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To calculate the overall star rating and percentage breakdown by star, we don’t use a simple average. Instead, our system considers things like how recent a review is and if the reviewer bought the item on Amazon. It also analyses reviews to verify trustworthiness. New York: Hemisphere Pub. Corp Corp New York 1989. Corp New York To learn more about how to request items watch this short online video. We will contact you if necessary. Please also be aware that you may see certain words or descriptions in this catalogue which reflect the author’s attitude or that of the period in which the item was created and may now be considered offensive. The Federal Government has the responsibility to respond to oil spills pursuant to the Federal Water Pollution Control Act (Clean Water Act), the Oil Pollution Act, and the National Oil and Hazardous Substances Pollution Contingency Plan (NCP). Numerous spill contingency plans have been developed to address the issues of response, assets available to respond, and the organizational structure to carry out a response. This may include overseeing wildlife rescue and rehabilitation operations, and permitting requirements. Based on input from appropriate DOI bureaus and offices, the RRT provides formal concurrence for DOI on the use of different spill countermeasures. The RRT is ultimately responsible for ensuring coordinated DOI participation in response. As the United States leads development of its energy resources, it is less dependent on other nations, and builds a stronger America. The Department of the Interior (DOI) manages one-fifth of the land in the United States including our national parks, wildlife refuges, and other public lands managed for multiple-uses on behalf of the public.

Because energy resource development and transport carries with it the potential of accidental releases, DOI, as a steward and manager of America's natural resources, must ensure that appropriate policies are in place to balance conservation with America’s energy opportunities. In response to the growth in domestic oil production and increased inland transportation of petroleum products, DOI developed and implemented the Inland Oil Spill Preparedness Program beginning in 2015. This translates into not only increased efficiency and efficacy during response operations, but also decreased response-related costs to industries which develop and transport oil. In these courses, response procedures are described for inland and freshwater environments with emphasis placed on planning for an emergency response and coordinating the multi-agency response within the Incident Command System as led by EPA. There were many lessons learned the aftermath of the Valdez oil spill. Two of the most obvious were: It created a comprehensive prevention, response, liability, and compensation regime to deal with vessel- and facility-caused oil pollution to U.S. navigable waters. OPA greatly increased federal oversight of maritime oil transportation, while providing greater environmental safeguards by: Title I of OPA established oil spill liability and compensation requirements, including the Oil Spill Liability Trust Fund (OSLTF) to pay for expeditious oil removal and uncompensated damages. On rare occasions, a Spill of National Significance (SONS) may occur. A SONS is an oil spill that due to its severity, size, location, actual or potential impact on the public health and welfare or the environment, or the necessary response effort, is so complex that it requires extraordinary coordination of federal, state, local, and responsible party (RP) resources to contain and clean up the discharge.

This oil spill resulted in ecological, social, and economic impacts to the rich and diverse ecosystem of the Gulf of Mexico and coastlines of the five Gulf Coast states, necessitating the first declaration of a SONS in U.S. history. Reports published following this incident identified how timely, accurate, coordinated, and transparent messaging across federal agencies is critical throughout a response of this magnitude. Pictured right: Oil discharging from the Macondo wellhead. - DOE OEPC also represents DOI on standing and incident-specific activations, the National Response Team (NRT), Regional Response Teams (RRTs), and International Joint Response Teams. OEPC also provides input to press releases and media briefings. Emergencies range from small scale spills to large events requiring prompt action and evacuation of nearby populations. The U. S. Government, in conjunction with State, Tribal and certain foreign Governments, has developed a comprehensive preparedness and response system in which the Department of the Interior (DOI) plays a major role. OEPC also represents DOI on activations, as well as the National Response Team (NRT), Regional Response Teams (RRTs), and International Joint Response Teams. DOI fulfills a substantial support role to these agencies for preparedness and response. Additionally, numerous Federal laws and regulations define DOI responsibilities for protecting the Nation’s natural and cultural resources, managing Federal lands and waters, providing technical expertise and assistance, and serving as a Trustee for Native Americans. Follow the instructions below to determine the appropriate reporting procedure depending on the location and nature of the spill. SPCC plans must be kept up-to-date and be immediately available on every Washington State Department of Transportation (WSDOT) project. Reporting requirements depend on the severity of the contamination and land ownership.

