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Handling Propane

This Chapter contains information on:

• Grounding of Propane Bulk Plants and Bobtails
• Bobtail Loading
• Guide to Hose Inspections
• Federal Department of Transportation, effective July 1, 1999
  • Emergency Discharge of System Inspection/Maintenance Process
  • Emergency Operation Procedures
  • Unload Procedures
  • New Hardware Requirements
• Pump out of Bottom Fill Tanks
• Pump out of Spray Fill Tanks
• Installing Alcohol in Bulk Tanks
• Territory Delivery Management
  • Fuel Tracker 2000
  • Degree Day Delivery Program

Grounding of Propane Bulk Plants and Bobtails

State Laws have outlined in NFPA Pamphlet 77 requires the grounding of all Propane bulk storage and bobtails during loading. This Pamphlet is also refereed to in NFPA Pamphlet 58.

Some bulk plants and bobtails may not be equipped with the grounding cables and grounding lugs. If present they may not be used regularly. Bulk storage should be grounded at once and bobtails should be equipped with ground lugs. The bobtail loading station should be equipped with cable and clamp secured to piping so bobtail can be grounded at the time of loading.

The cable for bobtail and bulk storage as well as grounding rod can be secured from local electricians. Grounding lugs and clamps can be secured from GROWMARK Facility Equipment.

GROWMARK transports are equipped with unloading hoses, with ground wire included in the hose. Therefore, when the hose is connected, the transport is grounded to the bulk plant.

Bobtail Loading

1. Block wheels using wheel chocks each time unit is parked, being loaded or off-loading.
2. Hook up liquid and vapor hose to Bobtail.
3. Start at bulk plant tank by opening all valves and continue opening each valve as you come to them.
4. Turn on pump after opening liquid valve at Bobtail.
5. Open vapor valve at Bobtail after pump has been turned on.
6. Using this sequence, there is less chance of the excess flow valve slugging off.
7. If excess flow valve does slug off, it may take two to three hours to equalize and open, so be patient.
8. Load Bobtail to 85% maximum only.

Hose Management Program

• Pressure test required for new/repaired/modified delivery hose
• Visual inspection of delivery hose assembly after each unloading
• Hoses will be marked for service intervals
• Monthly hose inspections required on delivery units
• Annual delivery hose assembly inspections by a Registered Inspector
• All hose inspections records are to be recorded and filed

Guide to Hose Inspection

Propane hose should be given a brief examination every time it is used. When the outer covering is rubbed off to the extent that the fabric-reinforcing web begins to show the hose should be removed from service. Hose should be removed from service immediately whenever blistering or loose outer cover is observed. Complete examination according to the following procedure should be made at least once every other month and preferably oftener.

Check the DOT regulations in your state for daily hose inspection, pressure testing, and replacement. The following are suggested practices for hose inspection.

1. The hose should be laid out as straight as possible to avoid chinking during the examination. The hose should be examined closely for cuts, abrasion, soft spots, bulges, and similar defects.
2. Cuts in the hose covering which have damaged or exposed the reinforcement fabric would be sufficient cause to remove the hose from service. If properly trained and equipment available, good portions of the hose may be returned to service.
3. Small cuts and nicks in the outer cover should generally not be cause for hose replacement unless the rubber involved is loose or the reinforcement is exposed. Note: Pricking the cover in the manufacture of this type of hose is common and good practice. Obviously, uniform pricking in the cover should not be considered as cuts or nicks in the covering.
4. The area adjacent to the fitting for 18 in. back from the fitting should be carefully examined by pressing he hose with the thumb to detect any soft spots or bulges. Hoses having such weak sections should be removed from service immediately. This hose may be returned to service provided the damaged areas(s) have been properly repaired and pressure tested.National Propane Gas Association’s Technology & Standards Committee prepared this hose examination procedure as one of its guides for upgrading Propane industry operations.
5. Hose should be removed from serviced immediately and inspected whenever blistering or loose outer cover is observed.
6. Each coupling should be inspected for slippage, which will be evident by misalignment of the coupling of the hose end and /or scored or exposed area where slippage has occurred. Any evidence of slippage shall require dressing a new end on that section of the hose and re-installation of the coupling. If the condition of the hose is such that this is not practical, then the hose shall be removed from service and replaced.
7. Localized defects may be cut out and the good portions of the hose put back in service where possible.
8. Hose subjected to unusual abuse such as chinking or flattening by being ran-over by the vehicle shall be removed from serviced immediately and inspected by the above procedure.
9. If the hose was depressurized and passes all the above preliminary inspections, the hose shall then be subjected to product pressure for its service inspection again for defects. Hose or sections of hose, passing this inspection may be returned to service. Note: While this guide does not include a procedure for hydrostatic pressure test, it should be noted that some members of industry have found such a test to be of great benefit. When an operator elects to use such a test the test pressure should not exceed 1 ½ times the maximum pressure to which the hose is subjected. Such testing may be done in addition to this recommended visual inspection procedure.
10. As a reminder this Visual Inspection includes regularly checking for cuts, blisters, exposed fabric, soft spots and damaged fittings.

