
.00012
kg/day
103liters
.036
.028
.019
.0077
.010
.00052
.00047
.000019
.026
.020
.014
.0055
.0074
.00037
.00034
.000014
"Old tank"
conditions
Ib/day
103gal
.34
.26
.18
.073
.098
.0049
.0044
.00018
.25
.19
.13
.052
.071
.0035
.0032
.00014
kg/day
10Jltters
.041
.031
.022
.0088
.011
.00059
.00053
.000022
.030
.023
.016
.0062
.0085
.00042
.00038
.000017
Working
loss
lb/103gal
throughput
10.0
8.2
5.7
2.8
2.5
.027
.023
.000018
10.0
8.2
5.7
2.8
2.5
.027
.023
.00018
kg/103Hters
throughput
1.2
.99
.68
.34
.30
.0032
.0028
.000022
1.2
.99
.68
.34
.30
.0032
.0028
.000022
Floating roof tanks
Standing storage loss
"New tank"
conditions
Ib/day
103gal
.044
.033
.023
.012
.012
.00054
.00049
.000018
.025
.019
.013
.0077
.0068
.00031
.00028
.000010
kg/day
I0311ters
.0052
.0040
.0028
.0014
.0014
.000065
.000058
.0000022
.0030
.0023
.0016
.0092
.00082
.000037
.000034
.00000)2
"Old tank"
conditions
Ib/day
103gal
.10
.078
.055
.028
.028
.0013
.0011
.000043
.057
.044
.031
.018
.016
.00074
.00068
.000024
kg/day
10311ters
.012
.0094
.0066
.0034
.0034
.00016
.00014
.0000052
.0068
.0053
.0037
.0022
.0019
.000089
.000082
.0000029
Withdrawal
loss
lb/103gal
throughput
.023
.023
.023
.013
.013
.013
kg/103Hters
throughput
0028
.0038
0028
.0015
.0015
.0015
Variable vapor space tanks
10.500 bbl
Filling
loss
lb/103gal
throughput
9 6
7 7
5 4
Not used
2 3
025
022
.00017
Not used
Not used
Not used
Not used
Not used
Not used
Not used
kg/10311ters
throughput
l ?
93
65
Not used
ya
0030
0026
.000020
Not used
Not used
Not used
Not used
Not used
Not used
-------
conditions being equal. Generally, the vapor losses from overhead
filling of tank vehicles with gasoline have been empirically deter-
2
mined to vary from 0.1 to 0.3 percent of the volume loaded. These
figures are based on the assumption that no control equipment is used.
The VOC emissions are 0.6 to 1.4 kg per 1,000 liters of throughput
(5-12 lb/1,000 gal). Thus, for a typical loading facility having a
throughput of 250,000 liters per day, VOC emissions would be 200 Mg
per year (220 ton/yr).
In addition to the losses due to vapor displacement, there are
substantial losses due to evaporation from gasoline spillage, drain-
age, leakage, and overfilling. The great variety and number of
valves employed in the loading equipment are subject to product leak-
age from the valve stem as a result of vibration, pressure, corrosion,
or improper maintenance of valve stem packing. Pressure relief and
safety valves may develop leaks due to the failure of the valve to
reset properly after a blowoff. The maintenance and operational
difficulties caused by the inaccessibility of many pressure relief
valves may allow leakage to become substantial.
The history of a tank vehicle is just as important a factor in
loading losses as the method of loading: if it has just been cleaned
or has carried a nonvolatile liquid such as fuel oil, it will be full
of clean air immediately prior to loading; if it has just carried
gasoline and has not been vented, the vehicle will be full of air
saturated with hydrocarbon vapor. In the latter case, the residual
vapors are expelled along with newly generated vapors during the
subsequent loading operation.
Some tank vehicles are dedicated to the transport of only one
product. In this situation, tanks are not cleaned between each trip
and so return for loading containing air fully or partially saturated
with vapor. The degree of dedication differs for tank cars and large
and small tank trucks. It also varies with ownership of the vehicle,
2-20
-------
petroleum liquid being transported, geographic location, season of
the year, and control measure employed.
Gasoline tank trucks may be in "dedicated balance service,"
where the truck picks up the vapors displaced during unloading oper-
ations and transports them in the empty tank back to the truck
loading terminal. The vapors in an empty gasoline tank truck in
dedicated balance service are normally saturated with hydrocarbons.
Emissions from loading hydrocarbon liquid can be estimated
(within 30 percent) using the following expression :3
LL = 12.46 (1)
•3
where: L = Loading loss, lb/10 gal of liquid loaded
M = Molecular weight of vapors, Ib/lb-mole (refer to
Reference 3,Section 4.3, Table 4.3-1)
P = True vapor pressure of liquid loading, psia (refer to
Reference 3, Section 4.3, Table 4.3-1)
T = Bulk temperature of liquid loaded, °R
S = A saturation factor (refer to Table 2-11)
The saturation factor (S) represents the expelled vapor's frac-
tional approach to saturation and accounts for the variations observed
in emission rates from the different unloading and loading methods.
Table 2-11 lists suggested saturation factors.
Control measures for reducing loading emissions include the
application of alternate loading methods producing lower emissions
and the application of vapor recovery equipment. Vapor recovery
equipment captures hydrocarbon vapors displaced during loading oper-
ations and recovers them by the use of refrigeration, absorption,
2-21
-------
Table 2-11. SATURATION FACTORS (S) FOR CALCULATING PETROLEUM LOADING
LOSSES FOR TANK TRUCKS AND TANK CARS3
Mode of Operation
Submerged loading of a clean
cargo tank
Splash loading of a clean
cargo tank
Submerged loading: normal
dedicated service
Splash loading: normal
dedicated service
Submerged loading: dedicated
vapor balance service
Splash loading: dedicated
vapor balance service
S Factor
0.50
1.45
0.60
1.45
1.00
1.00
adsorption, and/or compression. Figure 2-7 demonstrates the recovery
of gasoline vapors from tank trucks during loading operations at bulk
terminals. Control efficiencies range from 90 to 98 percent depending
on the nature of the vapors and the type of recovery equipment employed.
Emissions from controlled loading operations can be calculated by
multiplying the uncontrolled emission rate calculated in equations 1
and 2 (refer to Section 2.2.3) by the control efficiency term:
10
1 -
efficiency]
100
2.2.3 TANK VEHICLE LOSSES IN TRANSIT
In addition to loading losses, losses occur while the cargo is
in transit. Transit losses are similar in many ways to breathing
losses associated with petroleum storage (refer to Section 2.2.1).
Experimental tests on tankers and barges have indicated that transit
losses can be calculated using equation 2:11
L, = 0.1 PW (2)
2-22
-------
VAPOR RETURN LINE
ro
CO
TRUCK ^
STORAGE \
COMPARTMENTS\
\
\
PRODUCT FROM
LOADING TERMINAL
STORAGE TANK
VAPOR FREE
AIR VENTED TO
ATMOSPHERE
VAPOR
RECOVERY
UNIT
Figure 2-7. Tank Truck Loading with Vapor Recovery"
-------
o
where: Lj = Transit loss, lb/week-10 gal transported
P = True vapor pressure of the transported liquid, psia
(refer to Reference 3, Section 4.3, Table 4.3-1)
W = Density of the condensed vapors, Ib/gal (refer to Reference 3,
Section 4.3, Table 4.3-1)
2.2.4 TANK VEHICLE EMISSION FACTORS
In the absence of specific inputs for equations 1 and 2, typical
evaporative hydrocarbon emissions from loading operations are presen-
ted in Table 2-12. It should be noted that, although the crude oil
used to calculate the emission values presented in Table 2-12 has an
RVP of 5, the RVP of crude oils can range over two orders of magni-
tude. In areas where loading and transportation sources are major
factors affecting the air quality, it is advisable to obtain the
necessary parameters and to calculate emission estimates from equa-
3
tions 1 and 2.
Emissions from gasoline trucks in transit have been studied by
12 13
a combination of theoretical and experimental techniques, ' and
typical emission values are presented in Table 2-12. Emissions
depend upon the extent of venting from the tank truck during transit,
which in turn depends on the leak-tightness of the truck, the pressure
relief valve settings, the pressure in the tank at the start of the
trip, the vapor pressure of the fuel being transported, and the degree
of saturation (with fuel vapor) of the vapor space in the tank. The
emissions are not directly proportional to the time spent in transit:
as the leakage rate of the truck increases, emissions increase up to
a point and then level off as other factors take over in determining
the rate. Tank trucks in dedicated vapor balance service typically
contain saturated vapors; this leads to lower emissions during transit
because no additional fuel evaporates to raise the pressure in the
tank and cause venting. Table 2-12 lists "typical" values for emissions
2-24
-------
Table 2-12. HYDROCARBON EMISSION FACTORS FOR GASOLINE
TANK VEHICLE LOADING AND TRANSIT LOSSES5
Tank Trucks and Tank Cars
Submerged loading-normal service
lb/103 gal transferred
kg/10 liters transferred
Splash loading-normal service
lb/103 gal transferred
kg/103 liters transferred
Submerged loading-balance service
lb/103 gal transferred
kg/103 liters transferred
Splash loading-balance service
lb/103 gal transferred
kg/103 liters transferred
Trans it- loaded with fuel
lb/103 gal transferred
kg/103 liters transferred
Transit-return with vapor
lb/103 gal transferred
kg/103 liters transferred
Product Emission Factors3
Gasoline6
5
0.6
12
1.4
8
1.0
8
1.0
0-0.01
typical
0-0 .08
extreme
0-0.001
typical
0-0.009
extreme
0-0.11
typical
0-0.37
extreme
0-0.013
typical
0-0.044
extreme
Crude
oilc
3
0.4
7
0.8
5
0.6
5
0.6
e
e
e
e
e
e
e
e
Jet
napntha
(OP-4)
1.5
0.18
4
0.5
2.5
0.3
2.5
0.3
e
e
e
e
e
e
e
e
Jet
kerosene
0.02
0.002
0.04
0.005
d
d
e
e
e
e
e
e
e
e
Distillate
oil
No. 2
0.01
0.001
0.03
0.004
d
d
e
e
e
e
e
e
e
e
Residual
oil
No. 6
0.0001
0.00001
0.0003
0.00004
d
d
e
e
e
e
e
e
e
e
Emission factors are calculated for dispensed fuel temperature of 60°F.
The example gasoline has an RVP of 10 psia.
c The example crude oil has an RVP of 5 psia.
Not normally used.
e Not available.
2-25
-------
and also "extreme" values which could occur in the unlikely event
that all factors that determine emissions had precisely the proper
values to give maximum emissions.
References for Section 2.0
1. Stanford Research Institute, Palo Alto, Ca. Personal communica-
tion, February 1979.
2. Danielson, J.A. (ed.) Air Pollution Engineering Manual. Publica-
tion No. 999-AP-40. U.S. Dept. of HEW, PHS, National Center for
Air Pollution Control, Cincinnati, Ohio, 1967.
3. Compilation of Air Pollutant Emission Factors, Third F.dition
(including Supplements 1-7). EPA Publication No. AP-42, U.S.
Environmental Protection Agency, Office of Air and Waste
Management, OAQPS, Research Triangle Park, N.C. 27711,
August 1977.
4. American Petroleum Inst., Evaporation Loss Committee. Use of
Internal Floating Covers for Fixed-Roof Tanks to Reduce
Evaporation Loss. Bull. 2519 Washington, D.C. 1962.
5. American Petroleum Inst., Evaporation Loss Committee. Evapora-
tion Loss From Fixed-Roof Tanks. Bull. 2518. Washington, D.C.
1962.
6. American Petroleum Inst., Evaporation Loss Committee. Evapora-
tion Loss From Floating-Roof Tanks. Bull. 2517. Washington,
D.C. 1962.
7. American Petroleum Inst., Evaporation Loss Committee. Use of
Variable Vapor-Space Systems to Reduce Evaporation Loss.
Bull. 2520. N.Y., N.Y. 1964.
8. American Petroleum Inst., Evaporation Loss Committee. Evapora-
tion Loss in the Petroleum Industry; Causes and Control.
Bull. 2513. Washington, D.C. 1959.
9. American Petroleum Inst., Div. of Refining, Petrochemical
Evaporation Loss From Storage Tanks. Bull. 2523, N.Y,,,
New York. 1969.
10 Burklin, Clinton E. et al. Study of Vapor Control Methods for
Gasoline Marketing Operations. 2 Vols. Radian Corporation,
Austin, Texas. May 1975.
2-26
-------
11. American Petroleum Inst., Evaporation Loss Committee. Evapora-
tion Loss From Tank Cars, Tank Trucks, and Marine Vessels.
Bull. 2514. Washington, D.C.. 1959.
12. Nichols. R.A. Analytical Calculation of Fuel Transit Breathing
Loss. Prepared by R.A. Nichols Engineering, Corona del Mar,
CA, for Chevron USA, Inc., San Francisco, CA, March 21, 1977.
13. Nichols, R.A. Tank Truck Leakage Measurements. Prepared by
R.A. Nichols Engineering, Corona del Mar, CA, for Chevron USA,
Inc., San Francisco, CA, June 7, 1977.
14. California Air Resources Board (CARB). Delivery Tank Field
Results. Attachment 2 to Staff Report 77-5-1, March 15, 1977.
15. Control of Volatile Organic Emissions from Storage of Petro-
leum Liquids in Fixed-Roof Tanks. EPA-450/2-77-036 (OAQPS
No. 1.2-089). U.S. Environmental Protection Agency, Office of
Air and Waste Management, OAQPS, Research Triangle Park,
N.C. 27711, December 1977.
16. Control of Hydrocarbons from Tank Truck Gasoline Loading
Terminals. EPA-450/2-77-026 (OAQPS No. 1.2-082). U.S.
Environmental Protection Agency, Office of Air and Waste
Management, OAQPS, Research Triangle Park, N.C. 27711,
October 1977.
17. Control of Volatile Organic Emissions from Bulk Gasoline Plants.
EPA-450/2-77-035 (OAQPS No. 1.2-085). U.S. Environmental
Protection Agency, Office of Air and Waste Management, OAQPS,
Research Triangle Park, N.C. 27711, December 1977.
18. Control of Volatile Organic Compound Leaks from Gasoline Tank
Trucks and Vapor Collection Systems. EPA-450/2-78-051 (OAQPS
No. 1.2-119). U.S. Environmental Protection Agency, Office of
Air, Noise, and Radiation, OAQPS, Research Triangle Park,
N.C. 27711, December 1978.
2-27
-------
3.0 CONTROL REQUIREMENTS
3=1 REASONABLY AVAILABLE CONTROL TECHNOLOGY (RACT)1'5
This section reviews the control equipment and achievable
emissions levels applicable to the four aspects of gasoline dis-
tribution operations included in this manual: loading terminals,
bulk plants, tank trucks, and fixed roof storage tanks. Appendix
B contains model regulations for these sources of emissions.
Because the different sources of emissions in gasoline
distribution operations are interrelated, the following sections
necessarily overlap. Tank trucks, for example, are an integral
part of any discussion of RACT for terminals or bulk plants
because (1) they are a source of hydrocarbon vapors in loading
operations, (2) they are physically connected to the affected
facility during loading, and (3) leaks in tank trucks adversely
affect the control efficiency of vapor control systems. Storage
tanks are part of terminals and bulk plants. They are signifi-
cant sources in themselves and must be vapor tight for balance
systems to be effective.
3.1.1 TANK TRUCK GASOLINE LOADING TERMINALS1
EPA test data indicate that with minimal gas leakage from
trucks during loading (refer to Section 3.1.3), emissions to the
atmosphere should not exceed 80 mg per liter of gasoline loaded
when the terminal is equipped with vapor collection and recovery
or oxidation control systems. These data are summarized in Table
3-1 of Reference 1.
3-1
-------
Simplified schematics of vapor recovery and thermal oxi-
dation systems are shown in Figures 3-1 and 3-2, respectively.
The basic types of control options to date (described in
Appendix C) are as follows:
• Incineration or Thermal Oxidation (TO)
• Compression - Refrigeration - Condensation (CRC)
• Compression - Refrigeration - Absorption (CRA)
• Lean Oil Absorption (LOA)
• Refrigeration
• Carbon Adsorption
Although all these systems have been used, some are currently
more popular for new installation. The size and location of the
gasoline terminal facility may make one design preferable to
another. No single type has proved to be universally preferable.
For optimum operation, essentially all hydrocarbon vapors
must be vented to one of the abovementioned control systems.
Thus, the integrity of the vapor control systems at tank truck
loading terminals depends upon maintaining virtually leakless
tank trucks (refer to Section 3.1.3).
To ensure that tank trucks are as leak free as possible,
proper operating procedures and periodic maintenance of hatches,
pressure-vacuum (P-V) valves, and liquid and gaseous connections
must be carried out. Periodic qualitative testing should also be
done by use of an explosimeter.
For model regulations governing tank truck gasoline loading
terminals, refer to Appendix B; for further details on vapor recovery
systems, refer to Appendix C.
3-2
-------
CO
I
co
Pipeline
Bottom loading line
Recovered
product
Vent
atmosphere
* Water
Figure 3-1. Tank Truck Terminal Gasoline Vapor Recovery
,1
-------
VAPOR
COLLECTED
C
VAPOR HOLDER
Figure 3-2. Thermal Oxidation System
3-4
-------
3.1.2 BULK GASOLINE PLANTS2
Bulk plants are considerably smaller than tank truck loading
terminals and therefore employ different types of loading and
storage facilities and different types of vapor control technology.
As with terminals, however, mass emissions vary depending on the
hydrocarbon concentration in the truck, which ranges from 5 to 40
percent by volume depending on temperature, RVP, operating prac-
tices, and whether or not the vapors displaced from service
station storage tanks have been collected in the tank truck (refer
to Section 2.2.2). The following equipment specifications and
operating procedures are therefore recommended by the EPA:
For Top-submerged and bottom-fill loading
• The fill-pipe is to extend within 15 cm of the bottom of
tank trucks during top-submerged loading and within 15 cm
of the bottom of storage tanks during filling operations.
Any bottom fill is acceptable if the inlet is flush with
the tank bottom.
• Gasoline is not to be spilled, discarded in sewers, stored
in open containers, or handled in any other manner that
would result in evaporation.
For vapor balance systems
• Hatches of tank trucks are not to be opened at any time
during loading operations
• There must be no leaks in tank truck P-V relief valves and
hatch covers, nor in truck tanks, storage tanks, or associ-
ated vapor return lines during loading or unloading opera-
tions.
• Pressure relief valves on storage vessels and tank trucks are
to be set to release at the highest possible pressure, in
accordance with state or local fire codes or with the
National Fire Prevention Association guidelines.
Refer to Appendix B for model regulations governing bulk gasoline
plants.
3-5
-------
3.1.3 GASOLINE TANK TRUCKS3
Leaks from tank trucks while loading and unloading gasoline are
best controlled by following good maintenance practices. Inspections
and periodic testing are an integral part of this process. Some leak
sources (such as vapor piping joints) may remain leak tight for ex-
tended periods of time, while others (such as P-V vents and hatch
seals) may leak shortly after maintenance.
The CTG document on this source category (Reference 3) recommends
the following RACT for gasoline tank trucks:
• Gasoline tank trucks and their vapor collection systems shall
not sustain a pressure change of more than 750 Pascals
(3 inches of FUO) in 5 minutes when pressurized to 4,500
Pascals (18 inches of ^0) or evacuated to 1,500 Pascals
(6 inches of h^O) using the test procedure described in
Section 4.5.3.
• There shall be no avoidable visible liquid leaks. Invariably,
there will be a few drops of liquid from disconnection of dry
breaks in liquid lines even when well maintained; these few
drops shall be allowed (There are approximately 20-30 drops
per milliliter; thus a "few drops" is roughly 0.2 milliliter).
Compliance with the suggested control measures will in some cases
require replacement of truck P-V valves and dome covers. Moreover,
bulk plants and terminals equipped with top loading (vapor head)
systems will require more surveillance than those using bottom
loading.
As indicated in Sections 3.1.1 and 3.1.2, the efficiency of
gasoline loading terminal and bulk plant vapor control systems
depends upon virtually leakfree tank trucks. There are no separate
model regulations for tank trucks at the time of this writing
because the CTG document (Reference 3) was just issued in December
1978. However, examination of the bulk gasoline plant and terminal
regulations contained in Appendix B will reveal tank truck loading,
unloading, leakage, and venting specifications.
3-6
-------
3.1.4 FIXED ROOF STORAGE TANKS4
Calculations indicate that emission reductions of more than 90
percent are achieved by retrofitting fixed roof tanks with internal
floating roofs. An "internal floating roof" consists of a fixed roof
tank with a cover floating on the liquid surface inside the tank,
rising and falling with the liquid level (Figure 3-3). An internal
steel pan floating roof is termed a "covered floating roof," while
a nonferrous (e.g., aluminum or polyurethane) one is referred to as
an "internal floating cover."
Whatever the design, a closure device is required to seal the
gap between the tank shell and the perimeter of the floating roof.
Figure 3-4 illustrates several typical flotation devices and perimeter
closure seals.
In addition, tank shell deformations and obstructions may
require special structural modifications, such as bracing, reinforcing,
and plumbing vertical columns. Antirotational guides should be
installed to keep cover openings in alignment with roof openings.
Special vents on the fixed roof or at the top of the tank walls are
also advisable to minimize the possibility of VOCs approaching
the flammable range in the vapor space.
3-7
-------
.Center Vent
CO
I
00
Automatic
T«nk Gauge Piping
Step on Thief Hatch
Located Over Sample Well
Optional Overflow Vent
» S.S Ground Cable.
Automatic Gauge Float Well
Sample Well
Shell Manway
Roof to
Shell Sea
Ground Cable Roof Attachment
Anti-Rotation Roof Fitting
Peripheral Roof Vent/
Inapection Hatch
Anti-Rotation Cable Pa^.
Through Fitting Bolted to Run Plate
Run Pontoons
Anti Rotation Lug Welded to Floor
Tank Support Column with Column Well
Cover Accna Hatch
Vacuum Breaker and Actuator Leg
Figure 3-3. Schematic of Typical Fixed Roof Tank With Internal Floating Cover
-------
(A)
INTERNAL FLOATING COVERS
(A-i;
Aluminum deck supported above
jiguld by tubular aluminunipontoons
(A-2)
Aluminum panel deck supported above
liquid by aluminum floats with polyurethane foam
vo
Elastomer wiper seal
:£}
Deck
Note: v.= vaptr
____L_£_JjQiiM___
\
— Pontoon
Pontoon
Elastomer wiper seal
Float
^-"A:
Metal seal ring
Tank shell
(A-3)
Aluminum sandwich panels' with honeycombed
aluminum core floating on surface
iSanwich panel
v L
Foam filled coated fabric
^
(B)
COVERED FLOATING ROOF
Foam filled
coated fabric
,—— Steel pan
X /.
Based on Annex A, API Publication 2519, Second Petition
~7
Figure 3-4. Typical Flotation Devices and Perimeter Seals for Internal Floating Covers,
and Covered Floating Roof5
-------
References for Section 3.0
1. Control of Hydrocarbons from Tank Truck Gasoline Loading Terminals
EPA-450/2-77-026 (OAQPS No. 1.2-082). U.S. Environmental Protec-
tion Agency, Office of Air and Waste Management, OAQPS, Research
Triangle Park, N.C. 27711, October 5, 1977.
2. Control of Volatile Organic Emissions from Bulk Gasoline Plants.
EPA-450/2-77-035 (OAQPS No. 1.2-085). U.S. Enivronmental Protec-
tion Agency, Office of Air and Waste Management, OAQPS, Research
Triangle Park, N.C. 27711, December 1977.
3. Control of Volatile Organic Compound Leaks from Gasoline Tank
Trucks and Vapor Collection Systems. EPA-450/2-78-051 (OAQPS
No. 1.2-119). U.S. Environmental Protection Agency, Office of
Air, Noise, and Radiation, OAQPS, Research Triangle Park, N.C.
27711, December 1978.
4. Control of Volatile Organic Emissions from Storage of Petroleum
Liquids in Fixed-Roof Tanks. EPA-450/2-77-036 (OAQPS No. 1.2-
089). U.S. Environmental Protection Agency , Office of Air and
Waste Management, OAQPS, Research Triangle Park, N.C. 27711,
December 1977.
5. Compilation of Air Pollutant Emission Factors, Supplement 7.
AP-42/ U.S. Environmental Protection Agency, Research Triangle
Park, N.C. 27711, April 1977.
6. Regulatory Guidance for Control of Volatile Organic Compound
Emissions from 15 Categories of Stationary Sources. EPA-905/
2-78-001. Prepared by GCA/Technology Division, Bedford, Mass.
01730 for U.S. Environmental Protection Agency, Air Programs
Branch, Air and Hazardous Materials Division, Chicago, 111. 60604,
April 1978.
3-10
-------
4.0 INSPECTION AND SOURCE TESTING
4.1 PURPOSE AND LEVEL OF EFFORT
The reason for inspecting an emission source is to ensure that
it is not emitting more pollutant than allowed by regulation. The
manager of a source often sees emission control regulations as
requiring from him some labor or expense which may be unprofitable.
For this reason, or from simple neglect, he may not install or
maintain adequate controls to satisfy regulations. Inspection is
intended to find out whether this is so, and also to encourage the
manager to meet regulatory requirements by demonstrating where
deficiencies exist.