If the spill may be an immediate threat to human health or the environment (e.g., tank truck leaking into a water body), then qualified WSDOT staff should take reasonable actions to contain the spill until the police or Ecology arrive on the scene. Reasonable actions depend upon the expertise of the WSDOT staff at the scene and the materials that are available to them. We can't connect to the server for this app or website at this time. There might be too much traffic or a configuration error. Try again later, or contact the app or website owner. Not a MyNAP member yet. Register for a free account to start saving and receiving special member only perks. Thousands of unnamed materials are also covered by regulation because they are explosive, flammable, corrosive, infectious, or hazardous in other ways. The federal hazard classifications, along with example materials, are given in Table 2-1. Pipelines have characteristics that differ from those of other modes and are regulated separately. They have some commonality with fixed facilities. Likewise, tanker vessels are regulated separately by the U.S. Coast Guard. Statistics for pipelines and tankers are not reviewed here, although it is recognized that these modes may participate in cooperative research on hazardous materials transportation. On a tonnage basis, this was equivalent to about 18 percent of total freight shipped at that time. Since then, the amount of freight shipped in the United States has increased by roughly 5 percent, which suggests that annual hazardous materials shipments today are on the order of 2.1 billion tons. 2 Although figures for 2003 and 2004 are not available, the committee conservatively assumes a total of 5 percent growth since 1998. Pipelines are excluded from calculations. The types of commodities shipped differ by mode. About 41 percent of truck shipments of hazardous materials are petroleum products, and most of the remaining 59 percent are chemical and allied products.

Only about 10 percent of rail shipments are petroleum products, while 90 percent are chemical and allied products. Petroleum products account for more than 75 percent of waterborne shipments. Gasoline and other petroleum products are estimated to account for about 40 percent of all hazardous materials shipments and about three-quarters of the tonnage shipped (RSPA 1998, 1). Excluding pipeline and tanker traffic, more than two-thirds of petroleum tonnage is shipped by truck, mostly over short distances on distribution routes. Many common household and consumer products are regulated as hazardous in transportation, such as paints, adhesives, batteries, cleaning solutions, and swimming pool chemicals. Shipments of hazardous wastes and radioactive materials used by the nuclear energy and medical industries are likewise subject to regulation. In short, hazardous materials are ubiquitous in the national economy. They are used not only by industry but also by consumers and businesses on a daily basis. While some carriers The same is true of specialized carriers such as tank truck operators and other trucking companies that regularly move products such as paints, batteries, and cleaning chemicals. DOT estimates that about 45,000 carriers in all modes have equipment and operations dedicated to the transportation of hazardous materials (RSPA 2003). About 400,000 large trucks are dedicated to hazardous materials service, including most tank trucks (RSPA 2003). About 115,000 railroad tank cars and more than 3,000 tank barges operating on the inland and coastal waterways are in hazardous materials service (TRB 1994, 47; RSPA 2003, 1; USACE 2002). As a practical matter, most carriers move hazardous materials to one degree or another. Even trucking companies that specialize in small-package and less-than-truckload shipments regularly move hazardous cargoes.
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DOT estimates that while only 43 percent of hazardous materials tonnage is transported by truck, about 94 percent of individual shipments are transported by this mode because of the many small shipments (RSPA 1998, 1). Because shipments by rail and water tend to be heavier than shipments by truck, they account for major shares of hazardous materials traffic measured in this way. They also account for a much larger share of ton-miles of hazardous materials shipped, since water and rail shipments average much longer distances than shipments by truck. On average, the highways have the largest number of shipments, the waterways have the heaviest shipments, and the railroads move shipments over the longest distances. As a result of these modal differences, these three major modes of hazardous materials transportation each account for about one-third of ton-miles shipped, while the share by air transport (as would be expected) is negligible by this measure ( Table 2-2 ). Tank trucks, railroad tank cars, barge tankers, and intermodal tanks are forms of bulk packaging. Tank trucks typically hold between 2,000 and 10,000 gallons, railroad tank cars typically hold between 10,000 and 34,500 gallons, and barge tankers can hold several hundred thousand gallons. Intermodal tank containers, which are transported on flatbed trucks and flat rail cars, can hold as much as 6,500 gallons. Bulk packaged shipments may also be shipped by truck in van-type trailers, on railroad flatcars, on flat barges, and in other nontank vehicles and containers. Many portable tanks, bins, and drums for transporting hazardous liquids and solids exceed 119 gallons or 1,000 pounds and are thus defined in the regulations as bulk shipments. Multiple bulk shipments are often transported in the same truck, rail car, or vessel. Gasoline, diesel, and home heating fuel are the most common hazardous cargoes moved in tank trucks.

