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In this study, the liquefied petroleum gas (LPG) accident in Wenling, Zhejiang Province, China, on June 13, 2020, was analyzed and simulated. An LPG tank truck overturned and collided with the concrete guardrail; the subsequent explosion of the tank released 25.36 t LPG. Shortly afterward, the LPG tank was shot into the air, and the gas cloud ignited, thereby triggering a fire and vapor cloud explosion (VCE). This accident killed 20 people, injured 175 people, and caused significant property loss. The accident timeline was established based on multiple accident images, and the accident process was discussed in detail. The distribution of tank debris, evaporation and spreading of the LPG pool, dispersion of the LPG gas cloud, and VCE were simulated with the EFFECTS and ALOHA software. The images of the accident scene helped to determine and analyze the accident process. In the particular case in which a tank is shot into the air with a continuous two-phase jet, the actual flight distance of the tank is much greater than the prediction of the debris distribution model. The gas cloud distribution simulated with the SLAB model approximately corresponds to a major part of the severely damaged zone. In this accident, the TNO multi-energy method and ALOHA provide relatively consistent predictions with the actual building damage distribution when models use a specific confined explosive mass.

Introduction: Cargo Tank Trucks (CTTs) are a primary surface transportation carrier of hazardous materials (hazmat) in the United States and CTT rollover crashes are the leading cause of injuries and fatalities from hazmat transportation incidents. CTTs are susceptible to rollover crashes because of their size, distribution of weight, a higher center of gravity, and the surging and sloshing of liquid cargo during transportation. This study identified and quantified the effects of various factors on the probability of rollover and release of hazmat in traffic crashes where a CTT was involved. Method: Bayesian Model Averaging (BMA)-based logistic regression models were estimated with rollover and hazmat release as the binary response variables, and crash, truck, roadway, environment, and driver characteristics as the explanatory variables. 2010–2016 police-reported CTT-involved crash data from Nebraska and Kansas was utilized. Receiver Operating Characteristic (ROC) curves confirmed appropriateness of the modeling approach for inference and prediction on the crash dataset. Results: CTTs are more likely to rollover in crashes while turning and changing lanes relative to going straight; side impacts (side collisions) and severe crosswinds increased the likelihood of rollovers; tractor and semi-trailer body style decreased the probability of rollover, while truck tractors are more prone to rollovers; collisions with fixed objects and higher posted speeds increased the rollover probability; rollovers and intersection crash locations increased the likelihood of hazmat release. Conclusions: The findings can assist stakeholders (policy-makers, private shippers, and CTT drivers) in restricting CTTs’ operations for safety; scheduling, routing, and fleet planning; and low-level decision-making (e.g., emergency stopping or local routing). Practical Applications: This study identified and quantified the effects of different factors on the conditional probability of rollover and release of hazmat in CTT-involved crashes. The findings may assist stakeholders in decision-making towards safe operations of CTTs for transportation of hazmat.

The greatest potential danger to the technological scheme of a gas station (gas station) is a violation of the tightness tanker with oil products in the territory of a gas station. This can lead to an explosion of fuel vapor over the strait and the fire of the strait, as well as an explosion and fire inside the tanker truck. In these cases, the area of effect the damaging factors of the accident can be spread even outside the territory of the gas station. The main causes of emergencies at gas stations are: failure of the control and emergency protection equipment; excess of technological parameters of processes above critical values; violation of technological regimes; mechanical and corrosive wear of equipment; errors of repair and maintenance personnel; actions of external factors. The purpose of this work is to analyze the causes and the likely scenario for the development of accidents during the unloading of petroleum products at gas stations and develop recommendations for the prevention of these dangerous situations. A detailed analysis of the conditions for the occurrence and development of an accident at each stage of the oil product unloading unit is considered, and a logical scheme of emergency situations in this unit is constructed. The main hazards include the following: excess pressure in the tank above the critical value boundary, mechanical and corrosive wear of the tank truck, operating personnel errors, influence of external factors, leakage, overturning of the tank truck, formation of explosive and fire hazardous mixtures inside the tank truck, spillage of oil products, explosion, fire inside the tank truck, evaporation of the strait, fire of the strait, creation of explosive and fire hazardous mixture over the strait, explosion over the strait, destruction of building structures, equipped, injury, burns to people and the spread of the affected area outside the gas station. Recommendations on the prevention of emergency situations when unloading oil products from a tanker at gas stations and the actions of gas station employees in the event of their occurrence are developed.