Since inspections themselves also require labor and expense,
it is obviously desirable to limit the effort to just what is
necessary to ensure compliance. The enforcement official uses his
judgment to allocate inspection time as it is needed. This section
of the manual has been written in a form intended to aid this
objective by means of "levels of effort." For each type of source
considered, the inspection procedures have been arranged in cate-
gories of level of effort from the simplest to the most complex, up
to as many as three levels. Level 1 is the shortest in duration,
requires no test instruments, and may be unannounced. Successive
higher levels of effort take longer and require more test equip-
ment. Level 3 describes the full-scale source test with complete
formal recordkeeping, and might not ordinarily need to be done
except to verify compliance of a new facility or for legal enforce-
ment requirements (refer to Appendix D).
Table 4-1 shows the "input" and "output" for the three levels
of effort. The input indicates what is required of the inspector
in terms of investment of time, experience or specialized knowledge,
4-1
-------
Table 4-1. LEVELS OF EFFORT FOR INSPECTION OF
GASOLINE DISTRIBUTION OPERATIONS
Level of
Effort
1
2
3
1.
2.
3.
4.
1.
2.
3.
4.
5.
6.
1.
2.
3.
4.
Input
(necessary equipment, etc.)
2 manhours
Average insoector
Tape measure, camera
(Desirable option: combustible gas
detector)
2 to 8 manhours
More technically experienced inspector
Bi level combustible gas detector
Examine site records
Inspect floating roof tanks
Check no pipe connectors broken
150 manhours minimum
3-man team minimum
Possible specialists (crafts)
Much equipment
Output
(compliance possibly gained)
1.
2.
3.
4.
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
1.
2.
3.
Work practices O.K.
No gross physical defects
If 1. and 2., then capture efficiency
is probably 80%
Determine whether a Level 2 or 3
inspection is needed
Leak tight
If 1. and Level 1 O.K., then capture
efficiency is probably 95%
Required records O.K.
Determine whether a Level 3 inspection
is needed
If 4., then greater threat of enforce-
ment
Decide whether vapor control systems
require Level 3 inspections
Floating roof seals freeof gross defects
Cooperation, education of personnel
in preventative maintenance
High probability of catching Level 1-
type violations and longer term mal-
functions
If "belching" (underdesigned), then
Level 3 inspection needed
Spot trends in record-supported vio-
lations indicating incipient, problems
Level 3 regulations (90% efficient,
80 mg/1)
Proof of process efficiency
Greatest threat of sanction or cost
(to the source) to prove compliance
4-2
-------
equipment, and so on. The output is a partial listing of what the
inspector hopes to achieve or learn by that level of inspection.
At Level 1, the time expenditure is minimal, and obviously it
will not be possible to determine all possible questions of compli-
ance. Nevertheless, there are many parts of the model regulations
for which is simple Level 1 inspection sufficies, either to show
clearly whether there are any violations, or (in other cases) to
show at least the grosser violations.
With limited inspector resources, judicious use of the various
levels can further the main objective of minimizing emissions. It
may not be possible for every agency to make full-scale Level 3
source tests on every facility even once or twice yearly, nor
should this usually be necessary. At Level 1, the inspector can
ascertain that good work practices are in effect and that there are
no gross defects in control equipment. If this is not the case,
little or no time has been used, and the facility can—immediately
if necessary equipment is at hand or at a later time—be given a
more searching inspection at a higher level. If the deficiency
found at Level 1 appears to be inadvertent, the inspector can
point it out to the operator with no further action at this
time. Flagrant or repeated noncompliance may require a warning
or citation, and may suggest the desirability of a higher level
inspection.
4.2 PREINSPECTION PREPARATION
Except for a Level 1 inspection made impromptu, preparation is
necessary. The inspector examines available records on the
facility to be inspected, estimates the level of effort required,
and reviews the applicable regulations and inspection procedures.
He may ask by mail or telephone for operating information or
general data from the facility management, to be entered in the
inspection form. A request that maintenance records be available
4-3
-------
at the inspection may also be made. Unless a surprise visit is
intended, the facility should be notified of the inspection and its
purpose, and a date and time arranged. The need for safety gear
should be determined. Other concerned air pollution agency officials
should be notified, if necessary.
The inspector should learn what type of equipment and system
design he will be inspecting, and make sure he understands the
operation. He should also know where the pressure and temperature
gauges of interest are physically located—this is especially
necessary for a Level 3 test, and in nearly all cases a preliminary
site examination is needed before bringing the test team on site
for the Level 3 source test.
Just before the inspection, checklists and necessary forms
should be obtained. Needed equipment should be assembled and cali-
brated (refer to Section 4.5).
A preinspection checklist is given in Table 4-2. (The general
information data forms vary with the source to be inspected and are
given in Sepction 4.5). A key phrase is entered for each item.
Once the inspector is familiar with the contents, he can use the
key phrase column for a quick set of reminders that nothing has
been overlooked.
4.3 SAFETY CONSIDERATIONS
The handling of gasoline is potentially hazardous and the
petroleum industry is highly conscious of safety considerations.
Inspection officials must show the same awareness of safety fac-
tors, both for their own safety and to avoid causing harm to other
persons or to property. The facility management may have specific
requirements to avoid hazards, especially danger of fire or explo-
sion, such as surrendering matches or lighters. Gasoline is highly
flammable and volatile. The vapors may collect in pockets or drift
along the ground for long distances; consequently sparks and open
flames are not allowed in the vicinity of gasoline storage or transfer.
4-4
-------
Table 4-2. PREINSPECTION CHECKLIST
Procedural Steps
Key Phrase
Examine files on facility to be inspected.
Understand vapor control system used.
Determine inspection level needed.
Review applicable regulations.
Review inspection procedures.
Contact facility management (unless surprise is intended)
Notify of intent to inspect, and purpose.
Arrange date and time.
Request facility records be available.
Obtain operating data needed.
Find out what safety gear needed.
Notify other concerned agencies.
Obtain checklists and inspection forms.
Begin preinspection equipment assembly and
calibration (refer to Section 4.5).
CHECK FILES
UNDERSTAND
LEVEL
REGULATIONS
PROCEDURES
NOTIFY
DATE
RECORDS
OPERATIONS
SAFETY GEAR
AGENCIES
FORMS
EQUIPMENT
4-5
-------
For the inspector's own safety, he must not walk on tops of
tanks or trucks except on proper walkways. Since inhalation of
gasoline vapors can cause dizziness or unconsciousness, the
inspector should be cautious when over open hatches or vents of
vessels containing gasoline, and should not lean his head into
them. Inspections should not be made alone. If the inspector
cannot remain in sight of facility personnel during the inspection,
a team of two inspectors should be employed, so that each can be
ready to assist the other in case of accident.
4.4 GENERAL FIELD PROCEDURES
When he reaches the facility, the inspector should present his
credentials and introduce any companions with him. He can then
make any further explanations and answer questions about the pur-
pose and nature of the inspection. Maintenance or operator inspec-
tion records which were previously requested may now be examined as
an aid in locating potential trouble spots. Additional data on the
process and products needed for the inspection form can be obtained
before actually beginning the inspection itself.
4.5 SPECIFIC FIELD PROCEDURES
Although the specific field procedures are divided into four
categories by source, it is obvious that there is a great deal
of overlap among them. Loading terminals and bulk plants carry
out similar operations and differ mainly in size and scale of
operations; both types of facilities have storage tanks; and tank
trucks are loaded at both. Moreover, in terminals or plants using
a vapor recovery or vapor balance control system, the control will
not be effective if the tank trucks leak excessively. Finally,
except for Level 3 inspections, it may be convenient to inspect the
loading facility, tanks, and tank trucks at Levels 1 or 2, all
on the same trip.
4-6
-------
The inspection for all four gasoline marketing elements
covered in this manual begins with a visual check that the
equipment is properly designed and operated to achieve vapor
control. The next stage is to check for spills, nonenclosed liquid
gasoline, liquid leaks, and signs of vapor leakage. A further step
is the use of an instrument for leak testing, and pressure/vacuum
testing on tank trucks. The most elaborate test, used on vapor
control systems, requires specialized equipment and expertise.
During gasoline transfer, the effectiveness of vapor balance
or recovery systems depends on the whole system being leak-tight.
This includes the tank truck, which is probably the most frequent
source of leaks. The test on the rest of the system will not be
meaningful if any element in it is leaking. In many cases, some or
all of the trucks loaded are not owned by the company dispensing
the gasoline. This means that the sources of leaks must be
recognized and responsibility assigned to the right owner.
The two inspectors (recommended for safety reasons, section 4.3)
can separate to advantage during loading, one at the loading rack
and one at the vapor recovery unit.
4.5.1 TANK TRUCK LOADING TERMINALS
The general equipment needed for inspections of tank truck
loading terminals are shown in Table 4-3. A descriptive informa-
tion form is shown in Table 4-4. Levels 1 to 3 are described in
Sections 4.5.1.1 to 4.5.1.3, respectively.
4.5.1.1 Terminal Inspection, Level 1
A Level 1 inspection, especially of a complex installation
such as a gasoline truck loading terminal, has certain limited
objectives. A Level 1 inspection does not ordinarily establish
that the terminal is in full compliance, but is used to learn
whether there are obvious and serious deficiencies in VOC emission
4-7
-------
Table 4-3. EQUIPMENT CHECKLIST FOR INSPECTION OF GASOLINE
MARKETING ELEMENTS
GENERAL PURPOSE
- Inspection forms and checklists
- Tape measure
- Camera
- Thermometer (0-120°F)
- Flashlight
- Safety gear
- Probes (to insert between tank seals and wall)
- Chalk (for gapping distances on tank wall)
- Container for gasoline sample (optional)
FOR LEAK CHECKING AND ROUGH CHECK OF VAPOR RECOVERY UNIT
- Combustible gas detector or sonic detector (dual range;
0-100% LEL pentane, 0-100% V pentane)
FOR VAPOR BALANCE TESTS
- Plastic bags for vents or tank truck domes
- Tape to seal bags
FOR LEVEL 3 SOURCE TEST (Vapor Recovery Unit)*
General:
- All items above
- Barometer
- Tools and fittings to connect test equipment to vapor
recovery unit:
- Drill
- Tubing connectors and adapters
- Tubing, polyethylene and vinyl
- Wrenches, channel-lock, other assorted tools
- Stopwatch
4-8
-------
Table 4-3. EQUIPMENT CHECKLIST FOR INSPECTION OF
GASOLINE MARKETING ELEMENTS (Concluded)
At Vapor Collection Test Point (no. 2 in Figure D-l):
- Gas volume meter, sized for maximum possible flow
- Thermocouple (0-150°F) with recorder
- Inclined manometer (0-10" water) or calibrated pressure
transducer
- Total hydrocarbon analyzer (FID or NDIR, 1-100% by volume
as propane) with recorder
- (Optional) Bag sampler with pump for GC samples
At Vapor Recovery Unit Vent (no. 3 in Figure D-l):
- Gas volume meter, sized for maximum possible flow
- Thermocouple (0-150°F) with recorder
- Inclined manometer (0-10" water) or calibrated pressure trans-
ducer (if gas meter pressure not equal to barometric)
- Total hydrocarbon analyzer (FID or NDIR; 1-20% by volume as
propane for vapor recovery; 0-1000 ppm as propane for
incineration) with recorder
- (Optional) Bag sampler with pump for GC samples
*
Certain more complex designs may require additional test points
and additional test equipment; a pre-test survey is essential.
4-9
-------
Table 4-4. GENERAL INFORMATION GASOLINE TRUCK-LOADING TERMINALS
Facility Name / Company
Facility Address .
Company Contact Name: Title
Mail Address_
Phone
Inspector Representing Phone_
Inspection Date Time
How Facility is Refueled
Normal Working Schedule
Code Numbers for Regulations, Procedures, Drawings to be Used in
Inspection:
Ambient Temperature and Weather
Mo. Storage Tanks Gasoline Throughput: Daily
Annual
BBL Fuel Roof BBL Fuel Roof
Capacity Type Type Capacity Type Type
1. 4.
2. 5.
3. 6.
No. Loading Racks No. Dispensers per Rack
No. Top-Loading Dispensers No. Bottom-Loading Dispensers
No. Top Splash-Loading No. Top Submerged Loading
Average Gasoline Fill Rate, gal/min_
No. Heating/Diesel Fuel Racks Max. No. Dispensers at Once_
Vapor Control System Type
Make Model No.
Source Test: Date Tester Observer,
Average No. Trucks Loaded Daily Average No. Owned by Facility_
4-10
-------
control, or work practices that are likely to lead to those
deficiencies. When these are found, it ordinarily means that a
further, more detailed inspection at a higher level of effort is
desirable. Conversely, when no obvious deficiencies are noted, and
good work practices are in use, the inspector can reasonably
consider that higher level inspection effort may be more useful at
some other terminals.
A listing, not necessarily exhaustive, of items from the model
regulations on gasoline loading terminals (section xx.9212 of
Appendix B) is given in Table 4-5, along with an estimate of the
level of inspection needed to determine compliance with each item.
An asterisk after a level number signifies that only obvious or
gross noncompliance can be determined for that item at that level.
Inspection at Level 1 is summarized in Table 4-6, which lists
the inspection points in the terminal, the enforcement objectives,
and steps in the inspection procedure.
Some preliminary information from the operator of the terminal
may facilitate the inspection. Determine the number and location
of loading positions, and what stocks are loaded at each. A map
or photoplan indicating all tanks (numbered), racks, arms, and
barge or rail loading racks is useful for inventory and future
use. If not available, the inspector may make a rough sketch.
Determine types of loading:
• Bottom or top
• Submerged or splash
• Automatic or manual
• Company operator or driver
Establish the types of vapor control systems used.
The first step in the actual inspection is to identify the
components in the terminal complex. These vary considerably from
one terminal to another, but photographs in Figure 4-1 and 4-2 may
4-11
-------
Table 4-5. LEVELS OF INSPECTION REQUIRED TO DETERMINE
COMPLIANCE WITH MODEL REGULATIONS FOR TANK TRUCK
GASOLINE LOADING TERMINALS
Model Regulations
Section XX. 9212
Subsection Number
Compliance Item
Level of Effort
Required to
Determine Compliance
(d)
Applies to storage and distribution
facility with a daily throughput of
more than 20,000 gallons
Applies to petroleum distillate having
a Reid vapor pressure of 27.6 kPa
(4 Ib) or more
No loading or unloading unless terminal
is equipped with vapor control system
capable of compliance
Vapor control system is properly installed
Vapor control system is in good working
order
90% by weight vapor recovery (or)
All vapors directed to fuel gas system
(or)
Equivalent or better control system
approved by Director
All vapors vented to control system
Prevent drainage after disconnection
Loading and vapor lines with vapor-tight
fittings
VOC mass emissions limit from control
equipment not to exceed 80 rog per
liter (4.7 grains per gallon)of
gasoline loaded
No discarding of gasoline in sewers
No storing of gasoline in open containers
No handling of gasoline that will result
in evaporation
Collection system pressure not to exceed
tank truck pressure relief settings
2,3
3
3
2,3
1*
1
1*
* Only
this
obvious or gross noncompliance can be determined for this item at
level of inspection.
4-12
-------
Table 4-6. TANK TRUCK GASOLINE LOADING TERMINAL
INSPECTION CHECKLIST, LEVEL 1
Inspection Point/
Enforcement Objective
Procedure
Quick Key
Findings
1. Terminal Office
Learn stocks handled
and type of vapor
control system
2. Loading Area
a.
Gasoline vapors
not emitted
b. Liquid gasoline
1s not spilled or
exposed to evapor-
tion
3. Vapor Control System
a. Vapor control sys-
tem is present
b.
Vapor control sys-
tem is functioning
4. Tank Trucks
Should be leaktlght
Question operator
Inspect during at least one truck loading with
gasoline
Verify:
Vapor line is connected to truck during filling
Umbilical cord (tied in with vapor line) is not
bypassed
Unconnected vapor lines (at other stations on
the rack) are closed off
Relief valves on truck do not open during
loading, indicating too much resistance to
vapor flow
The grommet on a top-loading nozzle 1s not
cracked or damaged (preventing a good seal
against truck filling port)
Top-loading nozzle is pressed tightly against
filling port and makes a good vapor seal
Top-loading nozzle maintains seals as truck
settles during loading
Search for gasoline vapor leaks
Potential problem spots:
Line connections
Truck hatch covers
Relief valves
Verify:
No uncovered sources of vapor
No spills or drips
Truck tank fill sensor 1s connected to gaso-
line pump (stops pump when tank 1s full)
Truck is not overfilled (running over or
spraying from relief valve)
Liquid line does not drip when disconnected
Identify the process unit associated with the
terminal
Different designs may have:
Compressors
Refrigeration (coils, fans)
Burner
Vapor accumulator tank
Locate level indicator on vapor accumulator
Level should rise as a truck is loaded,
unless the vapor process unit runs contin-
uously. If there is no accumulator, the pro-
cess unit should run during the loading.
If accumulator fills to its upper set point,
the process unit should start running (may
take several truck loadings).
If process unit has compressors, some will
run during operation (others may be on
standby).
If refrigeration vent is accessible, cold air
should be venting during operation.
If process unit is an incinerator, check that
the burner ignites during a truck loading,
or else when the accumulator is being emptied.
Search for gasoline vapor leaks
Potential problem spots:
Line connections
Accumulator tank relief valve or vent (may)
indicate leaky diaphragm or bladder)
Compressors
Record temperature gauge readings
Verify valid inspection sticker
OPERATOR
TRUCK FILL
VAPOR CONNECT
INTERLOCK
VAPOR SHUTOFF
RELIEF VALVES
TOPLOAD GROMMET
TRUCK SEAL
TRUCK SETTLES
LEAKS
UNCOVERED GASOLINE
SPILLS
FILL SENSOR
OVERFILL
LIQUID SHUTOFF
VAPOR CONTROL
VC FUNCTIONS
VC KICKS ON
COMPRESSORS
REFRIGERATOR COLD
BURNER LIGHTS
LEAKS
TRUCK STICKER
4-13
-------
help. The three basic stationary elements are the truck loading
rack, the vapor control unit, and storage tanks. (The tank truck
is in fact also part of the system, during a loading.) Storage tanks
and tank trucks are covered separately in Sections 4.5.4 and 4.5.3
of this manual, but the economy of inspecting them during a terminal
inspection is obvious. Their interconnection during truck loading
makes it necessary to include some inspection of them at the same
time. No satisfactory inspection can be made without observing at
least one complete truck loading.
It is optional but desirable to use a combustible gas detector
to determine location and rough magnitude of vapor leaks.
4.5.1.1.1 Loading Rack Area
Figures 4-1 and 4-2 include views of bottom- and top-loading
racks, respectively. There are also pictures of liquid and vapor
lines, including the type where the two are combined into a single
nozzle. The single nozzle loading arm is used in top-loading
through a single filling port. It has a flexible neoprene grommet
which is pressed against the filling port in order to make a vapor
seal. Hydraulic pressure may be used to press the nozzle tightly
into the port. The seal must be tight enough to prevent escape of
gasoline vapors during filling even though the truck settles under
the load. The grommet must not be cracked or damaged.
During a truck loading, a vapor line must be connected to the
truck, and other vapor lines on the rack which are not connected to
trucks must remain closed off. This is to prevent vapors from the
truck during loading being forced into the vapor manifold on the
rack and escaping out another line. They must be forced into the
vapor control system.
4-14
-------
a. End view of two loading racks.
b. Fuel and vapor lines. Fuel lines are covered with woven metal,
vapor lines are smaller, black, ribbed hoses (liquid on
pavement is water).
Figure 4-1. Bottom-Loading Bulk Gasoline Terminal
4-15
-------
c. Driver connecting liquid fuel line to truck. After connection,
the lever opens an internal cutoff valve.
d. Driver connecting vapor return line.
Figure 4-1. Bottom-Loading Bulk Gasoline Terminal (Continued)
4-16
-------
e. Combustible gas detector resting on disconnected probe.
f. Leak-checking fuel coupling with combustible gas detector.
Figure 4-1. Bottom-Loading Bulk Gasoline Terminal (Continued)
4-17
-------
1
Continuous condensation vapor recovery unit. Refrigerator
coils are inside building to right; vent on roof has gas
flow meter on it.
h. Gas flow meter on condense)
vent. Lead to hydrocarbon
analyzer from probe in vent
Figure 4-1. Bottom-Loading Bulk Gasoline Terminal (Continued)
4-18
-------
i. Hydrocarbon analyzer.
Figure 4-1. Bottom-Loading Bulk Gasoline Terminal (Concluded)
4-19
-------
a. End-view of two loading racks.
iV
b. Loading arms, seen from below.
Figure 4-2. Overhead-Loading Bulk Gasoline Terminal
4-20
-------
c. Connecting adapter, from below.
liquid passage with a float ball
full. The narrow passage is for
The larger opening is the
to stop flow when tank is
vapor return.
d. Operator connecting loading
arm to open hatch. Note
tapered gasket seals.
Figure 4-2. Overhead-Loading Bulk Gasoline Terminal (Continued)
4-21
-------
f. Leak-checking during
overhead loading, using
combustible gas detector.
e. Tank-truck and trailer
combination from above
during loading.
Figure 4-2. Overhead-Loading Bulk Gasoline Terminal (Continued)
4-22
-------
Example of adaptation
needed to test vapor
recovery system
(intermittent conden-
sation type).
h. Vapor recovery system with
test equipment in place
(black pipe).
Figure 4-2. Overhead-Loading Bulk Gasoline Terminal (Continued)
4-23
-------
i. Vapor recovery system.
j. Test equipment: gas meter left center, lead to hydrocarbon
analyzer right border.
Figure 4-2. Overhead-Loading Bulk Gasoline Terminal (Continued)
4-24
-------
k. Hydrocarbon analyzer trace during
condensation cycle.
Figure 4-2. Overhead-Loading Bulk Gasoline Terminal (Concluded)
4-25
-------
During a loading, the connections to the truck, the truck
hatches, and the vents can be checked for leakage. Gasoline vapor
can be seen and smelled, and in sunlight its shadow shows on the
ground. Truck vents should not release vapor. If they do, it
indicates a problem such as an obstruction in the vapor return
line. At the end of the filling, the fuel flow must be shut off in
time to prevent overfill and spills. Modern loading racks take an
electrical signal from a level sensor near the top of the truck
tank interior and use ft to actuate a pump shut-off valve. Usual-
ly the vapor line connector and the level sensor are interconnected
with an umbilical cord to the pump. Unless the umbilical cord is
connected to the truck, no fuel will be pumped. The inspector
should check whether a bypass to this interlock exists.
4.5.1.1.2 Vapor Control System
Figure 4-1 and 4-2 show examples of two types of vapor recov-
ery systems. There are several other basic systems in use (see
Appendix C). Any control system will usually be recognizable as a
process unit of modest size which is associated with the terminal
itself. Some systems are designed to process vapors continuously
as they are displaced -- these should be running during truck load-
ing. Other systems operate intermittently and have a holding tank
(typically of 20,000-50,000 gallons) to accumulate vapor. A level
indicator on this holding tank should show an increase during truck
loading, unless the process unit is running and can keep up with
the incoming vapor.
If the unit has a vapor holding tank, observation of the level
changes during truck loading can show when the vapor processor
should be operating. Unless the inspector has time to trace out
the process unit design, he may only be able to note that certain
compressors are running, refrigerator fans turn, cold air comes out
the vent, or the incinerator burner ignites. Liquid product
gauges, if present on the recovery unit, may show an increase dur-
ing truck loading, or as the vapor holder level drops.
4-26
-------
If the inspector has access to the final vent to atmosphere in
an absorption or refrigeration unit, he can sometimes recognize the
excessive vapor from a nonfunctioning unit by the wavy refraction
pattern, like heatwaves. Leaking valves, compressors, or other
components may be located by the smell or visible signs of gasoline
vapor.
4-5.1.2 Terminal Inspection, Level 2
A Level 2 terminal inspection includes everything listed for a
Level 1 inspection (Table 4-6), but in more detail and depth.
Specifically, the loading of several trucks should be observed, if
possible, and a substantial part or all of a vapor process cycle
followed. All the potential leak points should be examined, and the
inspector should use a combustible gas detector (explosimeter) on
the more likely leakage points (e.g., truck hatches, vapor line
connectors, and compressors). An explosimeter is usually
calibrated to indicate percent of the lower explosion limit (LEL)
concentration, in terms of propane. The LEL for propane is 2.12
percent by volume in air. This value corresponds to 100 percent on
the instrument meter. The instrument draws air through a probe
into the detector. By putting the probe near suspected leak
sources, the inspector determines the presence of combustible
vapors. For quantitative estimates, the probe is placed at a fixed
distance (2 cm) from the source. This is conveniently done with a
2 cm rod or wire extension on the end of the probe. A reading
greater than 50 percent LEL at 2 cm can be taken as an excessive
leak. After moving the probe during a leak search, transient
readings on the meter must be verified by holding the probe
stationary until a stable reading is obtained. A portable
hydrocarbon analyzer (flame ionization detector) may be used in
place of an explosimeter, if calibrated in the same way.
