EPA-65Q/2-75-042
June 1975
Environmental Protection Technology Series
o
Ul
O
•r
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EPA-650/2-75-042
DEMONSTRATION OF REDUCED
HYDROCARBON EMISSIONS
FROM GASOLINE LOADING TERMINALS
by
B.C. Walker, H.W Husa,
and I. Ginsburgh
Amoco Oil Company
P.O. Box 400
Naperville, Illinois 60540
Contract No. 68-02-1314
ROAP No. 21AFD-021
Program Element No. 1AB015
EPA Project Officer: William J . Rhodes
Control Systems Laboratory
National Environmental Research Center
Research Triangle Park, North Carolina 27711
Prepared for
U.S. ENVIRONMENTAL PROTECTION AGENCY
OFFICE OF RESEARCH AND DEVELOPMENT
WASHINGTON, D. C. 20460
June 1975
-------
EPA REVIEW NOTICE
This report has been reviewed by the National Environmental Research
Center - Research Triangle Park , Office of Research and Development
EPA, and approved for publication. Approval does not signify that the
contents necessarily reflect the views and policies of the Environmental
Protection Agency, nor does mention of trade names or commercial
products constitute endorsement or recommendation for use.
RESEARCH REPORTING SERIES
Research reports of the Office of Research and Development, U.S. Environ-
mental Protection Agency, have been grouped into series. These broad
categories were established to facilitate further development and applica-
tion of environmental technology. Elimination of traditional grouping was
consciously planned to foster technology transfer and maximum interface
in related fields. These series are:
1. ENVIRONMENTAL HEALTH EFFECTS RESEARCH
2. ENVIRONMENTAL PROTECTION TECHNOLOGY
3. ECOLOGICAL RESEARCH
4. ENVIRONMENTAL MONITORING
5. SOCIOECONOMIC ENVIRONMENTAL STUDIES
6. SCIENTIFIC AND TECHNICAL ASSESSMENT REPORTS
9. MISCELLANEOUS
This report has been assigned to the ENVIRONMENTAL PROTECTION
TECHNOLOGY series. This series describes research performed to
develop and demonstrate instrumentation, equipment and methodology
to repair or prevent environmental degradation from point and non-
point sources of pollution. This work provides the new or improved
technology required for the control and treatment of pollution sources
to meet environmental quality standards.
This document is available to the public for sale through the National
Technical Information Service, Springfield, Virginia 22161.
Publication No. EPA-650/2-75-042
11
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CONTENTS
Objectives
Facility Design
Cost Factors
Test Program
Test Results
Comparison to Other Systems
Conclusions
Page No.
1
1
4
4
8
19
19
Figures
Figure 1 - Schematic of Oxidation System 2
Figure 2 - P & T Diagram of System 3
Figure 3 - Flow Schematic 6
Tables
Table I - Special Instrumentation 7
Table II - Reid Vapor Pressures 8
Table III - Gasoline Vapor Concentration 9
Table IVA - Oxidizer Feed Test Results 11
Table IVB - Analysis of Air-Vapor Feed to Oxidizer 12 to 16
Table V - Oxidizer Effluent Test Results 17
Table VI - Oxidizer Operation Test Results 18
Appendix I - Daily Log of Truck Loading 21
Appendix II - Analysis of Vapor Collecting Effectiveness 25
Appendix III - Design Manual 29
iii
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OBJECTIVES
This contract involved test work to demonstrate the effectiveness of
hydrocarbon oxidation for reducing emissions from a gasoline truck loading
terminal located at Philadelphia, Pennsylvania. The program's major
objectives were in the areas of control efficiency, operational characteristics,
and comparison with other known systems. The control efficiency was measured
by determining the emissions from tank truck loadings, by determining the
emissions from the high temperature oxidizer, and by estimating emissions from
all other sources. Operational characteristics were determined with safety
and reliability being of primary importance. Cost effectiveness of this
system was compared to other known technology for disposal of hydrocarbon
emissions, both for this specific size system and extrapolations to smaller
and larger systems, and'for the climatic conditions found at this location
and other locations in this country.
FACILITY DESIGN
The system installed at the truck loading terminal at Philadelphia is
shown diagrammatically in Figure 1. Air displaced from the truck
compartments during liquid gasoline fillings is collected at the loading
rack. The facility employs either top or bottom loading, thereby
permitting the terminal to service all existing types of trucks. The air-
gasoline vapor mixture is conducted from the rack to the vapor tank which
smooths out the peak flows encountered during loading and provides storage
for the gases prior to disposal. The mixed gases in turn are drawn from
the vapor tank by a blower, compressed to thirteen inches of water pressure
and fed to the oxidizer. Here they are burned in the presence of sufficient
air to insure 98% or better conversion to carbon dioxide and water. Burning
temperature is maintained at or below 1500°F to limit formation of nitrogen
oxides.
Oxidizer operation is controlled by the volume of gas in the vapor tank,
starting up at about 30% capacity and shutting down at 10% capacity. The
oxidizer is ignited by a propane pilot and includes temperature sensing and
flame reading controls to insure that the burn sequence will fail safe.
There are also provisions to insure against flashback from the oxidizer into
either the vapor tank or to trucks connected at the loading racks.
The oxidizer is a simple, reliable, commercial gas furnace, which turns
on and operates as needed. However, if it is necessary to shut down the
oxidizer during tank truck loading, and if the vapor tank fills beyond its
capacity of 10,000 cubic feet (about 8 truck loads), excess vapors are vented
to the air. So far, truck loading rate has not exceeded this capacity.
Details of this process flow, start-up procedure, normal operating
procedure, cold-weather procedure, and shutdown procedure are given in the
attached Design Manual (Appendix III). Details of the entire system are
given in the P & I Diagram (Figure 2).
-------
FIGURE 1
VAPOR GATHERING LINE
Fl.AME ARRESTOR
FLOATING ROOF
TRUCK VAPOR
MANIFOLD
. LJn
HOP LOADING VAPOR ^
TRANSPORT
TRUCK
BOTTOM LOADING ARM
VAPOR DIAPHRAGM
SAMPLE POINT
FLOW
VAPOR HOLDER
BREATHING
/ VENT
RELIEF VALVE
LIQUID SUPPLY LINE
CONTROL SHANTY AIR
HYDROCARBON OXIDIZER
COMBUSTION AIR BLOWER
FLAME ARRESTOR
PROPANE TANK
FLAME ARRESTOR
u VAPOR BLOWER
SCHEMATIC VAPOR GATHERING AND OXIDATION SYSTEM
PT. BREEZE. PA. TERMINAL
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Figure 2
P & I Diagram
l-'J—L-L K§ .
I
(_>
COHT30L 3JH.PrMC
—Ptl
VAPOR OXIDATION SYSTEM
PHILADELPHIA TEPMINAL
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-4-
COST FACTORS
The capital costs for the vapor control and oxidation system at the
Philadelphia Terminal were as follows:
Item
Truck Rack Piping, Product
Vapor Piping
Vapor Holder
Air Control System
Hydrocarbon Furnace
Foundation and Yardwork
Furnace Piping
Propane System
Control House
Condensate Tank
Painting
Electrical
Engineering
Beckman Oxygen Analyzer
$160,494 total
The following are the annual oxidizer operating costs experienced by
the Philadelphia Terminal:
Propane Consumption 3,600 gals.
Electric Consumption 36,000 KWH
Manpower Routine Checks 300 manhours
Maintenance $3,000
TEST PROGRAM
The general objective of the test program was to evaluate performance
under widely varying conditions of temperature and loading. Seasonal
temperatures in the Philadelphia area vary widely, causing wide variations (3-50%')
in the hydrocarbon content of the incoming air. The varying number
of trucks being loaded at a given time results in substantial variations in
the amount of hydrocarbons to be handled. Special attention was given to
operation of the propane safety system. Propane is added to maintain all
parts of the system above the upper explosive limit, thus eliminating the
possibility of an explosion.
A detailed evaluation of performance was done at four different periods
during the year to cover spring, summer, fall, and winter operation. The
emphasis on seasonal variation was necessary because of changes in temperature
and variations in the vapor pressure of the gasoline supplied at different
times of the year. As a consequence, the displaced gases from the truck
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-5-
loading operation can vary both in hydrocarbon content and hydrocarbon
distribution. Still another factor affecting the hydrocarbon content of
"•""-lo.ding and
The streams involved are shown in Figure 3, a simplified schematic
diagram of the oxidation system. Instrument locations are identified by
number (also see Table I) and flow streams by letter. In addition to the
measurements by the instruments listed in Table I, the normal measurements
at the facility were also necessary, e.g., amount of gasoline shipped each
day, number of trucks, oxidizer-control instrument readings, etc. Wherever
possible, measurements were continuously recorded on a data logger By
careful planning, a maximum of required information was obtained.
There are two main streams (Figure 3) feeding the oxidizer (B and C)
and one exhaust stream (D). Stream B comes from the vapor holder and is
mixed with air (stream C) in the oxidizer. There, the hydrocarbons are '
oxidized and the products emitted through the exhaust stack stream D.
As a safety precaution, stream A was used when necessary to add propane to
raise the hydrocarbon concentration in the vapor holder above the upper
flammable limit.
For instrumentation, a Beckman oxygen meter and a Ranarex density
balance were used in location 1 to monitor the total hydrocarbon content
from the trucks to the vapor holder. A dry gas meter was used at location 5
to measure the amount of propane added to the vapor holder. The propane
passing location 6 to the pilot light also was measured (with a dry gas
meter) because it contributes to the total input to the oxidizer.
H ^ i°^ati0nu2' the t0tal maSS flow was dete™ined with a dry gas meter
and the hydrocarbon content with a flame ionization detector (FIEO The
amount of air in stream B was calculated from the difference between total
mass and hydrocarbon mass. At location 3, a pitot tube was used to measure
the amount of air to the oxidizer. Temperature and humidity also were
determined when appropriate.
Characteristics of the effluent from the oxidizer, stream D, were
measured at location 4. The total mass flow was measured to verify the use
of measured mass input for calculated mass output. Thereafter, the mass of
the effluent was calculated from the various input streams. The total
hydrocarbon content of the effluent was obtained with FID while NDIR gave
the CO concentration. NOX concentrations were expected to be low and
periodic wet chemical measurements were sufficient. Periodic determination
of the water content of the stream provided additional information
and the temperature of the stream was continuously recorded.
In order to provide adequate correlations for supporting the test
objectives, data in addition to the above were recorded and summarized
These were: (1) the number of times propane was added to the vapor holder
and the reason, (2) number and type or trucks loaded, (3) total gallonage
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Figure 3
FACILITY SCHEMATIC
TANK
TRUCK
STREAM D
STACK
i
VAPOR
HOLDER i
T—rt
STREAM B
AIR
STREAM C 3
BURNER
STREAM E
STREAM A
PROPANE
TANK
-fc-
PILOT
LINE
NOS. 1-6 DENOTE LOCATIONS OF INSTRUMENTATION
LISTED IN TABLE I
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TABLE I
SPECIAL INSTRUMENTATION
Location
1
5
7
6
2
3
4
Stream
Fuel A
Fuel E
Fuel A
Fuel B
Air C
Out
Effluent D
Parameter
hydrocarbons
constituents
propane
propane
propane
stream flow
hydrocarbons
air
constituents
air
steam flow
steam flow
hydrocarbons
CO
NOx
water
temperature
Measurement
Ranarex density balance
Beckman (02 meter)
Gas chrom.
Dry gas meter
Dry gas meter
Dry gas meter
Dry gas meter
FID with dilution
Gas chrom.
pitot tube
pitot tube
FID
NDIR
dry chem. (c)
psychroneter
temp, probe
Recorder No. ^a)
1
1
...
2 (b)
2 (b)
1 (b)
1 (b)
.._
1
2
2
Information
hydrocarbon content
species present (periodic)
propane mass added from tank
propane added directly to burner
propane mass added from tank
total stream mass flow
total hydrocarbons
mass of air from difference between
total mass and hydrocarbons
species present (periodic)
mass air
total mass from input
total mass flow (initially only)
total hydrocarbons
CO concentration (attempt continuous]
NOx concentration (periodic)
water concentration (periodic)
exit flue gas temperature
(a) If a magnetic tape system is also used, these measurements along with
any other appropriate variables will be recorded on tape also.
(b) Optional.
(c) As N02; UNICO Model 400 gas detector using Kitagawa tubes.
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-8-
of gasoline loaded, (4) total vapor collected, (5) total amount of propane
used, (6) total air combusted, (7) total emissions, (8) cost of electricity,
(9) cost of propane, (10) cost of operating labor (man-hours), (11) cost of
repairs, (12) nonoperating time due to pollution control problems, and (13)
any other data that proved informative. In addition to collecting data
during the normal operating routine of the facility, it also was necessary
to periodically alter operations in order to meet the test objectives.