About 125 commodities account for 90 percent of shipments moved by railroad tank car, but 6 of these—liquefied petroleum gas, caustic soda, sulfuric acid, anhydrous ammonia, chlorine, and fuel oil—account for more than half of tank car shipments (AAR 2002). Tank and dry barges are mainly used to carry many of these commodities. They may range in weight from a few ounces to hundreds of pounds. Indeed, most products that are regulated as hazardous are shipped in nonbulk packagings. Compared with bulk shipments, nonbulk cargoes include a much wider range of materials. As noted earlier, trucks are the main means of transporting nonbulk shipments. Nearly all shipments moved by air are in nonbulk packaging. The fact that a vehicle contains nonbulk shipments does not mean that the total amount of material is small or insignificant. A single truck, for example, may carry several dozen shipments in nonbulk packages that together weigh tens of thousands of pounds. The vast quantities of materials carried at one time in these vessels are of an entirely different scale than the amounts carried in a single rail car, truck, or barge. Oceangoing tankers vary widely in size and capacity. Even smaller vessels are capable of holding several million gallons, while the world’s supertankers can carry tens of millions of gallons. These shipments and the vessels that carry them are regulated by the U.S. Coast Guard (USCG) and are subject to statutory requirements different from those applying to shipments in bulk and nonbulk packagings discussed above. Containerships are also regulated by USCG; however, the intermodal containers that they carry—which can number in the thousands—are subject to DOT regulation since they are also carried by rail, barge, and truck. DOT estimates that about 45,000 firms regularly ship significant quantities of hazardous materials and that another 30,000 are occasional shippers (RSPA 2003).

These estimates do not take into account the multiple business locations of many shippers, which can result in many more shipping points. Among gasoline suppliers alone there are about 2,000 large bulk distributors, which ship to large manufacturers and utilities, and more than 10,000 local distributors, which supply individual gasoline retailers, farms, and filling stations. Shippers of smaller quantities of hazardous materials include hospitals, small manufacturers, and residential suppliers of home heating fuel. The nation’s ports serve as hubs for traffic moving by vessel, truck, and rail and are major transfer points for hazardous materials of all kinds. Rail yards and truck termi- Typically, tank cars pass through numerous yards and are switched among trains several times during their trips, which may take 1 to 2 weeks. The terminals of carriers that specialize in small-package and less-than-truckload shipments (including UPS and FedEx) are also major transfer points for nonbulk shipments. Bulk shipments by truck, especially in tank trucks, are less likely to involve a transfer, because they are used to deliver partial loads to receivers and because trip distances tend to be shorter. Some are located where large quantities of hazardous materials are used in production, such as refineries, utilities, chemical plants, and factories. Hazardous materials shipments may be sent directly to their site of final use (e.g., blasting agents to a construction site) or to retail outlets (e.g., paint stores), hospitals, gasoline stations, and waste disposal sites. In the United States, more than 150,000 service stations and convenience stores receive regular shipments of motor fuel by tank truck (RSPA 1998). Ships, barges, and rail cars had long been used by the military to transport explosives, armaments, and other hazardous cargoes. However, the transportation of hazardous materials for commercial purposes did not grow markedly until after the Civil War.

