Los Angeles Fire Department Gasoline Tank Truck-Trailer Incidents PDF

Los Angeles Fire Department TRAINING BULLETIN Brian L. Cummings, Fire Chief/Bulletin No. 4 Date of Revision: 07/25/2013 Gasoline Tank Truck/Trailer Incidents Table of Contents I. Introduction II. Identifying...

Los Angeles Fire Department TRAINING BULLETIN Brian L. Cummings, Fire Chief/Bulletin No. 4 Date of Revision: 07/25/2013 Gasoline Tank Truck/Trailer Incidents Table of Contents I. Introduction II. Identifying Gasoline Tank Trucks/Trailers III. Non-Pressure Liquid Tank Design and Construction IV. Gasoline Tank Truck/Trailer Fire Incidents V. Overturned Gasoline Tank Trucks/Trailers VI. Off-loading Overturned Gasoline Tankers VII. Vacuum Trucks VIII. Conclusion IX. Incident Command Considerations X. Glossary Training Bulletin No. 4 July 25, 2013 Page 2 I. Introduction California consumers use over 43 million gallons of gasoline and 8 million gallons of diesel fuel every day. This fuel is produced at refineries then pumped underground to distribution terminals where it is loaded into large tank trucks. Tank trucks transport approximately 90% of all the fuels used by vehicles. These trucks feed a distribution network of over 9,500 retail service stations by traveling over a vast network of freeways, highways and city streets. Because fuel products are inherently hazardous, transportation is strictly regulated nationally by the Department of Transportation through the National Highway Traffic Safety Administration, Bureau of Carrier Safety and Office of Hazardous Materials. The State of California imposes its own regulations on tank trucks and requires periodic inspections by the California Highway Patrol. The LAFD also regulates flammable and combustible liquid tank trucks in Div. 38 of the Fire Code. Even with all of these regulations, with over 43 million gallons of fuel moving through the State daily, there is an ever-present potential for tank truck accidents. When a tank truck and/or trailer accident occurs, a complex incident is created: one with a potential for fire, rescue, evacuation and hazardous materials operations, as well as environmental concerns. A fuel tanker incident may take many hours to mitigate, require the response of multiple agencies, and cause road closures and traffic congestion that can last well after the incident has been cleared. Thousands of people and hundreds of businesses may be affected with negative impacts on revenue, productivity and the community at large. Primary consideration of emergency responders shall be the preservation of life, property, and the environment, in that order. It is with this in mind that emergency responders must be prepared to efficiently and effectively mitigate these incidents. However, the problems encountered at a fuel tanker incident are not limited just to the hazardous petroleum products. Tank truck and trailer design, in and of itself, can present hazards independent of the product being carried. For example, the operation of internal and/or external valves can result in the inadvertent opening of the vapor vents, potentially causing a larger spill. To safely operate at these incidents it is necessary to have an understanding of tank truck design. This training bulletin addresses these and other concerns and will assist emergency responders in the safe and expedient handling of problems that may be encountered in tank truck/trailer emergencies. Training Bulletin No. 4 July 25, 2013 Page 3 II. Identifying Gasoline Tank Truck/Trailers The trucks we all recognize as gasoline tankers are officially classified by the Federal Motor Carrier Standards as MC306 for trucks/tanks built from 1967-1993 and DOT406 for trucks/tanks built from 9/1/93 to present. They are designed to carry flammable and combustible liquids, alcohol, Class B Poisons and liquid food products with vapor pressures less than 3 p.s.i. Although all of these possible contents are considered hazardous materials, this bulletin addresses gasoline specifically due to its hazardous nature, the frequency with which it is encountered, and the fire risk. The tank portion of the vehicle is considered a Non-Pressure Liquid Tank. There are three basic types of vehicle-tank configurations: Single tank truck with two axles (Figure 1) or three axles (Figure 2). Capacities are 3,000 and 5,000 gallons respectively. Tank tractor with a semi-trailer connected together by a fifth-wheel. One tank approximately 40 feet long with a capacity of 9,000 gallons. (Figure 3). Tank truck pulling a two-axle trailer: Each truck and trailer tank is approximately 20 feet long. The capacity of the truck tank is 4,200 gallons and the trailer tank is 4,800 gallons (Figure 4) for a total of 9000 gallons. The following are some of the features of non-pressure liquid tanks that may assist in identification: Aluminum