Each seasonal test period lasted about a week. During nontest periods,
instrument readings were recorded continuously. In order to eliminate and
isolate as many unknown effects as possible, each test period included
baseline tests. These baseline tests consisted of several preset propane-
air concentrations used as input to the oxidizer. The vapor holder was
bypassed and propane was added directly to the burner (stream E), together
with air (stream C). During the test periods, operations were planned to
give maximum variations in controllable parameters. For example, the vapor
holder was filled with vapors obtained from top loading trucks only, and
then bottom loading trucks only.
All of these tests and data were appropriately correlated and
interpreted to meet the objectives of the program.
These objectives fall into three main categories: control efficiency,
operability and cost effectiveness. Under control efficiency are the
effects of hydrocarbon feed content, ambient temperature, and gasoline vapor
pressure (seasonal gasoline variations, flow rates, etc.). on emissions.
Operability encompasses the safety and reliability of the propane addition
system under varying flow rates, hydrocarbon compositions, temperatures, etc.
The cost effectiveness was determined by the initial cost, the maintenance
cost, and operating cost in relation to the cost of alternative control
systems. Finally, a determination was made as to the applicability of
this system to systems of other size and in other climatic and geographical
locations.
TEST RESULTS
The following gasoline stocks were loaded at the terminal during the
four seasonal test periods:
Stock
Leaded Regular
Unleaded Regular
Premium
The gasoline vapor content of the mixed feed gas to the oxidizer
during the test periods is shown below:
Fall
11.5-12.2
12.5-12.8
12.4
TABLE II
Reid Vapor Pressures
Reid Vapor Pressure, psi
Winter Spring
13.4 12.2
13.3 11.4
13.4 13.1
Summer
10.4
9.1
10.4
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-9-
TABLE III
Gasoline Vapor Concentration
Test Period % Saturation Ambient Temperature. °C
Normal Terminal Operation (Top-Loaded and Bottom-Loaded Trucks)
Fall 78 478
Winter 67 4.6
Spring 60 17.2
Summer 93 15.0
-Loaded Trucks
_
FalT 100 7.2
Winter 100 -7.8
Spring 89 13.4
Summer 94 21.7
Bottom-Loaded Trucks
Fall75 4.5
Winter
Spring 73 10.0
Summer 79 23.9
The gases processed by the oxidizer were at a significantly higher
vapor content during the spring and summer tests because of the higher
ambient temperature. The vapor concent was also higher for top-loaded
trucks because splash filling increases evaporation rate of the gasoline.
Appendix I gives the daily log for truck loading at the terminal for
the period November 12, 1973 to May 2, 1974. Roughly three-fourths of the
gasoline shipped at the terminal was bottom-loaded, with the rest top-
loaded about equally between tank wagons and tank trucks. Average shipment
was about 291,000 gallons per day.
Five methods of terminal operation were run for each seasonal test
period:
1) Pilot operation only: measurements were taken on the
oxidizer effluent with only the pilot light of the
burner operating.
2) Baseline-propane gas: measurements on oxidizer effluent
when propane was burned at about the same rate as
gasoline vapor during normal terminal operation.
3) Normal terminal operation: measurements taken during
filling of both top- and bottom-loaded trucks.
4) Top-loaded trucks: measurements taken during filling
of top-loaded trucks only. This type of loading
(splash-filling) usually generates excess vapor.
5) Bottom-loaded trucks: measurements taken during filling
of bottom-loaded trucks only. Bottom-loading reduces
gasoline agitation and therefore generates less vapor
than top-loading.
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-10-
In addition, two special tests were run during the winter and spring
periods to simulate operation of the terminal in extremely cold weather.
This was done because the ambient temperature during the winter test was
only about -8°C, and data for colder weather were needed. Because
hydrocarbon concentration in gasoline vapor (hydrocarbon-air mixture at
equilibrium) decreases with temperature, cold-weather operation was
simulated by diluting the vapor in the vapor holder with air. This test
also determined the lower limit of satisfactory operation of the burner.
Analytical data for the oxidizer feed, vapor composition, oxidizer
effluent, and oxidizer operation are shown in Tables IVA, IVB, V, and
VI respectively. As shown in Table IVA, the mixed gas feed rate to the
oxidizer during truck loading ranged from 2.18 to 3.02 cubic meters per
minute and was fairly consistent throughout the four test periods. The
hydrocarbon content of the gas was 22.6 to 48.5%, with the highest
concentration existing during summer. Average molecular weight of the
hydrocarbons ranged from 56 to 65 with over one-hundred different molecular
structures identified. For the baseline tests and pilot operation only,
in which only propane was burned, the gas hydrocarbon content was slightly
lower, with 4-5 components of average molecular weight from 43.0 to 44.1
Detailed composition of the vapor is shown in Table IVB.
Effluent from the oxidizer (Table V) during its operation contained
19 to 35 ppm carbon monoxide, 1 to 45 ppm hydrocarbon (as methane) 1 to 10
ppm nitrogen oxides, and 0.9 to 3.2% (9,000 to 32,000 ppm) carbon dioxide.
During the summer test period, hydrocarbon emission was lower and carbon
dioxide was higher because of the higher flame temperature in the oxidizer
(Table VI). The higher flame temperature also produced slightly
more nitrogen oxides.
For pilot operation only, hydrocarbon emission was higher than
normal because of inefficiency of combustion of the pilot flame, as shown
by the lower perc< ".age of destruction or hydrocarbons (Table VI). For
the baseline test, in which only propane was burned, the lower flame
temperature produced higher hydrocarbon and lower carbon dioxide emissions
than normal. For other than pilot operation, however, destruction of the
hydrocarbons reaching the oxidizer was better than
For the two special tests conducted during the winter and spring
periods to simulate terminal operation in extremely cold weather, dilution
of the vapor holder gas with air decreased the oxidizer temperature. This
resulted in less-efficient combustion as shown by the higher hydrocarbon
content and lower carbon dioxide in the effluent. As the hydrocarbon
content of the feed gas was reduced by dilution to 3.5 vol. %, the flame
pattern changed from full coverage of the manifold ports to stable
individual blue flames, one for each hold in the distributor manifold.
Further reduction below the 3.5 vol. % hydrocarbon level (spring test)
produced flame instability and excessive unburned hydrocarbons. The excess
air had a tendency to blow out the individual flames. The 3.5% value
corresponds to terminal operation at ambient temperatures estimated from
-40 to -46°C. This concentration was easily handled by the oxidizer,
flame stability was good, and operation was entirely safe.
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Test
Period
Test
Description
Mixed Gas
Feed Rate
M3/min. ® N.T.P.(a)
TABLE
OxiJ.tr.er Feed
Measured Fraction(b)
Air Hydrocarbons
Fall pilot operation only
Winter pilot operation only
Spring pilot operation only
Summer pilot operation only
Fall baseline, propane gas
Winter baseline, propane gas
Spring baseline, propane gas
Summer baseline, propane gas
2.16+0.03
2.17+0.01
3.02+0.01
2.86+0.02
Fall normal terminal operation 2.78±0.04
Winter normal term inal operation 2.18+0.03
Spring normal terminal operation 2.47+0.01
Summer normal terminal operation 2.41+0.05
Fall top-loaded trucks
Winter top-loaded trucks
Spring top-loaded trucks
Summer top-loaded trucks
Fall bottom-loaded trucks
Winter bottom-loaded trucks
Spring bottom-loaded trucks
Summer bottom-loaded trucks
Winter special-vapor holder
gas diluted with air
Spring specail-vapor holder
gas diluted with air
2.75±0.04
2.64+0.02
2.50+0.01
2.37±0.02
0.8077-0.0026
0.8048+0.0038
0.7899+0.0053
0.7966±0.0239
0.7622-0.0026
0.7746+0.0028
0.7105+0.0251
0.5856+0.012
0.6627+0.0026
0.7742+0.0028
0.6275+0.0028
0.5153+0.019
0.1923+0.0026
0.1952+0.0038
0.2101±0.0053
0.2034+0.0239
0.2378+0.0026
0.2254+0.0028
0.2895+0.0251
0.4144+0.012
0.3373±0.0026
0.2258+0.0028
0.3725<-0.0028
0.4847-0.019
2.71+0.04 0.7703+0.0026 0.2297±0.0026
2.542+0.003 0.7228+0.0025
2.39±0.016 0.5914+0
0.2772±0.0025
0.4086+0
2.234+0.008 0.8890+0.0044 0.1110+0.0044 58rl
2.97+0.02 0.9646+0.0024 0.0354+0.0024 62-2
a) cubic meters per minute at normal
temperature and pressure (60°F
and 1 atmos.)
b) by oxygen analyzer
Hydrocarbons
Measured
Molecu lar
Weightfc)
--
"* ™
45 + 1
44+1
43+1
44.»-2
60-1
59::1
62+1
56-^2
60+1
56+1
61 + 1
63 + 2
62+1
62 + 1
65+0
_ Grab
Calculated
Molecular
Weight
44.0
43.6
43.0
44.0
43.6
43.0
44.1
63.4
. 62.6
64.3
66.3
63.2
61.2
63.3
66.8
63.5
64.4
66.8
Sample
Number of
Components
Identified (d)
4
5
4
4
5
4
5
96
75
78
70
100
96
72
70
80
80
69
62.3
64.2
c) by density balance
d) by mass spectrometer
89
48
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TABLE IVB
Analysis of Air-Vapor Feed to Oxidizer
Fall Tesl-s
Item
No.
1
9
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
base- Loading
Hydrocarbon Component
Methane
Ethane
Ethane; 'Ethylene
Methane; Ethane; Ethylene
Propylene
Propane
Item 5 + Item 5
Isobutane
Isobutylene + 1; Butene
N- Butane
T-2-Butene
Item 10 + Item 11
C-2-Butene
3-Me-l-Butene
Esopentane
1-Pentene
2-Me-l-Butene
2-Me-l, 3-Butadiene
N-Pentane
T-2-Pentene '
Item 19 4 Item 20
C-2-Pentene
2-Me-2-Butene •
2,2-Dimethylbutane
Cyclopentene
3-Me-l-Pcntene; 4-Me-l-Pcntene
4-Me-C-2-Pentene
2,3-Dimethyl-l-Butene
Item 27 4 Item 28
4-Me-C-2-Pentene; 2-Me-l, 4 Pentadiene
Cyclopentanc
4-Me-T-2-Pentene
2.3 Dimethylbutane
Item 32 4 Item 33
2-Me-Pentane
line normal
#13 #11
2.78
0.59
0.46
1
99.10
3.69
0.27 14.52
1.14
0.04 36.19
1.77
1.17
0.23
17.79
0.50
0.84
5.78
0.95
0.59
1.34
0.24
0.14
0.08
0.02
0.04
0.35
0.06
0.58
1.83
top
#12
2.86
0.46
3.77
14.72
1.06
35.83
1.67
1.04
0.21
17 . 65
0.46
0.77
0.01
5.60
0.85
0.52
1.21
0.23
0.13
0.07
0.02
0.04
0.33
0.05
0.55
1.75
hot.
#10
2.32
0.29
3.64
15.12
1.32
34.90
2.07
1.40
0.26
18.98
0.55
0.92
6.47
0.66
1.44
0.23
0.13
0.08
0.02
0.04
0.33
0.06
0.61
1.86
base- Loading
line normal
#17 #16
0.20 3.71
99.37 4.07
21.38 19.82
1.65
0.13 28.64
2.35
1.77
0.36
19.11
0.61
1. 00
4.18
0.94
0.66
1.44
0. 14
0. 13
0.08
0.07
0.30
1) . 05
11.50
0 . 08
top
#14
3.27
7.68
21.44
1.70
33.42
1.65
0.29
16.02
0.53
0.88
5.24
0.57
1.31
0.16
0.11
0.08
0.06
0.27
0.05
0.43
0.07
hot.
4.17
4.17
0.31
1.58
29.14
2.14
1.57
0.31
19.14
0.56
0.94
4.24
0.83
0.62
1.38
0.15
0. 12
0.03
0.06
0.29
0.04
0 . -i 9
0.07
Spring Tests
base- Loadine
line normal
#21 -'20
1.92
'
0.57
0.98
98.56 3.67
17.55 23.95
1.24
0.15 29.63
1.89
1.28
0.27
21.13
0.54
0.88
6.85
0.66
1.47
0.23
0.15
0.09
0.02
0.04
0.37
0.05
0.61
0 09
top
#24
1.59
0.56
3.68
22.17
1.79
25.37
2.68
1.94
0.36
19.77
0.65
1.11
5.02
0.95
0.72
1.72
0.19
0.17
0.12
0.05
0.02
0.30
0.06
0.50
0.08
hot.