The presence of nonylphenol (NP) in the wastewater of the tank truck cleaning industry is a major concern because of its endocrine disruptive properties. In this paper, the use of ozone for degrading NP from tank truck cleaning wastewater was investigated by operating a pilot-scale biological wastewater treatment in combination with an ozonation unit. The impact of the added ozonation step on the removal of NP, soluble chemical oxygen demand (sCOD) and total organic carbon (TOC) was monitored over one year. sCOD and TOC removal were not significantly enhanced, but the NP peak concentrations in the effluent were significantly lower than those obtained after biological treatment only: a relatively low NP concentration was observed, even when peak loads were present in the influent of the pilot-scale biological wastewater treatment plant (influentbio). Contrariwise, the effluent of the sole biological treatment follows the peak load trends of the influentbio. During the ozonation period, the average NP concentration in the combined biological-ozone unit was 0.29 μg/L, compared to 1.89 μg/L for the effluent obtained after a sole biological treatment, resulting in an improved average removal efficiency of 32%. ispartof: JOURNAL OF ENVIRONMENTAL MANAGEMENT vol:288 ispartof: location:England status: published

Road transportation of hazardous chemicals has a high risk and is likely to cause serious road traffic accidents. In this paper, the most common LPG tanker in hazardous chemical transportation is taken as the research object. Based on theCFD method, we used FLACS software to simulate LPG tank car accident in Italy. The leakage process of LPG tank car after leakage was simulated, and the diffusion process of propane and butane mixture in one minute when the accident occurred. It was further analyzed that the leakage material exploded when it encountered the ignition source, and the shock wave overpressure was the highest at 2.5 seconds after the explosion, with the shock wave pressure exceeded 0.26MPa. Also, the attenuation of theblast wave is higher in the area far away from the explosion source. The research results can provide effective data support for on-site emergency disposal and personnel evacuation of similar accidents.

Based on the purpose of ensuring the safety of liquid tank semi-trailer, the dynamic characteristics of liquid in the tank truck have been studied. The liquid sloshing in the tank is simulated by the Volume of Fluid method of multiphase flow and k-epsilon turbulent model, and analyzes the effect of the initial velocity, deceleration and filling rate on the tank truck. The results show that, the initial velocity, deceleration and filling rate in the tank all produce different forces and torques to the tank, which affect the driving stability of the tank. If the deceleration and filling rate are constant, the initial velocity will have less influence on the longitudinal stability of the tank. However, when the deceleration increases, the longitudinal stability decreases. Meanwhile, if the filling rate is more than 0.8, the effective deceleration will be the lowest and the longitudinal stability is poor. What is the most important is that the method of this paper is feasible, which provides references for driving and supervising tank truck.

The identification procedure for oils in natural water samples can be divided into three stages: (1) isolation of the hydrocarbon components from the pollutant sample; (2) identification of the same in terms of the petroleum product, for example crude oil, petroleum and gas oil; (3) identification of the specific source of pollution, such as an individual tanker, tank truck, factory or domestic fuel tank. Stage (2), a general classification of the oil is often satisfactorily achieved by gas chromatographic techniques possibly coupled with mass spectrometry or infrared spectroscopy applied to a sample of the oil pollutant. Stage (3), the true identification, invariably requires samples from potential sources for comparison with the pollutant.

In order to solve the problem of exhausting gas on the cleaning process of tank trucks in our country, a set of control device for exhausting gas based on Single Chip Microcomputer is developed. The device is composed of Driving Structure, Feedback Signal and Signal Processing. The Displacement Sensor, Tension Sensor, Water Level Sensor and Methane Sensor are used to generate signals, which are processed and judged by the Single Chip Microcomputer, and the corresponding instructions are sent out according to the judgment results to control the operation of the Driving Structure. Compared with the traditional Steam Fumigation Method and High-pressure Water Cleaning Method, the system is more efficient and more environmentally protection.

