Module 9: Control Techniques - International Association of Fire ...
Module 9: Control Techniques - International Association of Fire ...
Module 9: Control Techniques - International Association of Fire ...
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Student Text IAFF Training for Hazardous Materials: Technician©<br />
<strong>Module</strong> 9:<br />
<strong>Control</strong> <strong>Techniques</strong><br />
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<strong>Module</strong> 9: <strong>Control</strong> <strong>Techniques</strong><br />
<strong>Module</strong> Description<br />
This module covers defensive and <strong>of</strong>fensive control methods used by hazardous materials response<br />
team members. Basic confinement techniques such as diking and damming are<br />
overviewed, while more advanced containment procedures such as plugging, patching, and<br />
overpacking are addressed in more detail. Special considerations (transfer operations, for example)<br />
are also discussed.<br />
Prerequisites<br />
• Students should have completed a hazardous materials operations level training program.<br />
• Students should have completed <strong>Module</strong> 7: Personal Protective Equipment and <strong>Module</strong><br />
8: Decontamination, and demonstrated the required competencies.<br />
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Objectives<br />
Upon completion <strong>of</strong> this module, participants will be able to:<br />
Objectives<br />
• Describe the differences between “confinement” and “containment”<br />
operations.<br />
• Describe the considerations <strong>of</strong> performing “<strong>of</strong>fensive” operations.<br />
• Describe methods used to reduce hazards before <strong>of</strong>fensive actions are<br />
taken.<br />
• Describe basic procedures for reducing hazards while engaged in<br />
<strong>of</strong>fensive operations.<br />
• Describe three basic techniques for reducing hazards <strong>of</strong> product spills/<br />
releases.<br />
• Given a pressure vessel, select the appropriate equipment and demonstrate<br />
a method <strong>of</strong> containing leaks from the following sources: fusible<br />
metal plug, fusible plug threads, sidewall <strong>of</strong> container, valve blowout,<br />
valve gland, valve inlet threads, valve seat, valve stem assembly failure.<br />
• Given a pressure vessel, demonstrate the ability to: close valves that are<br />
open, replace missing plugs, tighten loose plugs.<br />
• Demonstrate the ability to contain the following types <strong>of</strong> leaks in a 55-<br />
gallon drum: bung leak, chime leak, forklift puncture, nail puncture.<br />
• Given a 55-gallon drum, demonstrate the following overpack techniques:<br />
rolling slide-in (vee roll), slide-in, slip-over.<br />
• Given an MC 306/DOT 406, demonstrate the proper use <strong>of</strong> a dome clamp<br />
to seal a dome cover leak.<br />
• Identify methods, equipment and considerations in controlling a fire in an<br />
MC 306/DOT 406 aluminum shell tanker.<br />
• Describe at least one method for containing the following types <strong>of</strong> leaks<br />
in MC 306/DOT 406, MC 307/DOT 407, MC 312/DOT 412, tankers:<br />
dome cover leak, irregular shaped hole, puncture, split or tear.<br />
• Describe three product removal and transfer considerations for the<br />
following overturned tankers: MC 306/DOT 406, MC 307/DOT 407,<br />
MC 312/DOT 412, MC 331, MC 338.<br />
• Describe three safety considerations in product transfer operations.<br />
• Identify the maintenance and inspection procedures for the tools and<br />
equipment used for mitigation by the jurisdiction, according to the<br />
manufacturer.<br />
NFPA<br />
Standards<br />
NFPA 472 1-2<br />
NFPA 472 4-3.1<br />
NFPA 472 4-3.2<br />
NFPA 472 4-5.1<br />
NFPA 472<br />
4-3.5.1<br />
NFPA 4-4.3.1<br />
NFPA 472<br />
4-4.3.2<br />
NFPA 472<br />
4-4.3.3<br />
NFPA 472<br />
4-4.3.4<br />
NFPA 472<br />
4-4.3.8<br />
NFPA 472<br />
4-4.3.9<br />
NFPA 472<br />
4-4.3.10<br />
NFPA 472<br />
4-4.3.10<br />
NFPA 472<br />
4-4.3.7<br />
NFPA 472<br />
4-4.3.5<br />
OSHA<br />
Standards<br />
29 CFR 1910.120<br />
(q) (6) (iii) (F)<br />
29 CFR 1910.120<br />
(q) (6) (iii) (F)<br />
29 CFR 1910.120<br />
(q) (6) (iii) (F)<br />
29 CFR 1910.120<br />
(q) (6) (iii) (F)<br />
29 CFR 1910.120<br />
(q) (6) (iii) (F)<br />
29 CFR 1910.120<br />
(q) (6) (iii) (F)<br />
29 CFR 1910.120<br />
(q) (6) (iii) (F)<br />
29 CFR 1910.120<br />
(q) (6) (iii) (F)<br />
29 CFR 1910.120<br />
(q) (6) (iii) (F)<br />
29 CFR 1910.120<br />
(q) (6) (iii) (F)<br />
29 CFR 1910.120<br />
(q) (6) (iii) (F)<br />
29 CFR 1910.120<br />
(q) (6) (iii) (F)<br />
29 CFR 1910.120<br />
(q) (6) (iii) (F)<br />
29 CFR 1910.120<br />
(q) (6) (iii) (F)<br />
9-4 <strong>Module</strong> 9: <strong>Control</strong> <strong>Techniques</strong>
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Instructor Preparation<br />
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<strong>Module</strong> 9<br />
Prerequisite Quiz<br />
1. Most 55-gallon drums have openings in the top fitted with plugs and caps. These openings<br />
are called:<br />
A. Bungs<br />
B. Chimes<br />
C. Vents<br />
D. None <strong>of</strong> the above<br />
2. The best type <strong>of</strong> control technique for trapping solid materials floating on running water<br />
is:<br />
A. An overflow dam<br />
B. An underflow dam<br />
C. A dike<br />
D. None <strong>of</strong> the above<br />
3. Oxygen gas would most likely be transported in which type <strong>of</strong> tank car?<br />
A. Pressure tank car<br />
B. Non-pressure tank car<br />
C. Cryogenic liquid tank car<br />
D. High pressure tube car<br />
4. Which <strong>of</strong> the following is usually built to contain releases on land?<br />
A. Booms<br />
B. Dams<br />
C. Diversion pits<br />
D. Dikes<br />
5. Which <strong>of</strong> the following statements is true <strong>of</strong> overpacking?<br />
A. Overpacking should only be used on 55-gallon drums.<br />
B. Leaking drums do not need to be sealed before they are overpacked.<br />
C. Overpack drums must be marked.<br />
D. Overpack drums must be made <strong>of</strong> plastic.<br />
6. Which <strong>of</strong> the following control techniques are fire fighters usually responsible for?<br />
A. Off-loading<br />
B. Venting and burning<br />
C. Product transfer<br />
D. None <strong>of</strong> the above<br />
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7. Which <strong>of</strong> the following control techniques involves releasing gas vapors into the atmosphere<br />
to reduce tank pressure?<br />
A. Vapor flaring<br />
B. Hot tapping<br />
C. Cold tapping<br />
D. Venting<br />
8. Which <strong>of</strong> the following items is <strong>of</strong>ten used as an adsorbent?<br />
A. Sand<br />
B. Sawdust<br />
C. Cat litter<br />
D. Clay<br />
9. Cargo tanks can be constructed from any <strong>of</strong> the following materials. Which one is s<strong>of</strong>test<br />
and will puncture most easily?<br />
A. Aluminum<br />
B. Quenched and tempered steel<br />
C. Mild steel<br />
D. Stainless steel<br />
10. Which type <strong>of</strong> tank car is the most common?<br />
A. Pressure tank cars<br />
B. Non-pressure tank cars<br />
C. Cryogenic liquid tank cars<br />
D. High pressure tube cars<br />
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Introduction<br />
Questions<br />
1. What is the difference between “confinement” and<br />
“containment”?<br />
2. What are three ways an overpack drum can be used?<br />
3. Why are frangible disks designed to fail completely at<br />
specified pressures?<br />
You should conduct a hazard analysis at every emergency<br />
response. A hazard analysis helps you determine what, if<br />
any, <strong>of</strong>fensive interventions are needed. At every incident,<br />
your response team should ask:<br />
• What is the product?<br />
• How much is there? (A lot/a little)<br />
• What is it doing? (Leaking product, releasing energy,<br />
stressed?)<br />
• Where is it going?<br />
• How is it getting there? (Airborne, pressure, liquid,<br />
heat, etc.)<br />
• Who or what is threatened? (Responders, public, environment)<br />
• What will happen next? (Nothing? Get worse?)<br />
• What will happen if nothing is done?<br />
• Can we protect the threatened?<br />
• How? (Defensive or <strong>of</strong>fensive?)<br />
• When? (Can we wait?)<br />
• With what? (Do we have the equipment and personnel?)<br />
• At what risk? (Is it worth it?)<br />
Asking the simple question, “What will happen if we do<br />
nothing?” can sometimes save a great amount <strong>of</strong> risk, cost,<br />
and aggravation. In some cases, no action is the best<br />
action. This is not to say hazardous materials teams should<br />
do nothing, but the idea that <strong>of</strong>fensive actions are always<br />
indicated should be discarded. Instead, determine what<br />
dangers actually exist and balance them against what<br />
actions can be taken to reduce them. The response action<br />
steps outlined in Appendix B and the corresponding forms<br />
will help you balance risk versus benefit.<br />
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Safety<br />
General Hazards<br />
Besides obvious chemical hazards, other hazards may exist.<br />
They include:<br />
• Physical hazards include slip/trip hazards, narrow<br />
walkways, ladders, or electrical lines. If these hazards<br />
are apparent, take extreme care. Better yet, investigate<br />
an alternative means <strong>of</strong> access.<br />
Sharp edges on or near containers may snag or puncture<br />
protective garments. Extra heavy overgloves and boots<br />
or outer suit covers may be needed.<br />
Many containment operations require extensive physical<br />
effort. Making these efforts in chemical protective<br />
clothing is difficult at best, so the performance <strong>of</strong> the<br />
entry team should be carefully monitored.<br />
• Environmental hazards are obvious, but <strong>of</strong>ten overlooked.<br />
Heat, cold, rain and snow will affect your<br />
efficiency and working time, requiring you to make<br />
adjustments. Also be aware that operations may start in<br />
light, but continue into darkness; make sure you have<br />
appropriate lighting on hand.<br />
• Container hazards <strong>of</strong>ten cause injuries. A leaking<br />
container indicates that some type <strong>of</strong> stress has occurred.<br />
Determining the source <strong>of</strong> stress causing the<br />
breach can help you predict future container behavior.<br />
Pressure vessels are exceptionally dangerous. In addition<br />
to the hazard itself, the container may rupture.<br />
• Container stability is extremely critical. All the<br />
protective clothing available will not protect you if a<br />
container falls on you. Assess the stability <strong>of</strong> a container<br />
and correct it, if necessary, before you begin<br />
containment operations.<br />
• Container integrity is an issue because if the container<br />
has already been breached, it has lost some <strong>of</strong> its integrity.<br />
The container must be able to support the contain-<br />
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ment techniques you chose. For example, a tank leaking<br />
product because <strong>of</strong> extensive corrosion will probably<br />
not withstand the application <strong>of</strong> a bandage device.<br />
The device itself may cause further damage.<br />
• Energy releases must be prevented when you are<br />
working in the Hot Zone. Recognize that the container<br />
itself may contain energy in the form <strong>of</strong> pressure. In<br />
industrial settings, other energy sources like motors,<br />
fans, presses, or heaters may activate automatically. Be<br />
sure any electrical equipment is locked and tagged out<br />
before you begin work.<br />
Ignition sources should also be controlled as a matter <strong>of</strong><br />
procedure, regardless <strong>of</strong> the flammability hazards.<br />
Basic Safety Procedures<br />
Regardless <strong>of</strong> product or container, some basic safety<br />
procedures should be followed.<br />
• Have a plan. Have a clear understanding <strong>of</strong> what you<br />
are trying to accomplish. As a team, you have a duty to<br />
each other and to yourself to develop a plan and delegate<br />
responsibility appropriately. If a plan cannot be<br />
implemented because <strong>of</strong> unforeseen circumstances, the<br />
team should back out and regroup, rather than going<br />
ahead with an impromptu plan.<br />
• Stay away from the product. Walk around puddles,<br />
avoid kneeling in product or leaning on things, and stay<br />
away from escaping gas plume. These practices should<br />
become second nature to experienced responders. Team<br />
members should watch out for each other.<br />
• Have correct tools available. Labor saving devices<br />
like drum levers, dollies, and handcarts can prevent<br />
stress.<br />
• Reduce leaks before containing them. Many leaks/<br />
releases can be minimized or even eliminated by simply<br />
re-orienting the container. Containers leaking liquids<br />
can be rolled so that the breach is above product level.<br />
Containers <strong>of</strong> liquefied gases that are leaking liquid<br />
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product can <strong>of</strong>ten be moved so the breach is in the<br />
vapor space.<br />
• Protect against fire. Whenever working with or near<br />
flammable products, have charged lines <strong>of</strong> adequate<br />
caliber and an established water supply. Based on the<br />
degree <strong>of</strong> hazard, consider having charged foam lines.<br />
• Stay alert. In the heat <strong>of</strong> the moment, responders<br />
sometimes develop tunnel vision. A single minded<br />
focus on a leak may blind you to other hazards such as<br />
a hole just in front <strong>of</strong> you, or a low bridge ahead. Force<br />
yourself to step back and survey the entire scene and<br />
carefully note changing conditions.<br />
Activity<br />
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Confinement vs.<br />
Containment<br />
Confinement and containment are sometimes used interchangeably,<br />
but there is a difference. Confinement refers<br />
to actions taken to keep a material in a defined or local<br />
area. Containment refers to actions taken to keep a material<br />
in its container.<br />
Confinement<br />
Confinement is the process <strong>of</strong> limiting a product spill (an<br />
air release, solid or liquid) to the smallest possible area.<br />
Confinement can <strong>of</strong>ten take place away from the actual<br />
product itself, and therefore is defensive. Well equipped,<br />