#22
1.13
0.30
2.89
24.19
1.58
27.32
2.47
1.77
0.33
20.90
0.62
1.05
0.02
4.63
1.03
0.70
1.55
0.16
0.16
0.09
0.05
0.02
0.30
0.05
0.55
0.119
spec
:"23
0.40
0.31
2.82
24.19
1.61
27.20
2.43
2.28
0.35
21.04
0.61
1.09
4.44
0.95
0.78
1.52
0.14
0. 14
0.06
0.07
0.2B
n.r>5
n.ng
Summer Tests
base- Lo.ndine
line normal
#26 #28
0.23
0.11
o.ns
2.63 0.06
96.93 4.15
0.25 19.08
1.30
0.08 23.25
2.00
1.37
0.20
21.27
0.88
1.25
11.46
0.50
1.13
0.31
0.1 1
0.08
0.05
0.61
0.05
0.63
0.08
top.
#29
0.47
0.16
U.03
2.68
12.23
0.52
27.25
0.84
0.49
0. 10
24.67
0.34
0.44
16.80
0.37
0.71
0.51
0.08
0.04
0.01
0.02
0.89
0.02
0.70
0.05
hot.
"27
0.24
0.05
0.07
3.67
18.67
1.50
21.39
2.23
1.57
0.26
21.92
0.69
0.99
9.91
0.64
1.55
0.26
O.lfi
0.10
0.08
0.54
n.07
0.71
0.12
continued next page
-------
TABLE IVB
Analysis of Air-Vapor Feed to Oxidizcr (cont'd.'.
base-
Item line
No. Hydrocarbon Conponont -113
36 2-Me-l-Pentene
37 3-Me-Pentane; l-Hexene; 2-Ethyl-l-Butene
38 C-3-Hexene
39 T-3-Hexene
40 teem 38 + Item 39
41 3-Me-Cyclopentene
42 2-Me-2-Pentcne
43 item 41 + Item 42
44 3-Me-T-2-Pentene
-5 Item 41 + Item 42 + Item 44
4fi N-Hexane
•i7 N-llcvane; 4,4-Uimethyl-l-Pentene
4? T-i-Hexene
*'* C-2-Hexene
50 item 48 + Item 49
51 Item 47 + 3-Me-T-2-Pentene
52 Item 51 + Item 48
53 item i7 + Item 48 + Item 49
54 3-Me-C-2 Pentene
55 i,A-Dimethyl-T-2-Pentene
56 7.tem 54 + Item 55
57 Me-Cyclopentane; 3,3-Dimethyl-l-Pentene
58 2,2-Dimethylpentane
[59] [2,2-Dimeth.ylpentane; 2,3-Dimethyl-2-Butene;1
2,3,3-Trimethyl-l-Butene
60 Item 57 + Item 59
61 2,4 Dimethylpentane
[62] r2,4-Dimethyl-2-Pentene; 3-Ethyl-l-Pentene;,
3-Me-l-Hexene '
63 Benzene
64 2,2,3-Tritnethylbutane
65 2,4-Dimethyl-l-Pentene
Loadine
normal
*lt
0.09
1.12
0.04
0.05
0.07
0.17
0.83
0.07
0.07
0.10
0.49
0.05
0.12
0.15
0.03
top
#12
0.08
1.06
0.04
0.05
0.08
0.14
0.80
0.07
0.06
0.10
0.51
0.09
0.13
0.21
0.05
base- Loading
bot. line
#10 #17
0.09
1.14
0.09
0.23
0.82
0.03
0.10
0.49 0.44
0.05
0.13
0.05
nornal
* IS
0.08
0.93
0.08
0.20
0.05
0.72
0.09
0.40
0.04
0.10
0.07
top
#14
0.07
0.83
0.07
0.19
0.06
0.65
0.08
0.01
0.43
0.05
0.10
0.16
base-
hot, line
#18 #21
0.07
0.93
0.03
0.04
0.07
0.11
0.72
0.06
0.09
0.01
0.55
0.04
0.10
0.10
Sprint; Tests Siimner Tests
Loadine base- In.nrlino
norma 1
•'•'20
0.09
1.16
0.04
0.05
0.10
0.14
0.08
0.93
0.11
0.02
0.45
0.05
0.11
0.17
0.02
0.03
top
«24
0.08
0.96
0.03
0.05
0.08
0.13
0.06
0.70
0.09
0.51
0.04
0.08
0.05
bot. spec line
#22 ?23 >>2r-
0.09 0.08
1.03 1.01
0.04
0.05
0.08
0.10
0.13
0.15
0.06
0.76 0.86
0.10
0.01
0.11
0.59
0.05
0.10 0.09
0.11
0.05
normal
"28
0.08
1.56
0.07
0.18
1.43
0.08
0.55
0.10
0.38
0.09
top.
#29
0.05
1.67
0.05
0.05
0.08
1.39
0.06
0.42
0.09
0.44
0.06
bot.
#27
0.12
1.79
0.12
0.29
1
H- »
U)
1
1.74
0.13
0.78
0.14
0.4'2
0.14
66 Item 64 -I- Item 65
67 Item 63 + Item 64
68 Item 64 + 4,4-Dimethyl-C-2-Pentene
0.04 0.01
0.17
0.02 0.02 0.04
0. 11
0.02 0.02 0.03
continued next page
-------
TABLE IVB
Analysis of Air-Vapor Feed to Oxidizer (cont'd.)
Item
No.
.69
70
71
72
{73}
74
{75}
76
77
78
79
80
81
QO
84
85
86
87
88
f89}
90
91
92
93
94
95
96
97
98
99
100
base-
line
Hydrocarbon Component #13
l-Me-Cyclopentene
Item 69 + 2-Me-C-3-Mexene
Item 69 + 2,4-Dimethyl-2-Pentene
Item 70 + 2,4-Dimethyl-2-Pentene
[2,4-Dimethyl-2-Pentene; 3-Ethyl-l-Pentenc;1
3-Me-l-Hexene
2,3-Dimethyl-l-Pentene; 2-Me-T-3-Hexene
[Item 74 + 5-Me-l-llexene; T-3,5-Dimethyl-1
Cyclopentene; C-3,5-Dimethycyclopentene
3,3-Dimethylpentane
Cyclohexane
Cyclohexane; 4-Me-C-2-Hexene
2-Me-Hexane; 5-Me-C-2-Hexene
1, 1-Dimechylcyclopentane
Item 79 + T :..-.., SO
Cyclohextmc
2-Me-Hexane; I ,1-Dimethylcyclopentane
2, 3-Dimethylpentane
Item 86 +• 3,4-Dimethyl-C-2-Pentene
3-M3-Hexane
( l-C-3-Dimethy Icyc lopentane ; 2-Me- 1-llexene ;}
3,4-Dimethyl-T-2-Pentene
l-T-3-Dime thy Icyc lopentane
Item 90 + 1-Hcptene; 2-Ethyl-l-Pentene
3-Ethyle Pentane ; 3-Me-T-2-llexene
l-T-2-Dime thy Icyc lopentane
Item 92 + Item 93
2,2,4-Trimethylpentano
Item 95 + T-3-lleptene
Item 93 +• 3-Ethylpentane
C-3-lleptene; 1,4-Dimethylcyclopentene
3-Me-C-3-IIexene ; 2-Me-2-Hexene
Item 99 + 3-Me-T-3-Hexene
Loading
normal top
#11 #12
0.09
0.02
0.02
0.01
0.12
0.01
0.13
0.21
0.07
0.06
0.06
0.23
0.02
0.03
0.10
0.05
0.03
0.01
0.11
0.22
j.Ol
0.01
0.13
0.23
0.07
0.06
0.06
0.23
0.02
0.03
base- Loading
hot. line normal top
#10 #17 »lf, m
0.10
0.02
0.01
0.10
0.01
0.21
0.12
0.20
0.07
0.05
0.06
0.25
0.01
0.02
0.07
0.02
0.02
0.10
0.17
0.11
0.16
0.06
0.05
0.05
0.19
0.02
0.07
0.03
0.02
0.09
0.01
0.01
0.15
0.10
0.14
0.06
0.04
0.18
0.05
Sprins Tests
base-
boc . line normal
>ns fi ="o
0.07
0.02
0.02
0.10
0.01
0.01
0.16
0.11
0.15
0.06
0.05
0.05
0.18
0.01
0.02
0.09
0.02
0.02
0.01
0.09
0.22
0.01
0.12
0.21
0.07
0.05
0.26
0.06
0.02
0.03
Loading
top bot.
#24 #??
0.08
0.03
0.02
T
0.08
0.15
0.01
0.08
0.15
0.05
0.04
0.16
0.04
0.01
0.02
0.10
0.03
0.02
0.01
0.09
0.18
0.01
0.10
0.17
0.07
0.05
0.05
0.22
0.01
0.02
base- Loading
spec line normal top.
«T) yop JJ7O yno
0.10
0.20
0.09
0. 18
0.05
0.04
0.05
0.20
0.01
0.01
0.03
0.08
0.27
0.13
0. 28
0.05
0.07
0.04
0.14
0.02
0.01
0.01
0.03
0.05
0.23
0.11
0 24
0.03
0.05
0.03
0.13
0.01
bot.
0.04 !
0.04
0.14
t
J
0.40
0.18
0 41
0 09
0.11
0.07
0.20
0.03
continued next page
-------
TABLE IVB
Analysis of Air-Vapor Feed to Oxidizer (cont'd.1
Item
No.
101
102
103
104
105
106
107
108
109
110
111
112
113
114
115
116
117
118
119
120
121
122
123
124
125
126
127
128
129
130
131
132
Fall Tests
base- Loadina
3-Ethyl-2-Pentene
T-2-lIcptene
N-Heptane; 3-Me-C-2-Hexene
Item 103 + 2,3-Dimethyl-2-Pentene
Item 103 + 2,3-Dimethylcyclopentene
Item 104 + Item 105
2,3-Dimethyl-2-Pentenc
Item 107 + C-2-Hcptene; 3--Ethy Icyclopentene
C-2-Heptenc
Item 109 + 3-Ethy Icyclopentene
l-C-2-Dimethylcyclopentane
2,2-Dimethyl llexane
Item 111 + Item 112
Me-Cyclohexane; 1, 1,3-Trimethylcyclopentane
2,5-Dimethylhexane
Ethylcyclopentane
2,4-Dimethylhexane
Item 116 + Item 118
2,2,3-Trimethylpentane
Item 117 + Item 119
l-T-C-4-Trimethycyclopentane
3,3-Dimethylhexane
Toluene
l-T-2-C-3-Trimethylcyc lopcntane
Item 122 + Item 123-Item 124
Ethylhenzene
P-Xylene
H-Xylene
0-Xylene
C-8 Saturates and Olefins
Isopropylbenzene
N-Propylbenzene
normal
41 1
0.017
0.01
0.15
0.01
0.02
0.08
0.04
0.02
0 03
0.01
0 01
0.87
0.05
0.04
0.12
0.08
0.35
0.01
0.04
top
112
0.01
0.01
0.17
0.02
0.02
0.09
0.04
0.02
0 04
0.01
0 01
0.86
0.01
0.05
0.05
0.12
0.06
0.45
T
0.01
Winter Tests
base- Loadine
bot. line normal
#10 #17 ,t\t,
0.01
0.14
0.12
0 01
0.03
0.08
0.04
0.01
0.01
0 01
0.83
0.04
0.02
0.11
0.08
0.33
T
0.02
0.07
0.03
0.01
0.02
0.01
0.68
0.02
0.02
0.07
0.04
0.19
0.03
top
Q
T
0.01
0.11
0.11
0.17 0.14
0.01
0.02 0.02
0.06 0.07
0.03 0.04
0.01
0.02
0.02
0.01
o.ni 0.02
0.87 0.52
0.04
0.03
0.10
0.06
0.28 0.28
T
0.01
0.01
0.03
0.01
0.06
0.02
0.04
T
0.01
0.76
0.03
0.02
0.06
0.04
0.22
0.01
0.01
0.01
0.02
T
0.04
0.02
0.03
T
0.01
0.64
0.02
0.02
0.05
0.03
0.17
0.01
0.01
bot.
#27
0.01
0.27
0.02
0.04
0.01
0.10
0.04
0.07
0.02
1.07
O.Ofi
0.04
0.10
0.06
0.33
0.02
0.01
continued next page
-------
TABLE IVB
Analysis of Air-Vapor Feed to Oxidizer (cont'd.)
Fall Tests
Item
No.