tank Elliptical shaped tank ends Longitudinal roll-over protection along the top of the tank Plumbing and valves for off-loading located under the tank Vapor recovery plumbing on right rear of tank (not present on all vehicles) Manhole assemblies and vapor recovery valves on top of the truck for each compartment Figure 1: Two-Axle Figure 2: Three-Axle Training Bulletin No. 4 July 25, 2013 Page 4 Figure 3: Tank Tractor with Tank Semi-Trailer Figure 4: Tank Truck and Two-Axle Tank Trailer III. Non-Pressure Liquid Tank Design and Construction Most tanks are made of aluminum. The tank wall is thickest at the bottom (3/16”) and gradually gets thinner as you progress toward the top of the tank. This is done to minimize tank weight, thereby maximizing product carrying capacity. However, this means the tank is not equally strong in all positions. It is designed to carry the liquid load only in the upright position. This is why these tanks must be off-loaded prior to being righted. Tanks usually have two to four compartments, with single bulkheads separating the compartments. Double bulkheads are required when carrying flammable products with different flash points in the same tank, e.g., diesel and gasoline within the same tank. The void space between the bulkheads contains a leak indicator hole designed to indicate a leak in one or both bulkheads. If the hole is illegally plugged, the void space could contain up to 200 gallons of product. NEVER REMOVE ANY PLUG. If product is suspected in the void space, a Hazardous Materials Task Force (HMTF) will drill if necessary and pump out the compartment. Baffles are installed in the compartments primarily for tank strength and do very little to reduce surge of the product. (Figure 5) Training Bulletin No. 4 July 25, 2013 Page 5 Figure 5: Baffles Single Bulkheads Double Bulkheads Figure 6: Top View of Tank Fill Cover Vapor Recovery Reinforced Rail Even when full, each compartment will have a vapor space above the product to allow for expansion. Each compartment will have a vapor recovery/pressure vent and a combination spring-loaded fill cover with pressure-actuated vent on the top of the tank. The vents are protected by a reinforced rail that runs the length of the top of the tank to protect them from damage in the event of an accident – particularly a rollover. (Figure 6) Using gravity, product is off-loaded from the bottom of each compartment through internal valves. These valves (offloading and vapor recovery) default to the closed position. Opening a valve is accomplished by overcoming heavy spring pressure utilizing air, hydraulic or mechanical power. As a safety design, any interruption in the applied energy will result in the valve closing. Emergency shutdown may also be accomplished by activation of the emergency switches located at the left front corner and at the main panel on the right side. Training Bulletin No. 4 July 25, 2013 Page 6 Moving the switch to the “off” position releases the internal valves to the closed position (Figure 7). Figure 7: Figure 8: Tank side Internal Emergency Valve Shear Point Exterior side External Plumbing All external piping is constructed with built-in shear points. The shear points are pre- engineered points designed to fail upon impact, before damage can occur to internal valves and plumbing. (Figure 8) The individual compartments of these large capacity trucks are generally either full or empty. They are not designed to deliver partial loads. Before any fuel is delivered, the driver will verify the receiving tank has the available capacity to accept the entire contents of the specified compartment. This is a safety procedure designed to minimize spills due to overfilling. Smaller single tank vehicles are designed to make small deliveries to multiple locations, e.g. aircraft fueling. These tanks are easily identifiable by their pumps, transfer hose reels and meters. The best way to determine the amount of product left in these trucks is to gather information from the driver or consult the shipper’s manifest. (Figure 9) Figure 9: Transfer equipment IV. Gasoline Tank Truck/Trailer Fire Incidents There are many hazards associated with any accident involving large trucking vehicles but gasoline tanker incidents, especially when involving fire, can be extremely dangerous. These incidents may involve up to 9000 gallons of flammable liquids. All Training Bulletin No. 4 July 25, 2013 Page 7 emergency personnel must consider the potential and the gravity of catastrophic container failure for any and all incidents involving gasoline tankers; whether or not the incident currently involves fire and/or leaking product. The following general safety precautions shall be taken by all personnel at all tanker incidents: Full PPE with SCBA Avoid contact with any product and breathing of any vapors. Avoid contact with