well trained operational personnel (first responders as well<br />
as hazardous material technicians) should be capable <strong>of</strong> a<br />
variety <strong>of</strong> confinement activities. Always consider confinement<br />
techniques before you attempt containment.<br />
General Confinement <strong>Techniques</strong><br />
Solids are perhaps the easiest products to confine. With the<br />
possible exception <strong>of</strong> dusts, they usually remain where they<br />
fall. Site control is one confinement technique. You can<br />
also lay plastic sheeting or tarps over the spill to keep wind<br />
and rain from dispersing the product.<br />
Liquids present more challenges to responders. Liquids<br />
spread, based on terrain and viscosity. They can also be<br />
absorbed into surfaces.<br />
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• Diking or damming is perhaps the easiest method to<br />
confine a liquid spill. A barrier (dirt, absorbent booms,<br />
plastic wrapped hose, sand, etc.) is placed ahead <strong>of</strong> the<br />
spill to prevent it from spreading. This keeps the area<br />
involved to a minimum and reduces the surface area<br />
available for volatile liquid evaporation.<br />
• Absorption/adsorption can be used with or instead <strong>of</strong><br />
diking and damming. This involves the use <strong>of</strong> another<br />
material placed directly on the liquid. The liquid either<br />
completely soaks into the product (absorbs) or adheres<br />
to the surface (adsorbs). This also prevents the flow<br />
and spread <strong>of</strong> the product and can make cleanup easier.<br />
• Diversion channels liquids to another, less sensitive<br />
area. On land, this is accomplished by dikes placed<br />
ahead <strong>of</strong> the spill to force the flow to another area. On<br />
water, booms may be placed across the flow <strong>of</strong> water to<br />
direct a lighter than water product.<br />
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• Retention is the act <strong>of</strong> holding liquids until they can be<br />
neutralized, diluted or removed. Building a circular<br />
dike around a drum creates a retention pit for the<br />
product. Products may also be diverted to another more<br />
suitable area for retention.<br />
• Dispersion uses special agents to break up non-soluble<br />
liquids spilled in water. Dispersant agents are commonly<br />
used on hydrocarbons (e.g., oil spills at sea), but<br />
do not change the hazard itself.<br />
Gases and vapors present the most difficult challenges to<br />
responders. Gases and vapors spread based on their properties,<br />
the terrain, and the weather. They also present the<br />
greatest risk to the public because they may travel long<br />
distances from the site and manifest no warning signs such<br />
as odor or taste.<br />
• Confining a liquid spill to a small area by damming or<br />
diking will drastically reduce vapor production. There<br />
are two other basic methods <strong>of</strong> confining a gas/vapor<br />
release.<br />
• Suppression is used on liquids that are producing<br />
hazardous vapors. The most common type <strong>of</strong> vapor<br />
suppression uses fire fighting foams on liquid fuel<br />
spills. Foam blankets the spill and prevents or reduces<br />
vapor production. Special foams for use on corrosives<br />
are also available. Suppressing vapors does not change<br />
or eliminate the hazard permanently; rather it reduces<br />
the immediate hazard and allows responders time for a<br />
better planned response.<br />
<strong>Fire</strong> fighting foam used on a gasoline spill to suppress vapors<br />
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• Vapor dispersion consists <strong>of</strong> moving gas/vapor to<br />
another area or diluting its concentration in air to<br />
reduce its hazardous effects. <strong>Fire</strong> fighters are taught<br />
that a large caliber fog stream can move great amounts<br />
<strong>of</strong> air via hydraulic ventilation. This same principal can<br />
be applied to gas/vapor releases. Remember that this<br />
method will only move the hazard to another area or<br />
reduce its concentration, and that may be all that is<br />
necessary to protect the endangered area. When fog<br />
streams are used on water soluble gases/vapors, the<br />
product itself may be absorbed by the water. This may<br />
cause a residual hazardous, evaporating solution; but<br />
again, it may be necessary for the protection <strong>of</strong> an area.<br />
Containment<br />
Containment usually refers to stopping or slowing a leak<br />
from a container. It can also refer to chemically changing a<br />
hazardous material to another, less hazardous material to<br />
reduce its dangerous properties.<br />
Containment <strong>Techniques</strong> and Equipment<br />
Containment activities usually involve contact with a<br />
hazardous product and requires that attention be given to<br />
proper PPE/CPC selection and decontamination.<br />
• Neutralization involves adding a different chemical to<br />
the spilled chemical to reduce or eliminate the hazards.<br />
This method is mainly used with corrosives. This<br />
technique produces—in addition to the two original<br />
chemicals—a chemical reaction from the neutralization<br />
process, and a new, neutralized product. To select the<br />
proper PPE, you must research the original chemical,<br />
the neutralizing chemical, and resultant chemical.<br />
Neutralization is not always an effective way to mitigate<br />
a spill and can create more problems than it solves.<br />
It can also be extremely dangerous. Neutralization<br />
should only be attempted by experienced teams with<br />
appropriate equipment and training. Obtain outside<br />
resources to ensure a safe process.<br />
• Overpacking is the process <strong>of</strong> putting the damaged<br />
container and its contents into an undamaged container.<br />
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Overpack containers are typically 85-gallon plastic or<br />
metal drums with sealable tops. Overpacking is typically<br />
used with leaking 55-gallon drums, but can also<br />
be used for smaller containers such as jars, pails, carboys,<br />
bags, and bottles. Overpacking is also used to<br />
store used absorbents.<br />
When using an overpack container, be sure to:<br />
• Use a drum made <strong>of</strong> material that is compatible<br />
with the hazardous substance.<br />
• Use a drum large enough to contain the leaking<br />
container and any spilled product.<br />
• Label the container with the name <strong>of</strong> the spilled<br />
product and the words “Salvage Drum.”<br />
• Avoid placing too much product in the overpack<br />
drum, which could cause overpressurization and<br />
leaks.<br />
Pressure containers can be overpacked with specialized<br />
overpack devices. These devices are extremely expensive<br />
and not usually carried by response agencies.<br />
• Plugging is placing an object into an opening on a<br />
container, whether it is an engineered opening (e.g.,<br />
valve stem) or a stress related breach (e.g., puncture,<br />
rip, tear). Plugging devices can be made on-scene or<br />
commercially purchased. Items used are wooden<br />
wedges, dowels, and tapered cones, expandable rubber<br />
stoppers, pneumatic operated neoprene plugs, screwlike<br />
devices—almost anything that is resistant to the<br />
chemical and can be tightly fitted into the opening.<br />
Pneumatic plugs ranging in size from a few inches to<br />
over three feet are available for large holes or pipe<br />
breaches.<br />
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Student Text<br />
• Patching is the placement <strong>of</strong> a material over an opening<br />
in a container. Again, these devices can be purchased<br />
commercially or made by responders. Patching items<br />
used include neoprene or rubber gasket material with<br />
webbing, epoxy/glue patches, and sections <strong>of</strong> containers<br />
cut to fit various curves. There are many pre-made kits<br />
available for use in plug and patch operations. Some<br />
manufacturers produce kits that contain various sizes <strong>of</strong><br />
rubber stoppers, cone wedges, molly bolts for use with<br />
stoppers, different sizes and materials <strong>of</strong> gaskets, epoxy<br />
patches and web-type clamps. These can be used on<br />
smaller leaks on any size container.<br />
• Bandages can be used with, or instead <strong>of</strong> patches.<br />
Bandages, which are usually made <strong>of</strong> flexible metal,<br />
encircle the container to hold a patch in place. They<br />
can be pneumatically operated, tied, twisted, or tightened<br />
by toggle bolts.<br />
• Auxiliary closure devices are meant to be used when<br />
an engineered opening such as a valve, cover, or<br />
manway has been breached. Dome cover clamps are<br />
typically used on the manways <strong>of</strong> road liquid cargo<br />
tanks. They fit over the dome cover <strong>of</strong> a manway and<br />
tighten down to press the cover back into position. If<br />
the leak is caused by a faulty or missing gasket, dome<br />
cover clamps may not stop the release completely.<br />
Dome clamps can be purchased in varying sizes. It is<br />
advisable to carry more than one size and to carry<br />
enough to control breaches in all size covers you may<br />
encounter in your jurisdiction. Kits are available for<br />
cylinders that allow you to place a hood over a leaking<br />
valve. This hood contains another valve which can then<br />
be closed.<br />
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Activity<br />
• Sealants are clay-like, chemically-resistant materials<br />
that can be used like putty to seal leaks from small<br />
holes or tears, or to seal the area around a leaking<br />
plugging device. They can be a quick and effective<br />
means to seal small leaks before overpacking or bandaging,<br />
however they may not be effective when the<br />
head pressure increases. Commercial sealants are<br />
available from a variety <strong>of</strong> sources. Most are resistant<br />
to fuels, and specialized corrosive resistant types can be<br />
purchased.<br />
• Engineered and provided methods refers to devices<br />
that are built into the container. Many fixed facility<br />
containers have redundant valve systems which means<br />
the product can be shut <strong>of</strong>f at more than one place. If<br />
you can find a product control flow valve, you may be<br />
able to stop the flow without direct intervention. Always<br />
check with the container owner or specialist to<br />
determine that closing a valve will not cause a problem<br />
elsewhere.<br />
The Chlorine Institute developed specialized containment<br />
kits for cylinders and tanks transporting their<br />
product. The “Chlorine A Kit” is designed to handle<br />
cylinders with a capacity <strong>of</strong> up to 150 lbs. The “Chlorine<br />
B Kit” is designed to handle one ton cylinders and<br />
the “Chlorine C Kit” is designed to handle leaks from<br />
dedicated rail cars <strong>of</strong> chlorine. Chlorine kit instructions<br />
as well as manuals on chlorine, can be obtained from<br />
the Chlorine Institute, 2001 L St., N.W., Washington,<br />
D.C. 20036.<br />
These kits contain a variety <strong>of</strong> materials and can be<br />
used to seal almost any kind <strong>of</strong> leak from a pressure<br />
cylinder <strong>of</strong> chlorine. They are large, heavy and very<br />
specialized but they do come with an excellent set <strong>of</strong><br />
instructions and procedures. If a jurisdiction intends to<br />
use one or more <strong>of</strong> these kits, it is mandatory that you<br />
train with them on a regular basis and maintain pr<strong>of</strong>iciency<br />
in their use. An emergency scene is not the<br />
place to learn how to use these items.<br />
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Purchasing Containment Equipment<br />
There is a variety <strong>of</strong> containment equipment available<br />
commercially, ranging from relatively inexpensive rubber<br />
stoppers and wooden wedges, to expensive pneumatic plugs<br />
and bandages and specialized kits for cylinders.<br />
Your primary concern, after your safety, is whether the<br />
plug, patch or other containment item will resist the leaking<br />
product. It is <strong>of</strong> little value to contain a leak, only to have<br />
the containment device dissolve.<br />
Based on your hazard analysis, you may need specialized<br />
containment devices and materials. Check with local<br />
industry. They deal with leaks <strong>of</strong> their products on a more<br />
frequent basis than you, and have probably developed or<br />
purchased confinement and containment devices that work<br />
effectively.<br />
You can also fabricate your own devices based on the<br />
common hazards in your area. When making or buying<br />
containment equipment, always consider the equipment’s<br />
chemical resistance and ease <strong>of</strong> use while wearing CPC.<br />
Develop a resource list <strong>of</strong> equipment available from industries<br />
in your jurisdiction. You will need access to this<br />
equipment to train and maintain pr<strong>of</strong>iciency in its use.<br />
Auxiliary Tools/Equipment<br />
There are many items used in containment activities that<br />
do not actually contain the product.<br />
• Bung wrenches are specially designed tools used to<br />
tighten the bungs and vents on drums. They are usually<br />
non-sparking.<br />
• Non-sparking tools such as wrenches, hammers and<br />
clamps are used to prevent sparking in a flammable<br />
atmosphere.<br />
• Drum levers help you upright drums by providing<br />
leverage.<br />
• Drum dollies/carts are designed to help you move<br />
drums easily. They typically slide under a container<br />
and allow you to wheel it away.<br />
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Basic <strong>Control</strong><br />
<strong>Techniques</strong><br />
Assessing Damage<br />
Use the following checklist as a guide for assessing damage,<br />
whether a release is from a cargo tank or a tank car:<br />
Cracks:<br />
• Cracks are narrow splits or breaks in material caused by<br />
fatigue or impact.<br />
• Cracks may lead to catastrophic failure in pressurized<br />
containers.<br />
Scores:<br />
• Scores are reductions in thickness when the container is<br />
indented.<br />
Gouges:<br />
• Gouges are reductions in the thickness <strong>of</strong> a container<br />
when part <strong>of</strong> the container material is removed.<br />
Dents:<br />
• Dents are deformations in a tank caused by blunt objects.<br />
• Sharp radius dents may result in cracking.<br />