133
134
135
136
137
138
139
140
[1411
1*2
lo
base- Loading
Hydrocarbon Component
l-Me-3-Ethylbenzene
l-Me-4-Ethylbenzene
l-Me-2-Ethylbenzene
1,3,5-Trimethylbenzene
1 , 2 ,4-Trimethylbenzene
1,2,3-Trimethylbenzene
C-9+ Saturates and Olefins
l-Me-2-Isopropylbenzene
[ 1,3- Dime thy 1-2-Ethylbenzene;]
l,3-Dimethyl-4-Ethylbenzene
C-IO Saturates and Olefins
C-10 + Aromatics
line normal
#13 #11
0.01
0.02
0.05
0.01
T
0.06
0.05
top
#12
0.02
0.01
0.01
0.01
0.03
T
0.06
0.01
Winter Tests
base-
hot, line
#10 #17
0.02
0.01
0.01
0.01
0.03
Loading
normal
#16
0.01
0.02
0.01
0.01
0.04
0.04
0.02
top
#16
0.03
0.02
0.01
0.01
0.04
0.02
0.01
0.02
basc-
bot. line
#18 #21
0.01
0.01
0.01
0.01
0.02
0.02
Sprinn Tests Summer Tests
Loading base-
normal
*20
0.02
0.01
0.01
0.01
0.03
0.04
0.02
top
#24
0.01
0.01
0.03
0.03
hot. spec line
#22 #23 -*26
0.03
0.02
0.01
0.02
0.06
0.01
0.03
0.03
0.04
Loadine
norma 1
«28
0.02
0.01
0.03
0.02
0.01
top.
#'9
0.01
0.01
T
0.01
0.02
0.01
bot
#27
0.02
0.01
0.01
0.03
0.02
-------
TABLE V
Oxldlzcr Eff luent
Test
Period
Fall
Winter
Spring
Summer
Kail
Winter
Spring
Sun.iner
Fall
Winter
Spring
Summer
Fa 1 1
Winter
Spring
Suinncr
Knll
Winter
Spring
Summer
Test
. Description
pilot operation only
pilot operation only
pilot operation only
pilot operation only
baseline, propane gas
baseline, propane gas
baseline, propane gas
baseline, propane gas
normal terminal operation
normal terminal operation
normal terminal operation
normal terminal operation
top- loaded trucks
top- loaded trucks
top-luaded trucks
top-loaded trucks
hot torn- 1 oiided trucks
bottom-loaded trucks
bottom-loaded trucks
bottom-loaded trucks
Carbon Monnxlc'e
Measured
3.4-.0.5
1.9+0.4
2.1*.0.4
2.7*3.0
21.0*0.7
20.8*0.6
21 .'4
19.0*0.1
26.0-0.2
25.3*0.5
23*3
35*1
25.4*0.6
33*6
24t 3
28-2
25.6*0.2
.
23 + 1
28 + 1
Cr.ib
•BK
1-2
10
0-4
16
13-27
20-40
12-18
19
17-20
20-30
37-41
1ft
19-20
10-20
25
16
..
10-40
25
ppm(volume basis'*
Hydrocarbon
as Methane Nttroprn Oylrfes
Measured
90*6
69*7
79 + 7
8 2.' 2
58'8
44*5
43*2
42.t5
25<4
33*4
21*5
5-0.5
14 + 5
45*14
14*3
1*1
24*4
.
20.13
5.-.1
Crab
Sarnie tonsured
63-78
108-159
53-102
43
42-43
51-57
26-42
22
38-39
17-33
17-29
13
33-39
9-30
3-7
26
_•
9-36
12-16
0
0
0
--
1-5
1-5
1-5
1-2
1-5
1-5
1-5
8-10
1-5
1-5
1-5
--
1-5
m .
1-5
2
fir.ib
0.3
0.3
0
— —
0.8
0.4
2.5
— —
0.6
1.5
1.8
..
1.0
1-1.6
2.0
«••
_ —
1.6
4.3
f'oisuro'J (.1)
_ —
--
15,700
11,200
17,000
52,000
2 1 , 700
20.6CO
52,000
45,800
50,000
24 , COO
99,500
26,300
45,900
--
Water Vnpor
C.ilc-
7 100
e|ooo
13,800
13,800
16,900
16,000
20,000
28,500
23,000
20,400
30,?0l)
65!800
32,000
19,000
32,400
53,700
26,000
28,100
46,100
Carbon Dioxide
AnMcnt fal
6Qnn
, OU-'
5, 700
13,500
13,500
6,800
5,°00
5,5cn
15,000
3 , 200
5,700
8,700
34,000
3,300
2,000
4,500
18,700
6.800
6 , 000
14,800
Or s.it
--
8,000
8,000
7,000
9,000
17,000
9,000
14,500
23,000
22,000
20.0CO
32,000
12.000
15,500
26,000
Calc-
ulate' fc}
600
--
8,000
s.oon
11 ,000
10,500
16.500
1 2 , 000
17,500
22,800
23JOOO
28,500
15.900
18,000
27.000
Sajro 1 c
cnn
j\j'j
o
0
2,800
1,500
2,000
2,300
3^900
9.0CO
2,800
3J900
H.OOO
2,300
7.000
Winter special-vapor holder 19il 20
gas diluted with air
Spring special-vapor holder 39+2 10-20
gas diluted with nlr
58_'13
58-69
226*18 270-420
1-5
1-5
0.3
0.4-2
12,000
!5,100
10,000
7,500
5,300
7,000 6,400
2,000 2,900
1,400
400-700
al by wet and dry bulb ther^iomstry
b) by oxygen balance; Includes ambient air water vapor
c) by cnrbon balance; Includes ambient air cnrhon dioxide
-------
-18-
TABLE VI
Oxldizer Operation
Test
Period
Fall
Winter
Spring
Summer
Fall
Winter
Spring
Summer
Fall
Winter
Spring
Summer
Fall
Winter
Spring
Summer
Fall
Winter
Spring
Summer
Test
Description
pilot operation only
pilot operation only
pilot operation only
pilot operation only
baseline-propane gas
base line -propane gas
baseline-propane gas
base line -propane gas
normal terminal operation
normal terminal operation
normal terminal operation
normal terminal operation
top-loaded trucks
top-loaded trucks
top- loaded trucks
top-loaded trucks
bottom-loaded trucks
bottom-loaded trucks
bottom-loaded trucks
bottom-loaded trucks
Pilot Fuel
(propane)
ID"* M3/min.
@ N.T.P.
1.367±0.007
1.40+0.02
1.41±0.01
1.38+0.02
1.367+0.007
1.37±0.01
1.40+0.02
1.33+0.01
1.410+0.006
1.41±0.01
1.3H0.02
1.28+0.01
1.363+0.009
1.39+0.03
1.34+0.02
1.26+0.01
1.38±0.01
._-
1.37+0.01
1.26±0.01
Combustion
Air
VP/min.ff» N.T.P.
170+8
170+8
170+8
170t8
170+8
170+8
170+8
170t8
170+8
170+8
170+8
170±8
170+8
170+8
170+8
170+8
170+8
___
170+8
170±8
Destruction
Temperature of
Oxidizer Ambient Hydrocarbons
"C °C %
16+8
10
25.6
28.3
174+2
168+2
234+5
243+3
321±35
229+1
364+46
565+11
434±6
238±16
463+10
643±3
8.4+0.5
3.3
25.6
27.8
8.4+0.5
4.0+0.8
8.6+0.5
26.5+0.5
4.8+0.5
4.6+0.5
17.2.±0.5
15.0±0.5
7.2±1.4
-7.8+1.7
13.4+0.6
21.7+0.7
300±28 4.5+0.2
360+9
560±4
10.0+0.5
23.9+0.8
62.6+2.5
72.1+4.9
68.5+4.6
66.8
99.2+0.1
99.4+0.1
99.6+0.1
99.6±0.1
99.8+0.1
99.7+0.1
99.9+0.1
99.9+0.1
99.9±0.1
99.7+0.1
99.9+0.1
99.9±0.1
99.8+0.1
99.9+0.1
99.9+0.1
Winter special-vapor holder
gas diluted with air
1.39±0.02
170+8
114±2
1.9+0.5
99.7+0.1
Spring special-vapor holder
gas diluted with air
1.40+0.02
170+8
63.1+1.4 8.7+0.5
91.3+1.8
-------
-19-
Although the oxidizer disposed of 99% of the gasoline vapor it received,
only about 70% of the air-vapor mixture displaced during truck loading
reached the oxidizer during the fall and winter test periods (Appendix II).
Unusually high pressures (21" H^O) produced in the truck during loading
were responsible for the vapor loss through maladjusted hatch covers and
faulty vacuum-relief valves on the truck. The low vapor transfer and
pressure build-up were due to blockage by a column of gasoline in the hose
that connects the truck vapor manifold to the vapor collecting system. The
hatch cover and valve problems were corrected and modifications made to
insure that the connecting vapor hoses would not collect liquid gasoline,
as shown by the greatly improved vapor recovery from the truck during the
spring and summer test periods (Appendix II). Reliability of the system
has been excellent, with only one failure during the year of testing. This
failure was caused by ignitor spark plug failure on the oxidizer.
COMPARISON TO OTHER SYSTEMS
In 1972, a study was made comparing systems employing four methods of
vapor recovery at terminals; hydrocarbon oxidation, absorption, condensation,
and adsorption. At that time, the majority of the systems were still in the
development stage and commercial units had been built by only a few companies.
Recovery of the vapors could not be justified economically with any of the
commercial systems. Selection among the available systems on any rational
economic basis could not be made because the net values after capital
charges at 10 PI were very similar. Selection was, therefore, made on the
basis of recovery efficiency, demonstrated performance, and ability to meet
air quality standards through a wide range of ambient conditions. For these
reasons, hydrocarbon oxidation was preferred for terminals pumping less than
3 million barrels of gasoline per year (Philadelphia terminal pumps about
2 million). For larger terminals, a recovery system using an activated
carbon adsorption unit (to concentrate the vapors and replace the vapor
holder) together with a reduced capacity conventional absorption unit
downstream might be preferred.
CONCLUSIONS
Tests run at the Philadelphia terminal during each of the four seasons
showed that the oxidizer safely and efficiently disposes of 99+% of the
vapor collected, even in extremely cold weather when the air-gasoline vapor
mixture is in the flammable range. Emissions from the oxidizer are well
within acceptable limits because of high efficiency and low flame temperature
to limit formation of nitrogen oxides.
Capital costs for the installation were about $160,000, with an annual
maintenance of $3,000. Annual operating costs were: propane consumption,
3,600 gals.; electric consumption, 36,000 KWH, and manpower for routine
checks, 300 man-hours.
-------
-20-
The only serious trouble encountered was at the beginning of the tests
when a considerable portion of the vapor from, the trucks was not reaching
the oxidizer. This blockage was caused primarily by liquid gasoline
carryover to the vapor collection system. This and minor instrument
problems were corrected, however, and overall disposal efficiency of the
entire system now exceeds 90%.
-------
-21-
APPENDIX I
TRUCK LOADING AT PHILADELPHIA TERMINAL
DAILY LOG
Top Loading
Bottom Loading
Tank Wagons
Date
11-12-7.1
1.3
14
15
16
1.7
1.8
19
20
21
22
23
24
25
26
27
23
29
30
12--1.-73
2
.')
A
5
6
f.
fj
10
11
1.2
13
U
l!i
16
17
18
J.«
Total
No. Gal.
11 44000
7 25700
7 2 .',.': 00
6 2:500
17 65100
Sunday
8 29300
7 26000
8 30(JOO
Holiday
17 69900
11 39700
10 36700
8 27800
S 23000
9 33100
Sunday
1.1 5.1900
If! ",7'»00
10 3"?200
•;i 34000
IB 7>300
Sunday
a 31000
3 33000
7 23800
«* 33000
10 37400
0 ?.3500
6 7.2100
7 7 3 ft 'JO
U) 7.2000
Avg.
Gal.
4000
3671.
3114
3583
3829
3662
3714
3862
4112
3609
3670
3475
3500
3678
3727
3730
3720
377M
4100
3875
3667
3400
3667
3740
3722
3683
3371
.3200
7. of
Total
14.2 -
9.1
9.4
7.9
14.0
1.0.1
9.5
10.4
15.5
14.6
12.5
10.4
1.0.1
14.0
10.4
1?..9
12.9
11. 9
12.1
10.9
12.2
8.3
11.3
15.2
1.3 . 1
9.2
12.3
11.0
No.
4
8
6
5
5
4
5
6
5
2
6
3
5
2
10
7
7
7
8
3
5
2
5
4
f.
2
2
10
Tank Trucks
Total
Gal.
29600
59000
40500
36400
39700
26000
39900
46300
38100
16200
46500
21400
39900
14500
77200
57600
57600
57600
65600
23700
32700
15400
33700
26400
34600
9100
11700
75400
Avg.
Gal.
7400
7375
6750
72SO
7940
6500
7980
7717
7620
8100
7750
7133
7980
7250
7720
8228
8228
8228
8200
7900
6540
7700
6740
6600
5767
2550
5850
7540
7o of
Total
9.5
20.9
15.4
13.3
8.6
8.9
14.5
15.7
8.4
5.9
15.8
8.0
14.4
6.2
14.4
20.0
20.0
20.2
10.8
8.3
12.1
5.4
11.5
10.7
13.6
3.8
6.1
26.0
No.
32
26
26
31
49
32
28
30
47
30
29
30
29
25
54
26
26
26
62
28
26
30
28
26
26
26
22
25
Tank Trucks
Total
Gal.