A directional response for a partially filled tank with agro-food liquids incorporates the motion of the free surface due to roll and longitudinal accelerations into the dynamic tank model. This paper presents an analysis of efficaciousness of different designs of baffles for two different tank, to limit the impact of the response given by the liquid on the tank walls. In this paper modelling of the behaviour of the cross-section circular and ellipsoidal tank with baffles, partially filled with liquids agro-food, was developed, which performs a braking-in-a-turn manoeuver. Two different tank truck models have been used to simulate the sloshing effect of agro-food liquid cargo. Is also studied the two geometric models of the tank was done by using SolidWorks and simulating the behaviour of the tank ANSYS-CFX. In this study, there were simulated and modeled two models of tank-type “X”, respectively type “Y” used for the storage and transport of liquid agro-food products, namely water, for different speeds (v = 14m / s and v = 20m / s) and two filling levels of the tank trucks (40% and 80%). The results obtained were compared the behaviour of the tank partially filled into a braking-in-a-turn manoeuver, in which the total values of the deformations that appear as a result of the impact due to the movement of the liquid inside the tank trucks.

This study explains the existing and real conditions of a possible passive elimination of static electricity when loading oil and oil derivatives. We are considering the formation and survival of gas bubbles both in the volume of oil in its depth, but also at the surface of oil and oil derivatives of the partly filled reservoir, and formation of both volume and surface electric charge in oil and oil derivatives. The study presents the research of formation and survival of static electricity in both reservoirs and tank trucks of different geometric shapes partly filled with oil and oil derivatives. We are proposing a new original possibility of passive elimination of static electricity when loading oil and oil derivatives in reservoirs and tank trucks. The proposed passive device for elimination of static electricity is protected at the international level in the domain of intellectual property (with a patent, model and distinctive mark).

[EN] The size and complexity of industrial chemical plants, together with the nature of the products handled, means that an analysis and control of the risks involved is required. This paper presents a methodology for risk analysis in chemical and allied industries that is based on a combination of HAZard and OPerability analysis (HAZOP) and a quantitative analysis of the most relevant risks through the development of fault trees, fault tree analysis (FTA). Results from FTA allow prioritizing the preventive and corrective measures to minimize the probability of failure. An analysis of a case study is performed; it consists in the terminal for unloading chemical and petroleum products, and the fuel storage facilities of two companies, in the port of Valencia (Spain). HAZOP analysis shows that loading and unloading areas are the most sensitive areas of the plant and where the most significant danger is a fuel spill. FTA analysis indicates that the most likely event is a fuel spill in tank truck loading area. A sensitivity analysis from the FTA results show the importance of the human factor in all sequences of the possible accidents, so it should be mandatory to improve the training of the staff of the plants., This paper was funded by the Universitat Politècnica de València and UNED, both of Spain.

A chlorine tank truck attack could cause thousands of fatalities. As a means of preventing chlorine truck attacks, I consider the on-site generation of chlorine or hypochlorite at all U.S. facilities currently receiving chlorine by truck. I develop and apply mathematical models to estimate the amount of chlorine shipped by truck in the United States and the cost of generating chlorine at each facility. I then calculate system costs, as well as cost effectiveness in terms of expected cost per death avoided. The median estimated amount of chlorine trucked in the United States is 500 thousand tons/year, with 80% going to water and wastewater treatment. The median net cost of on-site generation totals $800 million/year for the United States as a whole. On-site generation would pass a cost-effectiveness test requiring median estimated cost per death averted to be $6.5 million or less if the investment reduces the annual probability of a chlorine truck attack in the United States by at least 0.03, depending on the chlorine attack simulation dose–response model and other factors. The expected value of the reduction of fatality risk from truck accidents causing chlorine releases would be $8 million per year, too low for cost effectiveness if that is the only benefit of on-site chlorine generation.