Burns:<br />
• Wheel burns result from constant contact with a turning<br />
wheel which reduces the thickness <strong>of</strong> the tank car.<br />
• Rail burns result from a moving tank passing over a<br />
stationary object.<br />
• Street burns are deformations in a tank shell caused by<br />
sliding on pavement.<br />
Points to Remember:<br />
• Damage may be to outer shell only and may be difficult<br />
to assess.<br />
• Pressure containers may fail catastrophically.<br />
• Valves may not operate properly when they are in a<br />
different orientation (sideways, upside down); this may<br />
be the cause <strong>of</strong> the leak.<br />
• If you are unsure <strong>of</strong> the container status:<br />
• Get expert help.<br />
• Take all defensive measures.<br />
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<strong>Control</strong> <strong>Techniques</strong> for<br />
Non-Bulk Containers<br />
Non-bulk containers probably account for most hazardous<br />
material calls. Many times they will be empty or almost<br />
empty when you arrive. Mitigation is <strong>of</strong>ten directed to spill<br />
control or protecting undamaged containers.<br />
There are a number <strong>of</strong> ways a non-bulk container can be<br />
damaged. The container may fail completely as a result <strong>of</strong><br />
over pressurizing, shattering, or a BLEVE. Failure, however,<br />
is not usually catastrophic. It is more common for a<br />
valve to leak or a container to be punctured. Occasionally,<br />
storage <strong>of</strong> incompatible chemicals causes container failure.<br />
Generally, your spill control techniques will be limited to<br />
righting the container; tightening or closing valves, bungs,<br />
and clamps; repacking; and ensuring that pressure will not<br />
build up. Do not seal safety relief devices<br />
Mitigation Methods<br />
Many hazardous materials emergencies involve leaking 55-<br />
gallon drums. There are several methods for controlling<br />
drum leaks.<br />
Overpacking<br />
Overpacking is one <strong>of</strong> the most common control techniques<br />
for leaking 55-gallon drums. However, before you attempt<br />
an overpack, make every effort to stop the leak.<br />
Overpacking involves placing a leaking drum into a larger<br />
drum. Overpack drums are usually made specifically for<br />
this purpose. An overpack drum can be used in three ways<br />
depending on the orientation <strong>of</strong> the leaking drum. Invert<br />
the overpack drum and place it over the leaking drum. Tilt<br />
both drums horizontally, then vertically, so the overpack<br />
drum is oriented with its open top up.<br />
If the drum is horizontal, use a slide-in method. Place the<br />
open end <strong>of</strong> a horizontal overpack drum near an end <strong>of</strong> the<br />
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leaking drum. Raise the end <strong>of</strong> the leaking drum while<br />
your partner slides the overpack around the leaking drum.<br />
Then, push the leaking drum into the overpack and tilt both<br />
drums to an upright position. An alternative is a rolling<br />
slide-in or V-roll method in which you place the open end<br />
<strong>of</strong> the overpack drum under the rim <strong>of</strong> the leaking drum.<br />
Orient the drums so that they form a wide letter “V”. Push<br />
the drums from the apex <strong>of</strong> the “V” so that the rolling<br />
motion causes the leaking drum to roll into the overpack<br />
drum. Tilt both drums to an upright position.<br />
Whenever overpacking drums, consider the integrity <strong>of</strong> the<br />
leaking drum. In overpack operations, the container will<br />
experience a fair amount <strong>of</strong> stress. The weight <strong>of</strong> the drum<br />
should also be considered. A nearly full 35-gallon drum <strong>of</strong><br />
sulfuric acid can weigh close to 600 pounds.<br />
Plugging / Patching<br />
Plugging and patching are other techniques for controlling<br />
the flow <strong>of</strong> product.<br />
Commercial Kits<br />
Commercial kits usually contain molly bolts, screws,<br />
rubber stoppers, wedges, clamps, patches, epoxy, and other<br />
assorted items. Kits are useful for small leaks on either<br />
small or large containers. However, to use these items you<br />
must usually come in contact with the product. Also, the<br />
area around the leak must be in good condition—intact,<br />
strong, and not corroded.<br />
Bandages<br />
Metal, rubber, or plastic bandages can be wrapped around<br />
containers to make a seal. However, they must <strong>of</strong>ten be<br />
inflated to press against container and seal tightly. In<br />
addition, the area the bandage is applied to must be relatively<br />
strong.<br />
Pneumatic Plugs<br />
Pneumatic plugs can be used for mitigating pipe leaks.<br />
They range from four inches to three feet in diameter, and<br />
must be inflated or expanded to work properly.<br />
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Sealants<br />
Most sealants are clay-like materials useful for filling<br />
punctures. They must be compatible with flammable<br />
liquids, and may be used in conjunction with other techniques.<br />
They are temporary at best, and may not have<br />
enough adhesion for high “head pressure”.<br />
Areas <strong>of</strong> Drum Leaks<br />
Before you attempt to plug or patch a drum, consider the<br />
effect <strong>of</strong> this action. Many drums will be empty or almost<br />
empty when you arrive. Drums can leak for a number <strong>of</strong><br />
reasons and from a number <strong>of</strong> locations. If a drum is<br />
leaking from corrosion, a plug or patch application may<br />
cause further damage. It may be best to overpack without<br />
initial containment.<br />
Drums <strong>of</strong>ten leak from bungs, the small round holes in the<br />
top <strong>of</strong> the drum. If a drum is leaking from a bung, roll the<br />
drum so that the leak is above the product, then tighten the<br />
bung with the appropriate wrench. Many times, this will be<br />
all you need to do to control a leak.<br />
If a drum is leaking at the chime (the rim), upright the<br />
drum so most <strong>of</strong> the product is below the leak.<br />
If a drum is breached on the side, and overpacking is not<br />
possible, a plug or patch may be the best solution. Position<br />
the drum so that the breach is above the product. Sometimes<br />
a combination <strong>of</strong> plugging and patching will ensure a<br />
complete seal.<br />
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Small punctures, like nail punctures, are <strong>of</strong>ten hidden.<br />
Expose them by laying the drum on its side and observing<br />
for the location <strong>of</strong> the leak. Then orient the puncture above<br />
the product. Sealants or plugs usually work well with<br />
punctures.<br />
Cylinders<br />
Chlorine A and B kits are available for controlling chlorine<br />
and container leaks. These kits are used to control valve<br />
and plug leaks in 100-150 lb. chlorine cylinders (A kit) or<br />
ton containers (B kit). Kits may be used on similar sized<br />
cylinders, regardless <strong>of</strong> product. Chlorine leaks are controlled<br />
by placing caps over the leak area and forcing them<br />
into place with leverage from parts attached to the tank.<br />
You must be trained to apply these kits. If your department<br />
has them, make sure you receive regular training in their<br />
use.<br />
Plugging/Patching Pressure Vessels<br />
Containing leaks from pressurized vessels such as cylinders<br />
can be risky, depending on the product, the amount <strong>of</strong><br />
pressure <strong>of</strong> the container, and the possibility <strong>of</strong> vapor<br />
clouds obscuring your vision.<br />
These situations are difficult because <strong>of</strong> the specialized<br />
tools required to control pressure leaks. Most <strong>of</strong> these<br />
devices are designed for specific containers and consist <strong>of</strong> a<br />
screw-on apparatus that allows the pressure to escape until<br />
a control valve is closed. If you have access to these tools,<br />
you should practice using them on non-leaking vessels.<br />
First, practice without protective clothing until the parts and<br />
procedures are familiar. Then practice wearing gloves and<br />
SCBA. Finally, practice in full drills with chemical protective<br />
clothing. Cylinders filled with compressed air can<br />
provide more realistic training.<br />
Leaks from pressure relief valves are not breaches. Pressure<br />
relief devices are designed to safely release container<br />
pressure and to protect container integrity. Sealing them in<br />
any way may increase stress on the container system.<br />
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<strong>Control</strong> <strong>Techniques</strong><br />
for Cargo Tanks<br />
Over the road cargo tanks are found in almost every jurisdiction<br />
in North America. Carriers include non-pressure<br />
and low-pressure tanks, high-pressure cargo tanks, corrosive<br />
liquid carriers, and cryogenic liquid carriers.<br />
Types <strong>of</strong> Leaks<br />
Piping/Valve Leaks<br />
Leaks from valves and intake and discharge piping are<br />
relatively common on cargo tanks. They can be caused by<br />
lack <strong>of</strong> proper maintenance or by direct impact damage.<br />
You must fully understand the purpose and uses <strong>of</strong> various<br />
valves and pipes you may encounter. If at all possible,<br />
contact persons familiar with the tanker such as the driver,<br />
shipper, or carrier company. They can help you properly<br />
stop a piping or valve leak.<br />
Piping leaks can be stopped by either closing valves or<br />
tightening packing. If piping is leaking, it is better to close<br />
a valve before the leak than to seal the leak. This containment<br />
method limits product contact and risk.<br />
The type <strong>of</strong> tanker and its product will have a substantial<br />
effect on operations. MC 306/DOT 406 and MC 307/DOT<br />
407 cargo tanks use gravity for <strong>of</strong>f-loading, minimizing<br />
piping pressure.<br />
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MC 312/DOT 412 tankers use gravity and/or internal tank<br />
pressure to <strong>of</strong>f-load. Pressure in piping may be near 75 psi.<br />
Leaking corrosives can cause additional chemical stress to<br />
the outside <strong>of</strong> the tank, piping or valves.<br />
Activity<br />
Dome Cover Leaks<br />
A dome cover may become loose and leak as a result <strong>of</strong> a<br />
rollover. Dome cover clamps are used to stop this type <strong>of</strong><br />
leak. Cargo tanks, when not on their wheels, may be<br />
unstable. They may also have suffered physical container<br />
damage. If other damage to the container is not a problem<br />
and the tank is stable, you can apply the appropriate size<br />
dome clamp. Obviously, you will not be able to upright the<br />
tank.<br />
Physical hazards <strong>of</strong> the product become a serious concern<br />
in clamp operations because you will most likely have<br />
considerable product contact during approach and containment<br />
activities. Slip hazards will almost always be present.<br />
Access may also present a problem. If the tank has rolled<br />
over, the covers may be beneath the tank. If the tank has<br />
not rolled over, you may have to use a ladder to safely<br />
access the dome cover.<br />
Tears/Irregular Holes/Punctures<br />
Breaches in cargo tank bodies can be caused by vehicular<br />
accident, rollover, or impact with other objects such as<br />
forklifts. Depending on the location <strong>of</strong> the breach, releases<br />
can range from 2,500 gallons in a single compartment to<br />
over 7,000 gallons from multiple compartments. These<br />
types <strong>of</strong> leaks are commonly handled by hazardous materials<br />
teams.<br />
Most <strong>of</strong> these breaches can be controlled with the same<br />
methods used on smaller liquid containers like drums.<br />
However, you must plan for potential hazards <strong>of</strong> a large<br />
volume release because <strong>of</strong> the size <strong>of</strong> the containers.<br />
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Although control techniques for drums are similar for tanks,<br />
tank breaches may be larger or require more control materials.<br />
You can purchase bandages developed specifically for<br />
use with cargo tanks or large quantities <strong>of</strong> absorbents.<br />
If the leak is above the product line, containment will be<br />
relatively easy. You will be able to apply the appropriate<br />
plug, patch and/or bandage with minimal product contact.<br />
As always, determine container integrity, especially in the<br />
area <strong>of</strong> the patch or plug. This may be difficult, however,<br />
depending on the size <strong>of</strong> the tank and location <strong>of</strong> the<br />
breach.<br />
If the leak is below the product line, significant product<br />
release may be occurring during containment operations.<br />
You may not be able to apply plugs and/or patches because<br />
<strong>of</strong> the force <strong>of</strong> product flow caused by head pressure.<br />
Containing leaks <strong>of</strong> large volume flow is difficult at best,<br />
and will result in contamination <strong>of</strong> the entry team.<br />
Another problem that may develop is the product’s reaction<br />
with the outside container. Corrosives tanks are generally<br />
stainless steel or steel construction lined with butyl rubber<br />
or some other resistant material. If an MC 312/DOT 412<br />
has had a breach in that liner, the corrosive will contact the<br />
steel outside the container and possibly work its way between<br />
the liner/tank interface, seriously reducing the structural<br />
integrity <strong>of</strong> the container.<br />
Vents/Relief Valves/Rupture Disk Leaks<br />
Vents are designed to allow normal vapor release. They are<br />
engineered to prevent leaks <strong>of</strong> liquid product if there is a<br />
rollover. If liquid is being released from a vent, it has<br />
probably failed. You must consult with container specialists<br />
and assess the risks fully to determine why the vent is<br />
leaking and the ramifications <strong>of</strong> containing the leak.<br />
Relief valves are designed to operate in case a container is<br />
overpressurized. MC 338 cargo tanks’ (cryogenic carriers)<br />
relief valves or vents normally operate as the product inside<br />
vaporizes, increasing pressure inside the vessel. If the<br />
cargo tank is not a cryogenic carrier and the relief valve is<br />