237200
197200
196900
21.5500
359700
236300
209100
218700
344000
216700
211100
21.7900
209500
188400
404300
193400
193400
194200
470100
230300
204000
245900
226400
182500
187300
208500
156400
182800
Avg.
Gal.
7412
7585
7573
6952
7341
7384
7468
7290
7319
7223
7279
7263
7224
7536
7487
7438
7438
7469
7582
8225
7846
8197
8086
7019
7204
8019
7109
7312
% of
Total
76.3
70.0
75.2
78.8
77.4
81.0
76.0
73.9
76.1
79.5
71.7
81.0
75.5
79.8
75.2
67.1
67.1
67.9
77.1
80.8
75.7
86.3
77.2
74.1
73.3
87.0
81.6
63.0
Total
Gallons
Shipped
31.0800
281900
262000
273400
464500
291.600
275000
295900
452000
272600
294300
267100
277400
236000
537400
2S3300
288200
285800
609500
285000
269700
285100
293100
246300
255400
239700
191700
290200
-------
-22-
Top Loading
Bottom Loading
Tank Wagons
Date
12-20-73
21
22
23
24
25
26
27
28
29
30
31
1--1-74
2
3
ft
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20 .
21
22
23
24
25
26
27
28
29
30
31
Total
No. Gal.
6 22100
14 50700
8 31300
9 30200
9 32200
16 57800
8 25200
17 72900
20 76200
8 29400
7 26400
8 28000
7 26000
22 84300
Sunday
10 37700
8 28200
8 27800
12 45200
16 61300
Sunday
8 30500
8 28200
9 32100
7 26200
17 65900
Sunday
8 28500
10 39100
8 28800
Avg.
Gal.
3683
3621
3912
3356
3578
3612
3150
4288
3810
3675
3771
3500
3714
3832
3770
3525
3475
3767
3831
3812
3525
3567
3743
3876
3562
3910
3600
7. of
Total
10.9
10.5
12.5
12.8
12.1
12.9
10.5
11.9
14.7
12.5
10.2
12.2
12.3
21.2
16.2
11.6
11.4
17.5
13.5
12.5
15.2
13.2
16.5
14.8
12.0
18.7
11.8
No.
4
8
4
5
4
7
4
16
3
4
4
3
4
3
5
3
4
3
7
3
2
7
1
6
5
3
4
Tank Trucks
Total
Gal.
28000
58100
28400
36100
28400
53800
27000
1*0300
25300
30600
31600
24800
31200
20658
36000
22700
31700
22300
54200
17000
16500
54900
8300
51800
36700
25400
32800
Avg.
Gal.
7000
7262
7100
7220
7100
7686
6750
9519
8433
7650
7900
8267
7800
6886
7200
7567
7925
7433
7743
5666
8250
7843
8300
8633
7340
8467
8200
% of
Total
13.8
12.1
11.4
15.4
12.0
11.3
19.6
4.9
13.0
12.1
10.8
14.7
5.2
15.4
9.3
13.0
8.6
12.0
6.9
8.9
22.7
5.2
11.7
15.4
12.2
13.5
No.
22
54
24
23
26
50
25
55
55
23
25
23
20
39
21
25
24
25
45
26
19
20
17
43
23
19
24
Tank Trucks
Total
Gal.
152800
372300
189700
168700
206300
337400
187700
421300
416800
175900
202200
176000
154500
292200
159200
192700
184100
190700
338000
197700
140803
155300
124200
326000
173100
144000
182200
Avg.
Gal.
6945
6894
7904
7335
7935
6748
7508
7660
7578
7648
8088
7652
7725
7492
7581
7708
7671
7628
7511
7604
7411
7765
7306
7581
7526
7579
7592
% of
Total
75.3
77.4
76.1
71.8
75.1
78.2
68.5
80.4
74.5
79.7
77.0
73.0
73.6
68.4
79.1
75.6
73.9
74.5
80.6
75.9
64.1
78.3
73.5
72.6
69.1
74.7
Total
Gallons
Shipped
202900
481100
249400
235000
266900
449000
239900
614500
518300
235900
260200
228800
211700
397158
232900
243600
243600
258200
453500
245200
185503
242300
158700
443700
238300
208500
243800
-------
-23-
Top Loading
Bottom Loading
Tank l\ra,ons
Date
2--1--74
3
4
5
6
7
8
9
to
a
12
13
14
2-15-74
i 0
17
18
39
20
21
22
23
?4
25
., ,
57
?.s
3-1-74
2
•>
4
5
h
7
ii
'}
\ '•
I ;
;;;
13
14
15
10
17
; i<
10
".0
21.
7.2
2.T
24
:"i
?•!>
Total
No. Gal.
20 74500
Sunday
6 22400
10 35400
9 31800
24500
13 49800
Sunday
11 43700
9 32200
8 24800
9 26300
4 14800
7 22500
Sund.iv
Holiday
1.5 56800
9 27600
13 45900
19 70200
Sunday
9 26000
/, 74 9 nn
'I i-^t.CVA'
7 34600
11 34100
36 74900
Sunday
10 '32100
6 25300
7 22600
7 25100
I? 46400
Sunday
}', 32600
6 24800
10 39100
4 16000
17 54900
Sunday
S 28400
10 33300
10 34200
10 35000
15 55700
Sunday
7 24300
30 34? 00
Avg.
Gal.
3725
3733
3540
3533
3500
3831
3973"
3578
3100
2922
3700
3214
3787
3067
3531
3695
2056
l.n~>'\
*•• 1 I. ' .1
4943
3100
4681
3210
4217
3229
3586
3569
3260
4133
3910
4000
3229
3550
3330
3420
3500
3713
3471
3 A 20
7. of
Total
14.1
10.2
13.8
11.7
11.9
11.3
14.6
12.8
9.6
10.8
7.0
8.9
17.9
11.8
17.1
18.9
19.4
ion
1 j . O
22.0
16.0
12.5
10.6
9.4
8.8
13.8
11.7
15.3
11.0
15.4
6.2
14.5
12.7
13.3
13.1
14.9
13.6
10.0
13.5
No.
3
4
3
5
4
3
7
9
7
6
5
2
11
4
5
12
3
•)
£m
3
4
11
5
2
6
4
7
9
4
7
3
4
3
2
4
6
7
8
4
Tank Trucks
Total
Gal.
23100
27400
25800
41700
28000
24300
58000
66900
51700
44800
41100
11000
82.300
31400
38500
86900
281.00
1 ROOO
JL O • ! IV
23100
34700
89300
40600
17500
45200
31300
52400
67100
35800
52300
20400
29900
21900
14200
32800
43200
47100
52600
31200
Avg.
Gal.
7700
6850
8600
8340
7000
8100
7286
7433
7386
7467
8220
5500
7482
7850
7700
7242
9367
onfiO
i \j\j\f
7700
8675
8118
8120
8750
7533
7825
7486
7456
8950
7471
6ROO
7475
7300
71.00
8200
7200
6728
6575
7800
7« of
Total
4.4
12.6
10.0
1.5.3
13.5
5.5
16.9
26.7
20.1
18.4
19.6
4.4
26.0
13.4
14 . 3
23.4
20.6
14 7
J r • /
14.7
16.3
14.9
13.4
6.5
17.6
17.2
'
13.1
31.5
15.9
20.6
8.0
7.9
9.8
5.7
12.6
18.3
11.5
21.6
12.3
No.
57
23
26
27
20
49
28
21
25
24
22
29
23
23
24
29
1.1
H
13
19
57
30
30
25
16
39
15
23
23
29
39
27
30
29
25
40
26
?.8
Tank Trucks
Total
Gal.
429700
1691.00
195600
199000
154200
368300
206300
151800
180700
172900
154500
218400
177500
1.75100
183900
213700
S2000
80000
99400
144400
43.3800
229900
226100
188800
126100
299900
113200
164400
162700
219600
293700
172800
202400
193400
157300
306600
166300
188500
AVR.
Gal.
7538
7352
7523
7370
771.0
7516
73 6S
722rt
7228
7204
7023
7531
7717
7613
7662
7369
If; 54
7273
7646
7600
761.0
7663
75.37
7557.
7881
7690
7547
7148
7074
7572
7531
6400
6747
6669
6292
7665
6396
6732
7. of
Total
81.5
77.2
76.2
73.'0
74.6
8312
68.5
60.5
70.3
70.8
73.4
86.7
5(1.1
74.8
6R.6
57.7
60.0
6fi.5
63.3
f-7.7
72.6
76.0
84.1
73.6
69.0
75.2
5.3.2
73.1
64.0
85.8
77.6
77.5
81.0
74.3
66.8
74.9
68.4
74.2
Total
Gallons
S h 1 p pc d
527300
218900
256SOO
272500
206700
447400
7,01000
250900
257200
244000
2iMM
7.5190')
3? -600
2.34100
26K1GO
370800
136700
] i ""5 o n
1 5 7 1 Of)
7.1. WO
598000
307.600
?.6vQ,900
256600
182500
398700
212900
225000
254100
256000
376500
223100
249900
260400
235500
409400
243200
253900
-------
-24-
Top Loading
Tank Wacons
Date
3-27-74
28
29
30
31
it- -I.- 74
2
3
4
5
6
7
8
9
10
11
12
13
14
IS
1ft
17
1»<
19
20
21
22
23
24
23
26
27
28
29
30
b--l-74
2
Total
No. Gal.
9 32600
8 27500
9 32400
6 22800
Sunday
17 55900
10 33800
9 29000
14 48400
Sunday
8 26200
10 34100
8 26800
9 29200
Holiday
10 33200
Sunday
9 31700
7 22400
10 34100
9 30100
17 62000
Sunday
7 25600
6 22900
8 28500
12 44300
17 62300
Sunday
5 " 18600
7 24200
8 26600
8 26600
Avg.
Gal.
3622
3437
3600
3800
3288
3380
3222
3457
3275
3410
3350
3244
3320
3522
3200
3410
3344
3647
3657
3817
3562
3692
3665
3720
3457
3325
3325
7. of
Total
11.9
13.8
13.5
9.2
12.9
11.9
11.4
10.2
9.6
15.9
10.0
10.0
10.8
11.5
9.9
14.9
12.5
12.5
9.5
8.2
11.5
17.8
11.0
6.2
9.6
9.4
8.4
Tank
Trucks
Total AVR.
No.
6
4
5
4
12
10
6
12
5
5
7
6
5
4
5
7
3
11
3
11
1
3
9
10
9
5
9
Gal.
39800
26100
36500
32500
95500
76200
43100
85400
39200
32300
46800
40400
38400
26700
33900
35000
23400
78700
23900
76000
6100
19500
64100
76400
68500
32400
62800
Gal.
6633
6525
6500
8125
7958
7620
7183
7116
7840
6460
6685
6733
7680
6675
67SO
5000
7800
7154
7967
6909
6100
6500
7122
7640
7611
6480
6978
Tank Trucks
7. of
Total
14.6
13.0
15.6
13.1
21.9
26.9
16.9
18.0
14.3
15.0
17.5
13.9
12.6
9.7
15.0
15.3
9.8
15.9
8.9
27.0
2.4
•
11.4
25.3 '
27.1
11.4
20.0
No.
30
22
26
29
38
23
24
45
27
20
26
29
31
28
23
21
25
47
29
24
29
25
58
27
21
30
30
Total
Gal.
200600
146300
169900
192800
284000
173400
183000
341200
207800
148700
193900
221000
234400
216500
170300
159400
186000
354800
220200
182100
213600
184400
438600
206900
160000
225300
225300
AVR.
Gal.
