Installation of Banlaw Refuelling
Equipment onto Multi-
Compartment Tanks

The purpose of this technical bulletin is to highlight common errors made when designing internal baffling for multi-compartment tanks, and the effects these errors have on the operation of the quick-fill system.

The situation depicted in Figure 1 below has occurred due to the insufficient area provided in each baffle to allow the free transfer of fuel throughout all compartments of the tank during the refuelling process. Two quick-fill vents are shown as typically used in many installations, although only one vent should be required provided a number of points mentioned later are considered.

Figure 1: Providing insufficient area for fuel to distribute evenly throughout the tank at a rate at least equal to the flow-rate of fuel entering the tank. The nearside compartments will be preferentially filled, creating the following risks:

2. Elimination of ullage gap in near-side compartment during refuelling, creating risk of rapid pressurisation of compartment and subsequent exhausting of fuel from vent emergency relief valve

The total vacant area for each internal baffle must be large enough to allow an even fuel distribution throughout the tank i.e. minimise dynamic head loss across each baffle plate. This area must be considerably larger than the pipe diameter entering the tank, as the pressure i.e. driving force causing fuel distribution between adjacent compartments is merely the static head that exists between those compartments, not pump pressure as is the case with the pipe flow entering the tank.

The incorrect placement of holes within the central baffles has created air locks within those compartments. This has reduced the available fuel volume of the tank, and depending on the location of the tank level gauge, may give a false identification of the fuel volume at the \u0093full\u0094 condition. Unless this reduction in volume has been identified, vehicles may run out of fuel when usage is based on the expected capacity of the tank.

Provision must be made for the even distribution of air pressure throughout each compartment of the tank during refuelling, either by the correct placement of holes at the top of each baffle \u0096 see Figure 3 - or by the use of external venting pipes/hose linking the ullage gap of each compartment. Note: such pipework must be a closed circuit to prevent venting of tank volume to atmosphere by means other than the quick-fill vent.

In summary, the design of tank baffling must consider the even distribution of both fuel and air pressure throughout all compartments of the tank during the refuelling process. Any disparity in either fuel level or air pressure between compartments will create those problems mentioned earlier. Refer to Figure 3 below for an example of correct baffle hole design. Note the sections that have been removed from each corner of the baffle to allow even air pressure distribution throughout the tank.

Regardless of the filling point location, only one vent should be installed provided the recommendations of this bulletin and other relevant details such as tank design and flowrate are considered. Refer to the technical bulletin on \u0091Quick-fill tank vents\u0092 for more information. In terms of flowrate, one vent is required for flowrates <800LPM, whilst two vents are recommended for flowrates <1000LPM.

Due to the increased flow-rate and short-term pressurisation of the tank volume intrinsic of the quick-fill system, care must be taken when fitting quick-fill equipment to existing tanks originally designed for splash-fill or other systems. Historically, a number of vents have been required on a single tank to prevent the over- pressurisation of tank compartments due to poor fluid level and pressure distribution. A properly designed quick-fill equipped tank should not require the same treatment.

distribution purposes, so as to not jeopardise the structural integrity of the tank provided by the baffling. Ideally, the size and location of baffle holes should be considered at the design stage of the tank structure.

pressurised with the tank contents during the final stages of the refuelling process. Care must be taken to ensure all such additions are rated to the certified pressure of the tank itself.

Note that due to the requirement of a receiver on each side of the locomotive amongst other unique details, rail installations will require specialist assistance from Banlaw personnel.