Federal Department of Transportation

Effective July 1, 1999

Emergency Discharge System Inspection/Maintenance Program

• Monthly visual inspection of discharge system and components are required
• Monthly check of internal valve (meter creep test is acceptable) and testing of all emergency devices
• Annual inspection of discharge system by a Registered Inspector required
• All discharge system inspections will be recorded and filed

Emergency Operation Procedures

Written operating procedure are required for all transfer operations with copy in or on cargo tank motor vehicle. Describe Emergency Discharge Control System (EDCS) features and indicate if off-truck and/or passive system is part of EDCS.

Unloading Procedures

Before each transfer, operator must verify that each component of the discharge system is of sound quality, is free of leaks, and that connections are secure. This determination must be made after the pressure in the discharge system has reached no less than equilibrium with the pressure in the cargo tank.

Person attend unloading must remain within 45.72 meter (150 ft.) of the cargo tank and 7.62 meter (25 ft.) of the delivery hose throughout the unloading operation and must observe both the cargo tank and the receiving tank at least once every five minutes during unloading operations that take more than five minutes to complete.

If there is an unintentional release during unloading, the internal self-closing stop valve must be activated promptly. The person unloading the cargo tank motor vehicle must promptly shut down all motive and auxiliary power equipment.

For vehicles equipped with off-truck remote shut-off mechanisms, the activation device must be tested and proven operational from a distance of 150 feet before the first delivery of each day.

New Hardware

Fusible elements on cargo tanks not currently so equipped

Off-truck remote – enable the operator to stop the delivery of lading from any location he may need to be during unloading. Mechanism must close internal valve and shut-off engine. Internal valve must remain closed until manually reset.

For cargo tanks over 3,500 gallons making obstructed view deliveries – emergency discharge control system that will automatically shut-off the flow without the need for human intervention within 20 seconds of an unintentional release caused by complete separation of the discharge hose OR off-truck remote with 5-minute query feature.

All new and rebuild trucks will be equipped with off-truck remotes systems

All new manufactured and rebuilds of tanks of over 3,500 gallon will have a passive shut-down

All new and rebuilds will be equipped with fusible elements

Pump Out of Bottom Fill Tanks

1. Using Rego 3119A liquid withdrawal valve connect to double check filler valve.
2. Connect pump-out hose to 3119A valve and pump inlet connection.
3. Connect bobtail delivery hose to Bobtail tank connection.
4. Install ticket in meter register.
5. Open delivery hose valve and Bobtail tank valve to direct Propane in domestic tank through Bobtail pump into Bobtail tank.
6. Rotate level on 3119A valve to open filler valve.
7. Engage Bobtail pump.
8. Propane should be moving from the domestic tank into the Bobtail tank, if not re-check valves to and from Bobtail pump.

Pump Out of Spray Fill Tanks Through Rego Check-Loc or Fisher Safe-E Valves

1. Remove plug marked "Check-Loc" or "Safe-E Valve" on the face of plug. After loosening approximately two threads, a hole in the cap should have released gas pressure except a little seepage.
2. Remove plug and install Rego 7550UV liquid withdrawal Valve.
3. Connect pump-out hose to 7550UV valve and Bobtail pump inlet.
4. Connect Bobtail delivery hose to Bobtail tank connection.
5. Install ticket in meter register.
6. Open delivery hose valve and Bobtail tank valve to direct Propane in domestic tank through Bobtail pump into Bobtail tank.
7. Open 7550UV valve.
8. Check Check-Loc or Safe-E Valve for rate of flow and pump at one to two gallons less, to keep excess-flow valve from closing.
9. Activate Bobtail pump
10. You should now be pumping liquid from the domestic tank to the Bobtail Tank.

Installing Alcohol in Bulk Tanks

When moisture is suspected in a Propane system, alcohol can be used to neutralize the Propane. Alcohol can be injected into tanks while under pressure. A rule of thumb to follow is to inject:

1. Using alcohol injector, fill chamber with Methanol Alcohol or Anhydrous Methanol Alcohol
2. Connect 3119A withdrawal valve to the double check filler valve.
3. Connect 1 ¾" Acme, bottom connection of alcohol injector, to 3119A valve.

4. Connect vapor hose connection to vapor equalization valve on tank.
5. Open alcohol injector valve.
6. Open 3119A valve by rotating side lever on 3119A valve.
7. Pressure will equalize and the alcohol will run into storage tank.
8. An angle adapter should be used on end mount storage tanks, allowing alcohol to flow into tank.

Note: You may inject Methanol Alcohol into your bulk plant storage tank by following the suggested procedures.

1. Schedule a daytime delivery and request the driver to stop at Office for your assistance.
2. Have Methanol Alcohol available and ready to be placed in the transport unloading hose.
3. Assist transport driver in pushing Alcohol into tank as Propane is unloading.

Territory Delivery Management

It is human nature to resist change so maybe you would like the Fuel Tracker system if we told you here and now that we don’t want to take your route system away from you. We want you to retain that geographic spotting and location of your patron, but only deliver when they are in need of Propane.