Demand for oil following its discovery in western Pennsylvania in the late 1860s led to increasing quantities of crude being transported long distances, first by horse and river barge and soon after by pipeline, tank car, and tanker ship (TRB 1993; Heller 1970; Newton 2002). By the start of World War I, significant amounts of hazardous materials were being transported on the nation’s highways, waterways, and railroads. Tank trucks delivered gasoline and home heating fuel, steel tank cars were outfitted to carry dozens of petroleum products and chemicals, and steam-powered tankers and barges were carrying such cargoes on the inland and coastal waterways. Several spectacular railroad accidents prompted the railroads to create the Bureau of Explosives (BOE) in 1907 to serve as a “self-policing,” standard-setting body for the shipment of hazardous materials by rail. Railroads began demanding that shippers label hazardous shipments. A year later, Congress authorized the Interstate Commerce Commission (ICC) to regulate the transport of explosives and other hazardous cargoes. As one of its first actions in this area, ICC began formally approving design safety standards for railroad tank cars and other containers used for hazardous commodities. By the 1930s, Congress had extended ICC’s authority to cover interstate motor carriers, and USCG and the Civil Aeronautics Board were given similar authority over the maritime and air transportation sectors, respectively. DOT inherited a body of policies and regulations rooted in a number of statutes and implemented by a number of agencies. The regulations consisted of a piecemeal mix of voluntary and mandatory safety measures developed through decades of expert judgments and consensus building among shippers, carriers, and container makers (NTSB 1971).

There was little consistency among modes in the rationale for the standards, most of which were adopted on a mode-by-mode and commodity-by-commodity basis over the course of many decades. Before 1968, no research funds were budgeted to support regulatory development. Data on the safety performance of hazardous materials transportation were seldom collected to assess risks and develop countermeasures. Instead, regulatory changes were often made in response to individual high-profile accidents. The accidents generated public attention and calls for more concerted federal involvement in the safety process. In 1970, Congress passed the Hazardous Materials Transportation Control Act, which required DOT to collect information about hazardous materials incidents across all of the modes and to report annually on the activities and accomplishments of the various regulatory agencies responsible for safety in each mode. The act also withdrew or curtailed many of the reg- Initiatives for regulatory changes began shifting from the shippers and carriers to the regulators themselves. These developments culminated in the passage of landmark legislation, the HMTA, which for the first time offered a consistent and coherent rationale for the federal regulatory program—“to protect the Nation adequately against risks to life and property which are inherent in the transportation of hazardous materials in commerce.” In passing HMTA, Congress made it clear that the transportation of hazardous materials was to be regulated in a more consistent and systematic manner that conceptualized risks across modes and commodity types and with respect to hazards before, during, and after an incident. DOT placed this responsibility within the Office of Hazardous Materials Safety of the Research and Special Programs Administration (RSPA). Judged in this way, the industry’s performance is viewed as good by RSPA, which has observed that 99.

