RBA best practice for bitumen tank-vehicle operations 2011

An industry document establishing best practice for manufacture, maintenanceand use of bitumen tank-vehicles.Revision 3November 2011The information and recommendations in this guide is given in good faith and belief in its accuracy atthe time of publication, but do not imply any legal liability or responsibility by the Refined Bitumen Association.The Health and Safety at Work Act 1974 requires employers to provide safe systems of work to ensure the safety oftheir employees and the public. Health and Safety Law imposes duties on both the supplier and the customer toprovide safe systems of work. These guidelines are intended to help both parties comply with their respectiveresponsibilities during the delivery of bitumen products, and are not intended to vary the legal responsibility ofeither party.Page 1 of 1

CONTENTS1. Vehicle Design1.1. Vessel & Structure1.1.1. Manway lids1.1.2. Secondary emergency access points1.1.3. Foot valves1.1.4. Secondary valves1.1.5. Pressure/Vacuum Relief Valves1.1.6. Manway walk platforms1.1.7. Venting systems1.1.8. Temperature gauges1.1.9. Pressure/vacuum gauges1.1.10. Airline splitter systems1.1.11. Hose security systems1.2. Running gear1.2.1. Stability systems1.2.2. Weight cells1.3. Ancillary equipment1.3.1. Emergency spillage intervention/containment equipment1.3.2. Emergency stop buttons1.3.3. Emergency release valve on outlet1.3.4. Brake interlock/sequential valve systems1.3.5. Outlet flange anti-spray protection systems1.3.6. Delivery and uplift hoses1.3.7. Reversing aidsPage 2 of 2

1.3.8. Amber beacons1.3.9. Fire extinguishers, self standing warning devices and wheel chocks2. Maintenance2.1. Vessel servicing2.2. PVRV servicing2.3. Outlet and/or hose bolts2.4. Hose servicing3. Use3.1. Commissioning3.2. Maximum loading volumes3.3. Out of service bitumen tanks3.4. Re-entry to service of bitumen tanks3.5. Procedure loading3.6. Customer tank uplifts3.7. Vehicle to vehicle transfers3.8. Removing hazchem panels3.9. End of life de-commissioningPage 3 of 3

1. Vehicle Design ( In accordance with current ADR regulations )1.1. Vessel & Structure1.1.1. Manway lidsApertures designed for man entry or product loading should be 500mm diameter, set astride the vessel on thecentre line, at the highest possible point. The securing system should not place undue manual handling stresses onthe operative. The lid should be of the lightest possible safe design specification without any valve arrangements setwithin it. Manway seals should be capable of resisting temperatures of at least 250 o C and capable of resistingcompression. A safety bolt must be fitted and this should be opposite the hinge or swivel point.1.1.2. Secondary emergency access pointsAn emergency vessel access point should be set astride the vessel on the centre line, at the highest possible point tothe rear of the vessels last baffle/surge plate to ensure uplift of the entire product is viable without needing toaccess the outlet. The aperture should be a bolted flange face with a diameter of at least 150mm. The flanges shouldhave a graphite gasket and the nuts must have a locking system which is capable of resisting at least 250 o C. Theaccess point should be covered to protect operatives from personnel injury and to prevent a core building up in theaperture.1.1.3. Foot valvesFoot valves should be capable of being gradually opened and closed even when cold. Seals should be capable ofresisting temperatures of at least 250 o C.1.1.4. Secondary valvesSecondary valves should be metallic seated, or capable of resisting temperatures of at least 250 o C, andpneumatically powered. They should be integrated into an emergency shut down system with a closure rate notexceeding one second. All valves should be fitted with a visual indicator to clarify its mechanical position.1.1.5. Pressure/Vacuum Relief ValvesTwo separate relief valves on the centre line, at the highest possible point capable of resisting temperatures of atleast 250 o C. They should be protected to prevent external contamination from the product when loading. Theyshould be fitted into the vessel without any internal pipe work and minimal external pipe work. If anti-surgebaffling is fitted the distance between the vessel aperture and the baffling should not be too close. Good practicewould be to fit a relief valve with a manual (pressure/vacuum) release button.1.1.6. Manway walk platformsManway walk platforms should surround the manway lid(s) on all sides and be at least 450mm wide. They shouldbe flat high grip (single level) surfaces which are level with the ground not the slope of the tank-vehicle. WherePage 4 of 4

