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

The Banlaw 800LPM system, incorporating the B800 series\u2019 nozzle and AUS23 receivers, is capable of flowrates between 170-800LPM. Detailed in this document are important factors which need to be considered before components of the Banlaw system are installed, particularly if a conventional \u201csplash-fill\u201d system is being replaced.

The specification and layout of a refuelling installation needs to consider a number of key areas 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 the pipework both upstream and downstream of the refuelling nozzle, Banlaw Pipeline recommend a minimum size of 1.5\u201d (bore diameter) for all hose, pipe and fittings at flowrates up to 600LPM and a minimum of 2\u201d hose for refuelling rates <800LPM.

c) To minimise the magnitude of head loss (restriction to flow) downstream of the nozzle receiver, the number and nature of fittings needs to be closely monitored. Long radius elbows are preferred, whilst any check valve (if required) should be of the \u201cswing\u201d type, rather than the \u201clift\u201d or \u201cball\u201d types. Any control valves must be maintained in the fully open position and appropriate measures employed to ensure a valve is not turned off unless required by maintenance staff. Minimising the head loss leading into the tank will assist in maintaining the nozzle ON until after the vent has closed at tank full condition i.e. prevent premature nozzle shut-off.

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

e) To prevent the spillage of fuel and minimise damage to the delivery system, Banlaw recommend the use of an in-line dry-break break-away valve installed upstream of the nozzle. This valve effectively becomes the weak link in the system in the event of a vehicle \u201cdrive-away\u201d. Without the use of such a valve, considerable structural damage and 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\u201d valve, i.e. the Banlaw AUS4W-50.

f) To both limit contamination entering the front-end of the nozzle and provide a convenient and secure lodging for the nozzle whilst not in use, Banlaw recommend the use of a nozzle mounting anchor i.e. AUS21A 049. This \u201cdummy\u201d receiver is fixed to a structure in a safe and convenient location on the service vehicle or at the fuel farm. This gives operators a fixed point for storing the nozzle, and promotes a long working life for the nozzle.

g) To satisfy an employers obligations under various OHS&E regulations, Banlaw recommend the use of a nozzle operating sign (AUS OPSIGN-2) which provides simple stepwise information on the proper operation of the nozzle. The sign is manufactured from 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 and quick-fill system troubleshooting.

The proper design of the tank is a crucial part of the quick-fill installation. Many tanks were originally 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 key areas are; pressure rating, location of the correct type of vent, and other factors such as baffle design as mentioned in separate Banlaw Technical Bulletins.

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

b) Banlaw offer two relief settings for each vent model. The \u201clight system\u201d incorporates the same relief setting as the standard rail series vent of 49kPa, whilst the standard system uses the higher relief setting of 110kPa. These pressures indicate the gauge pressure at which the vent will start to relieveexcess vapour pressure from within the tank \u2013 see information 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 of the 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 turn pressurise 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 or flood, whilst the pressurisation of the fuel return network may inhibit the required pressurisation of the tank required for nozzle shut-off. Cummins engines are especially prone to these concerns, as are smaller engines. To prevent the pressurisation of the fuel return line a small in-line check valve should be installed (i.e. Banlaw AUS3W). To prevent engine revving, the engine may be shut down during refuelling, or appropriate steps made to ensure any revving does not pose a safety risk i.e. vehicle transmission in neutral and any PTO\u2019s disengaged.

d) Flow-rates in < 800LPM will require only a single Banlaw tank vent. Multiple vents will not be necessary, unless specific tank configurations require multiple vents \u2013 refer to Banlaw Technical Bulletins on tank setup and quick-fill vents for more information.

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

b) top fill: the fuel must be conducted through a fully enclosed pipe (drop tube) to a distance not exceeding one pipe diameter from the base of the tank (AS1692).N B: This distance may be insufficient when using small diameter pipe and when running at flowrates in excess of say 600LPM (estimated). Banlaw recommend this distance be extended to a maximum of 150mm is such circumstances \u2013 as in part (a).

losses include; using a minimum of 1.5\u201d bore pipe (2\u201d recommended) for a drop tube with long radius bends, and ensuring the discharge point of any delivery line is terminated at a distance 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 fuel exists 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 such bottom fill is discouraged wherever possible. If this point of entry must be used, then it is strongly recommended that a pipe be manufactured and installed inside the entry point to direct the flow of fuel horizontally \u2013 as per side entry.

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

a) Using a \u00be\u201d bore vent valve, the Banlaw quick-fill tank vent is designed to ensure the tank remains largely unpressurised during refuelling until such time as the fuel level reaches a level towards the mid-height of the vent ball cage. At this point, the vent will close and thus effectively create an air-tight seal within the tank. The delivery of fuel will continue until such time as the pressurisation of the tank ullage provides sufficient back pressure within the delivery line causing the nozzle to shut-off.

b) Due to the \u00bd\u201d bore vent valve and lower relief pressure (65-70kPa) of the Wiggins ZV10 vent, Banlaw donot recommended that this vent be used with refuelling rates in excess of 500LPM, being the capability of the Wiggins ZZ9A1 nozzle.

c) The small 1/16\u201d diameter bleed hole in the vent valve within the vent cap will allow the tank ullage to gradually return to atmospheric pressure at the completion of refuelling. This bleed hole must not be obstructed or modified.

be 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 open at the nominated tank pressures shown below. If required to vent high rates of air, the pressure will rise by up to an additional 30kPa. Likewise, if required to exhaust liquid fuel the pressure within the tank will risesubstantially. If essential, a primary relief device must be installed on the tank that remains air-tight until its relief setting is reached.

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 rate refuelling and small tank volumes, it is recommended that the tank vent be installed in a location subject to minimal turbulence. This will ensure proper vent operation and prevent any splash spillage of fuel during the refuelling operation.

the vent is low enough to allow time for the vent to close, pressurisation of the ullage, and subsequent shut-off of the nozzle. High rates of fuel level increase \u2013 such as when a vent is installed within a manual fill pipe or similar \u2013 will cause fuel spillage from the vent prior to nozzle shut-down. In short, the vent needs enough time and volume to generate