the tank truck. Avoid breaking any foam blanket. Avoid being covered with foam – difficult for the IC to account for personnel they cannot see. Isolate incident – set perimeters using combustible gas indicator. Deny entry to those not needed and/or authorized Approach from the uphill/upwind side Gasoline Tanker Incident – No Leak: Treat all incidents as if there is a leak until it is confirmed there is not a leak. Full PPE with SCBA Monitor incident area with combustible gas indicator. Perform preliminary container integrity examination o Construction and design features allow for early tank failure at relatively low temperatures with pressure relief devices designed to maintain 3 to 5 psi. ( BLEVE should NOT be a consideration ). Gasoline Tanker Incident – Leak, No Fire: Eliminate potential ignition sources a minimum of 100 feet from the spill. Turn off vehicle ignition, if possible Use combustible gas indicator to verify atmosphere around battery terminal (or battery shut-off switch) is below 10% LEL before disconnecting or disabling. Set incident perimeters using appropriate monitors. Contain run-off Affected area surrounding the tank shall be covered with foam. o The IC needs to plan for appropriate amount of foam o Reapply foam as needed to maintain visible blanket. Gasoline Tanker Incident – Vehicle Cab or Tire Fire – No Product on Fire A vehicle fire involving the cab portion or tires of a gasoline tanker can be handled just like any standard vehicle fire. However, because of the extreme fire potential of the cargo tank every precaution must be taken to keep the cargo tank from becoming involved with fire. Cool any area of tank exposed to heat or flame by keeping the tank visibly wet. Spot apparatus uphill and preferably upwind of incident. Training Bulletin No. 4 July 25, 2013 Page 8 Secure water supply sufficient for potential of incident. For tire fires use a minimum 1 1/2” hose line with a minimum of 125 gpm. Consider vehicle fuel tanks as a secondary hazard. Fire Attack: Gasoline Tanker Incident – Fires Involving Spilled Liquid or Tanker Fires involving large quantities of hydrocarbon products are very dynamic and generally overwhelm the capabilities of the first arriving fire unit(s). Consider the following: Spot apparatus uphill and preferably upwind of incident. Secure water supply sufficient for multiple master stream operations. DO NOT USE PLAIN WATER UNLESS IT IS TO PERFORM A RESCUE Make fire attack using foam lines. Use dikes to keep spilled, flowing or burning product from storm drains. The Incident Commander needs to decide whether to use a defensive attack, offensive attack or a combination of the two when mitigating these incidents. Gasoline Spill in Storm Drains Initial defensive actions by first responders to prevent product from entering the storm drains (dike or cover) may be too late. If product has entered subterranean levels (vaults, storm drains, sewer system, etc.): Contact appropriate agencies for mitigation and recovery efforts Monitor possible areas that may become explosive or pool flammable vapors o Indirect area monitoring – do not post responders unnecessarily in IDLH o Do not monitor over opening or cover but to the side to determine the scope of the vapors o Posting is to prohibit public from flammable atmospheres HMTF’s and Squads for enhanced perimeter surveying, including monitoring and maps for identification of possible pipelines and or flow paths Notifications to Metro of public protective actions – for example, identify shelter in place area or issue public warning. o Metro may disseminate a message to the surrounding area, “All residents are recommended to shelter in place. In the event fumes become too intense or you begin to feel ill or unsafe, please call 911 or contact the fire communications center” Offensive Attack: The offensive attack is employed when there is an immediate life hazard and/or there is enough personnel, apparatus, equipment and foam on scene to extinguish the fire. For immediate life hazard/rescue operation: The use of plain water is acceptable if foam is not available or its use would cause an unacceptable delay in rescue operations. Never direct cooling stream into flames or cargo tank, this will cause the burning fuel to overflow and spread the fire. For extinguishment operations, it is imperative to get all of your apparatus, personnel, equipment and foam in place before starting any extinguishment operations. You need to deliver the maximum amount of foam for the duration required to completely Training Bulletin No. 4 July 25, 2013 Page 9 extinguish the fire and maintain enough foam concentrate on hand to provide for required re-application(s). Determine amount of foam concentrate required for incident. Use alcohol resistant aqueous film forming foam – AR AFFF. Plan for a 15-minute supply of concentrate