6686
6650
6534
6648
7473
7539
7625
7582
7696
7435
7457
7620
7561
7732
7404
7590
7440
7549
7593
7588
7366
7376
7562
7663
7619
7510
7510
% of
Total
73.5
73.2
70.9
77.7
65.2
61.2
71.7
71.8
76.1
69.1
72.5
76.1
76.6
78.8
75.1
69.8
77.7
71.6
81.6
64.8
86.1
77.6
68.5
63.3
79.2
71.6
Tctal
Gallons
Shirocd
273000
199900
239800
248100
435400
283^00
255100
475000
273200
215100
267500
290600
306000
274900
226600
228500
239500
495500
269700
281000
248200
248200
565000
301900
252700
284300
314700
Average 291,157
-------
-25-
APPENDTX II
ANALYSIS OF VAPOR COUJ-CT ING EFFECTIVFNESS
Sunday
Holiday
Sunday
Sunday
Sunday
Sunday
Date
11-12-73
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
12-1-73
2
3
4
5
6
7
8
9
10
11
12-12-73
13
14
15
16
17
18 '
19
20
21
22
23
24
Displaced Gases
to Oxidizcr
Ambient T & P
Ft3
35100
34000
16100
19100
20300
17500
36600
13900
32700
15000
23700
28200
27500
18300
25900
70500
24600
38600
19500
15300
56400
24000
28600
28700
25300
40600
11600
19000
17800
6600
33100
Gasoline
Shipped
Gallons
310ROO
281900
262000
273400
464500
291600
275000
295900
452000
272600
294300
2671.00
277400
236000 }
537400 )
288300
288200
285800
609500 ]
\
i
285000 )
269700
285100
293100
246300
255400
239700 - •'
191700
290200
202900
Collecting
Effectiveness
Volume Burned 7
Volume Displaced
0.84
0.90
0.46
0.52
0.61
0.94
0.38
0.83
0.64
0.77
0.70
0.51
0.70
0.68
0.64
1.00
0.51
0.60
0.67
0.75-20
0.73
0.77
0.61
0.45
0.49:
0.66
0.41
-------
-26-
Holiday
Sunday
Holiday
Sunday
Sunday
Sunday
Sunday
Sunday
Sunday
Date
12-25-73
26
27
28
29
30
31
1 — 1-74
2
3
4
5
6
7
8
9
10
11
12
13
l/i
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
2—1-74
2
3
4
5
6
7
8
9
10
11
12
13
14
Displaced Gases
to Oxidizer
Ambient T & P
Ft3
11700
15200
14000
364 00
27300
11300
27100
36400
21100
10900
7300
6700
21.900
45100
15500
Winter Test Interval
System Overhaul
29030
19490
17380
60990
27360 .
31340
28500
31530
51365
30765
32415
22480
31215
52595
28890
33095
26590
Collecting
Gasoline Effectiveness
Shipped Volume Burned f
Gallons Volume Displaced
235000
266900
)
449000 (
(
239900 )
*
614500 f
)
518300 f
(
235900 )
260200
228800
211700
)
39 71 53 (
(
232900 ;
243600 |
243600 /
258200
242300
158700
)
443700 \
(
238300 ;
208500
243800
267700
)
527300 (
(
218900 ;
256800
272500
206700
442400 (
(
301000 ;
250900
257200
244000
0.37
0.43
0.55
0.47
0.63
0.61
0.36
0.26
0.34
0.69
0.45
0.90
0.92
0.86
0.98
0.96
0.80
0.83
0.90
0.89
0.81
0.84
0.86
0.96
0.82
-------
-27-
Date
Saturday
Sunday
Holiday
Saturday
Sunday
Saturday
Sunday
Saturday
Sunday
Saturday
Sunday
Saturday
Sunday
2-15-74
16
17
18
19
. 20
21
22
23
24
25
26
27
28
3--1-74
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
Displaced Gases
to Oxidizcr
Ambient T &-P
20880
43740
12880
25355
29700
18825
25410
9540
16000
19825
30475
60320
35300
30660
19190
23130
41355
28525
23760
26280
14455
56355
29225
32475
29260
23305
80445
32670
24750
Gasoline
Shipped
Gallons
210400
251900
316600
234100
268300
370800
136700
122200
157100
213200
598000
302600
268900
256600
182500
398700
212900
225000
254100
256000
378500
223100
249900
260400
235500
409400
243200
253900
273000
199900
Collecting
Effectiveness
Volume Burned 7
Volume Displnccd
0.74
0.74
0.81
0.83
0.65
0.58
0.76
0.70
0.75
0.98
0.89
0.79
0.79
0.95
0.70
0.77
0.88
0.87
0.93
0.93
0.86
0.90
0.93
-------
-28-
Displaced Cases
Snturday
Sunday
Saturday
Sunday
Holiday
Sunday
Saturday
Sunday
Sunday
to Oxidizer Gasoline
Date
3-29-74
30
31
4—1-74
2
3
4
5
6
7
8
9
10
11
Ambient T
Ft3
26200
50290
28300
36320
29990
25260
41260,
21700
30615
32335
New vacuum-break valves
12
13
14
15
16
17
18
19
20
21
22
26
27
28
29
30
5—1-74
2
66430
28120
2330
32280
27710
66990
& P Shipped
Gal Ions
239800
J 248100 \
( (
\ (
1 435400 J
283400
255100
) )
I 475000 I
(
1 273200 ;
215100
267500
290600
installed on 5 trucks
306000 >
274900 ,
226600
228500
239500
) )
( 495500 I
( (
) 269700 )
Spring Test Interval
34210
31110
14260
23440
30790
36980
35S70
.
)
301900 j
252700
284300
314700
Collecting
Effectiveness
Volume Burned -
Volume Displaced
0.82
0.86
0.96
0.88
0.66 * Vacuum valves
0.75 omitted on
0.86 cleaned trucks
0.83
0.86
0.93
0.08 * Power failure,
1.01 Oxidizer out
of service
0.93
0.86
0.93
0.91
0.97
0.85
-------
-29-
APPENDIX III
DESIGN MANUAL
Philadelphia Terminal
Vapor Recovery and Oxidation System
Index
General Information
A. Vapor Control Facilities
B. General Description of Process
C. Plot Plan
II Process Flow
A. Vapor Collection
B. Vnpor Storage
C. Vapor Enrichment
D. Vapor Oxidation
E. Compressed Air System
III Start-Up Procedure
A. General
B. Initial Start-Up
C. Normal Start-Up
IV Normal Operating Procedure
A. Genera 1
fl. Checking and Maintaining Critical Bouipment
'•' Cold Weather Procedure
VI Shutdown Procedure
-------
-39-
Philadelphia Terminal
Vapor Recovery and Oxidation System
I General Information
A. Vapor Control Facilities
A recent ordinance of iho City of Philadelphia requires that all
hydrocarbon vapors wilh a vapor pressure greater lhan 1.5 psi
absolute (such as gasoline) resulting from truck or other loading operation
be collected and disposed of in such a manner that no more than 10%
would be discharged into the atmosphere. To comply with this or-
dinance Amoco examined several methods of vapor recovery. Since
the cost of vapor recovery was high compared to the small quantity
of liquid recovered, it was decided to oxidize the vapors. The
products of combustion (primarily water vapor and carbon
dioxide)are not air pollutants and are acceptable for discharge into
the air. Amoco accordingly designed and built a vapor oxi-
dation plant which converts 98% of the truck loading vapors into
harmless components for discharge into the air.
B. General Description of the^ Process
This vapor control and oxidation plant consists of the following
parts:
1. A vapor collection system
2. A vapor holder for storage
3. A vapor enrichment system
4. A vapor disposal or oxidation system
The vapor'collection system consists of two sub-systems, namely,
the bottom loading system and the top loading system. In the
bottom loading collection system the truck vapor spaces are piped
via a common header to a dry break connection near the truck
manifold. This dry break is mated to one attached to the vapor
line at the loading dock thus allowing the vapors expelled by the
loading operation to be conveyed to the vapor holder. In top loading
an air operated combination loading and vapor arm is inserted in the
truck dome. The pressure created by loading forces the vapor through
a spring loaded check valve into the vapor section of the arm, where
it is conveyed to the vapor gathering system and thus to the vapor
. holder.
Since the volume of vapor produced varies considerably from
hour to hour and the oxidizer consumes at a cons'tant rate, it is
necessary to use a vapor holder for storage. The vapor holder con-
sists of a tank with an internal flexible diaphragm giving a vari-
able volume of about 5000 c.f. between lower and upper limits.
The diaphragm is attached to an external reading level gauge con-
taining upper and lower limit switches which are used to start
and stop the oxidation process.
-------
-31-
Gasolir.c vapors collected from truck loading are normally ovcrrich, that
is, they arc above the flammability range which is normally about
li% to 9% of hydrocarbon by volume with air. This normally does
not present a problem in warm weather when the gasoline vapor
air saturation point is in the neighborhood of 50%; however, in cold
weather when the saturation point drops to 2S% or less and a new
truck is placed in service, an inordinate amount of air is introduced
to the system which can drop the vapor to near the flammable range.
To avoid this, propane is introduced into the vapor stream to keep
the air-vapor ratio at or above the 11% level. Instrumentation is
provided to measure both the oxygen level and the density of the
vapor and at a critical level to introduce propane into the stream en-
tering the vapor holder. In the event of an instrument failure and to
ensure safety, a temperature-flow instrument is installed to in-
troduce propane at any time Ihc temperature fails below 15° F.
The vapor is disposed of by burning it in an oxidizer at a rate of
about 100 c.f.m. A vapor blower boosts the pressure of the vapor
stream from the i inch of water in the vapor holder to 14 inches of
water. An adjustable pressure control valve then reduces the pres-
sure to a proper burning level which is about 4 inches of water. An
air blower supplies the oxidizer with a constant 6500 c.f.m. air supply.
Since the temperature of the gas leaving the oxidizer cannot exceed
1500°F in order to limit the possibility of excess NOX, and the
composition of the gasoline vapor can vary over a wide range, the
vapor flow to the burner is regulated by a temperature control
valve which controls the amount of vapor entering the oxidizer so
as to maintain a temperature of 1400°F.
C. Plot Plan
A plot plan showing the location of the vapor oxidation facilities
at the terminal and the relation of the facilities to the other
operating areas is given in the attached drawing 31-57-023 of
this appendix.
-------
-------
-33-
II Process Flow
Refer to the P & I diagram of the text, drawing 31-520, Figure 2.
A. Vapor Collection
Truck loading is performed at two bottom and one top loading racks.
The gasoline loading rates at each rack are:
Amoco Premium 350 gpm
Regular 350 gpm
Amoco 600 gpm
This loading is accomplished through ticket -printing set stop
meters.
In bottom loading, the truck is loaded through a dry break
connection on the truck manifold which mates with a dry break
connector on the bottom loading arm. The vapors created by
loading are collected from each compartment in a vapor mani-
fold which terminates in a dry break connection near the truck
manifold. A three inch dry break coupling is mated to the
truck vapor connection and the vapors are conducted through a
three inch hose to four inch pipe header and thence via a 6~
inch header to the vapor holder. As each compartment is loaded,
it is necessary to open the liquid manifold valve to the compart-
ment. It is also necessary to lift the vapor vent valve to the com-
partment otherwise the loading rate may be restricted since it re-
'quires a pressure of one p.s.i. to open this vent.
Flow of product is also controlled by the truck grounding clamp which
is intergally wired to the pump and solenoid valve circuit. The bottom
loading trucks have high level switches in each compartment to prevent
overfilling . If a compartment is overfilled it must be drained
down below the high level switch before loading can proceed
on the other compartments. There is also a shut down sv/itch
in the dispatcher's building which can stop all rack loading.
Top loading is accomplished through an air operated combination,
liquid and vapor loading arm which is raised and lowered by an air
cylinder^using 60 psi air. The head of the loading arm is forced down
by the air pressure against the truck dome forming a tight seal. As the
head is forced into the dome a collar is raised which actuates a
valve that lets air into the liquid shut off valve making it opera-
ble. When the liquid line valve and the set stop valve are opened.
the liquid flowing into the tank forces open the vapor check valve
in the loading head when the pressure reaches one-half p.s.i. The
loading head contains a float which when the liquid level is too high
-------
-34-
will bleed the air from the leading valve thus closing it. If for any rea-
son the arm comes out of the dome during loading the collar on the head
will retract actuating the air valve which will bleed air from the loading
valve thus closing it. If the vapor line is blocked, the pressure in the
compartment will force the loading head out thus stopping the product
flow. Flow is also controlled by the grounding clamp and the switch
in the dispatcher's building.
The vapor piping system isolates each truck loading rack by
means of a flame arrestor installed in each line to the bottom
loading racks. Also the vapor collection piping is isolated from
the vapor holder by a flame arrestor in the 6 inch vapor header.
These flame arrestors are to prevent the propagation of a flame
between truck racks and between the truck racks and the vapor holder.
The pressure in the vapor collection system will vary depending
on the truck loading rate and the number of trucks loading simul-
taneously. It will normally be no more than one p.s.i. at the
truck to as little as one-quarter (1/4) inch of water at the vapor
holder. Should the hand operated valve at the entrance to the vapor
holder be closed there is a relief valve in the six inch vapor line
set to open at 6 inches of water pressure.
B. Vapor Storage
If three trucks were simultaneously loading two gasolines each, they
would be creating vapor at the rate of 300 c.f.m. By the same
token if ,one truck was loading one product the vapor production
would be about 50 c.f.m. Since the oxidizer burns vapor at about
100 c.f.m., and the vapor production is variable, it is necessary to pro-
vide storage for the vapor. This vapor storage consists of a tank, or
holder, containing a flexible internal diaphragm which rises and falls
with the amount of vapor introduced or withdrawn from the tank.
The vapor holder contains about 5000 c.f. of operating vapor space
from a gauge reading of 0'-3" to 24'-0". However, since the vapor
entering the tank could be greater than the burner can handle the
operating limits of the diaphragm are set at 4'-6" and 17'-0" which
gives an operating capacity of 3000 c.f.