There are advantages for the salesman wanting to see his patrons. Energy Specialists are selling them gasoline, diesel fuel, motor oil, grease, paint, TBA, burner fuel, Propane, etc. The more often the salesperson has the opportunity to talk to farm patrons, the better off both of them are. The only difference between a route system and Fuel Tracker is the fact that the drops per stop are a third larger- meaning a savings of trucking and bookkeeping costs.

Isn’t this how your route system works? You go from home to home stopping at each customer, filling each tank and repeating this on a regular basis. You seldom or never let your customers run out of fuel. But to do this, the patron who burns the most fuel is the man who establishes the frequency with which you service hour route or is it the patron with the smallest storage? You rationalize this by saying, "I was going by anyway, so why not fill everybody since I am in the neighborhood?" So you see the big difference is this: you retain the geographical spotting of your patrons, but only deliver when they need fuel and can take a minimum fill. This is where you are going to save money.

A few questions have been surfaced:

1. "We have too many people who don’t pay promptly, their credit is shaky." With the Fuel Tracker system, you know when those people are coming up for a delivery and you can work on them to make payments several days or a week in advance, depending on how far ahead of the degree day you are scanning your file. Your prediction of when they will run out of fuel, can be verified by the patron looking at his own tank. You then have an alternative. Pay or else no delivery.
2. The customer says that he will call you. You still cannot deliver to him until he gives you permission. Call him on the phone when he is due for a delivery and soon he will see that you know more about this use of fuel than he does and he will be ready to accept automatic Fuel Tracker deliveries. Remember also that the patron who says he will call you usually is reminded to call when he sees your truck going by his home and that means a special trip which costs you money.
3. The patron says they only want 100 gallon at a time. If they are worth being a customer, (I’m not even calling them a patron) put them on the Fuel Tracker system. Then at least you can get them when you are in the neighborhood and you know when they need that 100-gallon.

Fuel Use Tracking Systems

Fuel Tracker is an automated Heating Oil and LP Gas Scheduling/Routing System, eliminating the need for customers to call for service. It anticipates each customer’s use of heating oil/LP based on past history and degree-days. Customers can go on vacation without worrying about running out of fuel.

The salesmen will be more efficient because deliveries will be scheduled for them – they won’t always be operating on an emergency basis or going out of their way to check on customers whose tanks are still 80% full.

Sales tickets automatically interface from TICKET MAKER to Fuel Tracker to record the fill. The calculation process then starts over as each day’s degree-day is recorded.

Also now available in Fuel Tracker is the ability to automatically account for fuel used for hot water tanks, gas clothing dryers, and gas stoves in the summer when there are no degree days to record.

Degree Day Systems- defining a Degree-Day system is simple. It is easy to set up and maintain. The one important factor is called, "K-Factor" or "Burning Rate." In other words, you must find out how many degree days is will take to burn one gallon of fuel, or divide the gallons used into the number of degree days, since last filling. K-Factors are expressed and vary between 1 to 5, with averages about 1.5 to 3.5.

1. Equipment and forms required:

1. Hidy Brown, Johnson or method of recording Degree Days
2. Degree Day Cards for each patron
3. Degree Day indexes for storing
4. Degree Day File
5. Degree Day count for previous beating season

2. How to get started:

Patrons who used Propane last heating season

1. Go to your delivery records and pick out two different consecutive deliveries (1) consecutive deliveries in October or November (2) consecutive deliveries in January or February.
2. Picks out dates of two deliveries assuming that both deliveries were fills. Go to the Degree Day chart and find number of Degree Days accumulated between these two dates. Compute the K-Factor (the number of Degree Days taken to burn one gallon of fuel. Divide the gallons used into the number of Degree Days.)
3. After doing this exercise twice for the two different periods, arrive at an average K-Factor and insert this factor in the patron’s Degree Day card.
4. Make sure to fill storage this summer and enter Degree Day figure in the patron’s Degree Day figure for the next delivery based upon the amount of storage. Always allow a 10-15% of tank size for emergency purposes and mis-calculations.
5. Multiply the K-Factor by gallons to deliver and this will give you the Degree Days for the next delivery. Enter this figure on the card and put in the proper index.
6. After the first delivery is made in the fall of the year, refigure the K-Factor because of variance between Max-Min method and recording method. Erase the old K-Factor with newly arrived figure.
7. Your work is now done. You should periodically recheck K-Factor if actual delivery of fuel varied from what your Degree Day card shows. Mr. Patron could add to his BTU load and use fuel faster than the K-Factor reflects.

New Patrons:

1. You must make two deliveries, keeping record of both gallons delivered and Degree Days for both deliveries. Deliveries must be fills. At this time, a K-Factor can be determined for the new patron.
2. Proceed as for old patrons.

Summary:

1. Degree Day system improves service.
2. Lowers operating costs.
3. Saves time.
4. Helps control credit.
5. Gets Summer Fill.
6. Keeps tanks full.
7. Can be used as an "Merchandising Tool."
8. Delivery control is manageable.
9. Illness, emergencies, or other circumstances will not slow fuel deliveries.

Visit the Member Company Computer Services webpage for more information on Fuel Tracker.

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