ground operated air inlet/outlet valves are situated near the manway lid. Good practice would be to protect themby a lid which is ideally part of the walkway.1.1.7. Venting systemsAir inlet valves should be capable of safely operating with ground based pumps that can operate at 25mt speeds orabove. These valves should ideally be interlocked to the brakes, so that product cannot be released unless the tankvehiclesbrakes are applied, and the vessel product outlet. Air outlet valves should be capable of releasing morepressure than is capable of being created by the tractive unit or belly compressor and ideally will discharge downbelow the belly of the tank-vehicle.1.1.8. Temperature gaugesTemperature gauges on bitumen tank-vehicles are designed primarily for the reference of the operator to establishif the product is within a reasonable temperature to discharge the load. The gauges do not provide an accuratemeasure of the load’s temperature for qualitative purposes. The gauges should be calibrated from an externalcalibrated gauge whilst still within the tank-vehicle. The exact methodology of re-calibration should be agreed withthe tank manufacturer and the instrumentation supplier, however, the point of testing should be very close to thethermometer location to ensure accuracy.1.1.9. Pressure/vacuum gaugesThey should be situated in the operatives work station and the readings should be taken as a general reference only.1.1.10. Airline splitter systemsThe splitter line should be the same diameter as the airline pipe work and be of sectional construction for ease ofremoval for cleaning. The valve should be pneumatically powered and brake interlocked.1.1.11. Hose security systemsWhere two or more hoses are to be located within the same tray the width must be sufficient to accommodateboth on the bottom of the tray. Trays should be fitted with adequate restraints, one per end plus one in the middle,sufficient to hold the total hose weight by a factor of two. The restraints should not become unserviceable throughpersistent contact with the product. The tray should be capable of containing product leakage from the hoseswhilst still retaining the ability to release rain water.1.2. Running gear1.2.1. Stability systemsPage 5 of 5

Stability systems should be fitted.1.2.2. Weight cellsWherever possible the tank-vehicle should be fitted with a simple onboard weighing system to provide basicfeedback to the driver about the amount of product left onboard when discharging.1.3. Ancillary equipment1.3.1. Emergency spillage intervention/containment equipmentAny items required by the current ADR regulations should be fitted on the tank-vehicle and have adequate meansof being secured. The spill box should be suitable for dealing with a bitumen incident.1.3.2. Emergency stop buttonsEmergency stop buttons should be located one at each corner to close the vessel in an emergency. They should beclearly visible with adequate markings to identify them to non-users.1.3.3. Emergency release valve on outletOutlets should be equipped with a means of releasing product and residual pressure should the method ofdischarge fail whilst product remains within the delivery hose. Ideally this valve will be self cleaning and easilyoperated. It shall not be used for sampling unless specifically designed and authorised for such. It will ideally betagged with a seal to identify potential misuse.1.3.4. Brake interlock/sequential valve systemsThe tank-vehicle should be brake interlocked to prevent movement whilst either the inlet, or outlet, are in a partialor fully open position. The brake interlock system should also be speed sensed to prevent activation whilst travellingin excess of 7kph. Good practice would be to utilise sequential valves.1.3.5. Outlet flange anti-spray protection systemsThe outlet flange should be protected by a shroud to ensure any spray is deflected down and away from theoperative and the tank-vehicle.1.3.6. Delivery and uplift hosesPage 6 of 6

Hoses must be designed to enable the safe discharge of bitumen products from the delivery tank-vehicle intostorage. Bitumen is either discharged using air pressure or a ground based pump. The following criteria must beconsidered when specifying bitumen hoses:1.3.6.1. A product temperature of up to 250 o C.1.3.6.2. A normal operating pressure of 2.2 bar g (32 psig) but a maximum initial test pressure of 10 bar g (145 psig).1.3.6.3. A delivery flange at each end with a minimum thickness of 20mm.1.3.6.4. All bolts for connecting the hose to the customer’s flange must be forged with a long nut and thick dome washers.To manage the bitumen hoses satisfactorily it’s essential that each hose assembly is marked with a uniqueidentification number and date of manufacture or test expiry date, as a minimum. This identification should be insuch a manner and place that it cannot be lost or removed and is easily visible. The manufacturer should retainrecords of the construction method and demonstrate full component part traceability for each hose. Operators ofthe hoses should hold a certificate of test for each hose in use.Hoses should be so constructed that they afford some protection from latent heat immediately following a deliveryand they have some form of carry handle to reduce MHO risks to the operative.1.3.7. Reversing aidsCCTV system cameras should be fitted at least 1 metre from the ground level angled to look down as opposed tostraight back. They should be capable of working in most weather and lighting conditions to ensure effectivenessduring routine operations. Where they’re RF linked the operator should de-conflict the band width with anydelivery sites that also use RF systems.Proximity sensors are recommended and should ideally be a stand alone variant with lighting arms fitted to eachside of the rear of the tank-vehicle, both easily visible by the driver when the tank-vehicle is in straight alignmentwith the tractive unit.Reversing alarms should be of the broad band variety with a rating of at least 97dB (A) and fitted to the rear of thetank-vehicle, facing to the rear. Ideally no surface of the tank-vehicle should reflect noise back.1.3.8. Amber beaconsThe tractive unit and the tank-vehicle should be fitted with at least one amber beacon, mounted at the highestpoints of each vehicle, unless this gives rise to risk of them striking the loading gantries or other associated framework. The tank-vehicle’s beacon should be mounted at the rear, immediately in front of the rear dome, and visibleto 360 degrees. They both should be single switched from the tractive unit.1.3.9. Fire extinguishers, self standing warning devices and wheel chocks.Page 7 of 7