Liquid sloshing in the tank of a tank truck is one of the important factors affecting the driving stability of the tank truck. When the external motivation is larger, the liquid sloshing phenomenon shows the nonlinear characteristics of the movement, causing rollover accidents. Therefore, it is of practical significance to study the movement of a tank car to improve its stability. Based on the equivalent pendulum mechanical model under nonlinear condition, the liquid sloshing nonlinear motion of a tank was investigated. A simulated liquid sloshing test bench was used to verify the validity of the nonlinear model. This study provides a theoretical basis to improve the driving stability of a tank truck.

Questions of the development and investigation of thermally regulated natural gas storage and transportation systems of a new type using sorbents are considered. The results of full‐scale tests of the adsorption compressed gas cylinder system for the GAZ‐53 truck are described.

On December 31, 2000, a tank truck overturned on a sharp curve and spilled about 3608 gallons of #6 fuel oil into the East Walker River (EWR) near Bridgeport, California, elevation 6500 ft. The EWR is one of the premier trout fishing streams in the State of California, and the town of Bridgeport is economically dependent on large numbers of fisherman who come there during trout fishing season each year. The cleanup was complicated by extreme cold weather conditions and ice coverage that hampered efforts of the responders for much of the three-month cleanup. This paper describes the successful response in detail, and specifically addresses the many issues that the Unified Command dealt with and resolved during the cleanup. Those issues included safety concerns related to the cold weather environment, cold weather influences on equipment, containment and recovery strategies adapted to the stream and ice conditions, legal requirements regarding irrigation rights and water releases from an upstream reservoir, fish habitat protection, overlapping jurisdictions of multiple state and federal agencies, and concerns of the community, private landowners, and sport fishing organizations.

To investigate the driving stability of tank trucks, an equivalent trammel pendulum was utilized to approximately demonstrate the dynamic characteristics of liquid sloshing in a partially filled tank. The oscillation movement of the trammel pendulum in the tank was described under the tank-fixed coordinate system and its motion equation under the noninertia coordinate system was derived using a Lagrangian function. The motion of the pendulum that expresses the fluid cargo dynamic behavior and that of the solid truck was coupled with each other by the tank. Therefore, a tank truck dynamic model was established using Newton’s first law and the angular momentum. A typical tank truck was selected and used to study its driving stability under steering angle step test. The study on tankers driving stability is of great importance for evaluating tankers driving safety, investing the main impact factor aspecting tankers driving stability, and developing active/passive roll control systems for them.

The sensitivity of heavy road vehicle aerodynamic coefficients to different testing parameters (scenario, vehicle type and turbulence intensity) is experimentally evaluated in this paper through wind tunnel experiments. The first part of the paper has investigated the aerodynamic loads (both stationary and non-stationary) acting on a high-sided lorry (VAN) in a flat ground scenario. The mean aerodynamic coefficients, the flow pattern around the vehicle and the aerodynamic admittance function have been assessed and compared for different wind turbulence conditions (boundary layer simulations). The present paper instead investigates the influence of the infrastructure scenario (flat ground, embankment, single and double viaduct), of the exposition (upwind or downwind) and of a trailed unit on the aerodynamic loads acting on the vehicle. Moreover, the mean aerodynamic coefficients and the aerodynamic admittance function of the high-sided lorry considered in the first part are compared with the ones of other heavy vehicles (tank truck, tractor–semitrailer combination and tractor–trailer combination) to assess the influence of the vehicle geometry.

Gasoline distribution in the metropolitan area of Mexico City (MAMC) represents an area of opportunity for the abatement of volatile organic compound (VOC) emissions. The gasoline distribution in this huge urban center encompasses several operations: (1) storage in bulk and distribution plants, (2) transportation to gasoline service stations, (3) unloading at service stations' underground tanks, and (4) gasoline dispensing. In this study, hydrocarbon (HC) emissions resulting from breathing losses in closed reservoirs, leakage, and spillage from the operations just listed were calculated using both field measurements and reported emission factors. The results show that the contribution of volatile HC emissions due to storage, distribution, and sales of gasoline is 6651 t/year, approximately 13 times higher than previously reported values. Tank truck transportation results in 53.9% of the gasoline emissions, and 31.5% of emissions are generated when loading the tank trucks. The high concentration of emissions in the gasoline transportation and loading operations by tank trucks has been ascribed to (1) highly frequent trips from distribution plant to gasoline stations, and vice versa, to cope with excessive gasoline sales per gasoline station; (2) low leakproofness of tank trucks; and (3) poor training of employees. In addition, the contribution to HC evaporative and exhaust emissions from the vehicles of the MAMC was also evaluated.

