Workshop on Transportation of Dangerous Goods
October 18, 2001, New Delhi

Presentation on Transportation of Flammable and or Toxic Solvents by Mr K.M.Bansal, Executive Director, Indian Oil Corporation Ltd.

Introduction

Rapid industrialisation in the 20th century has seen tremendous growth in the movement of petroleum products and other flammable & toxic chemicals throughout the globe. Increasing demand of energy which is around 1.2 X 10 13 watts per annum is mainly met by coal and petroleum products. Due to its easy handling, higher thermal efficiency, very high calorific value 4.3 X 10 7 K Cal/Kg, pollution control measures undertaken and development of efficient machines, consumption of petroleum products is growing very rapidly. In India, current consumption is in the region of 100 MMTPA.

The sources of petroleum products and other chemicals are generally concentrated in certain regions. Hence, it become necessary to transport those products either in the form of raw material or as refined ones to the various industrial and consumption centres. Transportation is generally carried out through shipping, cross country pipeline, rail and road. Indian Oil Corporation carry crude oil, imported from various producer countries, by tanker for processing at our refineries. Further, crude oil from our own indigenous source in Bombay high is brought through the tankers. Transportation from port location to Refinery and Refinery to the consumption centres are carried out through the cross-country pipelines in addition to road/ rail movement. As on date, Indian Oil Corporation operates 6523 KM long cross-country pipeline. Out of which 4136 KM long pipeline network carries petroleum products. During the year 2000-2001, Indian Oil Corporation Ltd. carried total 38.77 MMT of petroleum products and crude oil through its cross-country pipeline network. This works out to be approx. 18% of total petroleum products consumed in the country during the year. Measures undertaken during transportation of flammable and toxic chemicals are discussed here.

It is necessary to define flammable & toxic chemicals to understand hazard associated with its transportation. Highly flammable liquid has flash point lower than 23 0C & boiling point is above 20 0C at normal pressure. Flammable liquids are those having flash point lower than 65 0C & remains liquid under pressure. Hydrocarbon products qualify under this category. Toxic chemicals are those, which have lethal toxic dose 0.1 to 0.5 mg/lit or 0.5 to 2.0 mg/lit (highly toxic) through inhalation. These are capable of producing major accident hazards due to physical & chemical properties.

Comparison of different mode of transportation of petroleum products

Since independence, India has made impressive progress in creating a modern and diversified industrial base. The percentage of urban population has increased. The progress has brought about a significant increase in the domestic consumption of POL products and pushed up the demand in the country. The total refining capacity of the 15 refineries in the country at the end of March 1999 was 67.5 MTPA (million tonnes per annum) & it has been 112.54 MMTPA by Sep,2001. The refining capacity is expected to go up to 114 MTPA by 2001/ 02 (Planning Commission 1999) due to additions in refining capacity in PSUs (public sector undertakings), joint ventures, and private sectors units, and expansion of existing refineries.

Infrastructure Seenario

As per the report of the sub-group on “Development of refinery, marketing, transportation and infrastructure requirements based on the demand supply projections“ of the Main group on Hydrocarbon Vision 2025 expected oil Demand of the country has been estimated to be about 370 MMT by the year 2025. Further the total deficit on gas availability is also expected to be bridged by petroleum products . Thus the actual demand of products could be even higher. This estimated figure of 370 MMT is more than 4 times the current demand of about 91 MMT. The projected product requirement (370 MMT) would need to be transported from the source upto the consumption centers. Thus the transportation requirement for the petroleum products are projected to rise significantly in the years to come.

The importance of infrastructure growth can be appreciated in the above context. The expansion programs of this magnitude depend upon the availability of adequate infrastructure facilities in the country. In fact, all sectors of the economy are depending upon the expansion of infrastructure capabilities. So far as the oil industry is concerned, to support the growth programme in the oil sector, ports and transportation infrastructure in particular require substantial growth. Substantial infrastructure for transportation of petroleum products will be required. At present, about 50% of the crude oil and 20% of the petroleum product requirements are imported, and that crude oil imports are likely to increase in the future. Therefore, it necessiates transportation from port locations to Refinery/ consumption centres.

Petroleum products are moved by pipelines, rail & road, besides some quantity by barge & ships along coast.