for suppression operations Plan for an extra 15-minute supply of concentrate for foam blanket maintenance. o Example – 100 square feet of burning liquid would require 31 gallons of concentrate at 3% and approximately 1000 gallons of water, with 1000 square feet of burning liquid requiring 312 gallons of concentrate and over 10,000 gallons of water respectively. o LAFD foam tenders carry 1000 gallons of class B foam, in order to compensate for surface area variables and in following with Training Bulletin No. 112, any request for a Foam Tender should trigger the dispatching of a second Foam Tender. o LAFD foam tenders are capable of introducing compressed air into the foam lines, increasing reach, minimizing water use and run off. Aggressive deluge to control and/or extinguish the fire. Foam application must be continuous to be effective. Apply foam in a soft arc, do not drive streams beneath surface of liquid. Reapply foam, as necessary, to maintain foam blanket to prevent re-ignition of vapors. Defensive Attack: The defensive attack is employed when there are no life, exposure or environmental hazards, and/or when insufficient staffing and equipment are available to perform an offensive attack. No fire extinguishment activities. Protect personnel, apparatus and exposures from extreme radiant heat. Control runoff to minimize damage to the environment. Use dikes to keep runoff and/or spilled, flowing or burning product from storm drains. When a defensive attack is employed the idea is to let the fire burn itself out. Aluminum tanks will melt at about 1,200°F and the exposed fuel will burn at the liquid level. Keep in mind, the rule of thumb is gasoline will burn at the rate of about one foot per hour, vertically, regardless of the surface area. For example, if the fuel that is burning is 4 feet deep in a tank you can expect it to burn for about 4 hours before it burns itself out. Training Bulletin No. 4 July 25, 2013 Page 10 V. Overturned Gasoline Tank Trucks/Trailers Any incident involving a gasoline truck and/or trailer present emergency responders with significant challenges. Overturned gasoline truck/trailer incidents are even more challenging for the following reasons: Additional stability issues with the overturned vehicle. Increased likelihood of a spill, leak and/or fire. Automatic necessity for off-loading operation. Considerations when a gasoline truck/trailer overturns: Trapped or injured driver present rescue operation Difficulty identifying product(s) because tanks can have multiple compartments with each carrying a different product. Gross weight of the vehicle, tank and product can be as much as 80,000 pounds. A tractor and semi-trailer generally overturn together, as a unit (Figure 10). o Greater risk of tank failure due to size and weight. Two-axle tank trailers generally overturn independent of tank truck (Figure 11). o Turning with excessive speed may cause tank trailer to overturn. o Anti-rollover device in tow bar assembly helps keep tank truck from overturning when tank trailer overturns. o Disconnection of tow bar shall only be performed by trained heavy wrecker personnel and only after product off-loading. Tremendous energy may be stored in an overturned trailer tow bar. Risk of injury to non-trained personnel outweighs benefit Figure 10: Tractor and semi-trailer Figure 11: Tank Truck and Two-Axle Tank Trailer The major areas on tanks vulnerable to leaks are: Vapor recovery/pressure vents on top of the tank. Combination spring-loaded fill cover and pressure-actuated vent. Internal valves and external plumbing. Ends of the tank and all welded seams. Training Bulletin No. 4 July 25, 2013 Page 11 Tank integrity may be affected by the following: Amount and location of damage. o Tanks tend to have the most damage at the point where they come to rest. Age of the tank and metal fatigue. NEVER ATTEMPT TO UPRIGHT ANY TANK TRUCK/TRAILER BEFORE IT IS OFF- LOADED. Repositioning of the tank to complete a tank evaluation is not recommended. Internal inspection can only be accomplished after off-loading with the use of specialized equipment. Compromised structural integrity of the tank is difficult to determine in the field. Tank is designed to carry its maximum load only in the upright position. Tank could fail without warning if up-righted full, resulting in a catastrophic release. A thorough determination of the integrity of the tank truck cannot be made until off- loading and up-righting of the tank. Two 20-ton commercial towing wreckers are required for all up-righting operations. Tanks that have remained upright and have obvious damaged shall be professionally inspected before they can be towed containing product. Off-loading may be required before being towed, even though the tank has remained up- right. A HMTF will always be on scene during this operation. VI. Off-Loading