Sensitivity to handling for many species increases in the following order: Eggs Juveniles Adults Larvae

Fire tests were carried out for full scale semi-enclosed gasoline statio~ model. Two sizes ofZfire source, gasoline as a fuel, of 600 I in a 10 m and 900 I in a 15 m pool were used. The burning continued about 8 10 min. Three locations of fire pool inside model compartment, at the end corner, middle position, and foot of the opening, were chosen with respect to the tank truck area. The results show that burning rate of gasoline at the end corner and middle position in semi-enclosure indicated 4.9 5.8 mm/min, and is ZO% 40% high compared to free burning. Gasoline vapor slided out on the floor by strong convection, and which gave an apparent bigger size of burning area. As the pool at the foot of opening chosen, this phenomena was clearly observed, then flaming tornado was performed as high as 18 ZOrn and its burning rate was about 7.4 mm/min. This may be due to vortex initiated natural wind. Wired window glasses on the scecond floor, sometimes were touched wit~ flame, were not broken even exposed to the heat flux of 9 W/cm instantaneously.

A finished oil is defined as that fat or oil product ready for use alone or as an ingredient without further processing. It represents the culmination, and carries the costs, of all the processing steps required to present it for use in its final desired form. The goal of finished oil handling and storage is to maintain the quality obtained through previous processing. Possible effects on quality through exposure to air, moisture, light, storage temperature, storage times, type of container, and physical movement of product are discussed. Also included will be a discussion of bulk handling of edible oil products.

In July 1981, a crude oil spill from a pipeline break occurred in Osito Canyon near Castaic, California. In April 1984, a tank truck accident on Interstate Route 5 resulted in a fuel oil spill into a tributary canyon to Osito Canyon. Although the spills occurred at virtually the same location, the amounts spilled, the extent of the canyons contaminated, and the cleanup methods used produced different recovery results. The spillers assumed financial responsibility for cleanup actions and complied with the concerns and recommendations of government officials. The Environmental Protection Agency served as the on-scene coordinator, while the U. S. Forest Service and the U. S. Coast Guard's Pacific Strike Team provided on-site monitors and technical assistance. Impact from the spills appeared to be negligible on the chaparral type vegetation and sparse concentration of wildlife in the area. Effects from the spills were not lasting, and no environmentally sensitive downstream areas were affected.

Bill Bryant presents informally his observations on many practical aspects of the new system of hauling milk by tank pickup in widely scattered parts of the United States. He reports that the work-load is eased, milk quality is improved, delivery is facilitated, and economies in collection and operation are secured.

The success of treating and drying wood to a large extent depends on the timeliness and care with which work is carried out on wood treating plots.

In the spring of 1955, the Defense Department foresaw the start of experimentation with significant quantities of liquid hydrogen at many facilities in the California area, They therefore started a program to make available this, then rather unusual fluid., The Stearns-Roger Baker sfield Plant is the result (see Fig. 1). This was to be a small, hastily built plant that would supply liquid para-hydrogen to users in the area in moderate amounts (100–6000 gal) for about one year, A much larger plant was to have been put in operation at the end of a year, replacing the first. Baker sfield started limited production in November, 1957 and full production in January, 1958 and is still in operation, Most of this time it has been producing at a monthly rate above the rated design capacity, (Design capacity is still classified.) At present, the plans for this plant are not fixed; it may be operated for several more years.