4-27
-------
Table 4-7. TANK TRUCK GASOLINE LOADING TERMINAL
INSPECTION CHECKLIST, LEVEL 2
Inspection Point/
Enforcement Objective
Procedure
Quick Key
Findings
1. Terminal Office
*. Learn stocks handled
«nd type of vapor
control system
b. Maintenance and pro-
duct records are kept
2. Loading Area
l. Gasoline vapors not
emitted
b. Liquid gasoline 1s
not spilled or
exposed to evapora-
tion
3. Vapor Control System
a. Vapor control system
1s present
b. Vapor control system
1s functioning
4. Tank Trucks
Should be leaktight
S. Storage Tanks
Gasoline vapors not
emitted
Question operator OPERATOR
Examine records briefly RECORDS
Inspect during several truck loadings TRUCK FILLING
Verify:
Vapor line 1s connected to truck during filling VAPOR CONNECT
Umbilical cord (tied In with vapor Hne) 1s INTERLOCK
not bypassed
Unconnected vapor lines (at other stations on VAPOR SHUTOFF
the rack) are closed off
Relief valves on truck do not open during RELIEF VALVES
loading, Indicating too much reslstence to
vapor flow
The gromet on a top-loading nozzle not TOPLOAD 6ROMHET
cracked or damaged (preventing a good seal
Top-loading seal is pressed tightly against TRUCK SEAL
fitting port and nkes good vapor seal
Top-loading nozzle maintains seal as truck TRUCK SETTLES
settles during loading
Search for vapor leaks using combustible gas LEAKS
detector, high sensitivity. Potential prob-
lem spots:
Line connections
Truck hatch covers
Relief valves
Look for visible refraction by vapor (Hke REFRACTION
heat waves)
Look for shadow of vapors on ground SHADOW
Smell gasoline odor OOOR
Feel for coolness of escaping vapor TOUCH
Hear hiss of leak , LISTEN
Verify:
No uncovered sources of vapor UNCOVERED
GASOLINE
No spills or drips SPILLS
Truck tank fill sensor 1s connected to gas- FILL SENSOR
olfne pump (stops pump "hen tank is full)
Truck is not overfilled (running over or OVERFILL
spraying from relief valve)
Liquid line does not drip when disconnected LIQUID SHUTOFF
Identify the process unit associated with the VAPOR CONTROL
terminal. Different designs may have.
Compressors
Refrigeration (coils, fans)
Burner
Vapor accumulator tank
Locate level Indicator on vapor accumulator. VC FUNCTIONS
Level should rise as a truck is loaded,
unless the vapor process unit runs contin-
uously. If there Is no accumulator, the
process unit should run during the loading.
If accumulator fills to Its upper set point. VC ««S ON
the process unit should start running (may
take several truck loadings).
If process unit has conpressors, sane will COMPRESSORS
run during operation (others nay be on
standby).
If refrigeration is used in the process unit, REFRIGERATOR
the gauge snould read mil below outside COLD
air temperature.
If refr-igeratlon vent 1s accessible, cold air COLD AIR
should be venting during operation.
If process unit is an incinerator, check that BURNER IGNITES
the burner Ignites during a truck loading, or
else when the accumulator 1s being enptied
Search for vapor leaks using combustible gas LEAKS
detector, high sensitivity. Potential
problem spots:
Line connections
Accumulator vent
Compressors
VC vent check with detector on low sensitivity VC VENT
(indicates possible gross malfunction)
Verify valid inspection sticker TRUCK STICKER
Select one gasoline storage tank, visually FLOATING
inspect seals on floating cover (through roof COVER SEALS
hatch If fixed roof)
4-28
-------
Truck hatches should also be checked, especially in a bottom-
loading terminal. The storage tanks required to be fitted with
internal covers should be examined briefly (through the roof
hatches) for obvious damage or malfunction of the internal cover
seals. Equipment maintenance and product records should be checked
as time permits, first for adequate continuity, then for signs of
maintenance trouble spots and trends suggesting future problems.
Level 2 checkpoints appear in Table 4-7.
For the first visit to a terminal, the inspector can verify
that the vapor control system has an approved design and check
that it has a certificate, if one is required. (An untried system
of novel design will need to be tested initially at Level 3.) With
a dual range hydrocarbon vapor detector, where the coarse range
covers at least 10 percent by volume as pentane, a preliminary
rough check can be made on a vapor recovery unit by taking read-
ings at the vent. Under typical saturation conditions for gasoline
tank truck vapors, a reading at the vapor recovery process unit
vent of about 6 percent (as pentane) would be borderline and would
suggest the need for a closer examination.
4.5.1.3 Level 3, Vapor Recovery System Source Test
The test method description is that of the EPA Office of Air
Quality Planning and Standards (OAQPS), and is given in Appendix D.
This method and others were evaluated in a study made for EPA.
The following comments on test methods are excerpted from pages 34-35
of that study:
"Air-vapor mixture volume - Among the methods tested and
reviewed, the OAQPS method is the only one that measures the
air-vapor mixture volume. Along with hydrocarbon concentra-
tion measurements and molecular weight estimations, mass
emission rates can be derived. Other testing methods do not
measure the volume and therefore can not provide mass emission
rate information. Such methods derive the information of
4-29
-------
system control efficiency by using the so-called "air volume
trace technique. This technique is widely used in industry
and simply assumes that the air volume of the air-vapor
mixture is constant before and after the control system
process. However, in certain cases, this technique is not
applicable. For incinerators, excess air is introduced into
the system for burning purposes. This excess air also serves
as dilution air and lowers the hydrocarbon concentration at
the exhaust.
Hydrocarbon Concentration and Hydrocarbon Mass Emission Rate -
Determination and expression of hydrocarbon concentration and
mass emission rate of a mixture stream is not an easy task.
Commercially-available total hydrocarbon analyzers equipped
with flame lonization or non-dispersve infra-red detectors
measure hydrocarbon volume concentration. The gas chroma-
tography technique with a flame ionization detector is needed
if the separation and identification of the individual hydro-
carbon components are required. The true mass of the mixture
then could be derived. This gas chromatography procedure is
required in most testing methods evaluated. Without the
application of gas chromatography technique, an estimation of
average molecular weight of the mixture is needed for
determination of mass rates. Both EPA and TRC have found that
the average molecular weight of gasoline vapor from tank
trucks during loading operation will not vary significantly
with the changing hydrocarbon concentrations, but will be
relatively constant at approximately 68. This assumption has
made the application of complicated gas chromatography
techniques only an option in the OAQPS method ...
General Evaluation - The OAQPS method is designed to test all
different types of control systems. Modifications have to be
applied to suit individual cases. For example, the exhaust
flow volume of National Air Oil Burner's NVDU system could
not be measured by volumetric meters due to its stack size
(5 ft. ID); the flow is also too low for traditional pi tot
tube techniques. Estimation of flow has to be made and may
not be accurate. This could cause difficulty in determining
the control system's compliance status. (OAQPS now has a
new addition to their method to cover this point.)
In conclusion, the EPA-OAQPS method seems to be the only
method which would provide information for compliance status
determination for both control efficiency regulations and mass
emission rate regulations. Other methods reviewed would not be
4-30
-------
suitable because of lack of emission rate information and because
of the chance of receiving nonrepresentative samples through grab
sampling techniques.
Refer to Appendix D for the complete method.
4.5.2 BULK PLANTS
The general equipment needed for inspections of bulk plants
is shown in Table 4-8. A descriptive information form is shown in
Table 4-9. Levels 1 and 2 are described in Sections 4.5.2.1 and
4.5.2.2, respectively. If a Level 3 inspection on a bulk plant
should be necessary, it would essentially be a simplified version
of the method in Appendix D (for a vapor balance system), or the
same as Appendix D (for a vapor recovery system).
4.5.2.1 Bulk Plant Inspection, Level 1
A Level 1 inspection of such installations as gasoline bulk
plants has certain limited objectives. This inspection does not
ordinarily establish that the plant is in full compliance, but is
used to learn whether there are obvious and serious deficiencies
in VOC emission control, or work practices that are likely to lead
to those deficiencies. When these are found, it ordinarily means
that a further, more detailed inspection at a higher level of
effort is desirable. Conversely, when no obvious deficiencies are
noted, and good work practices are in use, the inspector can reason-
ably consider that higher level inspection efforts may be more use-
ful at some other locations.
A listing, not necessarily exhaustive, of items from the
model regulations on gasoline bulk plants (section XX.9211 of
Appendix B) is given in Table 4-10, along with an estimate of the
level of inspection needed to determine compliance with each item.
An asterisk after a level number signifies that only obvious or
gross noncompliance can be determined for that item at that level.
4-31
-------
Table 4-8. EQUIPMENT CHECKLIST FOR INSPECTION
OF GASOLINE BULK PLANTS
GENERAL PURPOSE
- Inspection forms and checklists
- Tape Measure
- Camera
- Thermometer (0-120°F)
- Flashlight
- Safety gear
FOR LEAK CHECKING AND ROUGH CHECK OF VAPOR BALANCE SYSTEM
- Combustible gas detector (dual range; 0-100% LEL pentane,
0-100% V pentane)
FOR CHECKING P-V VALVE
- Pressure-vacuum gauge (-3 psi to + 3 psi or similar)
4-32
-------
Table 4-9. GENERAL INFORMATION - GASOLINE BULK PLANTS
Facility Name/Company
Facility Address
Company Contact Name:
Mail Address
Title
Phone
Inspector
_Representing_
Phone
Inspection Date
Time
How Facility is Refueled_
Normal Working Schedule
Normal Throughput, gallons/day
Code Numbers for Regulations, Procedures, Drawings to be Used in
Inspection:
Ambient Temperature and Weather
No. Storage Tanks
No. With Floating Roof
BBL
Capacity
Fuel
Type
Roof
Type
BBL
Capacity
Fuel
Type
Roof
Type
1.
2.
3.
4.
5.
6.
No. Loading Racks
_No. Dispensers per Rack_
No. Top-Loading Dispensers_
No. Top Splash-Loading
_No. Bottom-Loading Dispensers_
_No. Top Submerged Loading
Average Gasoline Fill Rate, gal/min
No. Heating/Diesel Fuel Racks Max No Dispensers at Once
Vapor Control System Type: Balance Other
Make Model No.
None
Average No. Trucks Loaded Daily Average No. Owned by Facility
4-33
-------
Table 4-10. LEVELS OF INSPECTION REQUIRED TO DETERMINE
COMPLIANCE WITH MODEL REGULATIONS FOR GASOLINE
BULK PLANTS
Model Regulations
Section XX. 9211
Subsection Number
Compliance Item
Level of Effort
Required to
Determine Compliance
(f)0)
(h)
Applies to storage and distribution
facility with a daily throughput of
less than 20,000 gallons
Applies to petroleum distillate having a
Reid vapor pressure of 27.6 kPa
(4 Ib) or more
No loading or unloading unless each tank
and tank truck is equipped with a vapor
balance system as described by XX.9211
(g) and:
Each tank is equipped with approved
submerged fill pipe, or
Each tank is equipped with a fill linp
whose discharge opening is flush with
the tank bottom
All vapors vented through balance system
Vapor balance system in good working
order
All hatches closed during loading
operations
Loading and vapor lines with vapor-tight
fittings
Pressure relief valves on trucks and tanks
set to release at no less than 4.8 kPa
(0.7 psi)
No discarding of gasoline in sewers
No storing of gasoline in open containers
No handling of gasoline that will result
in evaporation
1,2
2
2
1*
1,2
1,2
1*
2
1
1
*0nly obvious or gross noncompliance can be determined for this item at
this level of inspection.
4-34
-------
Inspection at Level 1 is summarized in Table 4-11, which lists
the inspection points at the plant, the enforcement objectives,
and steps in the inspection procedure.
Some preliminary information from the operator of the bulk
plant may facilitate the inspection. Determine the number and
location of loading positions, and what stocks are loaded at each.
Determine type of loading:
• Bottom or submerged (required)
• Automatic or manual
• Company operator or driver
The first step in the actual inspection is to identify the
components at the bulk plant. These vary considerably from one
plant to another, but photographs in Figures 4-3 and 4-4 may help.
The basic stationary elements are the truck loading rack and the
storage tanks. (The tank truck is in fact also part of the system,
during loading or delivery.) Storage tanks and tank trucks are
covered in Sections 4.5.4 and 4.5.3 of this manual, but the economy
of inspecting them during a bulk plant inspection is obvious. Their
interconnection during truck loading and delivery makes it neces-
sary to include some inspection of them at the same time. No
fully satisfactory inspection can be made without observing at
least one complete truck loading and one truck delivery, however,
the latter may be infrequent and occur at awkward times not related
to the more frequent truck loading operations. At small bulk plants
even truck loadings may be infrequent. The inspector may be able
to avoid wasted time by finding out beforehand (by phone) when
a loading will occur.
Figures 4-3 and 4-4 include views of bottom-loading racks,
showing the liquid and vapor lines.
During a truck loading or delivery, a vapor line must be
connected to the truck, and other vapor lines on the rack which
are not connected to trucks must remain closed off. This is to
prevent vapors from the truck during loading being forced into the
vapor manifold on the rack and escaping out another line. They
must be forced into the vapor balance system.
4-35
-------
Table 4-11.
GASOLINE BULK PLANT INSPECTION CHECKLIST,
LEVEL 1
Inspection Point/
Enforcement Objective
1. Bulk Plant Office
Learn stocks handled
and type of control
system, 1f any
2. Loading Area
a. Gasoline vapors-
not emitted
b. Liquid gasoline
1s not spilled or
exposed to evap-
oration
3. Tank Trucks
Should be leaktlght
Submerged fill
piping
Exempt loads
Procedure
Question operator
Inspect during at least one truck loading
with gasoline (and truck delivery 1f
possible)
Ve5o&om Filling
Vapor line is connected to truck during
filling or unloading
Umbilical cord (tied in with vapor line)
is not bypassed
Unconnected vapor lines (at other stations
on the rack) are closed off
Relief valves on truck do not open during
loading, indicating too much resistance
to vapor flow
Search for gasoline vapor leaks
Potential problem spots:
Line connections
Truck hatch covers
Relief valves
Verify:
No uncovered sources of vapor
No spills or drips
Truck tank fill sensor is connected to
gasoline pump (stops pump when tank
is full)
Truck is not overfilled (running over
or spraying from relief valve) '
Liquid line does not drip when
disconnected
Verify valid inspection sticker
Verify submerged fill piping
Check truck customer (farmers etc.)
Quick Key
OPERATOR
TRUCK FILL
OR UNLOAD
BOTTOM FILL
VAPOR CONNECT
INTERLOCK
VAPOR SHUTOFF
RELIEF VALVES
LEAKS
UNCOVERED
GASOLINE
SPILLS
FILL SENSOR
OVERFILL
LIQUID
SHUTOFF
TRUCK STICKER
SUBMERGED
EXEMPT LOAD
Findings
4-36
-------
a. Loading rack at bulk plant.
b. Loading arms for submerged fill
Figure 4-3. Bulk Plant Loading Equipment
-------
a. Combined liquid and vapor lines in fill-pipe to under-
ground storage tank.
b. Tank truck delivery to bulk plant, with vapor balance.
Figure 4-4. Bulk Plant Delivery Equipment
4-38
-------
During a loading, the connections to the truck, the truck
hatches, and the vents can be checked for leakage, preferably with
a combustible gas detector. Gasoline vapor can be seen and
smelled, and in daylight its shadow shows on the ground. Truck
vents should not release vapor. If they do, it indicates a prob-
lem such as an obstruction in the vapor return line. At the end
of the filling, the fuel flow must be shut off in time to prevent
overfill and spills. Modern loading racks take an electrical
signal from a level sensor near the top of the truck tank interior
and use it to actuate a pump shut-off valve. Usually the vapor
line connector and the level sensor are interconnected with an
umbilical cord to the pump. Unless the umbilical cord is connected
to the truck, no fuel will be pumped. The inspector should check
whether a bypass to this interlock exists.
4.5.2.2 Bulk Plant Inspection, Level 2
A Level 2 inspection includes everything listed for a Level 1
inspection (Table 4-11), but in more detail and depth. Specifically,
the loading of several trucks should be observed, if possible, as
well as at least one truck delivery. This is seldom possible in
a reasonable time period except at a large, busy plant, or by some
concentrated scheduling prearranged with the operator. All potential
leak points should be examined, and the inspector should use a com-
bustible gas detector (explosimeter) on likely leakage points
(e.g., truck hatches and vapor line connectors.) An explosimeter
is usually calibrated to indicate percent of the lower explosion
limit (LEL) concentration, in terms of propane or pentane. The
LEL for propane is 2.12 percent by volume in air. This value
corresponds to 100 percent on the instrument meter. The instrument
draws air through a probe into the detector. By putting the probe
near suspected leak sources, the inspector determines the presence
of combustible vapors. For quantitative estimates, the probe is
placed a fixed distance (2 cm) from the source. This is conveniently
4-39
-------
done with a 2 cm rod or wire extension on the end of the probe. A
reading greater than 50 percent LEL at 2 cm can be taken as an
excessive leak. After moving the probe during a leak search,
transient readings on the meter must be verified by holding the
probe stationary until a stable reading is obtained. A portable
hydrocarbon analyzer (flame ionization detector) may be used in
place of an explosimeter, if calibrated in the same way. Truck
hatches should also be checked.
Equipment maintenance and product records should be checked
for continuity and indications of trouble spots or trends,.
Table 4-12 presents the checklists for a Level 2 inspection.
4.5.3 TANK TRUCKS
During gasoline transfer, the effectiveness of vapor balance
or recovery systems depends on the whole system being leak-tight.
This includes the tank truck, which is probably the most frequent
source of leaks. The test on the rest of the system will not be
meaningful if any element in it is leaking. In many cases., some
or all of the trucks loaded are not owned by the company dispensing
the gasoline. This means that the sources of leaks must be recog-
nized and responsibility assigned to the right owner.
Tank trucks are an integral part of vapor balance or recovery
systems during loading and delivery, so the economy of inspecting
them during a terminal or bulk plant inspection is obvious (refer
to Sections 4.5.1 and 4.5.2). Moreover, other agencies often re-
quire tank truck inspections for reasons other than pollution
emission control—for example, the fire marshal or motor vehicle
department may conduct safety inspections. If the official concern-
ed with air quality finds that the type and frequency of such in-
spections are also sufficient for air quality purposes, duplication
of effort can be avoided.
4-40
-------
Table 4-12.
GASOLINE BULK PLANT INSPECTION CHECKLIST,
LEVEL 2
Inspection Point/
Enforcement Objective
Procedure
Quick Key
Findings
1. Bulk Plant Office
Locate emission
trouble spots
2. Loading Area
a. Gasoline vapors
not emitted
b. Liquid gasoline
is not spilled
or exposed to
evaporation
3. Tank Trucks
Should be leaktight
4. Storage Tanks
Examine records for:
Continuity
Maintenance trouble spots
Trends suggesting future problems
Inspect during several truck loadings
and one truck delivery
Verify:
Bottom Filling
Vapor line is connected to truck
during filling or unloading
Umbilical cord (tied in with vapor
line) is not bypassed
Relief valves on truck do not open
during loading, indicating too much
resistance to vapor flow
Search for vapor leaks using combustible
gas detector, high sensitivity.
Potential problem spots:
Line connections
Truck hatch covers
Relief valves
Look for visible refraction by vapor
(like heat waves)
Look for shadow of vapors on ground
Smell gasoline odor
Feel for coolness of escaping vapor
Hear hiss of leak
Verify:
No uncovered sources of vapor
No spills or drips
Truck tank fill sensor is connected
to gasoline pump (stops pump when
tank is full)
Truck is not overfilled (running over
or spraying from relief valve)
Liquid line does not drip when
disconnected
Verify valid inspection sticker
Inspect gasoline storage tanks for
defects or gaps.
Check PV valve operation (pressure
setting)
RECORDS
TRUCK FILL
OR UNLOAD
BOTTOM FILL
VAPOR CONNECT
INTERLOCK
RELIEF VALVES
LEAKS
REFRACTION
SHADOW
ODOR
TOUCH
LISTEN
UNCOVERED
GASOLINE
SPILLS
FILL SENSOR
OVERFILL
LIQUID
SHUTOFF
TRUCK STICKER
STORAGE
PV VALVE
4-41
-------
The descriptive data for a tank truck inspection are entered
in the form shown as Table 4-13.
At lower levels of effort (inspection Levels 1 and 2), it
is usually convenient to inspect the tank truck while it is being
filled at a terminal or bulk plant with a vapor balance or recov-
ery system, since the incoming fuel will displace vapors from
previous loads and leaks in the truck will become evident.. This
would ordinarily be done during inspection of the terminal or bulk
plant itself. A full Level 3 tank truck inspection, however, is
more conveniently performed when the truck is out of service at
the maintenance yard. Inspections for leaks in trucks at Levels
land 2 are included in Sections 4.5.1 and 4.5.2 on terminals and
bulk plants. This section will deal with inspection procedures
specifically aimed at the tank truck itself, and therefore dupli-
cates parts of Sections 4.5.1 and 4.5.2.
The types of tank trucks employed in gasoline marketing op-
erations are straight truck, semitrailer, and full trailer (refer
to Figure 4-5). A straight truck is a single self-propelled motor
vehicle equipped with a cargo tank. As a single unit, the straight
truck is also known as a "bob-tail" or "body load" truck.
A semitrailer is any vehicle equipped with a cargo tank that
is drawn by a tractor by means of a fifth wheel connection. Some
part of the semitrailer's weight and load rests upon the towing
vehicle.
A full trailer is any vehicle equipped with a cargo tank and
constructed so that practically all of its weight and load rests
on its own wheels. It is drawn by a tractor through a towing hitch
connection.
Top or bottom loading must be specified. The difference between
these two systems is as follows. Top loading is divided into splash
fill and submerged fill. Splash fill involves loading of products
4-42
-------
Table 4-13. TANK TRUCK DESCRIPTION
Truck Owner
Truck License/ID
Other Licenses or Stickers (Agency, Number)
Name of Company Contact
Title
Phone
Inspector
Date
Time
Ambient Temperature
Location of Inspection
Truck/Trailer Type (Check applicable): Straight Truck
Semitrailer Full Trailer
Capacities (gallons): Straight Truck or
Semitrailer
Compartment Number
1 (Front)
2
3
4
5
6
Total
Full Trailer
Last Load: Hatches Opened?
Vapor Recovery Used?
Fuel loaded
4-43
-------
OCH
A. STRAIGHT TRUCK
B. SEMITRAILER
C. STRAIGHT TRUCK AND FULL TRAILER
D. SEMITRAILER AND FULL TRAILER
Figure 4-5. Types of Tank Trucks
o-
4-44
-------
via a short fill tube inserted into a hatch which is located on
top of the tank truck compartment. Submerged fill, while filling
through the same hatch, is accomplished by a filling tube that
reaches nearly to the bottom of the tank (refer to Figure 4-6,
Cases 1 and 2).
Bottom loading uses the discharge opening of the tank for
loading (Figure 4-6, Case 3). Tank trucks using bottom loading
have an emergency or internal valve which is required to open the
vent valve when gasoline is being loaded.
4.5.3.1 Tank Truck Inspection. Level 1
A Level 1 inspection checklist for tank trucks is given in
Table 4-14. A cross sectional drawing showing tank truck components
is shown in Figure 4-7.
Dome covers consist of a series of openings, clamps, and seals,
each of which is a potential hydrocarbon vapor leakage point. The
most prominent potential source is the seal where the dome assembly
attaches itself to the truck tank. A gasket material is placed
between the dome base ring and the tank welding ring. Then the dome
cover is clamped to the tank. Hydrocarbon leakage can occur at this
seal if dirt or foreign material becomes lodged in the interface, if
the gasket material becomes cracked or worn, or if the dome base ring
becomes warped or damaged.
Another source of hydrocarbon leakage from the dome cover is at
the seal between the dome and the lid that covers the hatch opening.This
seal can be easily damaged if foreign material lodges in the inter-
face, especially if the hatch cover is opened or closed regularly,
as in top loading.
4-45
-------
VAPOR EMISSIONS
GASOLINE ^ 4
VAPORS / *
* GASOLINE
FILL PIPE
HATCH COVER
VAPORS
TANK TRUCK
COMPARTMENT
CASE 1. SPLASH LOADING METHOD
VAPOR
VAPORS
— rKUUULI
EMISSIONS
\
/
S
fO
UJ
o
CO
•a:
FILL PIPE
.j^ HATCH COVER
: I^_*!_IL_
TANK TRUC
COMPARTMEN
CASE 2. SUBMERGED FILL PIPE
VAPOR VENT
TO RECOVERY
OR ATMOSPHERE HATCH CLOSED
\
VAPORS
PPRODUCTi
CASE 3. BOTTOM LOADING
TANK TRUCK
COMPARTMENT
FILL PIPE
GASOLINE
Figure 4-6. Gasoline Tank Truck Loading Methods
4-46
-------
Table 4-14. GASOLINE TANK TRUCK INSPECTION CHECKLIST, LEVEL 1
Key
1
2
3
4
5
6
7
Inspection Point
Tank truck or
trailer
All tank fittings
(Keys 2-7)
Dome covers
Pressure/vacuum
vents
Vapor collection
piping
Transfer hoses
Overfill sensors
Tank welds
RACT Requirements
Submerged or bottom fill
lo leak greater than 100%
LEL 2cm from source
during loading or un-
loading
Inspection Procedure
Certificate of Inspection
OK Verify loading port or
tube within six inches of
tank bottom
Look for vapors (like
heat waves) or their
shadow
Sniff for gasoline odor
Listen for hiss of leaks
Feel for vapor breeze on
fingers
Visual check: Lid or base
ring not warped or dam-
aged
Gaskets clean and intact
Attachments tight
Valve closures work
smoothly
Cover bolts tight
Rubber boots and hoses
undamaged
Gaskets undamaged
Hoses undamaged
Proper coupler connec-
tions
Gaskets undamaged
Quick Key
CERTIFICATE
BOTTOM FILL
VAPOR LEAKS
DOME COVER
P/V VENT
VAPOR LINES
HOSES
SENSOR
WELDS
Inspection Findings
-------
1. VENT
2. MANHOLE
3. EMISSION RECOVERY
PIPING/OVERTURN RAILS
4. OVERFILL SENSOR
5. PUMP SHUTOFF RECEPTACLE
6. EMISSION CONTROL OUTLET
7. DEFLECTOR BAFFLE
8. VALVE
9. LIQUID LINE
10. MANIFOLD
Figure 4-7. Cross-Sectional Diagram of Tank Truck
4-48
-------
The inspector should first check to see whether the bolts
and/or clamps used to attach the base ring to the tank are tight.
