Technical Bulletin – Banlaw 800LPM System Installation Advice

Document Title: Technical Bulletin Revision No: 1Description: Installation Guidelines on the

Banlaw Pipeline 800LPMRefuelling System

Issue Date: 06/01

To ensure the proper and safe operation of the Banlaw Quick-Fill Dry-Break RefuellingSystem, a number of factors need to be considered in the set-up and design of the fuel tankand delivery system.

The Banlaw 800LPM system, incorporating the B800 series’ nozzle and AUS23 receivers, iscapable of flowrates between 170-800LPM. Detailed in this document are important factorswhich need to be considered before components of the Banlaw system are installed,particularly if a conventional “splash-fill” system is being replaced.

1. Delivery Network

The specification and layout of a refuelling installation needs to consider a number of keyareas unique to the dry-break quick-fill refuelling system. These include; pipework design,pump selection, and the installation of a break-away valve and a nozzle operating sign.Given due consideration, such factors will promote a safe and reliable refuelling system.

a) to both combat the generation of static electricity and reduce the head loss in thepipework both upstream and downstream of the refuelling nozzle, Banlaw Pipelinerecommend a minimum size of 1.5” (bore diameter) for all hose, pipe and fittings atflowrates up to 600LPM and a minimum of 2” hose for refuelling rates <800LPM.

b) all hose upstream of the nozzle should be wire braided hydraulic pressure hose, withswaged (crimped) hose tails – the equivalent of Ryco T1 series hose.

c) To minimise the magnitude of head loss (restriction to flow) downstream of the nozzlereceiver, the number and nature of fittings needs to be closely monitored. Long radiuselbows are preferred, whilst any check valve (if required) should be of the “swing” type,rather than the “lift” or “ball” types. Any control valves must be maintained in the fullyopen position and appropriate measures employed to ensure a valve is not turned offunless required by maintenance staff. Minimising the head loss leading into the tank willassist in maintaining the nozzle ON until after the vent has closed at tank full conditioni.e. prevent premature nozzle shut-off.

d) Banlaw recommend the use of EBS-RAY V series vane pumps (or equivalent) with theirequipment. These positive displacement pumps provide reliable performance, andmaintain a consistent flow-rate to the nozzle during refuelling. To establish a maximumpump head and thus prevent overpressurisation of the delivery line and nozzle, thesepumps come with an integral adjustable bypass valve which can be set by a competentperson to suit a variety of refuelling applications.

e) To prevent the spillage of fuel and minimise damage to the delivery system, Banlawrecommend the use of an in-line dry-break break-away valve installed upstream of thenozzle. This valve effectively becomes the weak link in the system in the event of avehicle “drive-away”. Without the use of such a valve, considerable structural damageand spillage of fuel can result if a vehicle is moved whilst the nozzle remains connected.For flow-rates < 800LPM Banlaw recommend the use of a 2” valve, i.e. the BanlawAUS4W-50.

f) To both limit contamination entering the front-end of the nozzle and provide a convenientand secure lodging for the nozzle whilst not in use, Banlaw recommend the use of anozzle mounting anchor i.e. AUS21A 049. This “dummy” receiver is fixed to a structure ina safe and convenient location on the service vehicle or at the fuel farm. This givesoperators a fixed point for storing the nozzle, and promotes a long working life for thenozzle.

Technical Bulletin – Banlaw 800LPM System Installation Advice

g) To satisfy an employers obligations under various OHS&E regulations, Banlawrecommend the use of a nozzle operating sign (AUS OPSIGN-2) which provides simplestepwise information on the proper operation of the nozzle. The sign is manufacturedfrom steel, and comes with a reflective front surface for easy use under limited lighting.Many operators have found the sign invaluable for the purposes of nozzle operation andquick-fill system troubleshooting.