The two tank truck pick-up routes which have been operating in Connecticut during the last three years can attribute much success from very frequent fieldmen's visits to the farms, much sampling of the milk, and many improvements in methods and equipment. Four new routes have been started and three more will be operating in a few weeks. The present interest by both dealers and producers is so ravenous that rigid control is imperative. Fortunately, the 1951 Connecticut legislature gave the Commissioner of Farms & Markets authority to establish rules and regulations to control all phases of the project. Already, methods have been established for the sampling and testing of the farm milk for butterfat, utilizing “standard methods” with a few supplementary requirements. The Department is now working on methods and standards to ensure high quality milk. In addition to our present code requirements, consideration will be given to all of the newer methods of milk production not now specifically covered in existing codes (state or U.S.P.H.S.)

A TANK-STORAGE TERMINAL is a group of tanks located on what is commonly called a tank form. Its location should be at a strategic point on water, rail, and main highways, to provide for the receipt, storage, and ultimate distribution of liquid commodities. To indicate the economic justification for a terminal's existence, let us take, for example, a landlocked refinery located at such a point as Tulsa, Okla., which desires to export material and bring the material from the refinery to the Gulf Coast via tankcar, store it therein, and ultimately, after accumulation of the cargo, pump it to the boat for movement to foreign ports. Conversely, oils originating in foreign countries can be brought in to our terminal, stored, and then distributed to the consumer's centers within the interior of the United States. With the mounting costs of construction even a large corporation hesitates to erect tank-storage facilities for the commodities that they may have to accumulate or distribute. That is where GATST enters the picture. We can handle their material in a majority of cases at a lower cost than they can (without any investment on their part), not because we are better operators or have any secret methods but because we will handle a hundred times more material than their single operation. We will use the same dock, the same crew, the same watchmen, the same boilers, the same pumps, sometimes the same pipe line for a number of customers, whereas they have to install a separate unit for their own product. Terminals are highly mechanized. The initial investment is huge, and the break-even point is high, depending on property costs, variety of tank sizes, and the like. After that, additional tankage is very profitable, as the additional operating costs are small, and the main cost is the investment in tanks, pumps, roads, pipe lines and loading racks. Most terminals have tanks ranging in size from 2,500 to 150,000 barrels or 100,000 to 6 million gallons. The larger-size tanks are in petroleum service and the smallersize tanks in the chemical, petrochemical, and lube-oil services. Materials are received by tankcar, tank truck, barge, tank vessel, and pipe line. and shipped out in the same manner. We started our first terminal in 1926 at Goodhope, La., on the Mississippi River, about 25 miles north of New Orleans, with about 8 million gallons of storage. As of January 1954, we have six terminals with a capacity of approximately 352 million gallons of storage, all on deep water, except the Chicago Terminal, which is on the Chicago Sanitary Ship Channel, a part of the Illinois-Mississippi Waterway System. On May 1, 1954, this was increased to about 430 million gallons of storage. We are currently building about 33 million gallons of storage, to be completed within the next three months, giving us a total of approximately 463 million gallons of storage. The terminal is usually notified three or four days in advance of the arrival of a tanker or barge. After the vessel has tied up to the dock, the gager samples each tank on the vessel, and takes the samples to the laboratory, usually on our premises, where they are analyzed to make certain that there has been no contamination during the trip. The samples are then approved by the chemist, and the gager and pumper are notified. Then the cargo hose is connected to the vessel. The material is then pumped through suitable lines to the storage tank in the terminal that has been selected to receive the material. After delivery the tanks are gaged to determine the outturn received against the quantity invoiced by shipper. This usually checks out within one half of 1%. When instructions are received to ship the material, it is loaded out to tankcar, barge, or tank truck. A sample is taken from the tankcar or tank truck or barge, and usually the sample is approved before the shipping clerk issues the bill of lading. The sample is retained for at least thirty days. Among the products we handle are all types of petroleum, vegetable oils, fish oils, benzol, toluol, xylol, molasses, caustic soda, methanol, glycols, acetates, alcohol, hydrochloric acid, carbon tetrachloride, hexanol, various solvents, lube oils. Many of the above products are blended by us to the specifications of the customers. We are working on a number of deals with petroleum and chemical companies which will necessitate a further expansion program on our part in order to take care of the requirements of these companies.