995 percent of hazardous materials shipments are transported without incident (RSPA 2003). To be sure, the occurrence of fatalities and other significant consequences from hazardous materials incidents has fallen off markedly since the statutory changes and institutional reforms of the 1970s. In recent years, however, the elevation of other risk concerns, such as security and environmental harm, has expanded and complicated the role of the federal government in controlling the risks associated with hazardous materials transportation. RSPA’s Hazardous Materials Information System (HMIS) is DOT’s main source of safety data related to hazardous materials transportation. The agency requires the reporting of an incident within 30 days, although the incident must be reported immediately if it involves a Other federal agencies collect data pertinent to hazardous materials safety. However, RSPA’s HMIS is the most widely used source of data on hazardous materials incidents. During the past decade, the number of incidents reported each year has fluctuated, with no discernible trend, between about 14,000 and 18,000. About 87 percent of the incidents reported during this period involved trucks, 7 percent air, 6 percent rail, and less than 0.1 percent water ( Table 2-3 ). The vast majority (about 97 percent) of reported incidents can be characterized as having minor consequences— that is, they did not have any of the serious outcomes that require immediate reporting ( Table 2-4 ). Incidents involving bulk shipments, which account for about one-fifth of reports, had nearly twice as many injuries and four times as much property damage as did reported incidents involving nonbulk shipments ( Table 2-4 ). Gasoline was by far the most common material involved, as might be expected given the prevalence Together, gasoline, other flammable liquids, and corrosives accounted for 57 percent of serious incidents (RSPA 2003).

The large number of reported incidents involving trucks stems in part from the many small, nonbulk shipments moved by this mode. Most of the reported incidents involve small leaks from drums and other nonbulk containers discovered during loading and unloading, with few, if any, consequences except for cleanup expenses at the site. Even though most reported incidents do not involve serious consequences, the annual statistics reveal some highly costly and consequential ones. For instance, the 1996 figures include 110 airline passenger and crew fatalities from the crash of ValuJet Flight 592, which was caused by oxygen generators that caught fire. During the same year, chlorine gas escaping from a tank car damaged in a train derailment in Alberton, Montana, resulted in the evacuation of more than 1,000 people, more than 700 injuries, and 1 fatality. The 1998 statistics include the deaths of five people from gasoline that spilled and ignited during the The incident also resulted in the evacuation of 80 people and the closing of an Interstate highway. Because such major incidents are rare, they stand out and tend to dominate the safety data when they do occur. NTSB reports typically detail the circumstances of the incident and its aftermath, including the performance of emergency response. The reports attempt to identify factors causing and contributing to the severity of the incident. These investigations are helpful to DOT as it seeks remedies to problems and weighs needed changes in regulations and safety programs. NTSB, however, does not have the resources to investigate more than a handful of hazardous materials incidents each year. This focus, however, has diminished over time as concern over other nonacute risks to human health and the environment has grown. During the 1970s, Congress called on the U.S. Environmental Protection Agency (EPA) to require the reporting of releases of certain environmental contaminants in specific quantities.

DOT was subsequently required to regulate the transportation of these hazardous substances when they are shipped in quantities equal to or exceeding their reportable quantities. A particular concern is that shipments of certain hazardous materials—such as poison gases, flammables, and explosives—will be targeted or seized. Railroad tank cars passing through populated areas, tank trucks delivering gasoline to service stations, chemical and gas tankers at ports, and trucks carrying radioactive wastes are now viewed as candidates for terrorist activity. Whereas procedures to prevent the accidental release of hazardous materials may be beneficial in protecting against intentional releases, they may not be sufficient. It has become clear that Some long-standing measures to communicate hazard information to emergency responders, such as the labeling of containers and the placarding of vehicles, have come under scrutiny as possibly aiding terrorists in identifying hazardous materials shipments (RSPA 2003). During the past 3 years, DOT and industry have taken a number of steps to enhance the security of hazardous materials transportation. These steps include the development of guidelines to improve security awareness in the hiring of personnel, the conduct of on-site security reviews targeting shippers and carriers of very hazardous materials, and the evaluation of common hazardous materials routes from a security perspective. In passing the Marine Transportation Security Act of 2002, Congress required all ports and their users to develop comprehensive security plans and incident response capabilities. The first responders to hazardous materials incidents are often local (county and municipal) law enforcement and emergency personnel. Consequently, the role of firefighters, police, and other emergency personnel in responding to hazardous materials incidents is especially important.