Overturned Gasoline Tankers Prior to May 1988, the Shell Oil Company provided the services of their Response Action Team (RAT) for off-loading any overturned gasoline tank truck in the Los Angeles area. When they changed to only providing those services to trucks owned and operated by Shell Oil Company, they provided a “Tank Truck Rollover Emergency Manual” to Hazardous Materials Tasks Force 4 and the Research Unit. This manual provides technical information and guidelines on how to handle overturned tank truck emergencies. Since February 1989, all Los Angeles City Hazardous Materials companies have received equipment and training on what is considered the safest and quickest method of off-loading an overturned tanker. This method is accomplished by drilling a four-inch hole in the ALUMINUM tank with a pneumatic drill. Once this hole is drilled, a metal tube or “stinger” is inserted into the fuel compartment(s). The hose from the vacuum truck is connected to the stinger and the entire product is then pumped out so the tanker can be up-righted safely. During emergency incidents, the Fire Department initiates the Incident Command System, which provides for multi-agency representation. The specific procedures and responsibilities for a tanker overturn vary and depend on many factors, one of the most important being the incident location. Ultimately, the owner of the vehicle involved in the truck/trailer rollover is legally responsible for product removal and cleanup of any spill on State highways, freeways or city streets. However, due to the potential and emergent danger to life, property and the Training Bulletin No. 4 July 25, 2013 Page 12 environment, time does not always permit contact with the owner prior to mitigation operations. Before a hazardous waste hauler company will respond, they will require a “responsible party” who has approved and is prepared to accept financial responsibility for the waste hauler’s services. Tanker incidents on private property: Sometimes, responsible parties may already have existing contracts for the off-loading operation of a tanker. Even so, it is imperative that all parties understand the Los Angeles Fire Department is ultimately responsible for public and environmental safety and has authority over these incidents. This requires LAFD resources accept command of the incident from beginning through termination. Even after confirming a private clean- up company’s qualifications (appropriate training, documentation, personnel and equipment), LAFD Hazardous Materials companies shall handle all product off-loading (stinger operations). Tanker incidents on City streets: The Incident Commander must make every attempt to identify the responsible party so financial responsibility can be assigned for the cost of clean-up operations. In cases where this is not possible, the Incident Commander has the authority to order private clean-up resources through MFC. When MFC orders vacuum trucks directly from a hazardous waste hauling company, the Fire Department becomes the “responsible party” and is financially responsible for hazardous waste hauling and disposal. This request requires approval of the Deputy Department Commander. Refer to 2/1- 49.47: SPECIAL PROCEDURES – REMOVAL OF HAZARDOUS WASTE. The required EPA Identification number for the Hazardous Waste Manifest must be obtained from the on-call Chief of the Bureau of Fire Prevention and Public Safety. Tanker incidents on state highways/freeways: The CHP has authority over Hazardous Materials incidents on State roadways. Historically, the CHP abdicates it’s authority to the Los Angeles Fire Department in dynamic incidents with life and fire hazards. CalTrans is responsible for clean-up of State highways/freeways and has the authority to order and pay for clean-up operations when: An immediate fire/life hazard exists. The truck driver does not know if the owner will accept the responsibility. The owner cannot be contacted. The owner cannot or will not pay. VII. Vacuum Trucks One or more vacuum trucks will be needed for any incident involving a spill, leak or tank rollover. Vacuum trucks are available in multiple sizes, but 2,500 and 5,000 gallon capacities are available from most hazardous materials waste haulers. (Figures 12 and 13). Training Bulletin No. 4 July 25, 2013 Page 13 Figure 12: 2,500 Gallons Figure 13: 5,000 Gallons It is imperative that the appropriate number of vacuum trucks is ordered early in an incident, because it is not uncommon to have a one- or two-hour wait between when the trucks are requested and when they arrive. Vacuum trucks can only hold approximately 90% of their rated capacity depending on product weight and required vapor space. So, a 5,000 gallon truck can off-load or clean up approximately 4,500 gallons. Use the following guidelines when ordering vacuum