operating, you should find out why. Do not try to contain<br />
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relief valve releases. If the vapors are causing a hazard,<br />
then efforts should be defensive.<br />
Rupture and frangible disks are designed to fail completely<br />
at a specified pressure. The theory is that a large release<br />
through these devices is preferable to a container failure. If<br />
these devices have activated, product release will be large<br />
because <strong>of</strong> internal pressure. Determine the cause <strong>of</strong> the<br />
release before considering any action.<br />
In all <strong>of</strong> the above cases, engineered safety devices have<br />
activated. Preventing their operation will result in further<br />
container stress. You must find out and correct the cause <strong>of</strong><br />
the release before taking any containment action.<br />
Inspecting Damaged<br />
Cargo Tanks<br />
Damaged cargo tanks must be thoroughly inspected to<br />
determine the type and extent <strong>of</strong> damage sustained. These<br />
inspections can be performed by Technicians who have the<br />
background training in this area. Personal protective<br />
equipment must be worn during the inspection.<br />
Examine all accessible surfaces for the type, location,<br />
direction, and extent <strong>of</strong> damage. If you cannot see the<br />
entire surface <strong>of</strong> the damaged cargo tank, reinspect it<br />
during and after surrounding materials have been removed,<br />
or when the tank is lifted or uprighted. You must be experienced<br />
enough to determine the possible damage to the tank<br />
based on its position (i.e., on s<strong>of</strong>t ground or hard/sharp<br />
surfaces).<br />
Jacketed cargo tanks are difficult to inspect without removing<br />
the jackets. Lack <strong>of</strong> damage to the jacket usually<br />
indicates that the tank has not been damaged.<br />
Guidelines<br />
Damage assessment and mitigation is generally not the<br />
responsibility <strong>of</strong> fire department personnel unless specialized<br />
training has been provided. The following guidelines<br />
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are for background information only. Do not attempt<br />
these procedures unless you have been thoroughly<br />
trained.<br />
To inspect damaged pressure cargo tanks:<br />
1. Examine all accessible surfaces for cracks, scores,<br />
gouges, and dents. Pay close attention to these types <strong>of</strong><br />
damage that occur in the longitudinal direction.<br />
2. Look for cracks on the tank. Relatively large cracks are<br />
visible to the naked eye. For smaller cracks, the use <strong>of</strong><br />
a dye penetrant may be necessary. Since material <strong>of</strong>ten<br />
seeps through even small cracks, look for signs <strong>of</strong><br />
frosting or clear liquid on the tank surface.<br />
3. For each dent:<br />
• Identify dents that have scores or gouges associated<br />
with them and those that cross a weld. (Dents with<br />
scores or gouges and/or dents that cross welds are<br />
the most dangerous.)<br />
• Examine each point <strong>of</strong> minimum curvature for<br />
cracks and, using a dent gauge, measure and record<br />
the curvature <strong>of</strong> all dents, no matter how small.<br />
4. For each score or gouge:<br />
• Measure the depth <strong>of</strong> each score or gouge on the<br />
tank to determine the extent <strong>of</strong> damage and risk.<br />
• Identify where each score or gouge crosses a weld.<br />
• Note when a score or gouge crosses a weld and<br />
measure the depth <strong>of</strong> the removed weld metal.<br />
(When a score or gouge crosses a weld, the damage<br />
is more critical if it removes the weld’s base metal<br />
rather than just the weld reinforcement.)<br />
• When a score or gouge crosses a weld, determine if<br />
the “heat affected zone” adjacent to the weld has<br />
been damaged. (If the score or gouge has damaged<br />
the heat-affected zone, the damage is potentially<br />
critical.)<br />
5. Determine the temperature <strong>of</strong> the tank metal by<br />
attaching a thermometer to the shell <strong>of</strong> the tank; or, if a<br />
tank is equipped with a thermometer, check the thermometer<br />
well.<br />
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6. Determine the internal pressure <strong>of</strong> the cargo tank.<br />
The internal pressure must be determined before the<br />
tank can be moved or <strong>of</strong>f-loaded in place. The pressure<br />
can be determined by:<br />
• Reading the tank’s pressure gauge<br />
• Reading the internal temperature gauge or<br />
taking the temperature <strong>of</strong> the contents and<br />
referring to vapor pressure/temperature<br />
graphs specific to the tank contents<br />
If neither temperature nor pressure can be measured,<br />
estimate the temperature based on ambient<br />
temperature. (Remember that the temperature <strong>of</strong><br />
the tank’s contents may lag behind ambient temperatures<br />
by up to six hours.) Since tank contents<br />
may stratify into different temperature layers,<br />
pressure estimated from temperature readings may<br />
be lower than the actual pressure. Internal pressures<br />
in empty cargo tanks that contain residual vapors<br />
may be equal to pressures in loaded cargo tanks.<br />
Vapor pressure/temperature graphs are available<br />
from the Compressed Gas Handbook, the shipper,<br />
or the manufacturer <strong>of</strong> the material. When pressures<br />
are shown as absolute pressure, subtract 14.7<br />
to convert them to gauge pressure.<br />
Many products are shipped under pressure <strong>of</strong> an inert gas<br />
(usually nitrogen) to preserve their purity. The inert gas<br />
prevents the material from reacting with air or moisture in<br />
air. Tanks used to ship materials this way are usually<br />
marked with a warning near the dome cover. Ambient<br />
temperature and low vapor pressure <strong>of</strong> the product may<br />
also indicate that the product is under pressure <strong>of</strong> an inert<br />
gas. When a product is shipped under pressure <strong>of</strong> an inert<br />
gas, vapor pressure/temperature graphs will not provide<br />
accurate estimations <strong>of</strong> internal tank pressure.<br />
Even if you have conducted a thorough assessment, never<br />
assume you have identified all the damage. Container<br />
weakness cannot always be seen. As in other emergencies,<br />
the most dangerous hazards are those that are not apparent.<br />
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Inspecting and Repairing<br />
Damaged Cargo Tank Fittings<br />
Many <strong>of</strong> the problems associated with cargo tank leaks<br />
involve valves and fittings. Once you identify the product<br />
involved, the source <strong>of</strong> the release, and the personal protective<br />
equipment needed, you can begin considering control<br />
measures. Often, releases associated with fittings can be<br />
stopped by tightening a fitting or re-closing a valve or<br />
cover. However, because the majority <strong>of</strong> cargo tanks are<br />
equipped with internal valves for product discharge, very<br />
little, if any, field repair can be performed.<br />
The tables on the following pages describe, in some detail,<br />
the likely locations <strong>of</strong> leaks, probable causes for these<br />
leaks, and basic control or repair methods.<br />
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Student Text<br />
Corrective Action for Cargo Tank Fittings<br />
Location <strong>of</strong> Leak Probable Cause Basic Repair Methods<br />
MANHOLE COVER<br />
Liquid or vapor leak around<br />
manhole cover<br />
FILL HOLE COVER<br />
Liquid or vapor leak around<br />
fill hole cover<br />
TOP MOUNTED<br />
SHUTOFF VALVE<br />
Liquid or vapor valve leaking<br />
Liquid or vapor valve leaking<br />
at tank outlet<br />
BOTTOM OUTLET<br />
VALVES (internal or<br />
external)<br />
Liquid leak at flange between<br />
tank and valve<br />
Liquid leak at end <strong>of</strong> <strong>of</strong>floading<br />
pipe (s)<br />
Loose clamp ring<br />
Defective gasket<br />
Not securely closed<br />
Defective gasket<br />
Valve not completely closed<br />
Valve not seated<br />
Defective seat or threads on valve<br />
Loose flange bolts/nuts<br />
Defective gasket<br />
Internal valve not properly seated<br />
Broken internal valve<br />
Tighten bolt<br />
To be handled by a cargo tank<br />
specialist<br />
Check for zero pressure, then<br />
open and re-close (do not if the<br />
tank is on its side); or<br />
Tighten wing nuts or apply cover<br />
clamp<br />
To be handled by cargo tank<br />
specialist<br />
Close valve<br />
Tighten valve<br />
To be handled by cargo tank<br />
specialist<br />
Tighten valve bolts/nuts<br />
To be handled by cargo tank<br />
specialist<br />
Open and re-close valve<br />
To be handled by cargo tank<br />
specialist<br />
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Corrective Action for Cargo Tank Fittings<br />
Location <strong>of</strong> Leak Probable Cause Basic Repair Methods<br />
VAPOR RECOVERY<br />
VENTS<br />
Liquid leak from vapor<br />
recover line<br />
Top vent not closed<br />
Tank overloaded<br />
Open and re-close top vent<br />
Off-load product*<br />
SAFETY RELIEF<br />
DEVICES<br />
Liquid or vapor leak from<br />
safety vent<br />
Ruptured frangible disk (liquid<br />
indicated possible overload)<br />
Melted fusible plug (liquid indicates<br />
possible overload)<br />
Replace frangible disk; <strong>of</strong>f-load<br />
product if necessary*<br />
Replace fusible plug; <strong>of</strong>f-load<br />
product if necessary*<br />
Liquid or vapor leak from<br />
safety relief valve -- nonpressure<br />
tanks<br />
Defective valve<br />
Tank overloaded<br />
Replace valve<br />
Off-load product*<br />
Liquid or vapor leak from<br />
safety relief valve -- low and<br />
high-pressure tanks<br />
Defective valve<br />
Tank overloaded<br />
To be handled by industry<br />
specialist<br />
To be handled by industry<br />
specialist<br />
*Many leaks can be repaired on loaded, but not overloaded, tanks; <strong>of</strong>f-loading (or transferring) some<br />
or all <strong>of</strong> the product should be performed when the situation dictates.<br />
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Student Text<br />
Handling Damaged<br />
Cargo Tanks<br />
Mitigation Methods<br />
The following methods for handling damaged cargo tanks<br />
are prioritized from least to greatest risk. Again, do not<br />
attempt these procedures unless you have received special<br />
training.<br />
1. Make any necessary repairs and allow the vehicle to<br />
proceed to its destination for product removal. Repairs<br />
you might be able to perform include replacing bolts,<br />
gaskets, or caps. You should not attempt repairs using<br />
plugs or patches that could be dislodged.<br />
2. Move the cargo tank a short distance to an <strong>of</strong>f-loading<br />
facility or other safe area for <strong>of</strong>f-loading (only if the<br />
tank is not leaking). The hazardous materials team<br />
should follow the tanker to that location in case <strong>of</strong> a<br />
second spill.<br />
3. Off-load the materials from the damaged cargo tank to<br />
another cargo tank. This method should be performed<br />
by cargo tank specialists only.<br />
4. Drill the cargo tank for product removal (non-pressure<br />
aluminum cargo tanks only). This method should be<br />
performed by cargo tank specialists only.<br />
5. On-site disposal by flaring (compressed gases in pressure<br />
cargo tanks). This method should be performed by<br />
cargo tank specialists only.<br />
Field Product Removal Methods<br />
Field product removal methods are those techniques used to<br />
remove the contents from a damaged or overloaded cargo<br />
tank. All <strong>of</strong> these product removal methods are considered<br />
outside the legitimate responsibility <strong>of</strong> the fire<br />
department. However, overseeing the planning and<br />
implementation <strong>of</strong> these methods is within the realm <strong>of</strong><br />
fire department responsibilities.<br />
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These methods are discussed in this section to provide you<br />
with enough information to oversee these processes and<br />
recognize when inappropriate actions are taking place.<br />
Remember, protecting yourself and the community are your<br />
primary responsibilities.<br />
Field product removal methods include:<br />
• Transferring<br />
• Venting<br />
• Flaring<br />
• Venting and burning<br />
Transfers<br />
A transfer involves moving the contents <strong>of</strong> a damaged or<br />
overloaded cargo tank into a receiving tank (e.g., another<br />
cargo tank, intermodal tank, or portable tank).<br />
Often, cargo tanks involved in a rollover or other serious<br />
accident cannot withstand being uprighted if the tank is<br />
full—this is particularly true <strong>of</strong> aluminum non-pressure<br />
cargo tanks. The product must be transferred prior to<br />
uprighting and transporting the cargo tank if:<br />
• The cargo tank has been damaged to the extent that<br />
it cannot be safely uprighted or moved to an appropriate<br />
<strong>of</strong>f-loading facility.<br />
• The tank itself is sound but, due to frame or<br />
understructure damage or other mechanical damage,<br />
it cannot be safely moved; or the damage to piping,<br />
valves, or fittings is such that it cannot be repaired.<br />
• Site conditions prevent uprighting the tank (e.g.,<br />
terrain does not permit the use <strong>of</strong> air bags, cranes, or<br />
other equipment).<br />
Safety Precautions When Transferring<br />
The following safety precautions must be taken when<br />
performing a transfer:<br />
• Limit site access to required personnel only<br />
• Allow only qualified and experienced personnel to<br />
perform the work<br />
• Use appropriate personal protective equipment<br />
• Monitor site with appropriate vapor monitoring<br />
devices<br />
• Have foam, dry chemical extinguisher, and<br />
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other suitable systems ready in the event <strong>of</strong><br />
accidental release or sudden flare-up<br />
• If transferring flammable or combustible<br />
liquids (or finely divided solids) using an<br />
open system:<br />
• Ground and bond the tank<br />
• Eliminate all ignition sources and prohibit<br />
smoking in the vicinity<br />
• Eliminate or shut down electrical equipment that<br />
is not intrinsically safe<br />
• Shut <strong>of</strong>f internal combustion engines<br />