2. Tank Design

The proper design of the tank is a crucial part of the quick-fill installation. Many tanks wereoriginally designed for more conventional non-pressurised low refuelling rate systems i.e.splash-fill, and require modification prior to the installation of quick-fill equipment. The keyareas are; pressure rating, location of the correct type of vent, and other factors such asbaffle design as mentioned in separate Banlaw Technical Bulletins.

a) although during normal operation of the system the tank pressure should not reach theemergency relief pressure of the Banlaw tank vent, the tank must be designed towithstand a pressure greater than this relief pressure. The same applies to any fittingsand components hydraulically connected to the tank.

b) Banlaw offer two relief settings for each vent model. The “light system” incorporates thesame relief setting as the standard rail series vent of 49kPa, whilst the standard systemuses the higher relief setting of 110kPa. These pressures indicate the gauge pressure atwhich the vent will start to relieve excess vapour pressure from within the tank – seeinformation on tank vents later in this document. The actual tank pressure at nozzle shut-off must be less than the vent relief setting, and will vary according to the spring setting ofthe nozzle, head pressure between nozzle and top of tank, and the flowrate.

c) The short-term pressurisation of the tank at the completion of refuelling will in turnpressurise the fuel supply and return network for all diesel engines connected to the tank.In some instances, this pressurisation of the fuel supply will cause the engine to rev orflood, whilst the pressurisation of the fuel return network may inhibit the requiredpressurisation of the tank required for nozzle shut-off. Cummins engines are especiallyprone to these concerns, as are smaller engines. To prevent the pressurisation of the fuelreturn line a small in-line check valve should be installed (i.e. Banlaw AUS3W). Toprevent engine revving, the engine may be shut down during refuelling, or appropriatesteps made to ensure any revving does not pose a safety risk i.e. vehicle transmission inneutral and any PTO’s disengaged.

d) Flow-rates in < 800LPM will require only a single Banlaw tank vent. Multiple vents will notbe necessary, unless specific tank configurations require multiple vents – refer to BanlawTechnical Bulletins on tank setup and quick-fill vents for more information.

3. Tank Filling Point

The location and discharge point of the delivery line into the tank will affect the performanceof the Banlaw system. The main issues are; excessive diesel foaming, static electricitygeneration, and restriction to fuel flow entering the tank.

a) side entry: the discharge point for any application must not exceed a distance of 150mmfrom the base of the tank (AS1692)

b) top fill: the fuel must be conducted through a fully enclosed pipe (drop tube) to a distancenot exceeding one pipe diameter from the base of the tank (AS1692). NB: This distancemay be insufficient when using small diameter pipe and when running at flowrates inexcess of say 600LPM (estimated). Banlaw recommend this distance be extended to amaximum of 150mm is such circumstances – as in part (a).

c) as described in section 1, the design of the discharge point and drop tube (if applicable)must be such that restriction to flow is minimised. Measures that will minimise such

Technical Bulletin – Banlaw 800LPM System Installation Advice

losses include; using a minimum of 1.5” bore pipe (2” recommended) for a drop tube withlong radius bends, and ensuring the discharge point of any delivery line is terminated at adistance from any tank surface or baffle plate equal to that described in points (a) and (b).

d) Vertical bottom entry: is discouraged unless low flowrates are used until sufficient fuelexists in the tank to restrict subsequent foaming as the rate is increased to maximum.Such flow control is beyond the design of most refuelling installations, and as suchbottom fill is discouraged wherever possible. If this point of entry must be used, then it isstrongly recommended that a pipe be manufactured and installed inside the entry point todirect the flow of fuel horizontally – as per side entry.