trucks for spills and/or off-loading: 1 – 2,500 gallon truck for incidents up to 2,000 gallons 1 – 5,000 gallon truck for incidents between 2,000 and 4,500 gallons 2 – 5,000 gallon trucks for incidents involving a 4,800 gallon trailer 3 – 5,000 gallon trucks for incidents involving tank combinations up to 9,000 gallons Vacuum Trucks are classified by three tank cleanliness standards: Dirty – Tank is empty of product, but it has not been cleaned. Clean – Tank is empty of product and has been washed with water, but there is a possible trace of water and product from the previous load. Super Clean – Tank has been chemically cleaned and is free of product. Request “clean” vacuum trucks to prevent any possibility of a reaction between a “dirty” tank and the off loaded or cleaned up material. “Super-clean” trucks are unnecessarily expensive. The disposal company needs to be given the following information: That they are responding to an overturned tank truck/trailer. The type of material to be off-loaded or cleaned up. The amount of material to be removed. The number and capacity of trucks requested. Extra vacuum and vapor recovery hose – 50 foot each of 4”, 3” and 1 1/2” hose. Training Bulletin No. 4 July 25, 2013 Page 14 Any additional requirements, such as drums for all contaminated sand, dirt and/or absorbents used to contain spilled product, or additional personnel to assist in the clean up. The Incident Commander is responsible for ensuring the correct amount and appropriate type of equipment is requested from the disposal company, regardless of who is accepting responsibility for the cost of the request. Coordinate with appropriate law enforcement to provide escorts if vacuum trucks need assistance accessing the incident area. Vapor Recovery In the past vacuum trucks did not have vapor recovery systems, an exhaust hose would have been extended from the vacuum truck, allowing vapor in the truck to be expelled as the liquid is being vacuumed up. However, modern vacuum trucks are equipped with a vapor recovery system to comply with EPA regulations. Fittings allow the connection of hose from the vacuum truck back to the vessel being emptied. As product is being vacuumed from a closed tank, vapors forced out of the vacuum truck tank are looped back to the tank being emptied. This helps minimize flammable atmospheres during off- loading operations. NOTE: This system will require twice as much hose as in operations not capturing the vapors. Product being removed from any area other than an intact tank will still have vapors exhausted to the atmosphere, and should be handled as mentioned above. If there is no container available, you must use the exhaust hose method, i.e. dammed fuel. Vapors are directed a minimum of 50 feet downwind and downhill from any ignition source. Exhausting concentrated gasoline vapors that are three to four times heavier than air will create an explosion hazard. A hazardous materials response deploying air monitoring and water driven blowers would assist in controlling any flammability issues. VIII. Conclusion Gasoline is an integral part of modern life throughout the world. There is no question gasoline is a benefit to our way of life, however, gasoline is not a benign substance. Being a flammable liquid; the improper manufacturing, storage, use and/or transportation of gasoline can pose a significant risk of fire. Spills, leaks and fire can pose significant danger to people, property and the environment. There are numerous safety procedures, programs, regulations and safety devices designed to keep the manufacture, storage, use and transport of gasoline as safe as possible. With that in mind, accidents will occur. With over 43 million gallons of gasoline being transport daily throughout California, it is obviously just an exercise in statistics and probability that gasoline tanker incidents are inevitable. Gasoline tanker incidents are inherently challenging. They potentially present emergency responders with fire, rescue, evacuation and hazardous materials concerns simultaneously. Emergency personnel must have an understanding of gasoline tanker design and construction in order to effectively mitigate these incidents. Safety regulations, procedures, designs and devices have been developed to minimize the risk Training Bulletin No. 4 July 25, 2013 Page 15 of gasoline tanker incidents. However, when these incidents do occur, it is the training, education and experience of the emergency responders that will minimize the impact upon life, property and the environment. IX. Incident Command Considerations 1. All tanker incidents are considered Hazardous Materials incidents Determine type of tanker incident o Leak or spill, no rollover o Vehicle fire, no product involved o Rollover o Tanker fire involving product Small leaks and spills can be handled by a Squad with limited fire suppression resources for containment and scene safety. All other tanker incidents require a full HazMat assignment. 