The-operating pressure of the diaphragm is 1/4 inch of water. To
protect the diaphragm there is a relief valve set at 1.25 inches of
water pressure and 0.865 inches of water vacuum. In the event of
any condensation in the vapor holder a 1500 gallon spherical drain
-tank is provided which is connected to the sump in the center of
the holder by a 2" line. Since the holder is under vapor pressure
the underground tank has a 2 inch pressure equalizing line to the holder.
-------
-35-
C. Vapor Enrichment
The flammabilily range of gasoline vapor is generally between H%and 9%
gasoline to air by volume. Normally the vapor in trucks, in gasoline service
is well above this range especially if they are top loaded. .Also, after a truck
dumps its load there is enough product clingapc left in the compartment
to enrich the vapor space during the return trip. However, in the case
of a switch load or a gas free compartment, there is a chance that the flam-
mable range could be reached especially in the case of bottom loading.
Temperature is also a factor in the saturation of gasoline vapor.
As the temperature drops the heavier molecules (pcntanes and hexanes)
begin to cemlcn.se leaving the lighter molecules. Saturations at various
temperatures are approximately as follows:
0°F 14%
30°F 25%
50°F 33%
70°F 40%
90°F 55%
When the temperature gets near C°F the saturation approaches the
upper flammable limit.
To protect against the vapor being in the flammable range propane
is injected into the vapor pipe at the inlet to the vapor sphere.
_ To control-the injection of propane three instruments have been
installed in the 6" vapor line, as followr,:
1. ACH-100 (Analysis Control High) is a Beckman Oxygen Ana-
lyzer which continuously measures the oxygen content in the
vapor stream. When the oxygen reaches a level of 18.6%
corresponding to a hydrocarbon saturation of 11% it opens the
solenoid valve SDV 100 (Figure 2) allowing propane to enter
the stream. The propane is metered through an orifice FO-101
at a rate of about 17 c.f.m.
2. DCL-100 (Density Control Low) is a Ranarcx density control
meter that continually measures the density of the vapor
stream. When the density reaches a low level of 1.13
corresponding to a saturation of 11% it opens the solenoid
valve SDV ]CO allowing propane to enrich the stream.
3. TCL-100 (Temperature Control Low) measures the temperature
and when it drops to 15° F, or lower, and the FS-100 (flow
switch) indicates vapor flowing in the 6" vapor line it will
open the solenoid valve SDV IOC to begin propane injection.
-------
-36-
In addition to the three automatic means of injecting propane, a hand
valve by-pass of SDV 100 is provided in the event operator sampling in-
dicates the need for additional propane enrichment. An analysis port
AP-100 is provided en the vapor holder for sampling the contents.
Since the vapor pressure of propane falls to 23 psi at 0° F there is danger
of having insufficient pressure to enrich the vapor. To forestall this dif-
ficulty an external heating coil is installed on the propane tank controlled
by a thermostat (TCL-101) set to maintain a temperature of 15° F.
In the event the level in the propane tank should fall to 12 inches, or below,
a red light will show on the board. An alarm (LAL-100) is connected to
this switch to sound at low propane level.
D. Vapor Oxidation
1. Flow To Oxidizer
Provided the air blower and the pilot light in the oxidizer
are operating, when the diaphragm in the vapor holder
reaches its upper operating limit of 16 feet the ground level
reading gauge actuates a built in switch (LSH-200) which
starts the vapor blower and the alarm horn (LA-200) . The
vapor blower takes suction through a three inch line at
tank pressure and boosts the pressure to 14 inches
of water at 100 c.f.m. Downstream from the vapor
blower is an adjustable pressure regulator (PCV-200)
which is set to control the vapor pressure to the burner
at 4 inches of water.
At the same time the vapor blower starts an electric
impulse opens two shutdown valves (SDV-200 and
SDV-201). When SDV-200 starts to open, it will shut
off the alarm horn (LA-200) . This alarm horn will
come on again only if SDV-200 closes before it re-
ceives a closing signal from low level switch (LSL-200).
SDV-200 will open only if the low pressure switch
(PSL-200) and the high pressure switch (PSH-201)
indicate the correct pressure in the vapor line. PSL-200
is set to shut down SDV-200 if the pressure falls below
2 oz/s.i. (3-1/2 in. water). PSH-201 is set to shut down
SDV-200 s*hould the pressure in the line exceed 6 oz/s.i.
(10-1/2 in. water).
At the same time SDV-200 and SDV-201 are actuated vent
valve (SDV-202) is closed. This valve vents the 3" vapor
header between the block valves to prevent pressure build
-------
-37-
up during shut down periods that would pass the limit of PSH-
201 and not allow SDV-200 to open.
Since the oxidizer operates en the principle of
constant air supply with variable fuel supply to obtain
proper combustion, the vapor supply reaching the
burner is regulated by the Maxon burner control valve.
The operation of the valve is ccnh-olled by a Barber-
Colman 537G temperature indicating controller (TIC-200)
which indicates the burning temperature and is normally
set to maintain a burning temperature of 1400°F. A ther-
mocouple in the furnace sends an electric signal to
TIC-200 which in turn furnishes a signal to the liarber-
Colman PO2R current to pneumatic transducer (TY-200).
TY-200 is operated on 20 psi instrument air. This ins-
trument converts the electric signal it receives lo a pneu-
matic signal which operates the burner control valve.
The pneumatic control line between TY-2CO and the burner
control valve contains a shutdown valve (SDV-203) that
opens to allow air pressure lo reach the burner control valve
by the signal that opens the safety valve SDV-200. When SDV-200
closes, SDV-203 closes the line to TY-200 and vents the line to
the burner control valve to prevent overpressure of the elements.
A pressure indicator (PI-200) is located in the three inch
vapor header downstream of the burner control valve. PI-
200 indicates the set pressure (4" of water) to the burner.
Flame arrcs"tors are located in the 3 inch vapor line, one
near the burnr-r and one near the vapor holder. These
flame arresters are to prevent any backflash from the
burner reaching the vapor holder.
Two Barber-Colman model 72F, high temperature shut downs
(TSH 201 and TSH 202) are set to limit, the oxidizer tempe-
rature at no more than 1500°F. If a. temperature of 1500°F
is exceeded ons or both of these switches will close the
main vapor line shut down valve (SDV-200) . The closing of
SDV-200 will sound the alarm horn (LA-200) and close the
blocking valve (SDV-201).
When th"e vapor holder diaphragm reaches the bottom,
a reading of 4 feet-6 inches on the level indicator,
the level switch low (LSL-200) will be actuated which
will shut down the vapor blower, close valves SDV-
200. SDV-20] and SDV-203, and open the vent valve
SDV-202. The unit will remain in this shut down status
until the level switch high (LSH-200) on the vapor
holder again starts the cycle.
-------
-38-
2. Oxidizer
The vapor is burner! in a. hydrocarbon oxidizer which is
designed to burn a mixture of butanes and pentanes with a
vapor-air saturation of between 7-1/2% and 50%. The oxi-
dizer is fed a constant supply of air at a rate of 6500 cfm
with the vapor supply being regulated to maintain an oxi-
dation chamber temperature at or below 1400°F.
The oxidizer consists of a burner chamber and an oxidizing
chamber. The burner chamber houses the Maxon Combusti-
fume gas burner system along with the pilot light, spark
igniter and flame rod. The burner has a maximum capacity
of 10,200,000 BTU/HR. The normal oxidizing rate is about
100 c.f.m. The oxidizing chamber is approximately. 10'-6"
high with overall outside dimensions of 5'-6" by 5'-6". The
top of the chamber is 20'-7" above grade. The chamber is
equipped with a stainless steel gravity type rain cap which
is opened by the air blower pressure. There is a peep sight
for flame viewing.
The constant air supply to the burner is supplied by an air
blower that delivers 6500 cfm against a static head of 2
inches of water. The blower is started by a push button
on the control board provided the control building air purge
has been completed. This fan must operate before the pilot
can be lit. A pressure switch (PS-202) is located in the
discharge duct of the fan and if the fan stops for any reason
it will shut down the pilot and as a result the whole oxidation
cycle.
3. Pilot Light
The burner section of the oxidizer has a continuously burning
propane pilot. Propane is supplied from the 1000 gallon propane
tank used for the vapor enrichment system through an outlet in-
dependent of the vapor enrichment system. At the tank outlet there
is a pressure reducing valve (PCV-201) which maintains downstream
pressure of 11 inches of water. A £ inch propane pilot line leads to
the control rack where an adjustable pressure reducing
valve PCV-202 further reduces the pressure to 7" of
water. A pressure indicator is mounted on the control
rack that indicates the propane pressure to the pilot.
Propane enters the burner through a solenoid shut down
valve (SDV-204) which is opened by turning on the burner
switch (IIS-201) provided the air blower is operating and
-------
-39-
there is sufficient propane. When the burner switch
(HS-201) is turned on, there is a 60 second delay (KC-200)
before SDV-204 will open, then it will only open for 15
seconds (KC-201) while the igniter is operating. If the
pilot lights and the flame rod. (TSL-200) so indicates,
then SDV-204 will remain open to supply propane to the
pilot. If TSL-200 indicates a flame before the 15 seconds
expire the igniter will be stopped. If TSL-200 is not. satis-
fied the process must be repeated by pressing the reset
button.
4. Control Building
The electrical controls are located in the control building
which is pressurized by a continuous 300 c.f.m. purge
air blower. The building purge air blower must be acti-
vated for five minutes before the oxidation system can be
started. The purge air blower is started by a push button
(HS-202). When the discharge pressure, activates the pres-
sure switch (PS-203) in the duct a timer (KC-202) is started
and after five minutes the oxidizer air blower can be started.
The discharge duct contains an electric heater to maintain 45° F
in the building. If the electric heater should fail a propane
space heater is provided for back-up.
E. Compressed Air System
Compressed air is provided for the loading arms and the burner control
by a Champion VRI-6 air compressor with a 60 gallon storage tank.
The compressor is operated by a pressure control switch set to operate
between a cut in pressure of 150 psi and a cut out pressure of 180 psi.
A Wilkerson model 1137-3FX air filter is used along with a Wilkerson
S4103-21-H continuously regenerating air dryer. Pressure reducing
valves are used on each branch line to maintain a pressure of 90 psi
to the loading arms and a pressure of 20 psi to the burner control
(TY-200).
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III Start-Up Procedure
A. General
This start-up procedure is written as a guide for the safe start
up of the vapor recovery and oxidation system. Since certain
hazards are inherent when handling hydrocarbons and their
vapors il is necessary that a very rigid and precise procedure
be followed when starting the equipment. The procedure no
matter how carefully drawn cannot cover all conditions that may
exist, and the operator should be on alert for those situations
and should institute such additional steps as may be necessary
to cope with them.
Since the truck loading is in operation and follows a generally
known and understood system it will not be covered in the start-
up procedure.
The start-up of the recovery and oxidation system follows the
following general pattern:
1. Start control building purge air
2. Place vapor stream analyzers in operation
3. Put propane enrichment system on stream
4. Check contents of vapor holder for flammable limits
5. Put vapor holder on stream
6. Start air blower
7. Start air compressor
8. Put propane pilot light system on stream
9. Light pilot
B. Initial Start-Up
This procedure is used on either original startup or startup after the
vapor holder has been taken out of service and gas freed. It precedes
the normal start up procedure outlined in the following Section C. The
following steps shall be taken:
1. ,Close both fill and discharge line valves at vapor holder.
%
2. Check that all vapor holder openings are closed.
3. Remove pallet from tank vent valve to provide an air
vent.
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4. Open drain valve in drain tank and close vapor equalizing
valve. Check tank to be sure it is empty.
5. Purge vapor holder through gauge port of drain tank^with 4000
s.c.f. of nitrogen.
6. Close vent by replacing pallet and fill vapor holder with nitrogen
(about 6000 s.c.f.).
7. If vapor line to truck rack is vapor free, remove a bottom loading
vapor connection at each rack and discharge the vapor holder. Stop
flow before the diaphragm reaches its bottom position (4'-6"on the
gauge). Otherwise open tank vent.
8. Take readings at the vapor holder sample connection with oxygen ana-
lyzer (obtain from Regional Office). Oxygen should be 2% or less.
If not, repeat steps 6,7,and 8 until a proper reading is obtained.
9. Proceed with normal start-up procedure outlined in Section C omit-
ting steps 6 and 7.
C. Normal Start-Up Procedure
1. Place all 110V and 440V electrical breakers in control building
in "on" position.
2. Turn on console power by closing selector switch.
3. Start building purge air fan. Air pressure from fan will close
air pressure switch PS-203 in duct which will energize the purge
timer control KC-202. After five (5) minutes the purge timer will
energize the circuit to the air blower which will be indicated on
the board by a green "purge complete" light.
4. Place vapor stream analyzers in operation. Normally these units
remain in operation during periods of shutdown. However, in the
event they are down they should be started or if operating they
should be checked in the following manner:
,a. Open hand valve at vapor line.
b. Turn on unit power.
c. Follow start-up and unit check instructions in Appendix D
for Beckman Oxygen analyzer and Appendix E for Ranarex
density meter.