If the lid is opened for loading, the gasket between the dome
lid and base ring should be inspected for damage such as tears or
cracks. Dirt, or other foreign material, should also be removed
from the gasket sealing surface. If the gasket shows signs of
excessive wear or damage, it should be replaced.
The dome lid may be damaged or warped and should be checked
for the quality of the seal between the lid and base ring. One
method is to use a piece of thin paper between the dome lid and
the base with the domed lid closed securely. If the paper can
then be moved, the seal is not tight enough and a leak will most
likely occur.
Another method to determine the quality of the dome cover seal
is to coat the gasket or seal or the dome lid with grease and close,
seal, and then reopen the dome lid. The failure of the dome lid to
close or seal around the entire circumference is then shown by
gaps in the grease coating.
The pressure-vacuum (P-V) vents are installed in the dome lid
as a vapor control measure to reduce the emission of hydrocarbons
from the vapor space of the compartments during transit. The P-V
vents should be inspected visually to determine whether foreign
material is lodged in the valve seats, not allowing the valve to
seat properly. The vent should also be tested to determine whether
the spring-loaded valve closures are working smoothly without
sticking or rubbing.
In tanks equipped for vapor balance, hydrocarbons can leak
from the vapor collection and piping systems. Normally, each
compartment has a vent valve which is opened when that compartment
is being loaded or unloaded. This vent allows vapors to be removed
4-49
-------
from or returned to the compartment through piping into the vapor
recovery system. The compartment vent valve is covered with either
a rubber boot assembly or a metal bolted or welded cover to contain
the vapors in the vapor transfer system. The vapor return line can
be either flexible hoses or metal pipe placed on top of the tank
or incorporated into the overturn rail, or any combination of these.
The vapor return line, which is manifolded to each compartment,
has joints or connectors in the piping for each compartment.
Hydrocarbon vapors can leak from the vent valve cover due to
tears in the rubber boot, leaks in gaskets from bolted covers, or
faulty welds from welded covers. Leaks can occur in the vapor line
connectors from poor seals or clamping mechanisms with the rubber
hoses or from faulty welds or seals with the metal piping.
Leaks can occur both from liquid and vapor transfer hoses and
from their respective couplers. Hoses can become torn, worn, cracked,
and so on, thus producing hydrocarbon leaks. Fugitive hydrocarbon
leaks can occur from vapor coupler connections if these are not
coupled or closed properly. Coupler gasket material can also be-
come worn or damaged, causing a poor seal. If dry break or vapor
tight couplers are used, the valve seal may become worn or foreign
matter may become lodged in the seal, causing hydrocarbon vapors to
leak to the atmosphere.
4-50
-------
4.5.3.2 Tank Truck Inspection, Level 2
The Level 2 effort is the most detailed and complete, short
of a pressure tightness test (refer to Section 4.5.3.3). It in-
cludes all the features of Level 1 in greater depth. All potential
vapor leak points should be checked with a combustible gas detec-
tor. A Level 2 tank truck inspection form is given in Table 4-15.
An explosimeter or combustible gas analyzer should be used
to monitor all potential leakage sources for evidence of hydrocarbon
emissions. The probe of the portable instrument is positioned
near the potential leak source and the meter reading recorded
in percent of the lower explosive limit (LEL). A value of 50
percent LEL (as propane) at 2 cm from the source is the maxi-
mum allowable. The method calls for monitoring of truck hatches,
P-V vents, couplers, hoses, and so on, during loading and un-
loading of gasoline from the truck tanks, and recording the
relative leakage observed.
A sonic detector may also be used like an explosimeter. In-
stead of measuring hydrocarbons, sonic detectors monitor the
noise made by the gas escaping through the leak area. Sonic detect-
ors can measure leakage caused by any gas. They can be used if the
system is either under pressure (leakage out) or vacuum (leakage
in), and at the same emission sources as explosimeters or combust-
ible gas analyzers.
The bubble indication method employs a soap or other solution
that indicates gas leakage by forming bubbles around the leakage
area. The solution is applied to hoses, coupler interfaces, hatch
covers, and pressure vacuum vents; the appearance of bubbles in-
dicates a leakage source. This must be done during filling or on
otner occasions when the pressure in the tank exceeds that outside
it.
4-51
-------
Table 4-15. GASOLINE TANK TRUCK INSPECTION CHECKLIST, LEVEL 2
Key
1
2
3
4
5
6
7
Inspection Point
Tank truck or
trailer
All tank fittings
(Keys 2-7)
Dome covers
Pressure/vacuum
vents
Vapor collection
piping
Transfer hoses
Overfill sensors
Tank welds
RACT Requirements
Submerged or bottom fill
No leak greater than 100%
LEL 2 cm from source
during loading or unload-
ing
Inspection Procedure
Certificate of Inspection OK
Verify loading port or tube
within six inches of tank
bottom
Look for vapors (like heat
waves) or their shadow
Sniff for gasoline odor
Listen for hiss of leaks
Feel for vapor breeze on
fingers
Check with combustible vapor
detector all around poten-
leak source at 2.5 cm
distance
Visual check: Lid or base
ring not warped or damaged
Gaskets clean and intact
Attachments tight
Cover with weighted plastic
bag (San Diego)
Valve closures work smoothly
Cover bolts tight
Rubber boots and hoses
undamaged
Gaskets undamaged
Hoses undamaged
Proper coupler connections
Gaskets undamaged
Quick Key
CERTIFICATE
BOTTOM FILL
VAPOR LEAKS
LEAK DETECT
DOME COVER
BAG TEST
P/V VENT
VAPOR LINES
HOSES
SENSOR
WELDS
Inspection Findings
•
I
en
ro
-------
In the San Diego "bag" test, a bag is placed over the dome
cover to capture and quantify the otherwise fugitive vapors. The
bag is attached to a modified bicycle tire that has been filled with
sand or water. The weight of the sand or water in the tire forces
the assembly against the truck tank and creates the vapor seal. The
bag is sized based upon calculations of the amount of vapors that
would be lost given an allowable pressure decline rate. (San Diego
has an allowable pressure decline rate of 1 inch of water in 5
minutes.)
The bags are oversized so that on filling, inspectors are cer-
tain that a violation has taken place. The bag is placed over the
compartment which is being loaded and the number of times the bag
fills or the approximate volume of vapors collected in the bag is
estimated.
4-5.3.3 Tank Truck Inspection, Level 3
A more stringent requirement is to regulate the degree of
tightness that is required on gasoline delivery tanks. To ensure
that this tightness is maintained, all trucks must pass a pressure
tightness test at regular intervals. A checklist for this test is
given in Table 4-16.
If its last load was gasoline, the truck is purged of volatile
hydrocarbon gases by blowing air into the compartments with the
dome lids open. This purging, which is normally done for about 10
minutes per comparment, removes the volatile vapors to ensure
safety and allows for a better pressure determination within the test
tank. Some truck owners either purge the compartment with diesel
or arrange to have the last load before testing be composed of
diesel, which displaces the volatile vapors in the truck compart-
ments and eliminates the necessity of purging with air. The trucks
are then brought into a covered area so that pressure variation
4-53
-------
Table 4-16. GASOLINE TANK TRUCK INSPECTION CHECKLIST,
LEVEL 3 LEAKAGE TEST, CARB PROCEDURE
Key
1
Inspection Point
^
Tank truck or
trailer
RACT Requirements
Maximum pressure change in
five minutes is as follows:
Pressure:
4,500 to 3,750 Pascals
(18 to 15 in. water)
Vacuum:
-1,500 to -750 Pascals
(-6 to -3 in. water)
Inspection Procedure
Check last load diesel or
fuel oil
If last load gasoline, purge
Move to sheltered area
Close all external openings,
cap hoses
Open internal valves to mani-
fold compartments together
Connect manometer
Pressurize to 18 inches
water (stable)
Monitor leak rate 5 min
Evacuate to -6 inches water
(stable)
Monitor leak rate 5 min
Quick Key
LAST LOAD
PURGE
SHELTER
SEAL
MANIFOLD
flANOMETER
PRESSURE
LEAK RATE
V Aft RIM
vnvfUun
LEAK RATE
Inspection Findings
-p-
01
-------
caused by the sun and wind is minimized. The truck hatches are
closed and the delivery and vapor transfer hoses are attached and
capped on the ends. The internal valves are opened and the compart-
ments are manifolded together. The compartments can be tested
separately, but this is considerably more time consuming.
The truck is then pressurized, usually with shop-compressed
air. A monometer is attached to the truck and the truck pressure
brought to 18 inches of water. The pressure loss versus time is
then monitored and checked against the allowable leakage rate. The
truck is then placed under vacuum, usually by means of the vacuum
supplied by the exhaust manifold of an automobile engine. The
tank is evacuated to 6 inches of water and the pressure monitored
for 5 minutes. The recommended maximum allowable pressure change
in 5 minutes is 3 inches of water (from 18 to 15 inches of water
under pressure, or from 6 to 3 inches of water under vacuum).
4.5.4 STORAGE TANK INSPECTION
A storage tank inspection form is shown in Table 4-20. The RACT
for fixed roof tanks is an internal floating cover, but other
equivalent technology may be used on approval. Except for special
installations where vapor recovery or incineration is used, only
inspections at Levels 1 and 2are required for storage tanks.
Special systems may require a Level 3 inspection analogous to the
one for loading terminals described in Appendix D. The RACT require-
ments apply to storage tanks of capacities greater than 150,000
liters (39,600 gal) storing liquids whose true vapor pressure is
greater than 10.5 kiloPascals (1.5 psia).
Once every year or two, when they are empty, most storage
tanks are checked by their owners for corrosion, malfunctioning
seals, and so on. It is also recommended that they be examined
4-55
-------
Table 4-17. STORAGE TANK INSPECTION FORM
I
tn
CTl
Facility NaM/Cowany
Facility Address
Conpany Conuct HUM Title
Hill Address
Phone
Inspector Representing Phone
Inspection Date Tlw Tetiperature
(Attich dugri* or **p of ficlllty)
Tncy list Inspection
Htxiiui teiperature
Teevertture during Inspection
Tink contents
True vapor pressure, psia
Tank dimensions
Tank capacity, gallons
liquid level, 1 of capacity
Type of vapor control
(roof type)
Fixed roof tank openings covered
Seal defects, location
clockwise fron ladder, o'clock
(Describe defect)
ExplosiMter readings.
location and percent LEI
COBMDtS
1
2
3
4
5
e
-------
visually as part of Level 2 terminal and bulk plant in-
spections (refer to Sections 4.5.1 and 4.5.2). The following
guidelines summarize the procedures to be followed and may dupli-
cate portions of those sections.
4.5.4.1 Storage Tank Inspection, Level 1
Table 4-18 shows a Level 1 storage tank inspection checklist.
Equipment maintenance and product records should be checked to
learn whether they are adequately kept and whether the required
visual and internal inspections have been performed by the owners.
Visual examination of a selected tank'through the roof hatch may be
desirable if plant records are not adequate (refer to Section
4.5.4.2 for the method).
To ascertain whether or not the control device installed to
meet RACT requirements maintains its control efficiency, records
must be kept by the facility management and made available upon
request to EPA representatives. Records should be kept of the
inspections through roof hatches, recording evidence of any mal-
function. These roof hatch inspections should be performed at
intervals of 6 months or less. If the tank is emptied for mainte-
nance, or for other nonoperational reasons, records of a complete
inspection of the cover and seal must be maintained. The juris-
dictional control agency (EPA, state, or local) should be notified
prior to a complete inspection so that inspectors from that agency
may be present.
A record of the average monthly storage temperature and true
vapor pressure of the petroleum liquid stored should be maintained
if the product has a stored vapor pressure greater than 7.0 kPa
(1.0 psia) and is stored in a fixed roof tank not equipped with an
internal floating roof or alternative equivalent control device.
4-57
-------
Table 4-18. STORAGE TANK INSPECTION CHECKLIST, LEVEL 1
[For Tanks Larger Than 150,000 Liters (40,000 gal) Storing
Liquids With True Vapor Pressure Greater Than 10.5 kPa]
Key
1
Inspection Point
Records
RACT Requirements
Inspection through roof
hatches at least twice
yearly.
Whenever tank empty for
maintenance or other non-
operational reason, make
internal inspection of
cover and seal .
If no vapor control, main-
tain record of average
monthly storage temperature
and true vapor pressure,
if latter is greater than
7.0 kPa.
Inspection Procedure
Examine records
Examine records
Examine records
Quick Key
TANK ID
RECORDS
Inspection Findings
I
en
00
-------
The true vapor pressure may be determined by the typical Reid vapor
pressure of the stored product, using the average monthly storage
temperature and standard tables, nomographs, or equations.
Each of these records should be kept by the facility manage-
ment and made available upon request of the inspector. If a question
arises on the values reported for a product, analytical data may be
requested of the facility.
If other equivalent means of control are used, such as vapor
recovery, it may be necessary to record the amount of vapor captured,
flow rates, and operating parameters (such as temperatures and
pressures) to establish the day-to-day operating efficiencies. It
should not be anticipated that this type of information on vapor
recovery systems will be available on the facility's first inspec-
tion.
4.5.4.2 Storage Tank Inspection. Level 2
In addition to the record check performed for Level 1, each
fixed roof tank should be inspected and the checklist given in
Table 4-19 should be completed. Inspectors should, if possible,
climb to the tank roof and visually inspect the roof seals and note
any vents. Under no circumstances should the inspector make such
a climb or perform any other act if plant personnel believe it to
be unsafe or if instrument readings indicate dangerously high
levels of organic vapors or hydrogen sulfide. Concentrations at
vents, flanges, valves, pumps, and relief valves in the tank may
be measured with instruments. Locations with significant concen-
trations should be recorded.
If the tank has an internal floating cover, the seal should
be visually inspected from the roof hatch to identify any obvious
4-59
-------
Table 4-19. STORAGE TANK INSPECTION CHECKLIST, LEVEL 2
[For Tanks Larger Than 150,000 Liters (40,000 gal) Storing
Liquids With True Vapor Pressure Greater Than 10.5 kPa]
CTl
O
Key
1
*-)
t-
3
7
Inspection Point
Records
Internal
floating roof
Floating roof
seal
Openings in
floating roof
RACT Requirements
Inspection through roof
hatches at least twice yearly
tenance or other non-opera-
tional reason, make internal
inspection of cover and seal
If no vapor control, maintain
record of average monthly
storage temperature and true
vapor pressure, if latter is
greater than 7.0 kPa.
Internal floating roof with
a closure seal , or approved
alternate control .
Roof uniformly floating on or
above liquid.
lo visible gaps in seal; no
iquid on cover
11 openings except stub
rain equipped with lids.
ids closed except when roof
s floated off or landed on
eg supports.
Inspection Procedure
Examine records
Examine records
Examine records
Brief visual examination
through roof hatches
Brief visual examination
through roof hatches
Brief visual examination
through roof hatches for
obvious damage or malfunc-
tion.
Brief visual examination
through roof hatches
Brief visual examination
through roof hatches
Quick Key
TANK ID
RECORDS
FLOATING ROOF
SEAL
VENTS
Inspection Findings
-------
damage such as gaps, tears, or other openings that have a potential
for emission. The inspector should visually inspect whether the
internal roof is floating on or above the liquid and whether there
are visible defects in the surface of the roof or liquid accumu-
lated on it. The seal should be inspected along the entire circum-
ference to assure that it fits tightly to the tank wall and that
no gaps are visible. Conditions of the roof and seal should be
recorded.
4-61
-------
References for Section 4.0
1. Cha, S.S., Ringquist, D.E., Bartlett, P.T., and Raffle, B.I.
Draft report on "Evaluation of Compliance Testing Procedure
for Hydrocarbon Emissions from Tank Truck Gasoline Loading
Operations." Prepared by the Research Corporation of New England
for EPA Region III and EPA Division of Stationary Source Enforce-
ment under Contract No. 68-01-4145, Task No. 12, October 1978.
2. "Control of Volatile Organic Compound Leaks from Gasoline Tank
Trucks and Vapor Collection Systems." EPA-450/2-78-051 (OAQPS
No. 1.2-119). U.S. Environmental Protection Agency, Office of
Air Quality Planning and Standards, Research Triangle Park,
N.C. 27711, December 1978.
3. "Control of Volatile Emissions from Storage of Petroleum Liquids
in Fixed-Roof Tanks." EPA-450/2-77-036 (OAQPS No. 1.2-089).
U.S. Environmental Protection Agency, Office of Air Quality
Planning and Standards, Research Triangle Park, N.C. 27711,
December 1977.
4. Masser, C.C. "Storage of Petroleum Liquids" Compilation of Air
Pollutant Emission Factors, Supplement No. 7, AP-42. U.S. Envir-
onmental Protection Agency, Research Triangle Park, N.C. 27711,
April 1977.
5. "Evaluation of Hydrocarbon Emissions from Petroleum Liquid
Storaqei1 Prepared by Pacific Environmental Services, inc.
Santa Monica, California, under EPA Contract No. 78-02-2606,
October 1977.
6. "Hydrocarbon Emissions from Fixed Roof Storage Tanks." Report
prepared by Engineering-Science, Inc. to Western Oil and Gas
Association, July 1977.
7. "Evaporation Loss from Fixed Roof Tanks" API Bulletin 2518,
American Petroleum Institute, Washington, D.C., June 1962.
8. Danielson, J.A. ed. Air Pollution Engineering Manual AP-40,
U.S. Environmental Protection Agency, Research Triangle Park,
N.C. 27711, May 1973.
4-62
-------
5.0 INSPECTION FORMS AND CHECKLIST
Title
Page
Table 5-1.
Table 5-2.
Table 5-3.
Table 5-4.
Table 5-5.
Table 5-6.
Table 5-7.
Table 5-8.
Table 5-9.
Table 5-10.
Table 5-11.
Table 5-12.
Table 5-13.
Table 5-14.
Table 5-15.
Table 5-16.
Preinspection Checklist 5-1
Equipment Checklist for Inspection of
Gasoline Marketing Elements 5-2
General Information Gasoline Truck-
Loading Terminals 5-3
Tank Truck Gasoline Loading Terminal
Inspection Checklist, Level 1 5-4
Tank Truck Gasoline Loading Terminal
Inspection Checklist, Level 2 5-5
Equipment Checklist for Inspection of
Gasoline Bulk Plants 5-6
General Information - Gasoline Bulk Plants 5-7
Gasoline Bulk Plant Inspection List, Level 1 5.3
Gasoline Bulk Plant Inspection Checklist,
Level 2 5-9
Tank Truck Description 5-10
Gasoline Tank Truck Inspection Checklist,
Level 1 5-11
Gasoline Tank Truck Inspection Checklist,
Level 2 5-12
Gasoline Tank Truck Inspection Checklist,
Level 3 Leakage Test, CARB Procedure 5-13
Storage Tank Inspection Form 5-14
Storage Tank Inspection Checklist, Level 1 5-15
Storage Tank Inpsection Checklist, Level 2 5-16
5-0
-------
Table 5-1. PREINSPECTION CHECKLIST
Procedural Steps
Key Phrase
Examine files on facility to be inspected.
Understand vapor control system used.
Determine inspection level needed.
Review applicable regulations.
Review inspection procedures.
Contact facility management (unless surprise is intended);
Notify of intent to inspect, and purpose.
Arrange date and time.
Request facility records be available.
Obtain operating data needed.
Find out what safety gear needed.
Notify other concerned agencies.
Obtain checklists and inspection forms.
Begin preinspection equipment assembly and
calibration (refer to Section 4.5).
CHECK FILES
UNDERSTAND
LEVEL
REGULATIONS
PROCEDURES
NOTIFY
DATE
RECORDS
OPERATIONS
SAFETY GEAR
AGENCIES
FORMS
EQUIPMENT
5-1
-------
Table 5-2. EQUIPMENT CHECKLIST FOR INSPECTION OF GASOLINE
MARKETING ELEMENTS
GENERAL PURPOSE
- Inspection forms and checklists
- Tape measure
- Camera
- Thermometer (0-120-F)
- Flashlight
- Safety gear
- Probes (to insert between tank seals and wall)
- Chalk (for gapping distances on tank wall)
- Container for gasoline sample (optional)
FOR LEAK CHECKING AND ROUGH CHECK OF VAPOR RECOVERY UNIT
- Combustible gas detector or sonic detector (dual range;
0-100X LEL pentane. 0-100% V pentane)
FOR VAPOR BALANCE TESTS
- Plastic bags for vents or tank truck domes
- Tape to seal bags
FOR LEVEL 3 SOURCE TEST (Vapor Recovery Unit)*
General:
- All items above
- Barometer
- Tools and fittings to connect test equipment to vapor
recovery unit:
- Drill
- Tubing connectors and adapters
- Tubing, polyethylene and vinyl
- Wrenches, channel-lock, other assorted tools
- Stopwatch
At Vapor Collection Test Point (no. 2 in Figure D-l):
- Gas volume meter, sized for maximum possible flow
- Thermocouple (0-150°F) with recorder
- Inclined manometer (0-10" water) or calibrated pressure
transducer
- Total hydrocarbon analyzer (FID or NDIR, 1-100S by volume
as propane) with recorder
- (Optional) Bag sampler with pump for GC samples
At Vapor Recovery Unit Vent (no. 3 in Figure D-l):
- Gas volume meter, sized for maximum possible flow
- Thermocouple (0-150°F) with recorder
- Inclined manometer (0-10" water) or calibrated pressure trans-
ducer (if gas meter pressure not equal to barometric)
- Total hydrocarbon analyzer (FID or NDIR; 1-20S by volume as
propane for vapor recovery; 0-1000 ppm as propane for
incineration) with recorder
- (Optional) Bag sampler with pump for GC samples
* Certain more complex designs may require additional test points
and additional test equipment, a pre-test survey is essential.
-------
Table 5-3. GENERAL INFORMATION GASOLINE TRUCK-LOADING TERMINALS
Facility Name / Company
Facility Address
Company Contact Name: Title
Mail Address
Phone
Inspector Representing Phone_
Inspection Date Time
How Facility is Refueled
Normal Working Schedule
Code Numbers for Regulations, Procedures, Drawings to be Used in
Inspection:
Ambient Temperature and Weather_
No. Storage Tanks Gasoline Throughput: Daily_
Annual
BBL Fuel Roof BBL Fuel Roof
Capacity Type Type Capacity Type Type
1. 4.
2. 5.
3. 6.
No. Loading Racks No. Dispensers per Rack •
No. Top-Loading Dispensers Ho. Bottom-Loading Dispensers
No. Top Splash-Loading No. Top Submerged Loading
Average Gasoline Fill Rate, gal/min
No. Heating/Diesel Fuel Racks Max. No. Dispensers at Once
Vapor Control System Type
Make Model No.
Source Test: Date Tester Observer
Average No. Trucks Loaded Daily Average No. Owned by Facility
__
-------
Table 5-4. TANK TRUCK GASOLINE LOADING TERMINAL
INSPECTION CHECKLIST, LEVEL 1
Inspection Point/
Enforcement Objective
Procedure
Quick Key
Findings
1. Terminal Office
Leam stocks handled
and type of vapor
control system
2. Loading Area
a.
Gasoline vapors
not emitted
b. Liquid gasoline
is not spilled or
exposed to evapor-
tion
3. Vapor Control System
a. Vapor control sys-
tem is present
b.
Vapor control sys-
tem is functioning
4. Tank Trucks
Should be leaktight
Question operator
Inspect during at least one truck loading with
gasoline
Verify:
Vapor line is connected to truck during filling
Umbilical cord (tied in with vapor line) is not
bypassed
Unconnected vapor lines (at other stations on
the rack) are closed off
Relief valves on truck do not open during
loading, indicating too much resistance to
vapor flow
The grommet on a top-loading nozzle is not
cracked or damaged (preventing a good seal
against truck filling port)
Top-loading nozzle is pressed tightly against
filling port and makes a good vapor seal
Top-loading nozzle maintains seals as truck
settles during loading
Search for gasoline vapor leaks
Potential problem spots:
Line connections
Truck hatch covers
Relief valves
Verify:
No uncovered sources of vapor
No spills or drips
Truck tank fill sensor is connected to gaso-
line pump (stops pump when tank is full)
Truck is not overfilled (running over or
spraying from relief valve)
Liquid line does not drip when disconnected
Identify the process unit associated with the
terminal
Different designs may have:
Compressors
Refrigeration (coils, fans)
Burner
Vapor accumulator tank
Locate level indicator on vapor accumulator
Level should rise as a truck is loaded,
unless the vapor process unit runs contin-
uously. If there is no accumulator, the pro-
cess unit should run during the loading.
If accumulator fills to its upper set point,
the process unit should start running (may
take several truck loadings).
If process unit has compressors, some will
run during operation (others may be on
standby).
If refrigeration vent is accessible, cold air
should be venting during operation.
If process unit is an incinerator, check that
the burner ignites during a truck loading,
or else when the accumulator is being emptied.