2. Product identification Use placards, shipping papers, and driver information Keep driver at Command Post 3. RECEO Rescue o Rapid extraction o Evacuation – downwind and downstream Exposures Containment/confinement o Dike o Protect storm drains Extinguish Overhaul/Off-loading operation 4. Access Direct incoming resources to uphill and upwind locations Ensure routes are not through IDLH environment / perimeters 5. Water supply 6. Foam Unless for rescue operations, foam application should only start after enough foam supply is on scene for knock down, extinguishment and maintenance of the vapor blanket. 7. Ignition Sources Eliminate if possible Monitor atmosphere with appropriate meters 8. Resources – LAFD Hazardous Materials Task Force(s) Training Bulletin No. 4 July 25, 2013 Page 16 Task Forces, Engines, Rescue Ambulances, EMS Supervisors Foam Tender(s) AFFF – bulk storage at S&M Tractor Company – sand and crushed asphalt Emergency Air Light Utility – nighttime operations 9. Resources – Other agencies Owner/Operator of transport company Heavy wreckers – rollover incidents Disposal company – vacuum trucks CHP – state highways and freeways LAPD – city streets LA Department of Transportation – traffic control city streets CalTrans o Authority to order waste haulers on state highways and freeways. o Control of freeway sump pumps o Sand o Portable toilets LA Department of Public Works o Storm drain contamination o Sand LA County Health LA County Department of Public Works – Flood Control Office of Emergency Services Environmental Protection Agency United States Coast Guard California Department of Fish and Game Red Cross Watershed Protection Multi-agency unified command Training Bulletin No. 4 July 25, 2013 Page 17 X. Glossary BAFFLE: A transverse partition in a cargo tank which is not liquid tight. Main purpose is for tank strength. BLEVE: Boiling Liquid Expanding Vapor Explosion. Note: Aluminum fuel tanks, are designed to fail from flame impingement well before they can become over pressurized. CAPACITY: Maximum volume of any tank in United States gallons or pounds. CARGO TANK: Any atmospheric tank, low-pressure tank, pressure vessel or special vessel designed or used for the transportation of liquid or gaseous hazardous materials. COMPARTMENT: A separate product carrying space of a tank motor vehicle. One tank may have one or more such spaces. CROSSOVER LINE: A line installed in the tank piping system to allow unloading from either side of the tank. BULKHEAD: A liquid-tight transverse closure at the end of a cargo tank or between compartments of a cargo tank. HEADSPACE: The unfilled space above the contents of a closed container. INTERNAL VALVE: A valve designed and installed to remain operable when the exterior parts are damaged or sheared. It prevents the unintentional release of tank contents. MANIFEST BOX: A moisture proof container used for storage of important papers or records relating to the cargo being carried. This box is carried in the cab area of the truck. MANIFOLD: Used to join a number of pipelines to a common inlet or outlet. MC306, DOT406: The code of Federal Regulations for Motor Carrier designation for tanks designed for transporting non-pressure liquids. NON-PRESSURE TANK: Any tank designed to operate at pressures above 0 psig, but not more 5 psig. SEMI- TRAILER: A vehicle with no motive power, equipped with a tank. It is constructed so that the truck tractor carries part of its weight. SHEAR SECTION: A machined groove which reduces the wall thickness of an outlet valve or adjacent piping by at least 20 percent so that strain on piping will not affect the product retention capability of the outlet valve. TANK TRAILER: Called a Full Trailer in the industry. Any vehicle without motive power and equipped with a tank and constructed so that it can be drawn by a separate vehicle. No part of its own weight rests upon or is carried by the towing vehicle. Training Bulletin No. 4 July 25, 2013 Page 18 TANK TRUCK: Any motor vehicle equipped with a cargo tank. TRUCK TRACTOR: A powered motor vehicle designed primarily for drawing semi- trailers and so constructed as to carry part of the trailer weight and load. VACUUM TRUCK: A truck with a vacuum pump used to clean up chemical spills or hazardous materials/waste. VAPOR RECOVERY LINE: A line that connects the vapor recovery hood to a convenient location for attachment to a vapor recovery hose. VENTS: Devices which control or limit tank pressure, such as: Pressure Relief Vent Vacuum Relief Vent Fusible Vent Frangible Vent VOID SPACE: An enclosed space inside a tank or vessel between the individual compartments. Space designed as a safety separation and not designed to normally carry product.