Fire fighting devices should be fitted to the nearside of the tank-vehicle in a cabinet ideally holding two 6kg drypowder extinguishers. Three or more reflective jacketed cones should also be fitted to the nearside for use inroadside breakdowns. Chocks should be accessible from the nearside although may be fitted to the cross chassis barbetween the tank-vehicles landing legs.2. Maintenance2.1. Vessel servicingA written scheme is required for mandatory testing although due regard should be afforded to inspect, service ortest the vessel and its associated ancillary valves/pipe work and equipment in respect to the age of the tank-vehicleand/or the operating conditions. Foot valves should be removed, cleaned and repacked before test.2.2. PVRV servicingRelease valves are an integral safety feature of a bitumen tank-vehicle and should be removed, cleaned and benchtested on a regular basis within the time scale established in the operators’ written scheme – the ideal periodshould not exceed 18 months. Whenever a valve is removed the refitting of the valve, or its replacement, must befollowed by a vessel leakproofness (soapy water) test.2.3. Outlet and/or hose boltsBolts shall be replaced no less frequently than the hose assemblies they connect to. A system should be in place toregularly inspect the bolts for defect and replace as necessary. Bolts should be forged and of a high standard andnot replaced with a generic bolt from a contractor or maintenance agent stock. Good practice would be to replacethem annually.2.4. Hose servicingHose assemblies should be subject to a minimum twelve monthly re-test or removed from service. The hose shallbe thoroughly cleaned prior to inspection. Cleaning is carried out by heating the flex with steam at 160ºC whilstthe flex is held with one end lower than the other, preferably vertically, for a minimum of 1 hour, or until all excessbitumen has run out, (after 4 hours remaining bitumen can be ignored). An alternative or optional additionalcleaning can take place by using a solvent wash e.g. a heated kerosene bath. After cleaning the hose assembly, visualchecks can then be carried out.2.4.1. Leak testing must always be carried out when the hose is hot by introducing steam (or hot fluid at a minimum100ºC), gently until a minimum pressure of 4.1 bar g (60 psig) is reached. The pressure should be maintained for aminimum of 5 minutes, preferably 15 minutes, after reaching the desired pressure.In the case of a new hose or where the structure of the hose has been altered the test pressure should be taken upto 10 bar g ( 145 psig ).Page 8 of 8

3. Use3.1. CommissioningThe vessels should be heated to 80 o C for at least twenty four hours immediately prior to their first load. Thenfollow the re-entry to service requirements.3.2. Maximum loading volumesBitumen tank-vehicles should not be volumetrically filled to more than 95% of their water capacity except inemergency situations. Each tank-vehicle should be clearly marked with their water capacity in litres on at least onedome preceded or followed by, ‘water capacity.’ Where an operator also elects to annotate the tank-vehicle with asafe working capacity this should also be clearly marked and fully explained (SWC 31000 litres / 28.5 tonnes SWC)to ensure driver, loading point and regulatory authority staff are clear of its meaning.3.3. Out of service bitumen tanksMobile storage tanks, tank-vehicles, demountable tanks and tank-containers for the storage of bituminous productsshould have their product identification labels, placards or markings removed following their removal from serviceto ensure they can be readily identified as not in service and, if necessary, additional labelling, placarding ormarkings affixed to at least one appropriate side to identify any current hazard (tank entry etc).Wherever possible the aperture used to fill a tank should be closed or secured against mistaken filling – where thisis not possible a label, placard or marking shall be affixed in an appropriate position, or positions, to inform theoperative of the dangers to filling the tank.3.4. Re-entry to service of bitumen tanksStatic storage tanks, mobile storage tanks, tank-vehicles, demountable tanks and tank containers for the storage ofbituminous products should have a suitable system for the decommission, alteration, service, renovation andsubsequent re-entry into service following contamination from the following products:3.4.1. Water; or3.4.2. Solutions containing water; or3.4.3. Substances or solutions containing flammable liquids.Prior to re-entry into service the operator of the mobile storage tanks, tank-vehicles, demountable tanks and tankcontainers shall ensure the vessel is free from a ‘free surface’ of water, or a solution containing water, or aflammable liquid or atmosphere. This may be done by:Page 9 of 9