Search for gasoline vapor leaks
Potential problem spots:
Line connections
Accumulator tank relief valve or vent (may)
indicate leaky diaphragm or bladder)
Compressors
Record temperature gauge readings
Verify valid inspection sticker
OPERATOR
TRUCK FILL
VAPOR CONNECT
INTERLOCK
VAPOR SHUTOFF
RELIEF VALVES
TOPLOAD GROMMET
TRUCK SEAL
TRUCK SETTLES
LEAKS
UNCOVERED GASOLINE
SPILLS
FILL SENSOR
OVERFILL
LIQUID SHUTOFF
VAPOR CONTROL
VC FUNCTIONS
VC KICKS ON
COMPRESSORS
REFRIGERATOR COLD
BURNER LIGHTS
LEAKS
TRUCK STICKER
5-4
-------
Table 5-5. TANK TRUCK GASOLINE LOADING TERMINAL
INSPECTION CHECKLIST, LEVEL 2
Inspection Point/
Enforcement Objective
Procedure
Quick Key
indings
1. Terminal Office
Locate emission trouble
spots
2. Loading Area
a. Gasoline vapors not
b Liquid gasoline is
not spilled or
exposed to evaporation
3. Vapor Control System
a. Vapor control system
b. Vapor control system
is functioning
4. Tank Trucks
Should be leaktight
S. Storage Tanks
Gasoline vapors not
emitted
Examine records for:
Continuity
Maintenance trouble spots
Trends suggesting future problems
Inspect during several truck loadings
Verify
Vapor line 1s connected to truck during filling
Umbilical cord (tied in with vapor line) is
not bypassed
Unconnected vapor lines (at other stations on
the rack) are closed off
Relief valves on truck do not open during
loading, indicating too mcun resistance
to vapor flow
The gromnet on a top-loading nozzle is not
cracked or damaged (preventing a good seal
against truck filling port)
Top-loading nozzle is pressed tiqhtlv against
filling port and makes good vapor seal
To"-loading norzle maintains seal as truck
settles during loading
Search for vapor leaks using combustible gas
detector, high sensitivity. Potential
problem spots:
Line connections
Truck hatch covers
belief valves
Look for visible refraction by vapor (like
heat waves)
Look for shadow of vapors on ground
Smell gasoline odor
Feel for coolness of escaping vapor
Hear hiss of leak
Verify:
No uncovered sources of vapor
No spills or drips
Truck tank fill sensor is connected to
gasoline pump (stops pump when tank is full)
Truck is not overfilled (running over or
spraying from relief valve)
Liquid line does not drip when disconnected
Identify the process unit associated with the
terminal. Different designs may have:
Compressors
Refrigeration (coils, fans)
Burner
Vapor accumulator tank
Locate level indicator on vapor accumulator
Level should rise as a truck is loaded,
unless the vaeor process unit runs contin-
uously. If there is no accumulator, the
process unit should run during the loading
If accumulator fills to its upper set point.
the process unit should start running (may
take several truck loadings).
If process unit has compressors, some will
run during operation (others may be on
standby).
If refrigeration is used in the process unit.
the gauge should read well below outside
air temperature.
If refrigeration vent is accessible, cold air
should be venting during operation
If process unit is an incinerator, check that
the burner ignites during a truck loading, or
else wnen the accumulator is being emptied
Search for vapor leaks using combustible gas
detector, high sensitivity. Potential
problem spots:
Line connections
Accumulator vent
Compressors
VC vent check with detector on low sensitivity
(indicates possible gross malfunction)
Verify valid inspection sticker
Select one gasoline storage tank, visually.
inspect seals on floating cover (through- roof
hatch if fixed roof)
ECOROS
RUCK FILL
APOR CONNECT
INTERLOCK
APOR CONNECT
ELIEF VALVES
OPLOAO GROMMET
OPLOAD SEALS
RUCK SETTLES
EAK5
REFRACTION
SHAHOW
500R
OUCH
ISTEN
UNCOVERED
GASOLINE
SPILLS
ILL SENSOR
OVERFILL
IQUID SHUTOFF
APOR CONTROL
'C FUNCTIONS
'C KICKS ON
COMPRESSORS
IEFRIGERATOR
COLD
:OLD AIR
IURNER IGNITES
.EA«
1C VENT
TRJICK STICKER
'LOATING
COVER SEALS
5-5
-------
Table 5-5. EQUIPMENT CHECKLIST FOR INSPECTION
OF GASOLINE BULK PLANTS
GENERAL PURPOSE
- Inspection forms and checklists
- Tape Measure
- Camera
- Thermometer (0-120°F)
- Flashlight
- Safety gear
FOR LEAK CHECKING AND ROUGH CHECK OF VAPOR BALANCE SYSTEM
- Combustible gas detector (dual range; 0-100% LEL pentane,
0-100% V pentane) ....
FOR CHECKING P-V VALVE
- Pressure-vacuum gauge (-3 psi to + 3 psi or similar)
5-6
-------
Table 5-7. GENERAL INFORMATION - GASOLINE BULK PLANTS
Facility Name/Company
Facility Address
Company Contact Name: Title
Mail Address
Phone
Inspector Representing Phone_
Inspection Date Time
How Facility is Refueled
Normal Working Schedule
Normal Throughput, gallons/day
Code Numbers for Regulations, Procedures, Drawings to be Used in
Inspection:
Ambient Temperature and Weather
No. Storage Tanks No. With Floating Roof_
BBL Fuel Roof BBL Fuel Roof
Capacity Type Type Capacity Type Type
1. 4.
2. 5.
3. 6.
No. Loading Racks No. Dispensers per Rack
No. Top-Loading Dispensers No. Bottom-Loading Dispensers
No. Top Splash-Loading No. Top Submerged Loading
Average Gasoline Fill Rate, gal/min
No. Heating/Diesel Fuel Racks Max No Dispensers at Once
Vapor Control System Type: Balance Other None
Make_ Model No.
Average No. Trucks Loaded Daily Average No. Owned by Facility
5-7
-------
Table 5-8. GASOLINE BULK PLANT INSPECTION CHECKLIST,
LEVEL 1
Inspection Point/
Enforcement Objective
1. Bulk Plant Office
Learn stocks handled
and type of control
system, if any
2. Loading Area
a. Gasoline vapors
not emitted
b. Liquid gasoline
is not spilled or
exposed to evap-
oration
3. Tank Trucks
Should be leaktight
Submerged fill
piping
Exempt loads
Procedure
Question operator
Inspect during at least one truck loading
with gasoline (and truck delivery if
possible)
Verify:
Bottom Filling
Vapor line is connected to truck during
filling or unloading
Umbilical cord (tied in with vapor line)
is not bypassed
Unconnected vapor lines (at other stations
on the rack) are closed off
Relief valves on truck do not open during
loading, indicating too much resistance
to vapor flow
Search for gasoline vapor leaks
Potential problem spots:
Line connections
Truck hatch covers
Relief valves
Verify:
No uncovered sources of vapor
No spills or drips
Truck tank fill sensor is connected to
gasoline pump (stops pump when tank
is full)
Truck is not overfilled (running over
or spraying from relief valve)
Liquid line does not drip when
disconnected
Verify valid inspection sticker
Verify submerged fill piping
Check truck customer (farmers etc.)
Quick Key
OPERATOR
TRUCK FILL
OR UNLOAD
BOTTOM FILL
VAPOR CONNECT
INTERLOCK
VAPOR SHUTOFF
RELIEF VALVES
LEAKS
^
UNCOVERED
GASOLINE
SPILLS
FILL SENSOR
OVERFILL
LIQUID
SHUTOFF
TRUCK STICKER
SUBMERGED
EXEMPT LOAD
Findings
5-8
-------
Table 5-9.
GASOLINE BULK PLANT INSPECTION CHECKLIST,
LEVEL 2
Inspection Point/
Enforcement Objective
Procedure
Quick Key
Findings
1. Bulk Plant Office
Locate emission
trouble spots
2. Loading Area
a. Gasoline vapors
not emitted
b. Liquid gasoline
is not spilled
or exposed to
evaporation
3, Tank Trucks
Should be leaktight
4. Storage Tanks
Examine records for:
Continuity
Maintenance trouble spots
Trends suggesting future problems
Inspect during several truck loadings
and one truck delivery
Verify:
Bottom Filling
Vapor line is connected to truck
during filling or unloading
Umbilical cord (tied in with vapor
line) is not bypassed
Relief valves on truck do not open
during loading, indicating too much
resistance to vapor flow
Search for vapor leaks using combustible
gas detector, high sensitivity.
Potential problem spots:
Line connections
Truck hatch covers
Relief valves
Look for visible refraction by vapor
(like heat waves)
Look for shadow of vapors on ground
Smell gasoline odor
Feel for coolness of escaping vapor
Hear hiss of leak
Verify:
No uncovered sources of vapor
No spills or drips
Truck tank fill sensor is connected
to gasoline pump (stops pump when
tank is full)
Truck is not overfilled (running over
or spraying from relief valve)
Liquid line does not drip when
disconnected
Verify valid inspection sticker
Inspect gasoline storage tanks for
defects or gaps.
Check PV valve operation (pressure
setting)
RECORDS
TRUCK FILL
OR UNLOAD
BOTTOM FILL
VAPOR CONNECT
INTERLOCK
RELIEF VALVES
LEAKS
REFRACTION
SHADOW
ODOR
TOUCH
LISTEN
UNCOVERED
GASOLINE
SPILLS
FILL SENSOR
OVERFILL
LIQUID
SHUTOFF
TRUCK STICKER
STORAGE
PV VALVE
5-9
-------
Table 5-10. TANK TRUCK DESCRIPTION
Truck Owner
Truck License/ID
Other Licenses or Stickers (Agency, Number)
Name of Company Contact
Title
Phone
Inspector
Date
Time
Location of Inspection Ambient Temperature
Truck/Trailer Type (Check applicable): Straight Truck_
Semitrailer Full Trailer
Capacities (gallons): Straight Truck or
Semitrailer
Compartment Number
1 (Front)
2
3
4
5
6
Total
Full Trailer
Last Load: Hatches Opened?
Vapor Recovery Used?
Fuel loaded
5-10
-------
Table 5-11. GASOLINE TANK TRUCK INSPECTION CHECKLIST, LEVEL 1
Key
1
2
3
4
5
6
7
Inspection Point
Tank truck or
trailer
All tank fittings
(Keys 2-7)
Dome covers
Pressure/vacuum
vents
Vapor collection
piping
Transfer hoses
Overfill sensors
Tank welds
RACT Requirements
Submerged or bottom fill
Ilo leak greater than 100%
LEL 2cm from source
during loading or un-
1 oad i ng
Inspection Procedure
Certificate of Inspection
OK Verify loading port or
tube within six inches of
tank bottom
Look for vapors (like
heat waves) or their
shadow
Sniff for gasoline odor
Listen for hiss of leaks
Feel for vapor breeze on
fingers
Visual check: Lid or base
ring not warped or dam-
aged
Gaskets clean and intact
Attachments tight
Valve closures work
smoothly
Cover bolts tight
Rubber boots and hoses
undamaged
Gaskets undamaged
Hoses undamaged
Proper coupler connec-
tions
Gaskets undamaged
Quick Key
CERTIFICATE
BOTTOM FILL
VAPOR LEAKS
DOME COVER
P/V VENT
VAPOR LINES
HOSES
SENSOR
WELDS
Inspection Findings
•
en
i
-------
Table 5-12. GASOLINE TANK TRUCK INSPECTION CHECKLIST, LEVEL 2
Key
1
2
3
4
5
6
7
Inspection Point
Tank truck or
trailer
All tank fittings
(Keys 2-7)
Dome covers
Pressure/vacuum
vents
Vapor collection
piping
Transfer hoses
Overfill sensors
Tank welds
RACT Requirements
Submerged or bottom fill
No leak greater than 100%
LEL 2 cm from source
during loading or unload-
ing
Inspection Procedure
Certificate of Inspection OK
Verify loading port or tube
within six inches of tank
bottom
Look for vapors (like heat
waves) or their shadow
Sniff for gasoline odor
Listen for hiss of leaks
Feel for vapor breeze on
fingers
Check with combustible vapor
detector all around poten-
leak source at 2.5 cm
distance
Visual check: Lid or base
ring not warped or damaged
Gaskets clean and intact
Attachments tight
Cover with weighted plastic
bag (San Diego)
Valve closures work smoothly
lover bolts tight
Rubber boots and hoses
undamaged
Gaskets undamaged
loses undamaged
'roper coupler connections
Baskets undamaged
Quick Key
CERTIFICATE
BOTTOM FILL
VAPOR LEAKS
LEAK DETECT
DOME COVER
BAG TEST
P/V VENT
VAPOR LINES
HOSES
SENSOR
WELDS
Inspection Findings
•
en
i
ro
-------
Table 5-13. GASOLINE TANK TRUCK INSPECTION CHECKLIST,
LEVEL 3 LEAKAGE TEST, CARB PROCEDURE
Key
1
Inspection Point
Tank truck or
trailer
RACT Requirements
Maximum pressure change in
five minutes is as follows:
Pressure:
4,500 to 3,750 Pascals
(18 to 15 in. water)
Vacuum:
-1,500 to -750 Pascals
(-6 to -3 in. water)
Inspection Procedure
Check last load diesel or
fuel oil
If last load gasoline, purge
Move to sheltered area
Close all external openings,
cap hoses
Open internal valves to mani-
fold compartments together
Connect manometer
Pressurize to 18 inches
water (stable)
Monitor leak rate 5 min
Evacuate to -6 inches water
(stable)
Monitor leak rate 5 min
Quick Key
LAST LOAD
PURGE
SHELTER
CCAI
DC.AL
MANIFOLD
NANOMETER
PRESSURE
LEAK RATE
VACUUM
LEAK RATE
Inspection Findings
in
i
u>
-------
Table 5-14. STORAGE TANK INSPECTION FORM
on
I
Facility Haiae/Coapany
Facility Address
Comity ConUct NMM Title
H*ll Address
Phone
Inspector Representing Phone
Inspection Dite Tine Temperature
(Attach diagraa or mp of facility)
Tank 10
Records In order
Date last Inspection
Agency last Inspection
Naxiaun te^ierature
Temperature during Inspection
Tank contents
True vapur pressure, psla
Tank d tensions
Tank capacity, gallons
Liquid level. 1 of capacity
Type of vapor control
(roof type)
Fixed roof tank openings covered
Seal defects, location
clockwise fro* ladder, o'clock
(Describe defect)
ExplosiMter readings.
Location and percent LEL
Contents
'
2
1
4
5
«
-------
Table 5-15. STORAGE TANK INSPECTION CHECKLIST, LEVEL 1
[For Tanks Larger Than 150,000 Liters (40,000 gal) Storing
Liquids With True Vapor Pressure Greater Than 10.5 kPa]
Key
1
Inspection Point
Records
RACT Requirements
Inspection through roof
hatches at least twice
yearly.
Whenever tank empty for
maintenance or other non-
operational reason, make
internal inspection of
cover and seal .
If no vapor control, main-
tain record of average
monthly storage temperature
and true vapor pressure,
if latter is greater than
7.0 kPa.
Inspection Procedure
Examine records
Examine records
Examine records
Quick Key
TANK 10
RECORDS
Inspection Findings
en
i
en
-------
Table 5-16. STORAGE TANK INSPECTION CHECKLIST, LEVEL 2
[For Tanks Larger Than 150,000 Liters (40,000 gal) Storing
Liquids With True Vapor Pressure Greater Than 10.5 kPa]
Key
1
2
3
7
Inspection Point
Records
Internal
floating roof
Floating roof
seal
Openings in
floating roof
RACT Requirements
Inspection through roof
hatches at least twice yearly
Whenever tank empty for main-
tenance or other non-opera-
tional reason, make internal
inspection of cover and seal.
If no vapor control, maintain
record of average monthly
storage temperature and true
vapor pressure, if latter is
greater than 7.0 kPa.
Internal floating roof with
a closure seal, or approved
alternate control .
Roof uniformly floating on or
above liquid.
No visible gaps in seal; no
liquid on cover
All openings except stub
drain equipped with lids.
Lids closed except when roof
is floated off or landed on
leg supports.
Inspection Procedure
Examine records
Examine records
Examine records
Brief visual examination
through roof hatches
Brief visual examination
through roof hatches
Brief visual examination
through roof hatches for
obvious damage or malfunc-
tion.
Brief visual examination
through roof hatches
Brief visual examination
through roof hatches
Quick Key
TANK ID
RECORDS
FLOATING ROOF
SEAL
VENTS
Inspection Findings
en
I
cr>
-------
6.0 GLOSSARY
Absorption— in chemical terminology, the penetration of one sub-
stance into the inner structure of another, as distinguished from
adsorption, in which one substance is attracted to and held on the
surface of another.
Activated carbon— an amorphous form of carbon characterized by high
adsorptivity for many gases, vapors, colloidal solids. The carbon
is obtained by the destructive distillation of wood, nut shells,
animal bones, or other carbonaceous material; it is "activated" by
heating to 800-900°C with steam or carbon dioxide, which results in
a porous internal structure with an average internal surface area of
10,000 ft2/g.
Adsorption— adherence of the atoms, ions, or molecules of a gas or
liquid to the surface of another substance, called the adsorbent.
The best known examples are gas/solid and liquid/solid systems.
Finely divided or microporous materials presenting a large area of
active surface (such as activated carbon) are strong adsorbents, and
are used for removing colors, odors, and water vapor.
Aliphatic-- one of the major groups of organic compounds character-
ized by straight- or branched-chain arrangement of the constituent
carbon atoms. Aliphatic hydrocarbons are comprised of three sub-
groups: (1) paraffins (alkanes), all of which are saturated and
comparatively unreactive, the branched-chain types being much more
suitable for gasoline than the straight-chain; (2) olefins (alkenes
or alkadienes), which are unsaturated and quite reactive; and (3)
acetylenes (alkynes), which contain a triple bond and are highly
reactive.
Alkanes--also termed paraffins; a class of aliphatic hydrocarbons
characterized by a straight or branched carbon chain; generic
formula C
API — American Petroleum Institute.
Balance vapor collection system — a vapor transport system which uses
direct displacement by the liquid loaded to force vapors from the
tank truck or trailer into the recovery system.
Blowoff— removal of liquids or solids from a process vessel or stor-
age vessel or a line caused by pressure; also called blowdown.
Blowoff may be unintentional, as a result of overfill or pressure
surge.
6-1
-------
Body load tank trucks—a truck with the tank attached permanently to
the truck and borne on the truck wheels; also called bob-tail tank
trucks.
Bottom filling—the filling of a tank truck or stationary storage
tank through an opening that is flush with the tank bottom. This is
accomplished by connecting a loading hose to a nozzle beneath the
liquid surface of the tank, employing a flexible hose or nonflexible
swing-type arm (refer to loading arm assemblies).
Bottom loading—loading of a tank vehicle via the discharge opening
of the tank.
Breakthrough—a localized break in a filter cake or precoat that
permits fluid to pass through without being filtered; also known as
breakpoint. In adsorption, the point at which the surface of the
adsorbent is saturated with a substance being adsorbed, and addi-
tional amounts of the substance pass through the adsorbent un-
changed, i.e., "break through."
Bubble indication method—a method of locating leaks in a pressur-
ized system by means of soap solution; escaping gas forms bubbles
when the soap solution covers the leak.
Bulk gasoline plant—means a gasoline storage and distribution
facility with an average daily throughput of less than 76,000 liters
(20,000 gallons) that receives gasoline from refineries or bulk
gasoline terminals by trailer transport, stores it in tanks, and
subsequently dispenses it via account trucks to local farms,
businesses, and service stations. Bulk gasoline plants are
intermediate locations in the gasoline distribution system that have
separate storage facilities and tank vehicle loading equipment.
Bulk gasoline terminal—a gasoline storage facility that receives
gasoline from refineries primarily by pipeline, ship, or barge, and
delivers gasoline to bulk gasoline plants or to commercial or retail
accounts primarily by tank truck; and has a daily throughput of more
than 76,000 liters (20,000 gallons) of gasoline. Also called tank
truck gasoline loading terminals.
Butane—C^Hig; used in the production of high test gasoline as well
as a bottled gas and as a solvent.
Carbon adsorption—see activated carbon, adsorption.
6-2
-------
Chromatography—a laboratory analytical technique for the separation
and identification of chemical compounds in complex mixtures.
Basically, it Involves the flow of a mobile (gas or liquid) phase
over a stationary phase (which may be a solid or a liquid). See
also gas Chromatography.
Corbustible gas—a gas that burns, including the fuel gases, hydro-
gen, hydrocarbon, carbon monoxide, or a mixture of these.
Combustible gas detector—see gas detector
Compression-refrigeration-absorption (CRA) system—a vapor recovery
system based 0,1 the absorption of gasoline vapors under pressure
with chilled gasoline from storage. Average outlet concentrations
at tank truck loading facilities are 25,000 and 75,000 ppm, with
maximum emissions level 43 mg per liter.
Condensate—hydrocarbon liquid separated from natural gas which con-
denses due to changes in the temperature and/or pressure and remains
liquid at standard conditions.
Continuous vapor processing device—hydrocarbon vapor control system
that treats vapors from tank truck or trailers on a demand basis
without intermediate accumulation.
Control efficiency—the ratio of the quantity of emissions prevented
from entering the atmosphere by the control device to the quantity
of emissions that would have entered the atmosphere (quantity input
to the control device) if there had been no control.
Covered floating roof—a steel pan internal floating roof.
Covere floating roof tank—a fixed roof tank with a floating roof
deck inside; see also internal floating roof.
Crude oil—a naturally occuring mixture which consists of hydrocar-
bons and/or sulfur, nitrogen and/or oxygen derivatives of hydrocar-
bons and which is a liquid at standard conditions.
CTG document—one of a series of control techniques guideline docu-
ments published by the U.S. Environmental Protection Agency's Office
of Air Quality Planning and Standards (OAQPS) for those industries
'iat emit significant quantities of air pollutants in areas of the
>untry where national ambient air quality standards (NAAQS) are not
being attained.
Custody transfer—the transfer of produced crude oil and/or conden-
sate, after processing and/or treating in the producing operations,
from storage tanks or automatic transfer facilities to pipelines or
any other forms of transportation.
6-3
-------
Dedicated vapor balance service—denotes tank vehicles (particularly
gasoline tank trucks) that are dedicated to the transport of only
one product and that pick up the vapors displaced during unloading
operations, transporting them in the empty tank back to the truck
loading terminal. The vapors in an empty gasoline tank truck in
dedicated balance service are normally saturated with hydrocarbons.
DSSE—the U.S. Environmental Protection Agency's Division of
Stationary Source Enforcement.
Emission factors—the ratio of pollutant emitted from a process unit
or control device to some measure of process scale, such as the
weight, volume, or numbers of materials processed or produced.
Entrained fluid—fluid in the form of mist, fog, or droplets that is
carried out of a column or vessel by a rising gas or vapor stream.
Entrainment—in chemical engineering, a process in which the liquid
boils so violently that suspended droplets of liquid are carried in
the escaping vapor; in meteorology, the mixing of environmental air
into a preexisting organized air current so that the environmental
air becomes part of the current.
Explosimeter—see gas detector.
External floating roof—a storage vessel cover in an open top tank
consisting of a double deck or pontoon single deck that rests upon
and is supported by the petroleum liquid being contained and is
equipped with a closure seal or seals to close the space between the
roof edge and tank shell.
F!Xedur0of. breatn1r|g losses—vapor expelled from a tank because of
the thermal expansion of existing vapors, vapor expansion caused by
barometric pressure changes, and/or an increase in the amount of
vapor due to added vaporization in the absence of a liquid-level
change.
Fixed roof storage tanks—a storage vessel with a fixed external
roof.A fixed roof tank may contain an internal floating roof but
cannot, by definition, be retrofitted with an external floating
roof.
Fixed roof working losses—vapor expelled from a tank as a result of
filling and emptying operations.
6-4
-------
Hame ionization detector—a device in which the measured change in
conductivity of a standard flame (usually hydrogen) due to the in-
sertion of another gas or vapor is used to detect the gas or vapor.
Floating roof standing storage losses—vapor losses resulting from
causes other than breathing or changes in liquid level. The largest
potential source of this loss is attributable to an improper fit of
the seal and shoe to the shell, which exposes some liquid surface to
the atmosphere. A small amount of vapor may escape between the
flexible membrane seal and the roof.
Floating roof withdrawal losses—vapor losses resulting from evapor-
ation of stock that wets the tank wall as the roof descends during
emptying operations (small in comparison to other types of losses).
Floating roof tanks—storage tanks that consist of welded or riveted
cylindrical wall equipped with a deck or roof that is free to float
on the surface of the stored liquid. To ensure that the liquid sur-
face is completely covered, the roof is equipped with a sliding seal
that fits against the tank wall.
Fugitive losses—emissions that occur as a result of spills, leak-
age, and other poor housekeeping, operating, and maintenance prac-
tices. Fugitive emissions escape to the atmosphere without being
vented to a control device or a stack.
Full trailer—any vehicle equipped with a cargo tank and constructed
so that practically all of its weight and load rests on its own
wheels. A full trailer is drawn by a tractor through a towing hitch
connection. •
Gas chromatography (GO—the process in which the components of a
mixture are separated from one another by volatilizing the sample
into a carrier gas stream which is passing through and over a bed
packing consisting of 20 to 200 mesh solid support. The surface of
the latter is usually coated with a relatively nonvolatile liquid
(GLC/gas-liquid chromatography; if the liquid is not present, the
process is gas-solid chromatography). Different components move
through the bed at different rates, appearing one after another at
the effluent end, where they are detected and measured.