• Use an emergency shut<strong>of</strong>f system to either<br />
automatically or manually shut down the operation<br />
in the event <strong>of</strong> an unintentional release<br />
(caused by a hose failure or other malfunction)<br />
Venting, Flaring, and Venting and Burning<br />
For highway transportation, these procedures are rarely<br />
used and are generally limited to pressure cargo tanks, such<br />
as those transporting liquefied petroleum gas and other<br />
flammable products. Flaring and venting and burning are<br />
always last resort options and should only be performed by<br />
highly trained and experienced personnel, only after all<br />
other options have been examined and ruled out. Accordingly,<br />
this discussion <strong>of</strong> flaring and venting and burning is<br />
limited.<br />
Venting<br />
Venting is the process <strong>of</strong> releasing flammable and nonflammable<br />
liquefied compressed gas vapors into the atmosphere<br />
to reduce internal tank pressure. This release can be<br />
direct or (in the case <strong>of</strong> toxic products) indirect through an<br />
appropriate treatment (scrubber) or vapor recovery system.<br />
Typically, venting is used for non-flammable gases.<br />
Flaring<br />
Flaring is the controlled release and disposal <strong>of</strong> flammable<br />
materials by burning from the outlet <strong>of</strong> a flare pipe. It is<br />
used to reduce pressure, dispose <strong>of</strong> the residual vapors in a<br />
damaged or overloaded tank, or burn <strong>of</strong>f liquid when<br />
transferring the liquid is impractical.<br />
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Venting and Burning<br />
Venting and burning is a method <strong>of</strong> removing liquefied<br />
flammable compressed gases or flammable liquids from a<br />
tank by creating openings through the controlled use <strong>of</strong><br />
explosives. Explosive charges are strategically placed on<br />
the tank—one at the highest point on the tank for venting<br />
vapor and the second at the lowest point on the tank for<br />
releasing liquid. The released contents are allowed to flow<br />
into a pit for evaporation or burn-<strong>of</strong>f.<br />
Venting and burning is the last resort and is to be performed<br />
only by experienced personnel.<br />
Vacuum trucks<br />
Vacuum trucks are frequently used to remove liquid hazardous<br />
materials and waste from a response scene. They are<br />
specifically designed and rated for certain types <strong>of</strong> hazardous<br />
materials and can develop vacuum for on-loading or<br />
pressure for <strong>of</strong>f-loading. Vacuum trucks <strong>of</strong>fer the advantage<br />
<strong>of</strong> not having to develop higher pressures in the damaged<br />
container. They can also be used to vacuum material<br />
from the ground or other areas. A disadvantage is that they<br />
must be placed relatively close to the damaged container or<br />
product.<br />
Always consider the risk versus the benefit in responding to<br />
any situation that requires mitigation. You and other responders<br />
should take every conceivable precaution to<br />
reduce risk.<br />
Even though Technicians are trained to enter hazardous<br />
environments, their main focus should always be concern<br />
for operational personnel and the fire service in general—<br />
protection <strong>of</strong> themselves, the public, property and the<br />
environment...in that order. Defensive actions should be<br />
taken first. Containment activities should be done only<br />
when all other options have been exhausted or have not<br />
worked.<br />
Activity<br />
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Student Text<br />
Special Considerations<br />
<strong>Fire</strong> in MC 306/DOT 406 Cargo Tanks<br />
MC 306/DOT 406 cargo tanks are usually constructed out<br />
<strong>of</strong> aluminum and are likely to be carrying fuels. They are<br />
used in almost every jurisdiction in North America to<br />
deliver gasoline and fuel oil. <strong>Fire</strong>s involving these cargo<br />
tanks are frequent so you should prepare for them.<br />
Chemicals carried in these kinds <strong>of</strong> tankers <strong>of</strong>ten cause<br />
large fires characterized by heavy smoke and radiant heat.<br />
<strong>Fire</strong>s traveling a distance from the container, fueled by<br />
rivers <strong>of</strong> product, are also a distinct possibility. Because <strong>of</strong><br />
their aluminum construction, MC 306/DOT 406 cargo tanks<br />
will melt rather than build up internal pressures that could<br />
cause catastrophic breaching. If the tank does melt, there<br />
will be massive product released and the remaining container<br />
(if any) will become a large open-topped vessel.<br />
Non-Pressure Cargo Tank<br />
Consider these incidents the same as any large scale flammable<br />
liquid fire. Rescue <strong>of</strong> persons trapped by the fire or<br />
radiant heat should be a priority; however, it may not be<br />
possible to accomplish without a secure and adequate water<br />
supply. You will need adequate personnel to handle numerous<br />
streams. It is <strong>of</strong>ten best to use large caliber, unmanned<br />
deluge sets in areas <strong>of</strong> high risk.<br />
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These fires can be extinguished with the appropriate fire<br />
fighting foam (for hydrocarbons, AFFF or protein will<br />
work) at a specific rate for at least 15 minutes. Formulas<br />
for calculating flow rates and amounts <strong>of</strong> foam and water<br />
are contained in NFPA 11, Technical Standard <strong>of</strong> Low<br />
Expansion Foam and Combination Agents. AFFF foam<br />
will help suppress vapors after the fire is extinguished due<br />
to its film-forming capability. Whenever possible, provide<br />
barriers to escaping burning liquid. This will help reduce<br />
surface area and decrease heat production.<br />
The availability <strong>of</strong> adequate water and foam reserves is the<br />
key factor in your team’s ability to handle or extinguish a<br />
fire in MC 306/DOT 406 cargo tanks. Incident Commanders<br />
must carefully weigh their resources against their<br />
strategic goals. Water and/or foam may only be available to<br />
conduct rescue and protect exposures. If this is the case,<br />
the IC should delay extinguishing operations until adequate<br />
resources are on scene.<br />
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<strong>Control</strong> <strong>Techniques</strong><br />
for Tank Cars<br />
Damage assessment and repair on tank cars (just as on<br />
cargo tanks) should never be attempted by untrained personnel.<br />
The information in this section is provided to help<br />
you understand—not perform—procedures for controlling<br />
tank car leaks.<br />
You must receive additional training in this area before you<br />
attempt to control leaks in tank cars.<br />
Inspecting and Repairing<br />
Damaged Fittings<br />
Most unintentional releases <strong>of</strong> hazardous materials occur in<br />
non-accident situations as a result <strong>of</strong> improperly secured<br />
valves, bad gaskets, overfilled cars, other unsecured fittings,<br />
and venting from safety relief devices. Whenever a<br />
release occurs, you must work with the railroad to determine<br />
the material involved, the origin and cause <strong>of</strong> the<br />
release, and any potential problems. In addition, control<br />
activities should never be taken without proper training and<br />
appropriate personal protective equipment.<br />
Once you identify the product involved, the source <strong>of</strong> the<br />
release, and the personal protective equipment needed, you<br />
can begin considering control measures. Many releases<br />
associated with fittings can be stopped simply by tightening<br />
a valve or fitting using hand tools that are readily available.<br />
The most basic control measures for stopping releases from<br />
fittings include:<br />
• If open, close it (clockwise to close)<br />
• If loose, tighten it (clockwise to tighten)<br />
• If missing (but available), replace it<br />
The tables on the following pages describe, in more detail,<br />
the likely locations <strong>of</strong> leaks, probable causes for these<br />
leaks, and basic repair methods.<br />
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Student Text<br />
Corrective Actions for Tank Car Fittings<br />
Loading and Unloading Fittings<br />
Location <strong>of</strong> Leak Probable Cause Basic Repair Method<br />
Liquid or Vapor Valve - Ball - or Plug Type<br />
Liquid or vapor leak from Valve not completely closed Close valve<br />
threaded orifice in valve<br />
Plug loose or missing Tighten or replace plug<br />
Plug or seat worn To be handled by a tank car<br />
specialist<br />
Liquid or vapor leak from Loose flange nuts Tighten flange nuts<br />
seat between valve and<br />
the manway cover plate Bad gasket To be handled by a tank car<br />
specialist<br />
Liquid or vapor leak around Packing retainer loose Tighten packing retainer<br />
valve stem<br />
Missing split ring packing To be handled by a tank car<br />
specialist<br />
Fill Hole Cover<br />
Liquid or vapor leak around Loose cover nuts Tighten loose cover nuts<br />
hole cover<br />
Fill hole gasket damaged To be handled by a tank car<br />
or missing<br />
specialist<br />
Manway Cover<br />
Liquid or vapor leak between Loose cover nuts Tighten loose cover nuts<br />
manway nozzle and manway<br />
cover Manway gasket damaged To be handled by a tank car<br />
or missing<br />
specialist<br />
Top-Operating Mechanism (Stuffing Box) for Bottom Outlet Valve<br />
Liquid or vapor leak Loose packing gland nut Tighten packing gland nut<br />
from cover <strong>of</strong> valve<br />
Defective packing material To be handled by a tank car<br />
specialist<br />
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Bottom Outlet<br />
Liquid leak from Bottom outlet valve open Close bottom outlet valve<br />
bottom outlet cap<br />
Bottom outlet cap/plug loose Tighten bottom outlet<br />
Liquid Line Flange<br />
Corrective Actions for Tank Car Fittings (continued)<br />
Loading and Unloading Fittings<br />
Location <strong>of</strong> Leak Probable Cause Basic Repair Method<br />
Bottom outlet cap gasket To be handled by a tank car<br />
missing or defective specialist<br />
Liquid leak from flange Loose flange nuts Tighten flange nuts<br />
Missing or defective gasket To be handled by a tank car<br />
specialist<br />
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Student Text<br />
Corrective Actions for Tank Car Fittings<br />
Pressure/Vacuum Fittings<br />
Location <strong>of</strong> Leak Probable Cause Basic Repair Method<br />
Safety Relief Valve—External, Internal, or Combination<br />
Liquid or vapor leak Loose flange nuts Tighten flange nuts<br />
from joint between base <strong>of</strong><br />
valve and manway cover<br />
Liquid or vapor leak “O’’ ring or washer installed To be handled by a tank car<br />
from valve seat incorrectly or damaged from specialist; do not remove the<br />
normal wear. safety relief valve<br />
Caution: Spring may be<br />
broken and is not repairable<br />
in the field.<br />
Liquid or vapor leak Valve stem bent or broken To be handled by a tank car<br />
from valve seat specialist<br />
Safety Vent<br />
Overloaded tank Unload; to be handled by a<br />
tank car specialist<br />
Liquid or vapor leak Ruptured frangible Replace frangible disk with<br />
from opening in center (rupture disk). Liquid new disk identical to the<br />
<strong>of</strong> safety vent indicates overload or splash ruptured disk<br />
without overload<br />
Vacuum Relief Valve<br />
Liquid or vapor leak “O” ring <strong>of</strong>f seat or valve To be handled by a tank car<br />
from under deflector stem bent specialist<br />
cap<br />
Solidified product To be handled by a tank car<br />
specialist<br />
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Corrective Actions for Tank Car Fittings<br />
Fittings for Gauging<br />
Location <strong>of</strong> Leak Probable Cause Basic Repair Method<br />
Open-Type Gauging Device, Slip Tube With Quick Release or Screw Cover<br />
Liquid or vapor leak Gauging device control Close gauging device control<br />
from gauging device control valve not closed; valve valve<br />
valve orifice plug<br />
plug is loose or missing<br />
Liquid or vapor leak Loose flange nuts Tighten flange nut<br />
from joint between gauging<br />
device and manway cover plate<br />
Liquid or vapor leak Loose flange nuts Tighten flange nut<br />
from around cover at base <strong>of</strong><br />
fitting<br />
Liquid or vapor leak around Packing gland nut loose Tighten packing gland<br />
gauge rod packing gland or retainer<br />
missing<br />
Packing materials defective To be handled by a tank car<br />
specialist<br />
Closed-Type Gauging Device, Magnetic<br />
Liquid or vapor leak Broken pipe Tighten gauging device<br />
from base <strong>of</strong> gauging cover<br />
Do not remove cover.<br />
Liquid or vapor leak Loose flange nuts Tighten flange nuts<br />
from seal between gauging<br />
device and manway cover plate<br />
Closed-Typed Gauging Device, Tape-Type<br />
Liquid or vapor leak Loose flange nuts Tighten flange nuts<br />
from seal between<br />
gauging device and manway<br />
cover plate<br />
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Student Text<br />
Sample Line<br />
Liquid or vapor leak Sample line valve not closed Close sample line valve<br />
from sample line orifice<br />
or from around plug Plug missing or loose Replace and/or tighten plug<br />
Thermometer Well<br />
Damaged sample line plug To be handled by a tank car<br />
specialist<br />
Liquid or vapor leak Loose cap with damaged Tighten cap; do not remove<br />
from thermometer well cap thermometer well pipe cap<br />
Missing or defective “O” ring<br />
in cap or on nipple with<br />
damaged thermometer well<br />
pipe<br />
Liquid leaking from Damaged thermometer well To be handled by a tank car<br />
between thermometer well pipe specialist; do not tighten<br />
nipple and manway cover thermometer well nipple<br />
Thermometer well Mechanical damage to To be handled by a tank car<br />
nipple broken <strong>of</strong>f with thermometer well nipple specialist<br />
no leak<br />
Heater Coil-Internal<br />
Corrective Actions for Tank Car Fittings<br />
Miscellaneous Fittings<br />
Location <strong>of</strong> Leak Probable Cause Basic Repair Method<br />
Liquid leak from inlet Condensation from material Tighten caps<br />
or outlet pipes at bottom <strong>of</strong><br />
used for heating contents<br />
tank<br />
Washout<br />