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5. Place the propane enrichment system on stream being sure to
complete the following steps:
a. Check level of propane in tank and if below 24 inches
order replenishment.
b. Open all four hand valves on propane line. Two at
tank and two at vapor line.
c. Check that bypass valve around solenoid is closed.
6. Check the contents of the vapor holder through the sample port
(AP-100) with a combustible gas analyzer. If vapor4s in flammable
zone (11% or less hydrocarbon-air mixture) open bypass valve
around solenoid valve SDV100 on propane feed line. Check vapor
holder every ten minutes until vapor is above flammable limit.
Close bypass valve. Omit this step if initial start-up procedure
was used.
7. Open inlet valve to vapor holder.
8. Open hand operated drain and return vapor valves on undergi-ound
tank and check to be sure the pump out connection is in place and
tiBht.
9. Open all three hand valves in 3 inch Vapor line between vapor
holder a'nd oxidizer.
10. Start air supply blower to oxidizer. This fan cannot be started un-
less green "purge complete" light is on board. Pressure in the dis-
charge duct will close the pressure switch PS-202 which will energize
the burner selector switch and bring on the board a green "supply
fan on" light.
11. Start air compressor. Check instrument air supply controller to be
sure it is set at 20 p.s.i. Loading arm supply controller should be
between 60 and 90 p. s . i.
12. Put propane pilot system on stream by opening hand valve at tank and
hand valve in 2" propane line before control valve PCV 202. Check
pressure gauge PI 201 which should read 11 inqes water (4 inches
water when pilot is lit).
13. Light the pilot by turning the burner selector switch (HS-201) to "on".
The built-in timer (KC-200) will after a 60 second delay energize the
igniter and open the pilot gas valve (SDV-204). Once the pilot is esta-
blished and detected by the flame rod (TSL-200) the igniter will be
de-cnergi7.ed and the pilot gas valve (SDV-204) will remain open. If
the pilot is not proved in 15 seconds (KC-201) the igniter stops and
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the pilot gas valve closes. To again start the pilot, it is necessary to
press the red reset button behind the control board. When the pilot
is proved a "pilot on" amber light shows on the board.
i
The unit is now on stream and programmed to operate automatically.
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IV. Normal Operating Procedure
A. General
The unit is programmed to operate automatically when the. high
vapor level switch turns on the unit and will automatically stop
when the low vapor level switch is closed. The air blower
and pilot light will operate continuously. Positive action by the
operator is not required except to monitor and maintain the
equipment and handle emergencies.
In the normal operating sequence when the level of the vapor in
the holder reaches 17'-0" on the gauge (LI-200) the level switch
high (LSH-200) will close and start the vapor blower along with
the alarm horn. The pressure from the vapor blower will close
the low pressure switch (PSL-200) and provided the high pressure
switch (PSH-201) is satisfied will bring a green light on the
board indicating "gas pressure on" . The energizing of the
vapor blower and the satisfying of the pressure switches (PSL-200
and PSH-201) will open the safety valve (SDV-200) provided the
two high temperature switches (TSH-201 and TSH-202) in the
oxidizer are r.ctisfied. The opening of the safety valve (SDV-200)
will do three things, narn«ly:
1. Stop the alarm horn which will normally have
been sounding for about 3 to 5 seconds.
2. Open the blocking solenoid valve (SDV-201) and
close the vent valve (SDV-202) thus allowing the
vapor stream to reach the burner.
3. Bring an. amber light on the board indicating
"main gas on" .
Each time the vapor saver switch (LSH-200) closes it will sound
the alarm horn (LA-200) until the safety valve (SDV-200) begins
to open. Opening of this valve will silence the horn. If the
safety valve (SDV-200), does not open the horn will continue to
sound. If the valve (SDV-200) should close during the burning
cycle for' some reason other than being closed by the low level
switch (LSL-200), the horn will begin to sound, indicating-trouble
in the unit. Should the horn continue to sound, press the horn
off button on the control panel thus bringing .on;the trouble light, and
proceed to find the trouble.
Once the valves (SDV-200 am SDV-201) are opened, the amount
of vapor reaching the oxidizer is controlled by the Maxon burner
control valve. The operation of this valve is controlled by a
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Darbcr Colcman 537G, board mounted, temperature indicating
controller (TIO200) which measures the temperature in the
oxidizer and transmits it to the Barber Coleman PO2R
electric pneumatic transducer (TY-200). TY-200 then '
opens or closes the Maxon burner control valve pneu-
matically to maintain the set temperature of 1400°F, pro-
vided there is sufficient vapor concentration to reach the
temperature, otherwise it will operate wide open.
When the vapor holder level reaches 4'-6" on the gauge
(LI-200) the level switch (LSL-200) will open thus shutting
down the vapor blower, safety valve (SDV-200), and blocking
solenoid valve (SDV-201) and opening the vent valve (SDV-202)
Also the valve on the air line from the current to pneumatic
transducer (TY-200) to the Maxon burner control valve will
close. The oxidation cycle thus stopped will remain so until
the level switch high (LSH-200) again starts the cycle.
B. Checking and Maintaining Critical Equipment
To comply with the law, it is necessary that we keep the oxida-
tion unit in operation at lop efficiency at all times. To keep a
plant in continuous operation requires constant checking and
preventative maintenance by the operators. It is impossible
to set forth a complete list of items 1o be monitored by the ope-
rator. Also it is impossible to provide a complete maintenance
list. The check and maintenance lists contained herein are only
a guide. The operator should study the unit and the various
equipment to determine other areas to be monitored and items
on which preventalive maintenance can be applied.
1. Daily Check and Maintenance
These items should be checked at the start of each
shift:
a. Check control board to be sure unit is
ready for operation, that is, purge fan
on, air blower on and pilot on. If not
ready for operation return to "Start Up
Procedure" and bring unit on line.
b. Check Beckman Oxygen Analyzer
c. Check Ranarex Density Meter
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d. Record date and lime on Brown recorder
charts for furnace and system temperature.
e. Check any unusual odor in building.
f. Check air compressor for oil level, power
and pressure.
g. Check, propane tank for level, pressure
and on-'stream condition.
h. Check vapor in vapor holder to assure that
air vapor mixture is at, or above, 11%.
2. Weekly Check and Maintenance
The following equipment should be checked once
a week in accordance with Appendix K:
a. Beckman Oxygen Analyzer
b. Ranarex Density Meter
c. Air Compressor
d. Wilkerson Air Drier
e. Main Gas Pressure PI-200
f. Pilot Gas Pressure PI-201
g. Oxidizer Air Blower
h. Check drain tank level
i. Check space above diaphragm
for combustible gas.
3. Quarterly Check and Maintenance List
The following equipment should be inspected and
maintained once a quarter unless experience indicates
otherwise:
a. Pull flame arrestor banks and clean
as necessary.
b. Check pallet in vapor holder relief
valve to be sure it is clean and
operable.
c. Check pallet in vapor line relief valve
to be sure it is clean and operable.
d. Check and clean free vent screens on
vapor holder.
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c. Chuck operation of all hand valves.
f. Check operation of all relief valves.
g. Change air compressor crank cane oil.
The above list should be added to by the operator
as he finds areas that require checking and main-
taining .
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V . Cold Weather Procedure
When the temperature falls to 0°F the gasoline vapor - air mixture
could be in the flammable range especially for mixtures of less than
100% saturation. To assure we are on the safe side we have selected
a temperature of 15°F, or below, as being critical and requiring special
procedures.
The procedure when the temperature goes below 15° F is to be sure that
our propane injection system is operating properly. This can be done
by the following steps:
1. When it is expected that the temperature will go below. 15 °F and
the propane tank is half full, or below, have the tank filled.
2. Check the vapor in the vapor holder with the explosimeter on
each shift to assure that it is above 11% gasoline vapor air
mixture. If below 11% turn off burner selector switch on board,
close hand operated vapor holder inlet valve, and open propane
enrichment system bypass valve of SDV-100. Check vapor
holder until correct reading is obtained. When mixture is at or
above the 11% mark close propane bypass valve. Check the
propane enrichment system to determine why the mixture was
not being enriched. When satisfied the system is working proceed
to open vapor holder inlet valve and turn on burner selector switch.
Be sure "pilot on" light comes on board.
3. Check the propane tank pressure each shift to determine if it is
35 psi, or above. The tank has a heater set to maintain 15°F in
the tank. A pressure of 35 psi corresponds to a product temperature
of 15°F.
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VI Shutdown Procedure
A. Normal Shutdown
This procedure applies to short periods not longer than over
a weekend or holiday.
1. Close the inlet and outlet vapor line valves on the
vapor holder.
2. Turn burner selector switch to "off" position.
3. ' Turn off air supply blower to oxidizer.
4. Close propane supply valve to pilot at propane tank-.
5. Shutdown air compressor by turning off electric
power switch and closing globe valve at tank outlet.
B. Long Term Shutdown
This procedure applies where the unit is to be shut down
cither longer than two days or for major equipment repairs.
1. Complete all steps for normal shutdown.
2. Close propane enrichment hand valves at tank and at
six inch vnpor line.
i
3. Place locks on both inlet and outlet vapor line valves
of vapor holder.
4. Shutdown both Beckman Oxygen Analyzer and Ranarex
Density meter by turning off the power to the instruments
and closing the gas bottle valves feeding the instruments.
5. Turn off building purge air fan by pressing stop button.
6. Turn console power switch to "off".
7. Open all 110V and 440V circuit switches in control building.
*
C. Secure Vapor Holder
This procedure applies when it is desired to place the vapor
holder in a safe condition for either long term shutdown or
work on the holder. After completing long term shutdown pro-
cedure, the vapor holder is then inertcd by filling with nitrogen
through the drain tank connection, after the drain tank has been
completely evacuated, and venting through the sample connection
as outlined in initial startup procedure. Test with a combustible
gas tester using a dilution attachment set at 80% air until a reading
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of 50%L.E.L. is obtained. The dilution attachment can
be obtained from the Regional Office. The tank is then
gas freed with air until safe for entrance.
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TECHNICAL REPORT DATA
(Please read Instructions on the reverse before completing)
1. REPORT NO.
EPA-650/2-75-042
2.
3. RECIPIENT'S ACCESSION-NO.
«. TITLE AND SUBTITLE
Demonstration of Reduced Hydrocarbon Emissions
from Gasoline Loading Terminals
5. REPORT DATE
June 1975
6. PERFORMING ORGANIZATION CODE
7. AUTHOR(S)
8. PERFORMING ORGANIZATION REPORT NO
D.C. Walker, H.W. Husa, and I. Ginsburgh
9. PERFORMING ORGANIZATION NAME AND ADDRESS
Amoco Oil Company
Research and Development Department
P.O. Box 400
Naperville. Illinois 60540
10. PROGRAM ELEMENT NO.
1AB015: ROAP 21AFD-021
11. CONTRACT/GRANT NO.
68-02-1314
12. SPONSORING AGENCY NAME AND ADDRESS
EPA, Office of Research and Development
NERC-RTP, Control Systems Laboratory
Research Triangle Park, NC 27711
13. TYPE OF REPORT AND PERIOD COVERED
Final; 6/73 - 9/74
14. SPONSORING AGENCY CODE
15. SUPPLEMENTARY NOTES
is. ABSTRACT!"^ report gives results of test work to demonstrate the effectiveness of
hydrocarbon oxidation for reducing emissions from a gasoline truck loading terminal
in Philadelphia that pumps about 2 million barrels of gasoline per year. Major
objectives of the program were to determine control efficiency, to observe opera-
tional characteristics, and to compare this installation with other known systems.
Tests run during each of the four seasons showed that the oxidizer safely and
efficiently disposes of 99+% of the vapor it receives, even in extremely cold weather
when the air-gasoline vapor mixture is in the flammable range. Initially, a large
portion of the vapor from the trucks was not reaching the oxidizer, primarily
because of blockage caused by liquid carryover to the vapor collection system. After
this was corrected, collection and disposal of the vapor exceeded 90%. High efficiency
and low flame temperatures of the oxidizer limit formation of emissions.
7.
KEY WORDS AND DOCUMENT ANALYSIS
DESCRIPTORS
b.IDENTIFIERS/OPEN ENDED TERMS
c. COS AT I Field/Group
Air Pollution
Hydrocarbons
Gasoline
Tank Trucks
Materials Handling Equipment
Oxidation
Air Pollution Control
Stationary Sources
Loading Terminals
13B
07C
2 ID
13F
8. DISTRIBUTION STATEMENT
19. SECURITY CLASS (This Report)
Unclassified
21. NO. OF PAGES
51
Unlimited
20. SECURITY CLASS (Thispage)
Unclassified
22. PRICE
EPA Form 2220-1 (9-73)
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