Gas detector—a device to detect organic vapors in air, for example
by measuring the change in current that flows between a heated
platinum anode and a concentric platinum cathode. This type is
termed an explosimeter, combustible gas detector, or gaseous
conduction analyzer.
Gasoline—any petroleum distillate having a Reid vapor pressure of
27.6 kPa (4 pounds) or greater.
6-5
-------
Grommet--a metal washer or eyelet, or a piece of fiber soaked in a
packing material and used under bolt and nut heads to preserve
tightness. In tank truck loading, a tapered gasket, usually of neo-
prene, around a gasoline loading nozzle, intended to ensure a vapor-
tight seal during the loading.
Hexane—CfiH,^; the sixth member of the paraffin hydrocarbon series,
derived by fractional distillation from petroleum. Hexane is a
colorless, volatile liquid with a faint odor.
Hydrocarbons—a very large group of chemical compounds composed only
of carbon and hydrogen; the largest source of hydrocarbons is
petroleum crude oil.
Hydrogen sulfide—HgS; a colorless, toxic gas at room temperature
with the characteristic foul odor of rotten eggs.
Intermediate bulk installations—tank truck gasoline loading termi-
nals (bulk gasoline terminals) and/or bulk gasoline plants.
Intermittent vapor processing device—hydrocarbon vapor control sys-
tem that employs an intermediate vapor holder to accumulate recover-
ed vapors from tank trucks or trailers. The processing unit treats
the accumulated vapors only during automatically controlled cycles.
Internal floating cover—a nonferrous (e.g., aluminum or polyure-
thane) internal floating roof.
Internal floating roof—a cover or roof in a fixed roof tank which
rests upon or is floated upon the petroleum liquid being contained,
and is equipped with a closure seal or seals to close the space be-
tween the roof edge and tank shell. The cover rises or falls with
the liquid level.
Lean oil—absorbent oil from which absorbed gas has been stripped;
an example is absorber oil in a natural gasoline plant from which
absorbed liquids (ethane, propane, butane) have been removed.
LEL/lower explosive limit—the concentration of a combustible vapor
in air, below which ignition will not occur.
LOA/lean oil absorption—see absorption, lean oil.
Loading arm assemblies—the equipment and appurtenances at the
discharge end of a product pipeline that are used t.) fill individual
tank vehicle or tanker compartments; may be pneumatically operated
or spring loaded.
6-6
-------
Loading rack--an aggregation or combination of gasoline loading
equipment to meter and deliver various products into tank vehicles
from storage. The equipment is arranged so that all loading outlets
in the combination can be connected to a truck tanker or trailer
parked in a specified loading space.
Manometer—a double-leg, liquid-column gauge used to measure the
difference between two fluid pressures.
Methane—CH/p the first member of the paraffin (alkane) hydrocar-
bon series, also termed marsh gas and firedamp. This gaseous com-
pound is the chief ingredient of natural gas. It is highly combus-
tible and is an excellent fuel.
Model regulations—sample regulations that convert the emission lim-
its and recommended control technologies given in CTG documents into
a legislative format. These model regulations were developed to aid
states in developing their implementation plans (SIPs) for attaining
the national ambient air quality standards (NAAQS).
Neoprene—(C/^HgCl )r}; a type of polychloroprene used as a rubber
substitute due to its superior resistance to oil, gasoline, and
other organic solvents.
Nomograph—a chart which represents an equation containing three
variables by means of three scales so that a straight line cuts the
three scales in values of the three variables satisfying the
equation.
Nonattainment area—a designated geographical portion of the United
States where national ambient air quality standards (NAAQS) for one
or more criteria pollutants are not being attained.
OAQPS—the U.S. Environmental Protection Agency's Office of Air
Quality Planning and Standards.
01 efins—a class of unsaturated aliphatic hydrocarbons having one or
more double bonds, obtained by cracking naphtha or other petroleum
fractions at high temperatures (1,500 to 1,700°F). Those containing
one double bond are called alkenes, and those with two are called
alkadienes or diolefins.
Other outlets—commercial gasoline accounts that consist of private-
ly owned facilities operated to fuel a company fleet of ships,
planes, or trains, and supplied either by tank vehicles from inter-
mediate bulk installations or directly from refineries.
Oxidant precursors—compounds that may react in the presence of
sunlight to form oxidants of photochemical smog. Examples are
nitrogen oxides, and hydrocarbons or VOC.
6-7
-------
Oxidation— the term "oxidation" originally meant a reaction in which
oxygen combines chemically with another substance, but its usage has
long been broadened to include any reaction in which electrons are
transferred. Oxidation and reduction always occur simultaneously,
and the substance which gains electrons is termed the oxidizing
agent. Electrons may also be displaced within the molecule without
being completely transferred away from it. Dehydrogenation is also
a form of oxidation.
Oxidizing material --any compound that is capable of removing elec-
trons from another substance.
Paraffins—also termed alkanes; a class of aliphatic hydrocarbons
characterized by a straight or branched carbon chain; generic formu-
la CpH2n+2' Their physical form varies with molecular weight
from gases (methane) to waxy solids. They are found in petroleum in
proportions varying with the source of the crude oil.
Pentane— CcjH^; the fifth member of the paraffin hydrocarbon series
derived by fractional distillation from petroleum. Pentane is a
colorless, highly flammable liquid with a pleasant odor.
Petroleum— a mixture of principally aliphatic hydrocarbons many of
which are liquid at ordinary temperatures, thus serving as solvents
both for low molecular weight compounds that would otherwise be
gases and for high molecular weight compounds that would otherwise
be solids.
Petroleum liquids— crude oil, condensate, and any finished or inter-
mediate products manufactured or extracted in a petroleum refinery.
Petroleum refinery— any facility engaged in producing gasoline, ker-
osene, distillate fuel oils, residual fuel oils, lubricants, or
other products through distillation of crude oils, or through redis-
tillation, cracking, extraction, or reforming of unfinished petro-
leum derivatives.
Photochemical oxidants — oxidizing products of photochemical reac-
tions, for example ozone.
Photochemically reactive — descriptive of organic compounds that may
react in the presence of sunlight to form oxidants or photochemical
smog.
Photochemi stry— the branch of chemistry concerned with the effect of
absorption of radiant energy (light) in inducing or modifying chemi-
cal changes, of which photochemical oxidation is one example.
Pneumatic— pertaining to or operated by air or other gas.
6-8
-------
Precursors of oxidants—see oxidant precursors.
Pressure tanks—storage tanks that are designed to withstand rela-
tively large pressure variations and are generally used for storage
of high volatility stocks.
Pressure tank losses—vapor losses that occur when the pressure
inside the tank exceeds the design pressure, resulting in relief
vent opening. This happens only when the tank is filled improperly,
or when abnormal vapor expansion occurs. Pressure tanks are not a
significant source of loss under normal operating conditions.
Pressure transducer—an instrument component that detects a fluid
pressure and produces an electrical signal related to the pressure;
also known as an electrical pressure transducer.
Pressure-vacuum (P-V) vents—vents installed in the dome lid of a
tank vehicle as a vapor control measure to 'reduce the emission of
hydrocarbons from the vapor space of the compartments during
transit.
Propane—C3H8; one of the commonly used ingredients in bottled
gas. It is also used as a high pressure solvent.
RACT/reasonably available control technology—the lowest emission
limit that a particular source is capable of meeting by the applica-
tion of control technology that is reasonably available considering
technological and economic feasibility. RACT may require technology
that has been applied to similar, but not necessarily identical,
source categories. A short-term evaluation program to permit the
application of a given technology to a particular source is an
appropriate technology-forcing aspect of RACT.
Refrigeration (RF) system—a vapor recovery system based on the con-
densation of gasoline vapors by refrigeration at atmospheric pres-
sure. Vapors are treated as they are vented from tank trucks: con-
densate is withdrawn from the condenser and the remaining air is
vented to the atmosphere. Outlet concentrations of hydrocarbons
average 34,000 ppm (measured as propane).
San Diego bag test—a means of observing whether a tank truck hatch
leaks during filling, by taping a plastic bag over the hatch.
Semitrailer—any vehicle equipped with a cargo tanks that is drawn
by a tractor by means of a fifth wheel connection. Some part of the
semitrailer's weight and load rests upon the towing vehicle.
6-9
-------
Sonic detector—an instrument that monitors the noise made by gas
escaping through a leak area. Like explosimeters, sonic detectors
are used to measure leakage caused by any gas. They can be employed
it the system is either under pressure (leakage out) or vacuum
(leakage in), and at the same emission sources as the explosimeter
or combustible gas detector.
Splash filling—the filling of a tank truck or stationary storage
tank through a pipe or hose whose discharge opening is above the
surface level of the liquid in the tank being filled during all or
most of the loading.
Submerged filling—the filling of a tank truck or stationary tank
through a pipe or hose whose discharge opening is within 15 cm (6
in) ot the bottom and is kept submerged beneath the liquid level
during most of the loading (i.e., the opening entirely submerged
when the pipe normally used to withdraw liquid from the tank can no
longer withdraw any liquid).
Straight truck—a single, self-propelled motor vehicle equipped with
3 "a1!0Tta?u* AM a Single Un1t' the strai'9ht truck is also known as
a "Bob Tail" or "Body Load" truck.
Tank truck gasoline loading terminals — intermediate locations in the
gasoline distribution system that have separate storage facilities
and tank vehicle loading equipment and an average daily throughput
of more than 76,000 liters (20,000 gal), supplied primarily by pipe-
lines from refineries. Also referred to as bulk gasoline terminals.
Tank vehicles—tank trucks, tank trailers, rail cars, and marine
tankers (most gasoline is transported by tank trucks and trailers).
Thermal conductivity—the heat flow across a surface per unit area
per time.
Thermal conductivity detector—a pressure instrument device for
high-vacuum systems; an electrically heated wire is exposed to the
gas under pressure, the thermal conductivity of which changes with
changes in the systen pressure. Also called a thermal conductivity
gauge.
Thermal oxidation (TO) system--a vapor control system in which gaso-
line vapors are displaced to a holder as they are generated. When
the vapor holder reaches capacity, the vapors are released to the
oxidizer, mixed with an air stream, and combusted. Hydrocarbon
emissions to the atmosphere are less than 80 mg per liter.
Top loading—splash or submerged filling of a tank vehicle; also
termed overhead loading.
6-10
-------
Transducer—any device or element which converts an input signal
into an output signal of a different form; see also pressure
transducer.
True vapor pressure (TVP)—the equilibrium partial pressure exerted
by a petroleum liquid as determined in accordance with methods
described in American Petroleum Institute Bulletin 2517, "Evapora-
tion Loss From Floating Roof Tanks," 1962.
Turnaround—in petroleum refining, the shutdown of a unit after a
normal run for maintenance and repair work, then putting the unit
back into operation.
Vacuum-assist vapor collection system—vapor transport system which
uses a pump, blower, or other vacuum-inducing device to aspirate
vapors from the tank truck or trailer into the recovery system.
Vapors—a mixture of air and hydrocarbons that vary in hydrocarbon
concentration depending upon the product, the temperature, and the
type of loading, unloading, or storage involved.
Vapor balance system—a combination of pipes or hoses which create a
closed system between the vapor spaces of an unloading tank and a
receiving tank such that vapors displaced from the receiving tank
are transferred to the tank being unloaded.
Vapor/solid adsorption—see adsorption.
Vapor/liquid separation—the removal of liquid droplets from a flow-
ing stream of gas or vapor, accomplished by impingement, cyclonic
action, and adsorption or adsorption operations.
Vapor recovery unit—a device or system to catch vaporized materials
(usually fuels or solvents) as they are vented; in petroleum refin-
ing, a process unit to which gases and vaporized gasoline from vari-
ous processing operations are charged, separated, and recovered for
further use.
Variable vapor space filling losses—vapor losses resulting from the
displacement cf vapor by liquid input during filling operations.
Since the variable vapor space tank has an expandable vapor storage
capacity, this loss is not as large as the filling loss associated
with fixed roof tank?. Loss of vapor occurs only when the vapor
storage capacity of the tank is exceeded.
Variable vapor space tanks—storage tanks that are equipped with
expandable vapor reservoirs to accomodate vapor volume fluctuations
attributable to temperature and barometric pressure changes. They
are usually connected to the vapor spaces of one or more fixed roof
tanks.
6-11
-------
VOC/Volatile organic compounds—compounds containing carbon and
hydrogen or carDon and hydrogen in combination with any other ele-
ment that have a vapor pressure of 1.5 psi absolute or greater under
actual storage conditions. VOC may, under favorable conditions
participate in photochemical reactions to form oxidants.
Volatile—vaporizes readily at moderate temperatures.
6-12
-------
APPENDIX A
INVENTORY DATA BY STATE
-------
Table A-l. 1978 INVENTORY OF TERMINALS, BULK PLANTS, AND
SERVICE STATIONS BY STATEa
EPA Region/State
Region I
Connecticut
Maine
Massachusetts
New Hampshire
Rhode Island
Vermont
Region I Total
Region II
New Jersey
New York
Region II Total
Region III
Delaware
D.C.
Maryland
Pennsylvania
Virginia
West Virginia
Region III Total
Region IV
Al abama
Florida
Georgia
Mississippi
Kentucky
North Carolina
South Carolina
Tennessee
Region IV Total
Number of Establishments
Terminals
55
30
35
3
15
10
148
70
200
270
8
4
40
100
60
20
232
40
65
45
15
25
60
30
40
320
Bulk
Plants
55
105
90
50
15
40
355
130
430
560
30
3
120
530
390
150
1,223
420
440
560
360
510
650
320
360
3,620
Service
Stations
"2,100
920
3,550
670
680
450
8,370
4,400
8,600
13,000
420
240
2,300
8,500
3,500
1,600
16,560
3,400
7,000
5,100
2,100
3,000
5,300
2,800
3,900
32,600
Totals
2,210
1,055
3,675
723
710
500
8,873
4,600
9,230
13,830
458
247
2,460
9,130
3,950
1,770
18,015
3,860
7,505
5,705
2,475
3,535
6,010
3,150
4,300
36,540
Source: Stanford Research Institute, Palo Alto, CA.
February 1979
Personal communication
A-l
-------
Table A-l. 1978 INVENTORY OF TERMINALS, BULK PLANTS, AND
SERVICE STATIONS BY STATE (CONTINUED)
-
EPA Region/State
Region V
Illinois
Indiana
Michigan
Minnesota
Ohio
Wisconsin
Region V Total
Region VI
Arkansas
Louisiana
New Mexico
Oklahoma
Texas
Region VI Total
Region VII
Iowa
Kansas
Missouri
Nebraska
Region VII Total
Region VIII
Colorado
Montana
North Dakota
South Dakota
Utah
Kyoming
Region VIII Total
Number of Establishments
Terminals
60
50
65
20
75
55
325
5
30
10
10
60
115
25
10
30
10
75
8
5
1
3
2
5
24
Bulk
Plants
1,040
710
810
830
650
820
4,860
480
500
190
540
2,000
3,710
980
550
760
400
2,690
300
290
460
410
130
130
1,720
Service
Stations
7,700
4,700
6,700
3,500
8,800
3,900
35,300
2,050
3,000
1,400
3,100
12.900
22,450
3,400
2,700
4,700
1,700
12,500
2,400
900
700
900
1,200
600
6,700
Totals
8,800
5,460
7,575
4,350
9,525
4,775
40,485
2,535
3,530
1,600
3,650
14,960
26,275
4,405
3,260
5,490
2,110
15,265
2,708
1,195
1,161
1,313
1,332
735
8,444
A-2
-------
Table A-1. 1978 INVENTORY OF TERMINALS, BULK PLANTS, AND
SERVICE STATIONS BY STATE (CONCLUDED)
EPA Region/State
Region IX
Arizona
California
Hawaii
Nevada
Region IX Total
Region X
Alaska
Idaho
Oregon
Washington
Region X Total
U.S. TOTAL
Number of Establishments
Terminals
10
100
20
10
140
50
10
25
60
145
1,794
Bulk
Plants
170
920
10
60
1,160
30
270
350
410
1,060
20,958
Service
Stations
1 ,800 •
14,500
400
600
17,300
200
900
2,100
3,000
6,200
170,980
Totals
1,980
15,520
430
670
18,600
280
1,180
2,475
3,470
7,405
193,732
A-3
-------
Table A-2. STORAGE CAPACITY FOR MOTOR GASOLINE AT TERMINALS AND
BULK PLANTS IN 1972a
(106 gal)
Terminals
Bulk
Plants
Total
REGION I
Connecticut
Maine
Massachusetts
New Hampshire
Rhode Island
Vermont
Region Total
REGION II
New Jersey
New York
Region Total
REGION III
Delaware
District of Columbia
Maryland
Pennsylvania
Virginia
West Virginia
Region Total
REGION IV
Alabama
Florida
Georgia
Mississippi
Kentucky
North Carolina
South Carolina
Tennessee
Region Total
REGION V
Illinois
Indiana
Michigan
Minnesota
Ohio
Wisconsin
Region Total
REGION VI
Arkansas
Louisiana
New Mexico
Oklahoma
Texas
Region Total
119.4
113.7
120.6
9.9
67.8
31.7
463.2
327.6
557.7
885.3
7.3
1.2
140.7
281.7
228.9
39.0
698.8
131.6
385.0
185.6
42.7
112.7
232.5
122.8
172.8
1,385.5
313.5
253.3
252.5
68.7
264.8
203.3
1,356.1
16.3
72.8
27.6
29.7
310.2
456.5
3.3
7.5
17.0
4.1
0.7
2.8
35.3
195.4
26.1
221.5
2.3
0.2
8.7
27.7
20.5
9.1
68.4
26.0
28.6
29.3
27.6
23.2
39.1
17.0
21.1
212.0
51.2
29.3
32.7
33.5
33.0
40.9
220.6
20.1
23.8
8.7
22.9
94.9
170.5
122.7
121.2
137.6
14.0
68.5
34.4
498.4
523.0
583.9
1,106.9
9.6
1.4
149.4
309.
249.
48.1_
767.3
157.6
413.5
214.9
70.3
135.8
271.6
139.8
193.9
1.597.4
364.7
282.6
285.1
102.2
297.8
244.2
1,576.6
36.4
96.6
36.3
52.6
405.1
627.0
'Source: Stanford Research Institute, Palo Alto, CA.
Communication, February 1979
Personal
A-4
-------
Table A-2. STORAGE CAPACITY FOR MOTOR GASOLINE AT TERMINALS AND
BULK PLANTS IN 1972 (CONCLUDED)
006 gal)
Bulk
Terminals Plants Total
REGION VII
Iowa 84.1 40.3 124.4
Kansas 52.2 23.2 75.4
Missouri 133.5 4S.1 178.6
Nebraska 14.o 15.6 29.5
Region Total 283.7 124.1 407.9
REGION VIII
Colorado 21.3 16.5 37.8
Montana 15.3 12.5 27.8
North Dakota 1.7 16.7 18 4
South Dakota 5.3 17.7 23.0
Utah 5.3 5.8 11.2
Wyoming 7.0 8.3 15.3
Region Total 55.9 77.6 133.5
REGION IX
Arizona 38.3 11.6 50.3
California 367.7 50.1 417 8
Hawaii 36.7 0.7 37 4
Nevada 23.3 - 3.2 26.5
Region Total 466.5 65.5 532.0
REGION X
Alaska 37.8 1.2 39.0
I(Jaho 23.0 13.0 36.0
Oregon no.5 18.8 129 3
Washington 162.3 19.3 133.1
Region Total 333.6 52.8 386.4
U.S. Total 6,335.2 1,248.4 7,633.6
A-5
-------
Table A-3. GASOLINE THROUGHPUT FOR TERMINALS, BULK PLANTS
AND OUTLETS IN 1978a
(109 gal)
Terminals
Bulk Plants
Outlets
Total
REGION I
Connecticut 2.6
Maine 2.5
Massachusetts 2-5
New Hampshire 0.2
Rhode Island 1.5
Vermont 0.7
Region Total 10.0
REGION II
New Jersey 5.7
New York 12.0
Region Total 17.7
REGION III
Delaware 0.1
District of Columbia *
Maryland 3.0
Pennsylvania 5.9
Virginia 5.0
west Virginia 0.8
Region Total 14.8
REGION IV
Alabama 2.7
Florida 8.1
Georgia 3.9
Mississippi 0.8
Kentucky 2.4
North Carolina 4.8
South Carolina 2.6
Tennessee 3.6
Region Total 28.9
REGION V
Illinois 6.5
Indiana 5.4
Michigan 5.3
Minnesota 1-3
Ohio 5.5
Wisconsin 4.1
Region Total 28.1
REGION VI
Arkansas 0.3
Louisiana 1.4
New Mexico 0.5
Oklahoma 0.5
Texas LI
Region Total 8.7
0.1
0.2
0.6
0.1
*
0,1
1.1
5.9
1.0
6.9
0.1
*
0.3
1.0
0.6
0.3
2.3
0.8
1.1
0.9
0.8
0.7
1.3
0.5
0.7
6.8
1.7
0.9
1.0
0.9
1.1
1.3
6.9
0.5
0.7
0.3
0.6
3.0
5.1
1.5
0.6
2.5
0.5
0.4
O.j_
5.8
3.6
LI
9.9
0.3
0.2
2.0
5.3
2.8
0.9
11.5
2.2
4.8
3.1
1.4
2.0
3.2
1.7
2.6
21.0
5.7
3.0
5.1
2.3
5.6
2,4
24.1
1.3
2.2
0.8
2.0
8.8
15.1
4.2
3.3
5.6
0.8
1.9
1.1
16.9
15.2
19.3
34.5
0.5
0.2
5.3
12.2
8.4
2.0
28.6
5.7
14.0
7.9
3.0
5.1
9.3
4.8
6.9
56.7
13.9
9.3
11.4
4.5
12.2
7.8
59.1
2.1
4.3
1.6
3.1
17.8
28.9
aSource: Stanford Research Institute, Palo Alto, CA., Personal Communication,
February 1979.
•Less than 0.1
A-6
-------
Table A-3. GASOLINE THROUGHPUT FOR TERMINALS, BULK PLANTS
AND OUTLETS IN 1978 (CONCLUDED)
(109 gal)
•Less than 0.1
Terminals
Bulk Plants
Outlets
Total
REGION VII
Iowa
Kansas
Missouri
Nebraska
Region Total
REGION VIZI
Colorado
Montana
North Dakota
South Dakota
Utah
Wyoming
Region Total
REGION IX
Arizona
California
Hawaii
Nevada
Region Total
REGION X
Alaska
Idaho
Oregon
Washington
Region Total
U.S. Total
1.6
1.0
2.6
0-1
5.4
0.3
0.2
*
0.1
0.1
Q/l
0.8
0.7
7.7
0.8
id
9.6
0.9
0.4
2.3
3.4
7.0
131
1.2
0.7
1.4
0.4
3.7
0.6
0.4
0.4
0.4
0.2
0.2
2.2
0.4
1.6
*
0.1
2.1
0.4
0.6
0.7
1.7
39
1.9
1.5
3.0
1.0
7.4
1.5
0.5
0.5
0.5
0.7
0.4
4.1
1.4
11.7
0.3
0.5
13.9
0.2
0.5
1.4
2.0
4.1
117
4.7
3.2
7.0
1.6
16.5
2.4
1.1
0.9
1.0
1.0
OJ.
7.1
2.5
21.0
1.1
1.0
25.6
1.1
1.3
4.3
.J.I
12.8
287
A-7
-------
REFERENCES FOR APPENDIX A
1. Stanford Research Institute, Palo Alto, CA. Personal communica-
tion, February 1979.
A-8
-------
APPENDIX B
MODEL REGULATIONS
• %- - *•*
- • -y "*
*•***?•
' £
-------
-------
§XX.9210 Petroleum Liquid Storage.
(a) For the purpose of this section, the following defini-
tions apply:
(1) "Condensate" means hydrocarbon liquid separated
from natural gas which condenses due to changes
in the temperature and/or pressure and remains
liquid at standard conditions.
(2) "Crude oil" means a naturally occurring mixture
which consists of hydrocarbons and/or sulfur,
nitrogen and/or oxygen derivatives of hydro-
carbons and which is a liquid at standard
conditions.
(3) "Custody transfer" means the transfer of produced
crude oil and/or condensate, after processing
and/or treating in the producing operations, from
storage tanks or automatic transfer facilities
to pipelines or any other forms of transportation.
(4) "External floating roof" means a storage vessel
cover in an open top tank consisting of a double
deck or pontoon single deck which rests upon and
is supported by the petroleum liquid being con-
tained and is equipped with a closure seal or
seals to close the space between the roof edge
and tank shell.
(5) "Internal floating roof" means a cover or roof
in a fixed roof tank which rests upon or is
floated upon the petroleum liquid being con-
tained, and is equipped with a closure seal or
seals to close the space between the roof edge
and tank shell.
(6) "Petroleum liquids" means crude oil, condensate,
and any finished or intermediate products manu-
factured or extracted in a petroleum refinery.
B-l
-------
(7) "Petroleum refinery" means any facility engaged
in producing gasoline, kerosene, distillate fuel
oils, residual fuel oils, lubricants, or other
products through distillation of crude oils, or
through redistillation, cracking, extraction,
or reforming of unfinished petroleum derivatives.
(8) "True vapor pressure" means the equilibrium par-
tial pressure exerted by a petroleum liquid as
determined in accordance with methods described
in American Petroleum Institute Bulletin 2517,
"Evaporation Loss From Floating Roof Tanks," 1962.