Liquid leaking from around Flange nuts loose Tighten flange nuts<br />
seal between tank and<br />
washout plate Defective gasket To be handled by a tank car<br />
specialist<br />
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Handling Damaged Tank Cars<br />
Mitigation Methods<br />
Damaged tank cars should be handled as simply and safely<br />
as circumstances allow. The following list prioritizes<br />
control methods from least to greatest risk. All <strong>of</strong> the<br />
following shall be done by or with a tank car specialist!<br />
1. Make any necessary repairs and forward to destination.<br />
2. Move the car a short distance to a fixed loading/ unloading<br />
facility for unloading (only if the tank is not<br />
leaking).<br />
3. Conduct a field transfer—tank car to tank car.<br />
4. Conduct a field transfer—tank car to cargo tank or<br />
intermodal tank container.<br />
5. On-site treatment by flaring, neutralization, or other<br />
method.<br />
6. Hot tap the tank car to facilitate transfer, flare, or<br />
otherwise unload the car.<br />
7. Vent and burn the contents on-site.<br />
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Decision-Making<br />
and Mitigation<br />
Whether you are responding to a transportation or a fixedsite<br />
incident, you will be better able to identify the materials<br />
involved and make informed decisions about your<br />
response if you can recognize basic vehicle and container<br />
designs. Remember, however, that recognition and identification<br />
clues enable you to make educated guesses. Even<br />
when information appears to be concrete it must be viewed<br />
with caution. Always use clues in conjunction with reference<br />
materials, shipping or facility documents, and reported<br />
information before taking action.<br />
All <strong>of</strong> the recognition and identification techniques presented<br />
in this module can be reinforced with reliable information<br />
if you conduct and prepare an indepth pre-plan.<br />
Pre-planning takes much <strong>of</strong> the guesswork out <strong>of</strong> recognition<br />
and identification.<br />
Offensive Operations<br />
Decision-Making<br />
You will need to decide whether you have the training and<br />
resources necessary to undertake <strong>of</strong>fensive operations.<br />
Answering the following questions will help you make<br />
these critical decisions.<br />
• What stresses caused the breach? (e.g., chemical,<br />
mechanical or thermal); are these stresses likely to<br />
continue?<br />
• What is the identity <strong>of</strong> the product? Based on its<br />
chemical and physical properties, do you have the<br />
resources (e.g. overpack drums, foam, non-sparking<br />
tools, neutralizing chemicals) to mitigate the situation?<br />
• Assess the defensive actions you have already<br />
taken. Are these operations sufficient to ensure the<br />
safety <strong>of</strong> the public, or is an <strong>of</strong>fensive approach<br />
necessary?<br />
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• If <strong>of</strong>fensive actions are necessary, what is the risk<br />
versus the benefit to the entry team? Other responders?<br />
The public? The environment?<br />
• What are the hazards if <strong>of</strong>fensive actions are not<br />
taken? For example, is there likely to be a pressure<br />
release, or a reaction between incompatible chemicals?<br />
• Can these hazards be controlled through <strong>of</strong>fensive<br />
tactics?<br />
• Can <strong>of</strong>fensive control be done safely? Is the material<br />
stable, and can it be continuously monitored?<br />
• Are you reasonably certain that your <strong>of</strong>fensive<br />
actions will have a positive outcome? For example,<br />
will you be able to patch a hole before the material<br />
leaks completely?<br />
Activity<br />
Mitigation<br />
If you decide that:<br />
• The situation warrents <strong>of</strong>fensive tactics, and<br />
• Your team has the necessary training and resources, and<br />
• All operations can be carried out safely, then:<br />
Proceed with the <strong>of</strong>fensive containment tactics. Such actions<br />
may include:<br />
• Uprighting leaking containers<br />
• Closing and tightening caps and lids<br />
• Repositioning a container so the level <strong>of</strong> the hazardous<br />
material is below the breach<br />
• Decreasing container pressure by closing/opening a<br />
valve, or shutting down a pumping system<br />
• Blanketing with vapor suppression agents, such as foam<br />
• Neutralizing a chemical by applying another chemical<br />
• Disposing <strong>of</strong> the hazardous material in place<br />
• Using clamps or pneumatic plugs to stop dome cover<br />
leaks<br />
• Plugging or patching small holes<br />
• Applying inflatable bandages, straps, absorbents, and/or<br />
wedges to larger leaks such as gouges and splits<br />
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Safety<br />
While you are in the process <strong>of</strong> mitigating an incident,<br />
whether it is through defensive or <strong>of</strong>fensive actions, keep<br />
the following points in mind:<br />
• Larger containers may require climbing, so make sure<br />
you have sufficient harnesses/ladders/high angle equipment<br />
to do this safely.<br />
• Be aware <strong>of</strong> slip and fall hazards, particularly if large<br />
amounts <strong>of</strong> material have spilled.<br />
• Make sure the container is stablized before you attempt<br />
to control a leak; changing container orientation is<br />
usually not an option with larger containers.<br />
• Be aware <strong>of</strong> routine hazards, such as traffic.<br />
• Do not attempt to move stressed containers, especially<br />
if they are heavily loaded.<br />
Remember the order <strong>of</strong> priority:<br />
• Safety <strong>of</strong> the responder<br />
• Safety <strong>of</strong> the public<br />
• Preservation <strong>of</strong> the environment<br />
• Prevention <strong>of</strong> property loss<br />
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Application Exercise<br />
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<strong>Module</strong> 9<br />
Application Exercise<br />
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Exercise Assessment Sheet<br />
Observe the student performing this activity and complete the checklist below.<br />
Vapor Suppression/Neutralization Station Yes No<br />
Did team member take colorimetric tube readings correctly?<br />
Did team member apply sufficient foam blanket?<br />
Did team member read pH paper correctly?<br />
Did team member add soda ash properly?<br />
Did entry team use absorbents/adsorbents properly?<br />
Did entry team dispose <strong>of</strong> waste properly?<br />
General problems/issues at Vapor Suppression/Neutralization Station:<br />
______________________________________________________________________________<br />
_______________________________________________________________________________<br />
Diking Station Yes No<br />
In general, did entry team assess situation correctly?<br />
Did entry team use the appropriate tools?<br />
Did entry team consider vulnerable water sources?<br />
Did entry team build dike <strong>of</strong> sufficient strength and height?<br />
Did diking contain the leak?<br />
General problems/issues at Diking Station:<br />
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Plugging/Patching and Overpacking Station Yes No<br />
In general, did entry team assess situation correctly?<br />
Did entry team use the appropriate tools?<br />
Did entry team consider vulnerable exposures?<br />
Did entry team correctly estimate size <strong>of</strong> release/contaminated area?<br />
Did entry team adequately plug or patch the drum?<br />
Did entry team use appropriate overpack technique?<br />
Did these procedures contain the leak?<br />
General problems/issues at Plugging/Patching and Overpacking Station:<br />
______________________________________________________________________________<br />
______________________________________________________________________________<br />
Dome Clamp Station Yes No<br />
Did entry team follow safety precautions?<br />
Did entry team use the appropriate tools to apply dome clamp?<br />
Did entry team apply dome clamp correctly?<br />
Would dome clamp application contain the leak under actual conditions?<br />
General problems/issues at Dome Clamp Station:<br />
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Chlorine “A” Kit Station Yes No<br />
Did entry team follow safety precautions?<br />
Did entry team use the appropriate tools?<br />
Did entry team identify the parts <strong>of</strong> the 150 lb. cylinder:<br />
Protective hood<br />
Valve<br />
Neck ring<br />
Foot ring<br />
Fuse plug<br />
Did entry team properly apply the “A” kit to control:<br />
Loose valve<br />
Blown out valve<br />
Fuse plug leak<br />
Valve leak<br />
Cylinder wall leak<br />
General problems/issues at Chlorine “A” Kit Station:<br />
______________________________________________________________________________________________<br />
Chlorine “B” Kit Station Yes No<br />
Did entry team follow safety precautions?<br />
Did entry team use the appropriate tools?<br />
Did entry team identify the parts <strong>of</strong> the 150 lb. cylinder:<br />
Protective hood<br />
Valve<br />
Neck ring<br />
Foot ring<br />
Fuse plug<br />
OR, did entry team identify the parts <strong>of</strong> the ton container:<br />
Fuse plug<br />
Vapor valve<br />
Liquid valve<br />
Eduction pipe<br />
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On the 150 lb. cylinder, did entry team properly apply the “B” kit to control:<br />
Loose valve<br />
Blown out valve<br />
Fuse plug leak<br />
Valve leak<br />
Cylinder wall leak<br />
On the ton container, did entry team properly apply the “B” kit to control:<br />
Loose valve<br />
Defective valve packing<br />
Blown out valve<br />
Blown out fuse plug<br />
Fuse plug leak<br />
Valve leak<br />
Cylinder wall leak<br />
General problems/issues at Chlorine “B” Kit Station:<br />
Yes<br />
No<br />
______________________________________________________________________________<br />
______________________________________________________________________________<br />
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Action Statement<br />
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Action Statement<br />
You have just completed the ninth module <strong>of</strong> the Hazardous Materials Technician course. The<br />
topics included:<br />
• The difference between confinement and containment<br />
• General confinement techniques<br />
• General containment techniques<br />
• <strong>Control</strong> techniques for non-bulk containers<br />
• <strong>Control</strong> techniques for cargo tanks<br />
• <strong>Control</strong> techniques for tank cars<br />
Knowing how you respond to emergencies in your first due areas, would you change your actions<br />
or habits based on the information covered in this module? Listed below are some suggested<br />
actions. Some you may already do, and others may not fit your work environment. If there are<br />
actions you have not done in the past, do you think you will begin doing them as a result <strong>of</strong> this<br />
training?<br />
As a result <strong>of</strong> this training I will:<br />
1. Use more caution performing routine control techniques<br />
2. Practice control techniques while using chemical protective clothing<br />
3. Learn more about fittings<br />
4. Take additional training to become specialized in cargo tank repair<br />
5. Take additional training to become specialized in tank car repair<br />
6. (Create my own action statement)<br />
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Appendix A<br />
Activities<br />
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<strong>Control</strong> Actions Activity 1<br />
Based on the brief descriptions <strong>of</strong> each <strong>of</strong> the following actual incidents:<br />
1. Would you take <strong>of</strong>fensive actions?<br />
2. If so, how would you have controlled the situation?<br />
Case Study 1<br />
At a hazardous waste cleanup site in Michigan, the EPA had been injecting lime beneath the<br />
surface <strong>of</strong> a waste oil lagoon in an attempt to convert liquid wastes into solids. The injection was<br />
stopped when a large white cloud was seen coming <strong>of</strong>f the lagoon. Shortly thereafter, the lagoon<br />
caught on fire, apparently the result <strong>of</strong> an exothermic reaction. When the fire department responded,<br />
they were advised that the lagoon contained waste oils, benzene, toluene, and xylene,<br />
but no PCBs.<br />
Case Study 2<br />
A truck driver in New York was hauling a load <strong>of</strong> assorted chemicals when he stopped along an<br />
expressway to check his load. As he pulled over, several explosions occurred, blowing a hole in<br />
the top <strong>of</strong> the trailer and leaking chemical on the ground. The driver unhooked and pulled the<br />
tractor away from the trailer and called for assistance. When the fire department and hazardous<br />
materials team arrived, they were informed that three 55-gallon drums containing a mixture <strong>of</strong><br />
zirconium oxynitrate and nitric acid had reacted and exploded.<br />
Case Study 3<br />
Employees at a manufacturing facility began to complain <strong>of</strong> a strong odor, as well as eye and<br />
skin irritation, when they entered an area <strong>of</strong> the plant. The odor was traced to an exterior area<br />
where several ammonia cylinders were stored. As the fumes spread over a wider area, employees<br />
called the fire department.<br />
Case Study 4<br />
In Alabama, a pesticide plant was leveled by an explosion that released toxic fumes. Smaller<br />
explosions continued over the next few hours. <strong>Fire</strong> fighters arrived and evacuated a 10-mile<br />
radius around the pesticide plant.<br />
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Case Study 5<br />
A tractor-trailer in New York collided with a car and spilled 80 to 90 gallons <strong>of</strong> diesel fuel into a<br />
storm drain. The storm drain fed into a nearby creek, which eventually discharged into a river.<br />
<strong>Fire</strong> fighters and several well-equipped hazardous materials teams responded.<br />
Case Study 6<br />
In Texas, a train carrying a variety <strong>of</strong> hazardous materials was involved in an accident. Nine tank<br />
cars derailed and spilled 5,000 gallons <strong>of</strong> styrene monomer. Some <strong>of</strong> this product spilled into a<br />
nearby creek. <strong>Fire</strong> fighters and civil defense personnel responded to the scene.<br />