4. The Banlaw Tank Vent

The operation of the Banlaw quick-fill tank vent, is perhaps the most misunderstood facet ofquick-fill technology. There are various key areas which need to be considered prior toinstalling a vent into a tank, mainly; location of the vent w.r.t. surrounding tank structure, thefunction and limitations of the relief device, the purpose of the vent breather, and the correctvent model to be used.

a) Using a ¾” bore vent valve, the Banlaw quick-fill tank vent is designed to ensure the tankremains largely unpressurised during refuelling until such time as the fuel level reaches alevel towards the mid-height of the vent ball cage. At this point, the vent will close andthus effectively create an air-tight seal within the tank. The delivery of fuel will continueuntil such time as the pressurisation of the tank ullage provides sufficient back pressurewithin the delivery line causing the nozzle to shut-off.

b) Due to the ½” bore vent valve and lower relief pressure (65-70kPa) of the Wiggins ZV10vent, Banlaw do not recommended that this vent be used with refuelling rates in excessof 500LPM, being the capability of the Wiggins ZZ9A1 nozzle.

c) The small 1/16” diameter bleed hole in the vent valve within the vent cap will allow thetank ullage to gradually return to atmospheric pressure at the completion of refuelling.This bleed hole must not be obstructed or modified.

d) The integral emergency relief valve within the vent is not designed as a primaryrelief device. Its task is to ensure that excess vapour pressure within the tank, unable tobe exhausted through the vent bleed hole, can be safely removed from the tank i.e.similar to a thermal expansion relief device. The emergency relief valve will begin to openat the nominated tank pressures shown below. If required to vent high rates of air, thepressure will rise by up to an additional 30kPa. Likewise, if required to exhaust liquid fuelthe pressure within the tank will rise substantially. If essential, a primary relief devicemust be installed on the tank that remains air-tight until its relief setting is reached.

• 49kPa – Banlaw rail series and light series vents (anodised green cap)• 110kPa – Banlaw standard series vents (anodised red cap)

e) Although the patented splash tube surrounding the ball cage of all Banlaw vents(excepting the rail vents) does negate much of the turbulence associated with high raterefuelling and small tank volumes, it is recommended that the tank vent be installed in alocation subject to minimal turbulence. This will ensure proper vent operation and preventany splash spillage of fuel during the refuelling operation.

f) The location of the vent on the top surface of the tank is critical to ensuring the correctoperation of the vent. The vent must be installed vertically on the upper most regionof the tank, within an area sufficient to ensure the rate of fuel level increase surroundingthe vent is low enough to allow time for the vent to close, pressurisation of the ullage, andsubsequent shut-off of the nozzle. High rates of fuel level increase – such as when a ventis installed within a manual fill pipe or similar – will cause fuel spillage from the vent priorto nozzle shut-down. In short, the vent needs enough time and volume to generate

Technical Bulletin – Banlaw 800LPM System Installation Advice

pressure within the tank in order to shut the nozzle off, prior to the elimination of ullagewithin the vent region and subsequent spillage of fuel.

g) It is recommended that a breather hose (min. ¾” bore) be attached to the exhaust port onthe vent cap, to ensure any vapour and liquid fuel exhausted from the vent is directed toa safe point away from ignition sources and persons. This point must be in an area notsubject to excessive buildup of dirt and other contamination, so as to prevent blockage ofthe vent exhaust and reduce the likelihood of such matter entering the tank through thevent. NB: Blockage of the vent exhaust (or breather) will create pressurisation of the tankvolume – analogous to the vent closing – and lead to premature nozzle shut-off.

h) Cylindrical tanks (w.r.t. horizontal axis) will require an extended tank vent (AUS25Cseries) to ensure adequate ullage (vapour space) is provided in the tank prior to nozzleshut-off. The same may apply to odd-shaped tanks, and other circumstances wheregreater ullage is required.

NOTE: refer to Banlaw Technical Bulletin on Quick-Fill tank Vent Theory for specific detailson vent placement and other information.

With over 25 years experience in the design, manufacture, installation, and development ofdry-break quick-fill technology, Banlaw Pipeline can offer factual, relevant and prompt adviceon the use of its equipment. Our technical expertise is fast generating a valuable reputationthroughout the mining, rail, and ports industries. Our undertaking is to provide leading edgerefuelling technology, providing a safe, reliable, and quality service to our extensive andvalued customer base.

Adam PeattieProduct and Design EngineerBANLAW PIPELINE PTY LTDLeaders in Global Refuelling TechnologyEmail: adam@banlaw.com.au