(b) Notwithstanding IXX.9102, after December 31, 1978 this
section will apply, in accordance with §XX.9300, to
all fixed roof storage vessels with capacities greater
than 150,000 liters (39,000 gallons) containing vola-
tile petroleum liquids whose true vapor pressure is
greater than 10.5 kilo Pascals (1.52 psia).
(c) This section will not apply to volatile petroleum liquid
storage vessels;
(1) equipped with external floating roofs before
January 1, 1979; or,
(2) having capacities less than 1,600,000 liters
(416,000 gallons) used to store produced crude
oil and condensate prior to lease custody transfer.
(d) Except as provided under paragraph (c) of this section,
no owner or operator of an effected source under para-
graph (b) of this section shall permit the use of such
source unless;
(1) the source has been retrofitted with an
internal floating roof equipped with a
closure seal, or seals, to close the
space between the roof edge and tank wall; or,
(2) the source has been retrofitted with equally
effective alternative control, approved by
the Director; and,
(3) the source is maintained such that there
are no visible holes, tears, or other open-
ings in the seal or any seal fabric or
materials; and,
(4) all openings, except stub drains are equipped
with covers, lids, or seals such that;
B-2
-------
(i) the cover, lid, or seal is in the closed
position at all times except when in actual
use; and,
(ii) automatic bleeder vents are closed at all
times except when the roof is floated off
or landed on the roof leg supports; and,
(ill) rim vents, if provided, are set to open when
the roof is being floated off the roof leg
supports or at the manufacturer's recommended
setting; and,
(5) routine inspections are conducted through roof
hatches once per month; and,
(6) a complete inspection of cover and seal is con-
ducted whenever the tank is emptied for nonopera-
tional reasons or once per year; and,
(7) records are maintained in accordance with
IXX.910A that shall include;
(;L) reports of the results of inspections con-
ducted under paragraphs (d)(5) and (d)(6)
of this section; and,
(ii) a record of the average monthly storage tempera-
tures and true vapor pressures of volatile
petroleum liquids stored; and,
(iii) records of the throughput quantities and types
of volatile petroleum liquids for each storage
vessel.
§XX.9211 Bulk Gasoline Plants.
(a) For the purpose of this section, the following defini-
tions apply:
(1) "Bottom filling" means the filling of a tank truck
or stationary storage tank through an opening that
is flush with the tank bottom.
(2) "Bulk gasoline plant" means a gasoline storage and
distribution facility with an average throughput of
less than 76,000 liters (20,000 gallons) which re-
ceives gasoline from bulk terminals by trailer trans-
port, .stores it in tanks, and subsequently dispenses
it via account trucks to local farms, businesses,
and service stations.
B-3
-------
(3) "Bulk gasoline terminal" means a gasoline storage
facility which receives gasoline from refineries prim-
arily by pipeline, ship, or barge, and delivers gaso-
line to bulk gasoline plants or to commercial or re-
tail accounts primarily by tank truck; and has a daily
throughput of more than 76,000 liters (20,000 gallons)
of gasoline.
(4) "Gasoline" means any petroleum distillate having a
Reid vapor pressure of 27.6 kPa (A pounds) or greater.
(5) "Splash filling" means the filling of a tank truck
or stationary storage tank through a pipe or hose
whose discharge opening is above the surface level
of the liquid in the tank being filled.
(6) "Submerged filling" means the filling of a tank
truck or stationary tank through a pipe or hose
whose discharge opening is entirely submerged
when the pipe normally used to withdraw liquid
from the tank can no longer withdraw any liquid.
(7) "Vapor balance system" means a combination of pipes
or hoses which create a closed system between the
vapor spaces of an unloading tank and a receiving
tank such that vapors displaced from the receiving
tank are transferred to the tank being unloaded.
(b) Notwithstanding §XX.9102, after December 31, 1978 this
section will apply, in accordance with §XX.9300, to the
unloading, loading, and storage facilities of all bulk
gasoline plants and all tank trucks or trailers deliver-
ing or receiving gasoline at bulk gasoline plants.
(c) This section will not apply to;
(1) stationary storage tanks of less than 2,000 liters
(528 gallons) capacity notwithstanding §XX.9107; or,
(2) sources exempted under §XX.9102(b).
(d) Except as provided under paragraph (c) of this section,
no owner or operator of a bulk gasoline plant may permit
stationary storage tanks to load or unload gasoline
unless each tank is equipped with a vapor balance system
as described under paragraph (g) of this section and
approved by the Director; and,
(1) each tank is equipped with a submerged fill pipe,
approved by the Director; or,
(2) each tank is equipped with a fill line whose discharge
opening is flush with the bottom of the tank.
B-4
-------
(e) Except as provided under paragraph (c) of this section,
no owner or operator of a bulk gasoline plant, tank truck
or trailer may permit the loading or unloading of tank
trucks or trailers at a bulk gasoline plant unless each
tank truck or trailer is equipped with a vapor balance
system as described under paragraph (g) of this section
and approved by the Director; and,
(1) equipment is available at the bulk gasoline plant
to provide for the submerged filling of each tank
truck or trailer; or,
(2) each tank truck or trailer is equipped for bottom
filling.
(f) Notwithstanding §XX.9103(a), no owner or operator of a
bulk gasoline plant, tank truck or trailer may permit
the transfer of gasoline between tank truck or trailer
and stationary storage tank unless;
(1) the transfer is conducted in accordance with
paragraphs (d) and (e) of this section; and,
(2) the vapor balance system is in good working order
and is connected and operating; and,
(3) tank truck or trailer hatches are closed at all
times during loading operations; and,
(4) there are no leaks in the tank trucks' or trailers'
pressure/vacuum relief valves and hatch covers,
nor the truck tanks or storage tanks or associated
vapor and liquid lines during loading or- unloading;
and,
(5) the pressure relief valves on storage vessels and
tank trucks or trailers are set to release at no
less than 4.8 kPa (0.7 psi) or the highest possible
pressure (in accordance with state or local fire codes,
or the National Fire Prevention Association guidelines),
(g) Vapor balance systems required under paragraph (d) and
(e) of this section shall consist of the following major
components;
(1) a vapor space connection on the stationary storage
tank equipped with fittings which are vapor tight
and will automatically and immediately close upon
disconnection so as to prevent release of organic
material; and,
B-5
-------
(2) a connecting pipe or hose equipped with fittings
which are vapor tight and will automatically and
immediately close upon disconnection so as to pre-
vent release of organic material; and,
(3) a vapor space connection on the tank truck or
. trailer equipped with fittings which are vapor
tight and will automatically and immediately
close upon disconnection so as to prevent release
of organic material.
(h) Notwithstanding §XX.9201, no owner or operator of a bulk
gasoline plant may permit gasoline to be spilled, dis-
carded in sewers, stored in open containers or handled
in any other manner that would result in evaporation.
§XX.9212 Bulk Gasoline Terminals.
(a) For the purpose of this section, the following defini-
tions apply:
(1) "Bulk gasoline terminal" means a gascline storage
facility which receives gasoline from refineries
primarily by pipeline, ship, or barge, and delivers
gasoline to bulk gasoline plants or to commercial
or retail accounts primarily by tank truck; and has
a daily throughput of more than 76,000 liters
(20,000 gallons) of gasoline.
(2) "Gasoline" means a petroleum distillate having a
Reid vapor pressure of 27.6 kPa (A pounds) or greater.
(b) Notwithstanding §XX.9102, after December 31, 1978 this
section will apply, in accordance with §XX.9300, to
bulk gasoline terminals and the appurtenant equip-
ment necessary to load the tank truck or trailer
compartments.
(c) No persoa may load gasoline into any tank trucks or
trailers from any bulk gasoline terminal unless;
(1) the bulk gasoline terminal is equipped with a
vapor control system, capable of complying with
paragraph (d) of this section, properly installed,
in good working order, in operation and consist-
ing of one of the following;
(i) an adsorber or condensation system
which processes and recovers at least
90 percent by weight of all vapors and
gases from the equipment being controlled; or,
B-6
-------
(ii) a vapor collection system which directs all
vapors to a fuel gas system; or,
(iii) a control system, demonstrated to have con-
trol efficiency equivalent to or greater
than paragraphs (c) (1) (i) or (c) (1) (ii)
of this section and approved by the Director; and,
(2) all displaced vapors and gases are vented only
to the vapor control system; and,
(3) a means is provided to prevent liquid drainage
from the loading device when it is not in use
or to accomplish complete drainage before the
loading device is disconnected; and,
(4) all loading and vapor lines are equipped with fit-
tings which make vapor-tight connections and which
close automatically when disconnected.
(d) Sources effected under paragraph (c) (1) may not allow
mass emissions of volatile organic compounds from con-
trol equipment to exceed 80 milligrams per liter
(4.7 grains per gallon) of gasoline loaded.
(e) Sources effected under paragraph (b) may not;
(1) allow gasoline to be discarded in sewers or stored
in open containers or handled in any manner that
would result in evaporation; nor;
(2) allow the pressure in the vapor collection sys-
tem to exceed the tank truck or trailer pressure
relief settings.
B-7
-------
REFERENCES FOR APPENDIX B
1. Regulatory Guidance for Control of Volatile Organic Compound
Emissions from 15 Categories of Stationary Sources. EPA-905/
2-78-001. Prepared by GCA/Technology Division, Bedford, Mass.
01730 for U.S. Environmental Protection Agency, Air Programs
Branch, Air and Hazardous Materials Division, Chicago, 111.
60604, April 1978, pp. 22-28.
B-8
-------
APPENDIX C
VAPOR CONTROL SYSTEMS DESCRIPTIONS
-------
C.O CONTROL SYSTEMS ENGINEERING AND OPERATION REVIEW
There are approximately ten different types of control systems in use today
for controlling hydrocarbon emissions collected during the loading operation at
gasoline bulk terminals. These systems are listed in Table 3-1 and are classified
in six categories based on design concept:
1. Incineration or Flame Oxidation
2. Compression-Refrigeration-Condensation
3. Compression-Refrigeration-Absorption
4. Lean-Oil Absorption
5. Adsorption-Absorption
6. Refrigeration
Each system is briefly described in _he following sub-sections.
C.i Incineration-Flame Oxidation Systems
C.i.i Vapor Oxidation System - AER Corporation
The air-vapor mixture is forced by the loading displacement force to a
vapor holder. Since the volume of vapor produced varies considerably from hour-
to-hour and the oxidizer consumes at a constant rate, it is necessary to use a
vapor holder for surge and storage. A level gauge containing upper and lower
limit switches is used to start and stop the oxidation process.
Air-vapor mixtures vary in hydroca- ^.. concentration. To prevent the con-
centration drop or rise into the flammable or explosive range, instrumentation
is used to measure both the oxygen level and the density of the air-vapor mixture,
and at critical levels to introduce propane into the stream entering the vapor
holder. This is commonly called the "saturation step." The vapor is disposed of
by burning it in an oxidizer at a constant rate. An air blower supplies the
oxidizer with a constant air supply. The temperature of gas leaving the oxidizer
is maintained at 1400°F or 760°C.
C-l
-------
TABLE 3-1
SUMMARY OF GASOLINE VAPOR CONTROL SYSTEM MANUFACTURERS
AND THEIR DESIGN PRINCIPLES
DESIGN PRINCIPLE
1. Incineration
Compression-Refrigeration-
Condensation (CRC)
Compression-Refrigeration-
Absorption (CRA)
4. Lean Oil Absorption (LOA)
5. Refrigeration
6. Carbon Absorption
(Adsorption-Absorption)
MANUFACTURER
AER Corporation
100 Hilltop Road
Ramsey, NJ 07466
National Air Oil Burner Co. Inc.
1284 East Sedgley Avenue
Philadelphia, PA 19134
Hirt Combustion Engineers
931-TS Maple Avenue
Montebello, CA 90640
Dress Wayne
Salisbury, MD
Gesco-Gulf Environmental System Co.
Address not available
Parker-Hannifin
Aerospace Group
18321 Jamboree Boulevard
Irvine, CA 92664
Trico Superior, Inc.
18100 Upper Bay Road
Houston, TX 77058
Southwest Industries
Division of Ingersoil-Rand Co.
Houston, TX
Edward Engineering Corp.
10 Alexander Avenue
Pompton Plains, NJ 07414
Tenney Engineering, Inc.
1090 Springfield Road
Union, NJ 07083
Hydrotech Engineering, Inc.
P.O. Box 45042
Tulsa, OK 74145
C-2
-------
Since the oxidation process is a relatively straightforward process, no
major maintenance problem was reported by the user. However, the simplicity
and low capital cost of this flame oxidation system is largely offset by the
economic loss by burning the valuable gasoline product. Properly designed and
operated flame oxidation units usually can achieve a hydrocarbon control effi-
ciency of about 99% with a hydrocarbon concentration at the stack less than
100 ppm. Figure C-l illustrates AER Corporation's flame oxidation system.
C.I.3 3AO Vapor Disposal Unit (NVPU) - National Air Oil
Burner Company
The NVDU consists of a vertical cylindrical combustion chamber. Pilot
burners and main burners are placed around the periphery of the chamber to
fire horizontally. Two pneumatically driven dampers admit combustion air
from beneath the unit.
A unit controller monitors air-vapor mixture flow rate (or pressure dif-
ference through an orifice), vapor content, and combustion chamber tempera-
ture. The system operates some or all of the main burners dependent upon
the heating value of the air-vapor mixtures. A high heating value mixture
will cause automatic opening of the air dampers which control excess air and
minimize the use of supplementary fuel. An interlock system is usually
built in to shut down the loading rack activities when failures occur
at the burner.
C-3
-------
VAPOR
COLLECTED
t
\
S
T
A
C
K
ATR
URNER «
PILOT LINE
ANE TANK )
Figure C-l. Thermal Oxidation System
C-4
-------
The major maintenance problem usually is associated with the maladjustment
of the air damper opening. Black smoke emissions are a common indicator of
burner damper maladjustment. Another problem is related to the interlock system.
After the loading rack activity is shut-off through the interlock system due to
the burner failure, the user often bypasses the interlock system to complete the
loading activity. This would make the hydrocarbon emission displaced emit
through the control system without treatment. This usually happens during the
night shift when no terminal staff are available. Figure C-2 shows the NVDU
System.
C'2 Compression-Refrigeration-Condensation System (CRC) - Gulf Environmental
System Company (GESCO) " "*"
CRC vapor recovery systems were the first type utilized by the petroleum
industry. They are based on the condensation of hydrocarbon vapors by compres-
sion and refrigeration. Air-vapor mixtures are compressed in a two-stage com-
pressor with an inter-stage heat exchanger (cooler). The compressed hydrocarbon
pass through a condenser where they are cooled, condensed, and returned along
with condensate from the inter-stage heat exchanger to the gasoline storage
tank. Essentially, air is vented from the top of the condenser. Similar to the
other recovery systems which utilize the refrigeration process, the CRC system
has an "icing problem." This occurs because water vapor contained in the air-
vapor mixture freezes in the system when the process temperature is below 32°F.
Another problem is related to the compressor. Compressors handling mixtures
of air, vapor and water vapor normally would have problems with rotors and bear-
ings. Since the manufacturer, GESCO, is no longer in business, maintenance works
are largely relying on local industrial compressor and refrigerator service com-
panies. Downtime reported by some users is relatively high. If the system is
C-5
-------
VAPOR
FUEL LINE LINE
D
WATER
SEAL
SCHEMATIC DIAGRAM SHOWING NVDU INCORPORATION INTO A TYPICAL
GASOLINE LOADING SYSTEM.
VAPOR
BURNER'
VAPOR
DISPERSAL
RING
PILOT
BURNER
SHELL
r
INNER LINER
REFRACTORY
WATERPROOF HOUSING
MAIN BURNER
WATER SEAL
AIR DAMPERS
FLAME
ARRESTOR
MAIN BURNER
GAS OR OIL
FLAME ARRESTOR
WATER SEAL
PILOT BURNER
GENERAL CONFIGURATION NAO NVDU VAPOR DISPOSAL UNIT
Figure C-2. NAO Vapor Disposal Unit (NVDU) National Air Oil Burner Company
C-6
-------
properly maintained and operated, the hydrocarbon concentration at the system
outlet should be approximately 3% by volume. Figure C-3 shows the schematic flow
of the GESCO system.
C.3. Compression-Refrigeration-Absorption (CHA) System - Parker - Hannifin
Company's Parker Vapor Recovery System and Trico Superior Inc.'s Mark II
Vapor Recovery System
The CRA system is based on the absorption of gasoline vapor under pressure
with cold gasoline from storage. The primary unit is the absorber with the
remaining components serving to condition the vapor and liquid entering the
absorber, improve absorber efficiency, reduce thermal losses, and improve system
safety.
The difference between the Parker system and the Mark II system is the
means of absorption. In the Parker system, compressed and cooled vapors are
contacted by chilled (-10°F), sprayed gasoline. In the Mark II system, the
vapors enter the bottom of the column and rise countercurrently through two
liquid baths of chilled (30°F) gasoline. After the absorber, air is vented to
the atmosphere. A properly-operated system could reduce the hydrocarbon concen-
tration to approximately 2-3% volume. Similar to the CRC system, compressor
bearings and system freezes are the major problems. Figure C-4 and C-5 illus-
trate the Parker system and the Mark II system schematically.
C.4 Lean-Oil Absorption (LOA) Vapor Recovery System - Southwest Industrial,
Division of Ingersoil-Rand Company
The LOA system is based on the absorption of gasoline vapors into lean
gasoline (or lean oil) stripped of light hydrocarbon components. Figure C-6
is a flow scheme of the system. Air-vapor mixtures from the loading rack are
C-7
-------
o
I
CO
INTERNAL
BLADDER
INTERCOOLER
PRESSURE VACUUM
RELIEF VALVE
RECOVERED LIQUID
TO STORAGE
UNDERGROUND
SATURATOR TANK
\
CONDENSER 2
CONDENSER 1
CONDENSED
GASOLINE
FLASH TANKS
VENT TO
ATMOSPHERE
COMDENSATE
VAPOR TANK
LEGEND
HYDROCARBON VAPORS
ATMOSPHERIC AIR
RECOVERED GASOLINE
Figure C-3. Schematic Diagram of GESCO CRC Vapor Recovery System
-------
PARKER VAPOR
RECOVERY SYSTEM
FLOW DIAGRAM
COMPRESSOR
AFTERCOOLER
MODULE
ABSORBER
VAPOR
SAVER
CONNECTION
AAAAAAAAAAAA i
REFRIGERATOR
A A l\ n n i\ /< n M n M i\ 11 <» i>
HEAT
EXCHANGER
FUtL
STORAGE QO
SATURATOR-FLASH
I on I u r\f\ i ui\™ r L.
A SEPARATOR
AAAAAAAAA -
Figure C-4. Compression-Refrigeration-Absorption Unit by
Parker Hannifin
C-9
-------
I
o
o
BPV BACK PRESSURE VALVE
C-l COMPRESSOR FIRST STAGE
C-2 COMPRESSOR SECOND STAGE
E HEAT EXCHANGER
LLC LIQUID LEVEL CONTROL
P PUMP
FA FLAME ARRESTOR
V-1 SATURATOR
V-2 SCRUBBER
V-3 FLASH TANK
V-4 ABSORBER
Figure C-5. Compression Refrigeration Adsorption Unit by Trico-Superior, Inc.
-------
IL-3
n>
o
en
n>
Cu
cr
o
T
•o
O
3
IQ
n>
-j
t/>
o
Ol
CO
O
C
rt-
to
rt-
i
•o
ABSORBER COLUMN
3
fn
o
^
•v
j r^
g§-n
_i_ s|S
2-STAGE
COMPRESSOR
-------
displaced through the packed absorber column where they are absorbed by cascad-
ing lean gasoline at atmospheric temperature and pressure. Stripped air-vapor
mixture is then vented from the top of the absorber column.
Lean gasoline is generated by heating gasoline from storage and evaporating
off the light components. The separated light components are compressed, con-
densed, and returned to storage. The lean gasoline is chilled and stored sep-
arately in an insulated tank for use. This process could continue to produce
lean oil until an adequate amount is in storage. Should a compressor or refrig-
erator failure occur in the lean gasoline generation section of the control system,
enough lean gasoline stored could allow the normal absorption process to continue
while the failure is corrected.
The effectiveness of the LOA system is dependent upon the liquid-to-vapor
ratio in the absorber. Actually, the lean gasoline flow rate is controlled by
the pressure difference at an orifice which is located in the air-vapor mixture
return line from the loading rack. It is possible, by adjusting the lean gaso-
line flow rate or increasing the pressure drop in the air-vapor mixture line
(e.g., tightening tank truck leaks), to improve the recovery. When the vapor
control system is operated properly, the exit hydrocarbon concentration would
be approximately 3% by volume. For the same reason, occasionally, low pressure
differences in vapor return line (due to truck leak) may not be sufficient
enough to activate the lean oil flow. As a result, vapor would leave the ab-
sorber without treatment.
C-12
-------
C.5 Adsorption-Absorption Vapor Recovery System - Hydrotech Engineering. Inc.
In the Hydrotech system, air-vapor mixture for the loading rack or storage
enters the base of one of the two activated carbon-packed columns. As the
mixture ascends through the column, the hydrocarbons are adsorbed into the
carbon. Cleaned air with minimum vapor is then exhausted to the atmosphere.
At a point prior to carbon bed breakthrough, the flow of air-vapor mixture is
automatically redirected to the second carbon column, and the first column is
now subjected to a heatless vacuum regeneration process. The hydrocarbon is
desorbed from the carbon and absorbed into a gasoline bath column. The clean
air from the absorber column is directed back to the active carbon column for
additional adsorption prior to its exhaust to the atmosphere. A warm air purge
then descends through the inactive column which rids the column of the accumu-
lated residues with high molecular weight. Finally, the column is ready to be
switched for adsorption.
This system is a newly-developed system; no major problem has been reported.
The test results show the exit hydrocarbon concentrations are less than 100 ppm.
The effectiveness of the system is affected by the entering air-vapor mixture
flow rate. The question of how often the activated carbon will need to be re-
placed still remains to be answered. Figure C-7 shows the system schematically.
C.6 Refrigeration - Vapor Recovery System - Edwards Engineering, Inc.
The refrigeration vapor recovery system (see Figure C-8) follows a conven-
tional refrigeration design, producing temperatures within the evaporator-
condenser in the order of -90°F to -100°F. A cold brine pump circulates methylene
chloride brine from the brine storage reservior through the evaporator-condenser
to obtain the appropriate low temperature fluid (-90°F) for use in the vapor
C-13
-------
HYDROTECH ADSORPTION-ABSORPTION GASOLINE RECOVERY SYSTEM
o
I
AIR VENT
CARBON
ADSORPTION
BEDS
INLET VAPOR
AIR RECYCLE
VACUUM PUMP
GASOLINE
SUPPLY
PUMP
ABSORBER
SEPARATOR
GASOLINE
RETURN
Fiqure C-7. Adsorption-Absorption Vapor Recovery System Hydrotech Engineering, Inc.
-------
CONDENSER
AIR DISCHARGE
VAPOR
O
I
cn
EVAPORATION
CONDENSATION
HYDROCARBON DRAIN
CONDENSATE
DRAIN
AIR COOLED CONDENSER, HIGH STAGE H
HIGH STAGE COMPRESSOR J
HIGH TEMPERATURE EVAPORATOR K
AND LOW TEMPERATURE CONDENSER L
LOW STAGE COMPRESSOR M
LOW TEMPERATURE EVAPORATOR N
BRINE PUMP
COLD BRINE STORAGE RESERVOIR P
DEFROST BRINE AND EXPANSION CHAMBER
DEFROST PUMP
COOLANT PUMP
VAPOR CONDENSER
ELECTRIC WATER CONTROL VALVE
POSITIVE DISPLACEMENT METERING PUMP
FOR CONDENSED HYDROCARBONS
FLOAT VALVE
Figure C-8. Refrigeration Vapor Recovery Unit by Edwards
-------
condenser. In turn, the low temperature brine coolant is circulated through the
finned tube sections of the vapor condenser. The air vapor mixture from the
gasoline loading trucks is passed over the finned tube sections of the vapor
condenser. Entrained moisture in the entering air-vapor mixture condenses and
collects as frost on the cold plate fins. Condensed liquid gasoline (hydrocarbons)
is collected at the bottom of the vapor condenser, and usually is pumped back to
the storage tank. Besides the "icing problem" associated with refrigeration
process, an additional operating problem is the handling of large volumes of cold
coolant (methylene chloride). A new design has been completed by Edwards to
replace the application of cold coolant. Instead, a large compressor is used in
the process; therefore, direct refrigeration of the air-vapor mixture is possible.
However, the utility cost for the operation increases significantly due to the
size of the compressor r but the compressors don't have to run continuously to
maintain -90°F temperatures in the methylene chloride tank. Incorporation, of
a dehumidifier also avoids defrosting problem.
In conclusion, the technical reliability of terminal hydrocarbon control
systems is generally good. The technology is proven through use by the indus-
try's refineries and terminals. The major problem is the control system's main-
tenance. Because 1) terminals are usually understaffed with technical personnel,
2) managements are committed mainly to the product's throughput, and 3) the value
of recoverable gasoline is not visualized, terminals had ignored the hydrocarbon
control in the past. With the tightening of government enforcement efforts,
terminals now receive the necessary assistance from the company's technically-
rich research and development staff. Management also pays more attention to the
control system. At several terminals, control systems are monitored daily to
ensure performance. At others, contractors with expertise are called in to per-
form check-ups. However, during the study, TRC has found that the terminals
C-16
-------
still cannot Justify the operational cost of recovering gasoline. One of the
main reasons is small product throughput. In one case, four adjacent terminals
(four different companies), are sharing a common control system. With the
combined throughput, it is reported that the maintenance cost could be covered by
the recovered gasoline. In another case, during the winter months when the air-
vapor mixture has relatively low hydrocarbon content, a terminal reported that
the control system actually consumed more gasoline (for saturation purposes) than
could be recovered.