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Manhattan HazMat Incident<br />
By James J. Fay<br />
Manhattan Case Study Activity 2<br />
NYPD First Precinct Detectives and FDNY <strong>Fire</strong> Marshals initiated an investigation into how 800<br />
pounds <strong>of</strong> highly explosive, highly toxic material were delivered to the doorstep <strong>of</strong> a lower<br />
Manhattan retail establishment.<br />
On Sunday, November 26, at about 1515 EST, an initial response <strong>of</strong> NYPD Emergency Service<br />
Units from ESU #1 and FDNY’s First Battalion, responded to 365 Canal Street, at West Broadway,<br />
within the boundaries <strong>of</strong> NYC’s Soho District. The establishment, “American Liquidators”<br />
is a common type <strong>of</strong> retail store for the area, dealing in large quantities <strong>of</strong> electrical parts, army<br />
surplus, and other items, piled on shelves and in bins throughout the store. The store personnel<br />
reported to arriving units that the four 33-gallon drums were delivered three days prior on Thursday,<br />
November 23, and left inside near the front door <strong>of</strong> the store. They also told police that they<br />
did not order the product from any vendor, but were not initially concerned because <strong>of</strong> the high<br />
volume <strong>of</strong> deliveries to the store.<br />
Emergency personnel established from external markings on the drums that the containers held<br />
what was best described as “aluminum powder.” With that information, NYC*EMS transmitted<br />
a ‘10-48’ haz-mat incident code, establishing a command post and the response <strong>of</strong> numerous<br />
BLS and Special Operations Division Units. Additional NYPD Emergency Service Units responded,<br />
as well as the Police Bomb Squad and the FDNY Haz-Mat Company.<br />
The normally gridlocked traffic in the area was made worse by the emergency equipment, necessitating<br />
response patterns being transmitted from the scene to incoming units.<br />
The FD established its command post in its Haz-Mat unit, researching the source <strong>of</strong> the product<br />
back to its manufacturer via cell phone. The manufacturer acknowledged it was his product, but<br />
had no information or knowledge <strong>of</strong> a delivery to that store. Haz-Mat also determined that this<br />
aluminum powder was highly toxic to the skin and reacted with an explosion when it came in<br />
contact with water or other chemicals. All non-emergency personnel were instructed to remain<br />
150 feet from the product.<br />
A NYC Department <strong>of</strong> Environmental Protection chemist arrived on the scene and requested that<br />
samples be taken from each drum. During this procedure, FDNY Haz-Mat fire fighters needed<br />
to change their half-hour SCBA bottles at least once while opening the tight drums and taking<br />
samples.<br />
A <strong>Fire</strong> Department unit equipped with “over-pack” drums responded to remove the material to a<br />
private vendor for proper disposal.<br />
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Approximately four hours after the first response, the scene was secured. Police and Marshals<br />
would continue the investigation to find out if it was a simple mistake that put the dangerous<br />
cargo there or a malicious act.<br />
© Emergency Response & Research Institute, 1995, All Rights Reserved<br />
Questions<br />
1. Refer to your NIOSH Pocket Guide and list additional hazards <strong>of</strong> aluminum powder.<br />
2. If you had a leaking container <strong>of</strong> aluminum powder, how would you patch/plug and overpack<br />
it using the supplies in your own department?<br />
3. What precautions should you take when patching/plugging and overpacking?<br />
4. In this incident, fire fighters took samples from the drum. Are you equipped and trained to<br />
take samples? If so, describe how this procedure is done.<br />
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Cargo Tank Leak Activity 3<br />
A semiconductor manufacturer (the shipper) hired a cargo tank from a chemical waste management<br />
company (the carrier) to transport a waste acid mixture to a disposal site some distance<br />
away. Because the carrier and shipper had done business in the past, the carrier’s dispatcher<br />
assigned the same type <strong>of</strong> cargo tank that had been previously used for that shipper.<br />
When the driver arrived at the shipper’s location, mixed acid waste from two storage locations<br />
was loaded into the cargo tank. The shipping papers described the cargo as “waste, acid liquid<br />
n.o.s.” (UN 1760). While in transit, the driver had mechanical difficulties and was directed to go<br />
to the nearest truck dealer for repairs. The driver parked the cargo tank in the dealer’s back lot<br />
and detached it from the tractor. Shortly thereafter, employees at the dealership noticed orange<br />
vapors escaping from the tank. However, no one notified the fire department until two hours<br />
later.<br />
When the fire department finally arrived, fire fighters evacuated the area and attempted to identify<br />
the components <strong>of</strong> the mixed acid waste. The shipper and the carrier provided conflicting<br />
information as to the specific chemicals in the mixture. Meanwhile, vapors continued to escape<br />
from the tank, and the tank shell became very hot. Although the vapors and the tank temperature<br />
were reduced with a water spray, the acid mixture eventually eroded the shell and began to drain.<br />
Questions<br />
1. What can you do when you have conflicting information about a chemical, particularly<br />
chemical mixtures?<br />
2. What control actions would you take?<br />
3. How could the situation have been prevented?<br />
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Pressure Cargo Tank Activity 4<br />
In small groups, read the incident information below and review the Westville map. Select one<br />
person to record the answers on the worksheet and report them to the class.<br />
Environmental Factors<br />
Incident Facts—Westville, USA<br />
Weather Report: Clear. Temperature 85°F., winds from the south, 6-8 miles per hour<br />
Proximity <strong>of</strong> the incident site to the nearest building: 200 feet<br />
Zoning: Heavy industrial/commercial<br />
Potential exposure area: 1400 hours, Wednesday<br />
Other considerations: Storm drain openings nearby<br />
Container<br />
Type: MC331 Transport Truck with 10,000 gallon capacity<br />
Condition <strong>of</strong> container: Internal liquid fill valve damaged and flowing 10 GPM <strong>of</strong> liquid propane<br />
Features <strong>of</strong> container: Single shell uninsulated pressure vessel<br />
Type <strong>of</strong> Flammable Gas Involved<br />
Propane (LPG)<br />
Properties: Heavier than air (VD = 1.52)<br />
Odorized gas<br />
Liquid outside container will drop to -44°F<br />
LPG is nontoxic but is an asphyxiant<br />
DOT Information: ID# 1075<br />
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Worksheet<br />
1. Discuss the incident and assess the threat that this flammable gas poses.<br />
______________________________________________________________________________<br />
______________________________________________________________________________<br />
______________________________________________________________________________<br />
2. Recommend spill control strategies.<br />
______________________________________________________________________________<br />
______________________________________________________________________________<br />
______________________________________________________________________________<br />
3. On the Westville map, indicate where you would establish the following areas:<br />
• Hot Zone<br />
• Warm Zone<br />
• Cold Zone<br />
• Decontamination Area<br />
• Incident Command<br />
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Maysville Case Study Activity 5<br />
The Associated Press January 1988<br />
A fire swept through a fertilizer plant Sunday forcing thousands <strong>of</strong> people on both sides <strong>of</strong> the<br />
Ohio River to evacuate their homes as tons <strong>of</strong> potentially explosive chemicals burned.<br />
The Cargill Co. plant contained stockpiles <strong>of</strong> herbicides and pesticides and 420 tons <strong>of</strong> ammonium<br />
nitrate-a fertilizer used in making the bomb that destroyed the federal building in Oklahoma<br />
City. Authorities said there was a risk <strong>of</strong> explosion at the plant as the ammonium nitrate<br />
burned.<br />
“It’s a volatile substance in the state it’s in now with fire,” said Roy Raby, an assistant State <strong>Fire</strong><br />
Marshal. The fire broke out about 2:30 a.m. and emergency crews went door-to-door waking<br />
people within a square-mile <strong>of</strong> the plant advising them to take shelter at area schools. About<br />
2,500 people left their homes in Maysville and across the river in Brown and Adams counties in<br />
southern Ohio.<br />
Battling Blaze Futile<br />
Authorities were letting the fire burn itself out, and a huge column <strong>of</strong> light gray smoke billowed<br />
from the plant. The fire was expected to destroy the plant by afternoon. Light wind drifted the<br />
smoke northward into Ohio. Loretta Wills, who lives in an apartment complex near the plant,<br />
said she had to leave so quickly she put her slacks on backwards, and a neighbor left without her<br />
dentures. “We just had to grab and go,” she said.<br />
The fire shut down a nearby CSX rail line and closed the Ohio River between Maysville and<br />
Manchester, Ohio, about 10 miles upriver. There was no production at the plant when the fire<br />
broke out. Officials thought propane cylinders were the source.<br />
A volunteer chief was hit by shrapnel after one explosion, said Steve Zweigart, local deputy<br />
coordinator for the state Division <strong>of</strong> Disaster and Emergency Services. The shrapnel did not<br />
penetrate the skin and the fire fighter was treated at a local hospital and released, he said.<br />
Cause Investigated<br />
<strong>Fire</strong> investigators were on the scene trying to determine a cause <strong>of</strong> the fire. Maysville City<br />
Manager Dennis Redmond said the fire engulfed a building that stored several different fertilizers<br />
and chemicals, including the ammonium nitrate.<br />
“By allowing the fire to burn, the pesticides and herbicides have been able to completely combust,<br />
which pretty much gets rid <strong>of</strong> the toxic effect <strong>of</strong> those chemicals,” Zweigart said.<br />
“The ammonium nitrate stockpiles posed the chief threat,” Zweigart said.<br />
But Raby, the assistant State <strong>Fire</strong> Marshal, said, “This is not an Oklahoma City situation.”<br />
An explosive mix <strong>of</strong> ammonium nitrate fertilizer and fuel oil was detonated outside the federal<br />
building in Oklahoma City in April 19,1995. The blast killed 168 people. Unlike Oklahoma<br />
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City, there was no accelerant, such as the fuel oil mixed with the ammonium nitrate at the<br />
Maysville plant, authorities said. Another difference was the ammonium nitrate was not contained<br />
but was burning freely at the plant, they said.<br />
The State <strong>Fire</strong> Marshal’s <strong>of</strong>fice feared that applying water or foam to the blaze would create huge<br />
vapor clouds that would spread to more populated areas, Redmond said. Authorities also worried<br />
about potential run<strong>of</strong>f <strong>of</strong> chemicals into the Ohio River if they fought the fire, he said. The plant<br />
is about 600 yards from the river.<br />
“The reality is it’s a matter <strong>of</strong> picking the lesser <strong>of</strong> two evils,” Redmond said. “The burning <strong>of</strong><br />
these chemicals in the atmosphere does have a negative effect on the environment. But that<br />
effect is less than the vapor clouds.”<br />
Raby said anther reason for letting the fire burn was the more intense the heat, the higher the<br />
smoke would drift into the atmosphere.<br />
Copyright 1997, The Associated Press. All rights reserved. This material may not be published, broadcast, rewritten,<br />
or redistributed.<br />
Questions<br />
1. This case study illustrates that sometimes the best action is no action at all. Would control<br />
actions have been possible at any point in this incident? If so, when? What actions would<br />
you have taken?<br />
2. At what point do you determine that control actions are not possible?<br />
3. Discuss other potential situations at facilities in your area in which no action would<br />
be the best action.<br />
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Appendix B<br />
Miscellaneous<br />
Mitigation Information<br />
<strong>Module</strong> 9: <strong>Control</strong> <strong>Techniques</strong> 9-87
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Student Text<br />
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Analyze the Problem<br />
Response Actions<br />
• Determine the presence <strong>of</strong> hazardous materials<br />
1. Review dispatch information<br />
2. Note the occupancy or location<br />
3. Look for container shapes and sizes<br />
4. Look for placards, labels or markings<br />
5. Review shipping papers<br />
• Initiate command and control activities<br />
1. Implement an incident command system<br />
2. Stage at a safe distance<br />
3. <strong>Control</strong> access and shelter in place/evacuate<br />
• Survey the incident<br />
1. Determine the type <strong>of</strong> container<br />
2. Identify container markings<br />
3. Determine the amount <strong>of</strong> hazardous material in the containers<br />
4. List the name <strong>of</strong> each hazardous material involved<br />
5. Identify which materials are released, their form, and the point <strong>of</strong> release<br />
6. Sketch the position and orientation <strong>of</strong> each container involved<br />
• Collect information on each material’s hazards, physical and chemical characteristics, and<br />
response recommendations<br />
1. Obtain and record data on each material’s chemical, physical, and health hazards<br />
2. Obtain and record overall potential hazards<br />
3. Determine compatibility if multiple chemicals are involved<br />
4. Determine decontamination requirements<br />
5. Consult data resources<br />
• Evaluate the extent <strong>of</strong> damage to the container<br />
1. Determine the construction material <strong>of</strong> the container<br />
2. Identify the type and location <strong>of</strong> closures<br />
3. Determine the type, location, and extent <strong>of</strong> damage<br />