3.4.4. Heating the vessel by applying heated air through the manway lids, loading lids, tank inlets or any otherappropriate aperture; or3.4.5. Heating the vessel by applying heat from a steam or oil coil fitted to the vessel outer structure or interior space;3.4.5.1. Where water is the main hazard; or3.4.6. Any other means as recognized by industry as being suitable and sufficient; where a flammable liquid was present.The operator shall verify by visual inspection or strict process management that there is no free surface of unsafeliquid or explosive atmosphere and that the tank is safe to re-enter service. A certificate of status should becompleted and retained by the operator for 12 months from the point of re-entry into service 1 . The certificateshould be produced on request to any person, company or authority body, with due cause to verify the status ofthe tank.3.5. Procedure loadingEach operator will maintain a written scheme for the safe re-entry of a bitumen tank into service which includes amethod for procedure loading on the first load. This method should include the following steps:3.5.1. The operator of the tank will declare to the filler of the tank the status and provide on request a copy of thecertificate of status 2 ; and3.5.2. Load in element splits which are compliant to the following protocol:3.5.2.1. First element shall not exceed 10% of the tanks safe working capacity; and3.5.2.2. Second and subsequent elements shall not exceed 25% of the tanks safe working capacity; and3.5.3. Load splits shall not occur before a period of at least 10 minutes from the last split;3.5.4. A written record shall be kept with the certificate of status detailing the following items:3.5.4.1. Loading operatives name and company employee number; and3.5.4.2. Location, date and time of loading; and3.5.4.3. Element sizes; and3.5.4.4. Timings between elements; and3.5.4.5. Any other details as applicable to the scheme; and1See Fig 1 for a template document2Where this is a tank-vehicle or tank container the loading refinery management will be considered to be the filler.Page 10 of 10

3.5.5. The tank shall be affixed with labels, placards or markings that are compliant with prevailing legislation or bestpractice for the product.3.6. Customer tank upliftsEach supplier shall compile a detailed safe working practice for uplifting product from their Customers storagetanks. In general the guidance laid down in the Code of Practice should be adhered to. The total volumetricquantity of the product to be uplifted should not exceed 90% of the receiving (tank-vehicle) vessels water capacity.3.7. Vehicle to vehicle transfersVehicle transfers should be undertaken by means of a vacuum transfer wherever possible. The total volumetricquantity of the product to be moved should not exceed 90% of the receiving (tank-vehicle) vessels water capacity.One operative should be designated as the person in overall charge of the operation. The immediate area of thetransfer should, as far as reasonably practicable, meet the guidelines set out in the Code of Practice.3.8. Removing hazchem panelsRemoval of hazchem panels within the UK is not usually undertaken, however, when done so the operator shouldhave a systematic written process to cover this. Tank-vehicles being removed from service for periods over a weekshould have their hazchem panels removed. Removal of hazchem panels to facilitate movement of the tank-vehicleby drivers not holding a valid ADR vocational training certificate is permissible (subject to above process), althoughnot recommended.3.9. End of life de-commissioningWhere a tank-vehicle is to be scrapped and not sold on for continued use each operator should have detailedprocedures for mitigating any subsequent risk of environmental contamination from the residue left within thetank-vehicles vessel.Page 11 of 11

Fig 1 – Certificate of StatusCertificate of StatusBitumen tank-vehicleis declared serviceable following: Inspection only Inspection and Service Routine Maintenance Component strip and rebuild (ancillary equipment) Component strip and rebuild (product vessel and fittings) Water/Flammable liquid contaminated state (please specify)&Any work was completed in accordance with prescribed procedures using the correct materials andmanufacturers recommended parts and equipment. All tools and equipment have been removed fromthe vessel. The tank is now free from defects and fit for service.OR Specified repair onlyOnly those items identified in the defect process have been made serviceable, and further checksshould be undertaken by the operator to ensure the tank and fittings are fit to re-enter service.Signed:Name:Date:Page 12 of 12