REFERENCES FOR APPENDIX C
1. Cha, S.S., Ringquist, D.E., Bartlett, P.T., and Raffle, B.I. Draft report
on "Evaluation of Compliance Testing Procedure for Hydrocarbon Emissions
from Tank Truck Gasoline Loading Operations." Prepared by The Research
Corporation of New England, for EPA Region III and EPA Divisions of
Stationary Source Enforcement under Contract No. 68-01-4145, Task No. 12.
C-17
-------
APPENDIX D
HYDROCARBON EMISSION TEST PROCEDURE
FOR TANK TRUCK GASOLINE LOADING TERMINALS
-------
D.I EMISSION TEST PROCEDURE FOR BULK GASOLINE LOADING TERMINALS
Hydrocarbon mass emissions are determined directly using
flow meters and hydrocarbon analysis. The volume of liquid gaso-
line dispensed is determined. Results are expressed in grams of
hydrocarbons emitted per gallon of gasoline transferred. Results
are also expressed in terms of hydrocarbon control efficiency.
D.2 APPLICABILITY
This method is applicable to determining hydrocarbon emission
rates and control efficiency at bulk gasoline loading terminals
employing either balance or vacuum-assist types of vapor collection
systems and either continuous or intermittent vapor processing
devices. This method is applicable to motor truck tanker and
trailer loading only.
x
D.3 DEFINITIONS
3.1 Bulk Terminal
A primary distribution point for delivering gasoline to
bulk plants, service stations, and other distribution points;
where delivery to the terminal is by means other than truck;
and where the total throughput is greater than 20,000 gallons/day.
3.2 Loading Rack
An aggregation or combination of gasoline loading equip-
ment arranged so that all loading outlets in the combination
can be connected to a truck tanker or trailer parked in a
specified loading space.
D-l
-------
3.3 Balance Vapor Collection System
A vapor transport system which uses direct displacement by
the liquid loaded to force vapors from the tank truck or trailer
into the recovery system.
3.4 Vacuum-assist Vapor Collection System
A vapor transport system which uses a pump, blower, or other
vacuum-inducing device to aspirate vapors from the tank truck or
trailer into the recovery system.
3.5 Continuous Vapor Processing Device
A hydrocarbon vapor control system that treats vapors from
tank trucks or trailers on a demand basis without intermediate
accumulation.
3.6 Intermittent Vapor Processing Device
A hydrocarbon vapor control system that employs an inter-
mediate vapor holder to accumulate recovered vapors from tank
trucks or trailers. The processing unit treats the accumulated
vapors only during automatically controlled cycles.
D.4 SUMMARY OF THE METHOD
This method describes the test conditions and test procedures
to be followed in determining the efficiency of the systems
installed to control emissions resulting from tank truck loading
operations at bulk terminals. Under this procedure, the vapors
returned from the tank trucks or trailers during the loading
operation are measured from representative loadings, and if
necessary, extrapolated to determine the total recovered emissions
that are processed by the control device. It is assumed that
the monitored loadings are representative of all loadings at
controlled product racks at any one facility. Direct measure-
ments are made to,calculate the hydrocarbon mass exhausted from
D-2
-------
the processing equipment. All possible sources of leaks are
checked and estimates are made of their magnitude if possible.
The results are expressed in terms of mass hydrocarbons emitted
per unit volume of gasoline transferred and control system
efficiency. Emissions are determined on a total hydrocarbon
basis. If significant methane is present in the vapors returned
from the tank trucks or trailers, provisions are included for
conversion to a total non-methane hydrocarbons basis.
D.5 TEST SCOPE AND CONDITIONS APPLICABLE TO TEST
5.1 Test Period
The elapsed time during which the test is performed shall
not be less than 4-hour test repetitions.
5.2 Number of Loadings to be Tested
At least ten tanker loadings shall be monitored for each
rack under test during each of the three test repetitions. For
terminals equipped with up to three controlled racks, only one
rack must be tested. For terminals with more than three
controlled racks, two racks must be tested.
5.3 Terminal Status During Test Period
The test procedure is designed to measure control system
performance under conditions of normal operation. Normal
operation will vary from terminal-to-terminal and from day-to-day.
Therefore, no specific criteria can be set forth to define normal
operation. The following guidelines are provided to assist in
determining normal operation.
5.3.1 Closing of Loading Racks
During the test period, all loading racks shall be open
for each product line which is controlled by the system under
test. Simultaneous use of more than one loading rack shall
D-3
-------
occur to the extent that such use would normally occur.
5.3.2 Simultaneous use of more than one dispenser on each
loading rack shall occur to the extent that such use would normally
occur.
5.3.3 Dispensing rates shall be set at the maximum rate at
which the equipment is designed to be operated. Automatic product
dispensers are to be used according to normal operating practices.
5.4 Vapor Control System Status During Tests
Applicable operating parameters shall be monitored to
demonstrate that the processing unit is operating at design
levels. For intermittent vapor processing units employing
a vapor holder, each test repetition shall include at least
one fully automatic operation cycle of the vapor holder and
processing device.
D.6 BASIC MEASUREMENTS AND EQUIPMENT REQUIRED
6.1 Basic measurements required for evaluation of gasoline
bulk loading terminals are described below. Some measurements
are noted as optional. These are not necessary in the determina-
tion of emission rate, but can be of value in the description
and explanation of the operation of the vapor recovery system.
The various sampling points are numbered in Figure 1.
Sample Point Measurements Necessary
1. Gasoline dispenser - Amount dispensed
- Dispensing rate (optional)
- Temperature (optional)
- Reid vapor pressure of
dispensed fuel (optional)
D-4
-------
Sample Point Measurements Necessary
2. Vapor return line - Temperature of returned vapors
- Volume of vapors displaced
- Pressure
- HC concentration of displaced vapors
- Gas chromatograph analysis of
HC vapors* (optional)
- Q£ and N2 concentration in vapor
(optional)
- Leak check all fittings
3. Processing unit exhaust - Temperature of vapors exhausted
- Pressure of vapors exhausted
- Volume of vapors exhausted
- HC concentration of vapors
- Gas chromatograph analysis of
HC* (optional)
- 02 and N? analysis of exhaust
vapors (optional )
6.2. The equipment required for the basic measurements are listed
below:
Sample Point Equipment and Specifications
2** 1 gas volume meter, properly sized
for maximum flow assuming all
dispensers on one rack operate
simultaneously
1 flexible thermocouple, (0-150°F)
with recorder
1 inclined manometer (0-10"
or calibrated pressure trans-
ducer with readout/recorder
1 portable combustible gas detector,
(0-100% LEL)
1 total hydrocarbon analyzer
(FID or NDIR type equipped to
read out 1-100% by volume hydro-
carbons as propane) with
recorder
*
Required if methane is present in recovered vapors.
Equipment indicated is required for each loading rack being tested.
D-5
-------
Sample Point Equipment and Specifications
3 1 flexible thermocouple (Q-150°F)
with recorder
1 gas volume meter, appropriately
sized for exhaust flow rate and
range
1 total hydrocarbon analyzer with
recorder; (FID or NDIR type,
equipped to read out 0-10% by
volume hydrocarbons as propane
for vapor recovery processing
devices; or, 0-1000 ppmv HC
as propane for incineration pro-
cessing devices)
Miscellaneous 1 barometer
1 03, N2 analyzer, GC/w thermal
conductivity detector or equivalent
(optional)
1 GC/FID w/column to separate Ci
- C; alkanes* (optional)
D.7 TEST PROCEDURES
7.1 Preparation for testing includes:
7.1.1 Install into the vapor return line of each rack to be
tested a gas volume meter. At the meter inlet, install a thermo-
couple and a tap for connection of a 0-10" manometer or transducer.
On tbe meter outlet, install two taps for 1/4" tubing. Connect
one tap to a sample line for a total hydrocarbon (0-100% as propane)
analyzer. The sample pump for the THC analyzer should draw no more
than 300 cc/min of sample. Provision should be made so that the
sample line can be disconnected when no loading is in progress.
Connect the remaining tap to a constant volume sample pump/evaluated
bag assembly if a methane determination is required. If not, cap
to prevent vapor loss.
Required if methane is present in recovered vapors or if incinera-
tion is the vapor processing technique.
**
Described in Method 3, Federal Register V36, pp247, December 23, 1971
D-6
-------
7.1.2 Install an appropriately sized gas meter on the exhaust
vent of the vapor processing device. A gas volume meter can be
used at the exhaust of most vapor recovery processing devices. For
those where size restrictions preclude the use of a volume meter;
or when incineration is used for vapor processing, a gas flow rate
meter (orifice, annubar) is necessary. At the meter inlet, install
a thermocouple with recorder. Install a 1/4" tap at the volume
meter outlet. Attach a sample line for a total hydrocarbon analyzer
(0-10% as propane) to this tap. If the meter pressure is different
than barometric pressure, install a second 1/4" tap at the meter
outlet and attach an approprite manometer for pressure measurement.
If methane analysis is required, install a third tap for connection
to a constant volume sample pump/evacuated bag assembly.
7.1.3 Calibrate and span all instruments as outlined in Section
9.
7.2 Measurements and data required for evaluating system
efficiency during collection include:
7.2.1 At the beginning and end of each test repetition
record the volume readings on each product dispenser on each
loading rack served by the system under test.
7.2.2 At the beginning of each test repetition and each
hour thereafter, record the ambient temperature and the barometric
pressure.
7.2.3 For intermittent processing units employing a
vapor holder, the unit shall be manually started and allowed
to process vapors in the holder until the lower automatic
cut-off is reached. This cycle should be performed immediately
prior to the beginning of the test repetition before readings
in 7.2.1 are taken. No loading shall be in progress during this
manual cycle.
Described in Method 3, Federal Register. V36, n247, December 23, 1971
D-7
-------
7.2.4 For each cycle of the processing unit during each test
repetition, record the processor start and stop time, the initial
and final gas meter readings, and the average vapor temperature,
pressure and hydrocarbon concentration. If a flow rate meter is
used, record flow meter readouts continuously during the cycle.
If required, extract a sample continuously during each cycle for
chromatographic analysis for hydrocarbons and 02/N2-
7.2.5 For each tanker loading:
7.2.5.1 Record the identification number and ownership
if required of each tanker or trailer tested. Record compart-
ment numbers, capacity, and product loaded into each.
7.2.5.2 Record the initial meter reading on the volume
meter in the vapor return line prior to loading.
7.2.5.3 During loading, monitor the vapor return line
temperature, pressure and hydrocarbon concentration.
7.2.5.4 Time the loading operation so as to obtain the
total dispensing time into each compartment and dispensing rate
of liquid, (optional)
7.2.5.5 During loading, check all fittings and seals on
the tanker compartments with the combustible gas detector.
Record the maximum combustible gas reading for any incidents of
leakage of hydrocarbon vapors. Explore the entire periphery
of the potential leak source with the sample hose inlet 1 cm
away from the interface.
7.2.5.6 If required, extract a continuous sample of the
returned vapors during loading for chromatographic hydrocarbon
analysis and 02/N2 analysis.
7.2.5.7 After loading, record the final gas meter reading,
average temperature, pressure, and hydrocarbon concentration of
the returned vapors. If the hydrocarbon concentration varies
D-8
-------
significantly with time, integrate the chart record to obtain an
average loading concentration.
7.2.6 For intermittent systems, the processing unit shall
be manually started and allowed to process vapors in the holder
until the lower automatic shut-off is reached at the end of each
test repetition. Record the data in 7.2.4 for this manual cycle.
No loading shall be in progress during this manual cycle.
D.8 CALCULATIONS
8.1 Terminology
vr = Volume of returned air-hydrocarbon mixture
from tanker loading (ft3)
VH = Initial gas meter reading in vapor return
line (ft!)
vvf = Final gas meter reading in vapor return line
Tr = Temperature of returned air-hydrocarbon
mixture (°F)
pr = Absolute pressure of returned air-hydro-
carbon mixture (inches Hg)
vrs = Volume of returned air-hydrocarbon mixture
at standard conditions (SCF at 20°C, 760 mmHg)
Ta = Ambient temperature (°F)
pb = Barometric pressure (inches Hg)
d = Volume of liquid fuel dispensed for each
tanker loading tested (gallons).
cr = Volume fraction of hydrocarbons in returned
mixture from each tanker (volume % as C3H]0/100),
corrected for methane content if required.
Mr = Mass of returned hydrocarbons vapors from
each tanker.
(M/L)r = Volume of air-hydrocarbon mixture returned
per volume of liquid dispensed for each
tanker (ft3/ft3)
•t
Total volume of liquid dispensed from all controlled
racks during the test period (gallons). NOTE: This
value is equal to zld only if all loadings during
the test period are tested.
D-9
-------
V = Volume of air-hydrocarbon mixture exhausted from
the processing unit (ft-*).
Ce = Volume fraction of hydrocarbons in exhausted
mixture (volume % as C3HlQ/100), corrected for
methane content if required.
Te = Temperature at processing unit exhaust (°F).
P = Pressure at processing unit exhaust (in Hg. abs.).
(M/LL = Mass of hydrocarbons exhausted from the processing
unit per volume of liquid loaded, (gm/ga'llon).
E = Average processing unit hydrocarbon recovery
p efficiency, (%)
(T-) = Average potential volumetric recovery
L rp factor (ft3/ft3).
(M/L) = Potential hydrocarbon mass recoverable per
P volume of liquid dispensed for each tanker,
(gin/gallon).
(M/L), = Total system average hydrocarbon emission,
grams/gallon.
E = Average total system hydrocarbon recovery
efficiency, %
(~) = Denotes weighted average
* = Denotes loading with no leakage
8.2 Individual Loading Results
Calculate the following results for each tanker loading,.
8.2.1 Volume of air-hydrocarbon mixture returned:
vr • vrf - vr1 (ft3)
8.2.2 Volume of mixture returned per volume of liquid
dispensed:
(V/L)r = JL. (7.481 ga11°ns ) (ft3/ft3)
D-10
-------
8.2.3 Standard volume of returned mixture:
Vr. . (17.65°R/"Hg) V P
T + 46Q - r r SCF @ 68°F, 29.92 in. Hg
8.2.4 Mass hydrocarbons returned:
M grams C,H0
nr . (51.80-, - L§) V r (grams)
•P+°r u rs r
ft C3Hg
8.2.5 Mass of hydrocarbons returned per volume of liquid:
Mr
(M/L) - -£— (grams/gallon)
,i d
8-3 Average Tanker Loading Results
Calculate the following weighted averages from the results
obtained in 8.2. (NOTE: All averages are weighted based on the
volumes loaded to properly proportion the impact of a disproportionately
large or small loading.)
8.3.1 Average volume of mixture returned per volume of
liquid dispensed:
2V
(v7nr = (TT-^7-481 E120W-), (ft3/ft3)
iLd ft3
8.3.2 Average mass of hydrocarbons returned per volume of
liquid dispensed:
ZM
(M/L)r = -^j-T— (grams/gallon)
d
8-4 Processing Unit Emissions
Calculate the following results for each period of process-
ing unit operation:
8.4.1 Volume of air-hydrocarbon mixture exhausted from
the processing unit:
V
e = totalized volume from flow rate and time records
0-11
-------
8.4.2 Standard volume of exhausted mixture:
v (17.65 °R/"Hg) Vp P
65 = le +460.0 SCF m°f> 29.92-Hg
8.4.3 Mass of hydrocarbons exhausted from the processing
unit:
grams C,HQ
Me = (51.80 -- - LI) yes C (grams)
ft3 C3H8
8.5 Average Processing Unit Emissions ''
8.5.1 Average mass of hydrocarbons emitted per volume of
gasoline loaded:
_ 2M
(M/L) = —T- (grams/gallon)
Lt
8.6 Processing Unit Efficiency
Calculate the hydrocarbon recovery efficiency using the
equation below. The system efficiency is calculated on a
weighted average basis.
8.6.1 Average processing unit hydrocarbon recovery
efficiency: _
' (M/L)_
x 100% (%)
1-
(M7Dr
8-7 Potential Hydrocarbons Recoverable During Loading
When air-hydrocarbon mixture leakage is detected around
hatch covers or vent valves on the tankers during loading, the
actual hydrocarbons recovered are less than those potentially
recoverable. Estimates of the hydrocarbon losses can be made
as follows.
D-12
-------
8.7.1 Potential recovery factors: Separate the loadings
during which there were no leakage losses detected by the
combustible gas indicator. For these loadings calculate:
The weighted average potential volumetric recovery:
V (<*)(7.481 3a11o"s )
t'p ' — - *• <-£>
8.7.2 For the cases where leakage was detected, calculate
the potential hydrocarbon mass per volume of liquid ratio and
the hydrocarbon mass lost per volume of liquid ration for each
loading by:
8.7.2.1 Potential hydrocarbon mass per volume of liquid
ratio for each loading:
% (V7L)_
(M/L)P = '(V/L) (M/LV (grams/gallon)
8.7.2.2 Hydrocarbon mass lost per volume of liquid ratio
for each loading:
(M/L)1 = (M/L)p - (M/L)r (grams/gallon)
8.7.3 Average potential recovery and leakage losses.
Calculate the following average factors from the data in 8.7.2.
8.7.3.1 Average potential hydrocarbon recovery ratio:
5XM/LL - L.
(M/L) = - -£ - 1 (grams/gallon)
Note: For cases where there was no leakage (M/L) = (M/L)
For cases where there was leakage (M/L) = results in
8.7.2.1. P
D-13
-------
8.7.3.2 Average hydrocarbon leakage loss:
2(M/L), . L.
(W/L), = ! 2 (grams/gallon)
2Ld
Note: For cases where there was no leakage (M/L), = 0
For cases where there was leakage (M/L), = results
in 8.7.2.2.
8.8 Total System Average Emissions
Calculate the total emissions for the recovery
system by:
(M7L)t = (M/L)e + (M7L)1 (grams/gallon)
8.9 Total System Average Efficiency:
(M/L)a + (M/L),
x 100%
(M7L)p
D.9 CALIBRATIONS
9.1 Flow Meters
Use standard methods and equipment which have been
approved by the Administrator to calibrate the gas meters.
9.2 Temperature Recording Instruments
Calibrate prior to the test period and following the test
period using an ice bath (32°F) and a known reference temperature
source of about 100°F. Daily during the test period, use an
accurate reference to measure the ambient temperature and compare
the ambient temperature reading of all other instruments to this
value.
D-14
-------
9.3 Total Hydocarbon analyzer
Follow the manufacturer's instructions concerning warm-up
and adjustments. Prior to and immediately after the emission
test, perform a comprehensive laboratory calibration on each
analyzer used. Calibration gases should be propane in nitrogen
prepared gravimetrically with mass quantities of approximately
100 percent propane. A calibration curve shall be provided
using a minimum of five prepared standards in the range of
concentrations expected during testing.
For each repetition, zero with zero gas (3 ppm C) and
span with 70% propane for instruments used in the vapor return
lines and with 10% propane for instruments used at the control
device exhaust.
The zero and span procedure shall be performed at least
once prior to the first test measurement, once during the middle
of the run, and once following the final test measurement for
each run.
Conditions in calibration gas cylinders must be kept such
that condensation of propane does not occur. A safety factor
of 2 for pressure and temperature is recommended.
D-15
-------
VAPOR RETURN LINE
AIR VENTED
TO
ATMOSPHERE
VAPOR
RECOVERY
UNIT
PRODUCT FROM
LOADING TERMINAL
STORAGE TANK
SAMPLING LOCATIONS
1. GASOLINE DISPENSER TEST POINT
2. TANK TRUCK VAPOR COLLECTION TEST POINT
3. VAPOR CONTROL UNIT TEST POINT
Figure D-1. Sampling Locations
-------
FROM STORAGE TANK
L
( TANKER \—
V- "f- 1
i
H20 MANOMETER V^
1
INFRARED INDUSTRIES <«, Tcr
MODa IR703 — -> B^ninFB
NDIR T.H.C. ANALYZER KtuuKut*
1
- DISPENSER
^V. AMERICAN CVMP
) GAS METER
~>S MODEL 5.3M
^ BAG SAMPLE FOR
^^ GC ANALYSIS
— + THERMOMETER
r
___ BAG SAMPLE FOR 0-36"
T | GC ANALYSIS H.O MANOMETER AMERICAN CVMP
, i | *
VAPOR J PROCESSOR
HOLDER ^] SYSTEM
1
I
tT MODEL 5.3M
1 ^^\
1 1 ^
1 I THERMOCOUPLE
^ JTO RECORDER
' *
INFRARED INDUSTRIES -.-..
MODEL IR703 — * .ShlxL
NDIR T.H.C. ANALYZER RECORDER
EXHAUST
Figure D-2. OAQPS Method Sampling Locations and Test Equipment
D-17
-------
GASOLINE BULK TRANSFER DATA SHEETS
Terminal Name:
Location:
Date:
Rack No.
Run No.
Ambient Temperature °F Barometric Pressure
Tanker Information;
Time of Day:
Jn Hg
Identification No.
Capacity (gallons):
Compartment 1:
Compartment 2:
Compartment 3:
Compartment 4:
Compartment 5:
Measurements:
Fuel Grade Loaded:
During Loading:
Recovery System Pressure:
Dispensed Liquid Temperature?
in H20
°F
°F
Returned Vapor Temperature: ,
Average HC Concentration in Returned Vapor (% as
Gasoline Dispensed: gal
Dispensing Time:
Final Gas Meter Reading:
Initial Gas Meter ReadingT
GC/HC Analysis: Yes
02/N2 Analysis:
min
Yes"
Explosimeter Readings:
Location
ft3
No
"NO
Reading
NOTES:
D-18
-------
Table A-l GASOLINE BULK TRANSFER TERMINAL DATA SHEET No.
Terminal Name:
location:
Date:
Dally Arabient Data: (record every 2 hours)
Time
Start:
End:
Schematic Diagram of Rack
Layout
Dispenser Meter Readings
Time
Pump No.
Initial Final
Time
Pump No.
Initial
Final
D-19
-------
GASOLINE BULK TRANSFER TERMINAL CONTROL SYSTEM
DATA SHEET NO. 2
Terminal Name:
Location:
Date:
Control Device Outlet
Gas neter readings Initial
Time Test Start
Final
Test End
Record the following for each processing unit operating cycle or emission period.
Time
Start
Volune Reading
Stop Initial
Final
Average
HC Concentration
Temperature Pressure 8 as
D-20
-------
TECHNICAL REPORT DATA
(Please read Instructions on the reverse before completing}
NO.
1. RECIPIENT'S ACCESSION NO.
I. TITLE ANO.SUBTITLE
Inspection Manual for Control Of Volatile Organic
Emissions From Gasoline Marketing Operations
5, REPORT DATE
Jan. IT
. PERFORMING ORGANIZATION CODE
7. AUT
IS)
Robert J. Gordon, Gary Quinn, Roy Sakaida,
Victoria Scott
8. PERFORMING ORGANIZATION REPORT NO
RGANIZATION NAME AND ADDRESS
Pacific Environmental Services, Inc.
1930 14th Street
Santa Monica, CA 90404
10. PROGRAM ELEMENT NO.
1. CONTRACT/GRANT NO.
EPA 68-01-4140
TO.50 '
12. SPONSORING AGENCY NAME AND ADDRESS
U.S. Environmental Protection Agency
Division of Stationary Source Enforcement
Washington, D.C. 20460
13. TYPE OF REPORT AND PERIOD COVERED
14. SPONSORING AGENCY CODE
15. SUPPLEMENTARY NOTES
The inspection manual describes gasoline marketing operations and control require-
ments and provides inspection guidelines for:
1. Tank truck gasoline loading terminals
2. Bulk gasoline plants
3. Gasoline tank trucks, and
4. Fixed roof storage tanks
This manual is presented in a loose leaf format to permit ready incorporation
of modifications and revisions to the data presented.
KEY WORDS AND DOCUMENT ANALYSIS
DESCRIPTORS
b.lDENTIFIERS/OPEN ENDED TERMS
c COSATi [ ield('Group
Air Pollution
Hydrocarbons
Control Methods
Inspection
Source Monitoring
Volatile Organic Compouncs
19. SECURITY CLASS (ThisReport/
Unclassified
21 NO OF PAGES
20 SECURITY CLASS (This page/
Unclassified
22. PRICE
EPA Form 2220-1 (Rev. 4-77) PREVIOUS EDITION is OBSOLETE
-------
-------
-------
US ENVIRONMENTAL PROTECTION
AGENCY
REGION 5 LIBRARY (PL-12J)
77 WEST JACKSON BLVD 12TH FLOOR
CHICAGO IL 60604-3590
-------
United States
Environmental Protection
Agency
Office of General Enforcement
Division of Stationary Source Enforcement Series
Washington DC 20460
Officis! Business
Penally for Private Use
»300
Publication No EPA-340/1-80-O12
Postage and
Fees Paid
Environmental
Protection
Agency
EPA 335
If your address is incorrect, please change on the above lajjel.
tear off; and return to the above address
If you do not desire tocontinue receiving this technical report
series. CHECK HERE D , tear off label, and return it to the
above address
------- |