• Predict the likely behavior <strong>of</strong> the container without intervention<br />
1. Identify the type <strong>of</strong> stress or potential stress<br />
2. Predict the way the container is likely to breach<br />
3. Predict the way the contents are likely to be released<br />
4. Predict the dispersion pattern<br />
5. Predict the likely exposures and length <strong>of</strong> contact<br />
6. Identify the hazards that will cause harm<br />
7. Predict the most likely behavior <strong>of</strong> the release<br />
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Student Text<br />
• Estimate the potential outcomes within the release area<br />
1. Predict the extent <strong>of</strong> physical, chemical, and health hazards under current conditions<br />
2. Estimate the potential outcomes by type <strong>of</strong> harm within the affected area<br />
9-90 <strong>Module</strong> 9: <strong>Control</strong> <strong>Techniques</strong>
Student Text IAFF Training for Hazardous Materials: Technician©<br />
Reproduced from Introduction to Hazardous Material Incident Response, developed by<br />
Union Pacific Railroad Company and the United States Environmental Protection Agency<br />
Region VII, revised February 1991)<br />
<strong>Module</strong> 9: <strong>Control</strong> <strong>Techniques</strong> 9-91
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Student Text<br />
Hazardous Materials Data Sheet<br />
Name <strong>of</strong> Hazardous Material _________________________________________________<br />
(Proper Shipping Name)<br />
Hazard Class ____________ (1-9) UN/NA ___ ___ ___ ___ Description _____________<br />
__________________________________________________________________________<br />
Specific Properties -- Physical, Chemical, Health: NFPA 704<br />
Boiling Point_______F Flash Point_____F<br />
Ignition Temp______F<br />
Flammable Limits LEL_________% to UEL_________% pH____(1-14)<br />
PEL____ppm/mg/m3 TLV/Ceiling____ppm/mg/m3 IDLH____ppm/mg/m3 STEL____ppm/mg/m3<br />
Physical State Vapor Density Specific Gravity<br />
____Solid ____Heavier than Air (>1) ____Floats on Water<br />
____Liquid ____Lighter than Air (
Student Text IAFF Training for Hazardous Materials: Technician©<br />
Possible Extinguishing/Neutralizing Agents or Materials:<br />
____Water _____AFFF ____AFFF/ATC ______Dry Powder (Class D) _____Halon<br />
____Dry Chemical (Acidic (ABC) or Alkaline)<br />
____Vapor Suppression<br />
Neutralizing Agents: ____Acid ____Alkaline _____Solvents<br />
Absorbent/Adsorption Materials: ____Booms _____Pillows ____Rolls ____Sheets<br />
_____Mats ____Granules ____Particulates _____Rags (cotton)<br />
DECONTAMINATION REQUIREMENTS:<br />
Decon Solution<br />
Decon Chemicals<br />
____A. 5% Sodium Carbonate and 5% Trisodium Phosphate<br />
____B.<br />
10% Calcium Hypochlorite<br />
____C. 5% Trisodium Phosphate<br />
____D.<br />
____E.<br />
____F.<br />
____G.<br />
Hydrochloric Acid<br />
Detergent<br />
Dry<br />
Water<br />
DATA RESOURCE:<br />
____CSIS<br />
____MSDS<br />
____SUI<br />
____Label<br />
____NIOSH Pocket Guide<br />
____ACGIH -- TLV’s<br />
____SAX<br />
____Local Emergency Response Plan<br />
____D.O.T. Emergency Response Guidebooks<br />
____Emergency Handling <strong>of</strong> Hazardous Materials<br />
____in Surface Transportation<br />
____Emergency Action Guidelines<br />
____CHRIS<br />
____Rapid Guide to chemical Hazards in the Workplace<br />
____CHEMTREC 1-800-424-9300<br />
____NATIONAL RESPONSE<br />
Center 1-800-424-8802<br />
____Manufacturer<br />
____NFPA <strong>Fire</strong> Protection Guide on Hazardous Materials<br />
____<strong>Fire</strong> Dept./Local Emergency Planning Commission<br />
____Technical Assistant by__________________________________________________________________________________<br />
________________________________________________________________________________________________________<br />
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IAFF Training for Hazardous Materials: Technician©<br />
Student Text<br />
Reproduced from Introduction to Hazardous Material Incident Response, developed by<br />
Union Pacific Railroad Company and the United States Environmental Protection Agency<br />
Region VII, revised February 1991)<br />
9-94 <strong>Module</strong> 9: <strong>Control</strong> <strong>Techniques</strong>
Student Text IAFF Training for Hazardous Materials: Technician©<br />
<strong>Module</strong> 9: <strong>Control</strong> <strong>Techniques</strong> 9-95
IAFF Training for Hazardous Materials: Technician©<br />
Student Text<br />
Reproduced from Introduction to Hazardous Material Incident Response, developed by<br />
Union Pacific Railroad Company and the United States Environmental Protection Agency<br />
Region VII, revised February 1991)<br />
9-96 <strong>Module</strong> 9: <strong>Control</strong> <strong>Techniques</strong>
Student Text IAFF Training for Hazardous Materials: Technician©<br />
Reproduced from Introduction to Hazardous Material Incident Response, developed by<br />
Union Pacific Railroad Company and the United States Environmental Protection Agency<br />
Region VII, revised February 1991)<br />
<strong>Module</strong> 9: <strong>Control</strong> <strong>Techniques</strong> 9-97
IAFF Training for Hazardous Materials: Technician©<br />
Student Text<br />
Plan the Response<br />
• Determine response options that could favorably change the outcomes<br />
1. Identify the stage <strong>of</strong> release (stress, breach, release, engulf, contact or harm)<br />
2. Determine response objectives and strategies<br />
3. Determine tactics<br />
• Identify appropriate personal protective equipment for the response options<br />
1. Verify the chemical<br />
2. Predict the types <strong>of</strong> exposures with each response option<br />
3. Determine the level <strong>of</strong> protective equipment required<br />
4. Identify chemically compatible PPE materials<br />
5. Determine if available PPE is sufficient<br />
• Identify a decontamination plan<br />
1. Identify the people and equipment that must be decontaminated<br />
2. Determine the likely amount <strong>of</strong> contamination<br />
3. Research the appropriate decontamination materials<br />
• Select the best response option<br />
1. Identify the resources needed<br />
2. Determine the availability <strong>of</strong> resources<br />
3. Determine how to obtain necessary resources<br />
• Implement the response<br />
9-98 <strong>Module</strong> 9: <strong>Control</strong> <strong>Techniques</strong>
Student Text IAFF Training for Hazardous Materials: Technician©<br />
Reproduced from Introduction to Hazardous Material Incident Response, developed by<br />
Union Pacific Railroad Company and the United States Environmental Protection Agency<br />
Region VII, revised February 1991)<br />
<strong>Module</strong> 9: <strong>Control</strong> <strong>Techniques</strong> 9-99
IAFF Training for Hazardous Materials: Technician©<br />
Student Text<br />
Reproduced from Introduction to Hazardous Material Incident Response, developed by<br />
Union Pacific Railroad Company and the United States Environmental Protection Agency<br />
Region VII, revised February 1991)<br />
9-100 <strong>Module</strong> 9: <strong>Control</strong> <strong>Techniques</strong>
Student Text IAFF Training for Hazardous Materials: Technician©<br />
Appendix C<br />
Osceola, FL Fungicide Incident<br />
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Student Text<br />
9-102 <strong>Module</strong> 9: <strong>Control</strong> <strong>Techniques</strong>
Student Text IAFF Training for Hazardous Materials: Technician©<br />
Osceola, FL Fungicide Incident<br />
The incident began on March 23 at 0300. A pickup truck crossed the centerline <strong>of</strong> State Road<br />
192 about 40 miles east <strong>of</strong> Walt Disney World in rural Florida. The pickup ran head-on into a<br />
westbound tractor-trailer truck. The accident resulted in a fire that destroyed both trucks and<br />
killed the driver <strong>of</strong> the pickup. The tractor-trailer was not a typical box trailer, but an intermodal<br />
box placed on the frame <strong>of</strong> a trailer. This is common in an area where ships import goods from<br />
European and South American countries. This intermodal box was made <strong>of</strong> heavy gauge steel.<br />
They are usually air and watertight.<br />
When the Holopaw <strong>Fire</strong> Department unit arrived from approximately 2.5 miles away, the trucks<br />
were heavily involved in fire, with flames impinging onto the intermodal trailer. The next unit<br />
was 15 miles away responding from a neighboring community in Osceola County. Holopaw <strong>Fire</strong><br />
Department is a small, one station, volunteer department that is part <strong>of</strong> Osceola County <strong>Fire</strong><br />
Department. (Osceola County FD is a mixed paid/volunteer department.) The first fire apparatus<br />
staged about 15 feet from the burning trucks and used the on-board tank to extinguish the fire.<br />
After extinguishing the burning trucks, the trailer was opened to check for extension. A small<br />
amount <strong>of</strong> smoke was noted toward the top <strong>of</strong> the trailer, so the response was upgraded to include<br />
additional fire suppression units and Orange County’s Squad 1 (Orange County’s Haz Mat<br />
Unit).<br />
Referencing the chemical was immediately difficult because the shipping papers burned during<br />
the initial truck fire. Furthermore, the trailer was placarded with Class 9, Miscellaneous placards,<br />
displaying the DOT #1609, which did not appear in the NAERG. Within a short time, these<br />
stick-on style plastic placards melted from the trailer and were no longer readable. However, the<br />
tractor-trailer driver suffered only minor injuries during the crash, and was able to give the<br />
responders the name <strong>of</strong> the shipper, who was eventually contacted by phone.<br />
The shipper provided the name Diethane, which was later found to be an incorrect spelling.<br />
Diethane could not be found in the reference sources, so that even after this initial contact, the<br />
on-scene personnel did not have information to guide them during the incident. It was not until<br />
the MSDS was faxed to their headquarters station and transported to the scene that good information<br />
was at hand. The MSDS revealed the name Dithane DF Fungicide. The truck contained 772<br />
bags <strong>of</strong> dry chemical on pallets, or 38,000 pounds <strong>of</strong> dithane. The chemical dithane is produced<br />
in France and entered Florida at Port Everglades. Rohm Haas, the company importing the<br />
chemical, manufactures the precursor chemicals for this compound, then brings the finished<br />
product back to the U.S. for distribution. Because <strong>of</strong> the recent flooding in the state, the only<br />
west-to-east road open across the state was SR 192. This was an unusual route for this material<br />
to take, and an unfamiliar road to the driver.<br />
By the time the data sheet arrived, the units on the scene had attempted extinguishment with<br />
water. The water appeared to initially work, but each application was followed by freeburning<br />
fire from the rear <strong>of</strong> the trailer. It was also noted that the drops <strong>of</strong> concentrated run<strong>of</strong>f created a<br />
bubbling effect when dropped on the roadway. Later, AFFF foam was used with the same results.<br />
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Student Text<br />
The Rohm Haas hazmat team responded to the scene to assist Osceola County with the extinguishment<br />
and cleanup <strong>of</strong> the chemical. Once on the scene, the Rohm Haas team fired the<br />
cleanup company initially under contract with them and received permission to hire a company<br />
with the proper capabilities to deal with a spill <strong>of</strong> this magnitude. This was a day-long process.<br />
By this time, the fire had burned for three days with no end in sight and SR 192 remained closed.<br />
The next plan for extinguishment included dumping two 450-pound cylinders <strong>of</strong> carbon dioxide<br />
into the box. This was done on the fourth night. Although the intensity <strong>of</strong> the smoke decreased,<br />
it was obvious that the fire continued to burn. The final plan was to flow water nonstop into the<br />
trailer until the fire went out. After thousands <strong>of</strong> gallons, the fire was finally extinguished.<br />
Run<strong>of</strong>f gathered in the roadside canal and marsh area.<br />
The trailer was eventually towed to a yard in Tampa, where the remaining material was <strong>of</strong>floaded<br />
and disposed <strong>of</strong>. The contaminated soil was, for the most part, excavated and disposed <strong>of</strong>.<br />
(It was reported that at least 29 tractor-trailer dirt haulers were used.) Even now, several months<br />
after the incident, the vegetation in the area is dead or dying, with the accident site plainly visible<br />
from the road.<br />
The fire burned for a total <strong>of</strong> five days, and SR 192 remained closed for six days. The long-term<br />
effects from possible exposure to the smoke have not been determined. Reference materials<br />
indicate that combustion <strong>of</strong> this material gives <strong>of</strong>f toxic levels <strong>of</strong> hydrogen sulfide, carbon disulfide,<br />
sulfur oxides, nitrogen oxides, and carbon oxides.<br />
9-104 <strong>Module</strong> 9: <strong>Control</strong> <strong>Techniques</strong>
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Student Text<br />
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Student Text<br />
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Student Text<br />
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<strong>Module</strong> 9: <strong>Control</strong> <strong>Techniques</strong> 9-111
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Student Text<br />
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Student Text<br />
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Student Text IAFF Training for Hazardous Materials: Technician©<br />
<strong>Module</strong> 9: <strong>Control</strong> <strong>Techniques</strong> 9-115
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Student Text<br />
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Appendix D<br />
Slide Script<br />
(for Instructors)<br />
<strong>Module</strong> 9: <strong>Control</strong> <strong>Techniques</strong> 9-117
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Student Text<br />
9-118 <strong>Module</strong> 9: <strong>Control</strong> <strong>Techniques</strong>
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Student Text<br />
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