Just by looking at the bill of lading, you can see why fuel shipping is often a self-made experience. Cargo trailers, dubbed “rolling bombs” in the past, can be lethal if not handled properly. Transporting flammable liquids is not an easy task. That’s why Mark Barlar, director of risk services at Reliance Partners, urges hazmat truck drivers to continue improving their safety skills, no matter how many years of experience they have.
With over 20 years of experience conducting Federal Motor Carrier Safety Administration (FMCSA) hazmat freight inspections with the Wisconsin State Patrol, Barlar has seen his fair share of tanker-related incidents.
He detailed an accident in which a truck driver was hit by a garbage truck at a highway intersection. Both drivers were injured, and the cargo hold overturned and began leaking liquid propane on the road, causing more than a mile of downtime to protect motorists.
But cargo hold disasters don’t always result from serious road accidents. In fact, just a silent, invisible leak can lead to a fatal conclusion.
If a leak is detected, whether caused by an accident or not, Barlar reminds drivers not to rush judgment. The situation is assessed by gathering information about the tank and its contents, as well as reading the hazardous materials placards on the trailer itself, he said.
“Is there a leak? Does the cargo hold damaged? Is it a low-pressure tank or a high-pressure tank? Is it on its side, overturned, or on its wheels? Those are all things you should consider,” Ballar said.
Drivers should first report the situation to emergency services and then contact the owner of the tank and its liquid contents for instructions on how to deal with the spill.
“Responding to a leak often requires contacting the company that owns the product in the tank and having them on-site to help,” Barlar said.” The owner of a tank usually knows how it works and the different types of hazards associated with it. They can help you understand what needs to be done to stop a leak.”
High pressure gas is carried in cargo tanks such as MC 331.These trailers typically transport only pressurized liquefied gases – gases such as propane, liquefied butane gas, chlorine and anhydrous ammonia.
Likewise, cryogenic cargo tanks like the MC 338 are used for substances that cannot be liquefied by pressure alone. These tanks contain cryogenic liquids that are at least -130 degrees Fahrenheit. Liquid oxygen, hydrogen, nitrogen and carbon dioxide are transported using these tanks.
Barlar noted that the cryogenic tank is designed to be similar to a thermos, with a vacuum-like environment between the outer and inner layers of the trailer that isolates extremely cold liquids.
The MC-338 tank has a very high BLEVE (Boiling Liquid Expansion Vapor Explosion) potential, which occurs when the pressurized liquid inside the tank reaches a temperature above the boiling point of that liquid.
What makes the transport of gases like methane and hydrogen so dangerous is that when exposed to external elements, it evaporates as a gas that Barlar says can expand to 250 to 500 times its original volume.
However, not every leak can be stopped. According to Barlar, leaking cargo holds must sometimes be released under proper supervision.
“Once a propane leak starts, it’s very difficult to stop,” Barlar said.” You can’t get close to it or install a fire suppression system. Sometimes it’s better to just sprinkle some water on it to keep the tank cool.”
The Electronic Code of Federal Regulations (Cerf) in the Federal Register provides an extensive list of protocols for reducing the risk of ignition in cargo compartments – leaking or securing, full or empty.
In an emergency, 49 CFR Part 392 at 392.25 instructs drivers not to use any emergency signal that produces a flame to protect any commercial motor vehicle that transports explosives or compressed gas as engine fuel. Instead, a reflective triangle, red electric light or red emergency reflector is recommended.
However, 392.22(b (Part 6)) states that in the event of a release of flammable material or combustible material, a flame-producing warning sign shall not be ignited or placed except at a distance from any such liquid or gas to ensure the prevention of fire or explode.
Carriers are advised to notify the National Emergency Response Center (NRC) of hazardous material incidents at any point in transit, including loading, unloading, and interim storage, as early as possible, but not later than 12 hours after the incident.
However, the best way to stop a leak is to take proactive safety measures seriously. Most leaks can be detected and prevented with routine maintenance. Get in the habit of checking for leaks and spills carefully during pre-trip inspections. This includes making sure every valve is closed and capped, as well as checking that safety equipment is properly secured. Drivers should also review the Driver Vehicle Inspection Report (DVIR) submitted by the last driver to see if any defects were found. If so, they should be addressed and fixed as soon as possible.
“Make sure no residue sticks to the outside of the tank,” says Barlar.” If you load from the top, some of this material may spill into the crow’s nest. While most can be washed off, some residue will dry outside the tank, especially if it’s caustic. Even dry, it It will burn your hands too.”
Cerf Section 180.416 recommends that cargo tank operators visually inspect delivered hoses after each discharge. Additionally, drivers are advised to conduct a series of monthly inspections and tests of hose assemblies, plumbing systems, emergency emission controls, shut-off valves, and more.
However, Barlar blamed equipment failure for a large number of fuel transport accidents, but rather vehicles speeding and following too closely. The consequences of a tanker trailer accident can be particularly deadly due to the flammability of the payload. He warned that erratic driving could cause fluids to slosh, causing part of the load in the trailer’s cabin to shift, which could lead to a rollover.
To that end, Barlar reminds cargo tanker drivers to be extra careful when stepping on the gas. He recommends that commercial motor vehicle (CMV) drivers maintain a distance of at least 500 feet from the vehicle in front of them.
“People don’t understand how big the effect of speed is in a crash. If you double your speed, it’s as if you’re carrying four times as much energy,” Barlar said.”[Truck drivers] say the problem isn’t the CMV driver, it’s the car. They say people fly too fast, they go too slow, and they fly around them. Go ahead and let them do it. Your vehicle is going at a slower speed It carries less energy, so it’s worth slowing down.”
Reliance Partners offers a variety of hazmat freight insurance options for transporters of petroleum, crude oil, propane, liquid nitrogen, explosives, heating oil delivery and other high-risk materials. Contact a Reliance partner to learn more about insurance solutions that mitigate the risk factors associated with chemical and fuel shipping and protect your operations.
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Post time: May-23-2022