Transportation requirement to carry petroleum products are projected to increase substantially in the years to come. This would open up more opportunities for development of pipeline network across the length and breadth of the country. Taking into account the advantages of pipeline, it would be imperative for the country to exploit these opportunities to the maximum.

No wonder that about 50-60% of the primary transportation of petroleum products in developed countries is done through pipelines – obviously, due to its above stated advantages. The data indicated below shows considerable potential exists for expansion of pipeline network in India.

Following table shows share of various mode of transportation in movement of petroleum products

Note: Tonnage of movement by road arrived at by difference.
Transportation of petroleum products through pipeline is safe & eco-friendly

Being the most economical and dependable mode of supply, pipelines can be considered as the long-term infrastructure solution to the problem of product transport. Major advantages of this mode over other modes are as under :

a) Energy consumption is least in Pipeline transportation and it is most suited mode of transportation for conservation of energy.
b) Cost of transportation is least, for large volumes and over long leads.
c) Pipeline transportation is highly environment friendly. Its impact on environment during the stages of construction, operation and maintenance is negligible, compared to other modes.
d) Safety is an intrinsic feature of pipeline transportation. Vagaries of nature like floods, breaches etc. do not disrupt pipeline transport systems.
e) In pipelines, the carrier is stationary. Thus, the wasteful use of energy and infrastructure for transportation of empty carrier (as happens in the case of rail and road transportation) is totally avoided.
f) Petroleum products are volatile in nature. Thus, handling of products results in evaporation losses. In the case of rail and road, such losses are as high as 0.3 to 0.5% of the volumes transported. In comparison, transportation losses in pipeline are only about 0.1%.
g) While railways need different types of wagons for different classes of products, a single pipeline can transport a large number of products. The developments in technology would also allow transportation of propane and butane in the same pipeline making this mode still more versatile.
h) Increase/decrease of transportation volume can be effected in pipelines with lower time delay, disturbance and cost. Quantity variation within certain limit is possible without compromising on safety, economic & operational consideration.
i) Pipelines can traverse highly difficult terrain where laying railway lines would be almost impossible.

It can be summarised that pipeline transportation has definite edge over other modes of transportation for carrying bulk petroleum products across the country.

Consideration for pipeline transportation

In case of pipeline transportation, it is essential to know characteristics of the chemical, which is required to be transported before choosing the material for pipe. In case of petroleum products, API 5LX grade MS pipes of various thickness are used depending upon throughput and pressure requirement. MS pipes does not react with the petroleum or any ingredient in the crude oil directly. It is definitely safer to transport hazardous and flammable chemicals like petroleum products through a pipeline from one location to another from safety and pollution angles. Since it is a close circuit operation, there is no leakage or emission of gases causing hazard to the inhabitants along side pipeline route, personnel and air / water pollution.

Consideration for handling hazardous substances

Dangerous goods form part of today’s world. IMO defines dangerous substances as those having properties, which are classified by the International Maritime Dangerous Goods Code. Handling of hazardous chemicals require certain safety and precautionary measures. Lot of local and short distance movement take place through tank lorries and longer distance by road/ rail wagons. Toxic chemical movement through smaller vessels between country to country and coastal area are not uncommon. It may be worth mentioning that hazardous and noxious chemical movement through vessels works out to be 3% compared to 97% of petroleum products movement by tankers and vessels in the world in terms of volume. Though it is insignificant as per quantity, increasing accidents of chemical tankers, and tank lorries has made us aware of the hazard associated with movement of toxic chemicals.

Safety measures required to be undertaken while handling / transporting hazardous chemicals. Oil Industry Safety Directorate has identified following measures:-

• Numbering the NFPA pictorial representation of hazard – showing flammability(red), reactivity (yellow), Oxidising chemical(OXY), Health(Blue) and W (possible hazard in use of water)
  
• HAZCHEM Code – In case of fire or spillage of chemical emergency action code is indicated. e.g. for MS HAZCHEM code is Y and for Sulphur HAZCHEM code is Z.
  
• Classification of hazardous substances – like class-1 (explosive), Class-3 (Inflammable liquid), Class-5 (oxydizing substances) and Class-6 (poisonous, toxic and infectious substances etc.)
  

Certain precautions are required to be taken for unloading of tank trucks / tank wagons. Few important measures among these are:

Engine of the truck is required to be kept off in case of flammable chemicals. Pump / vacuum system should be used for unloading purpose. Pump should be preferably seal-less type and valves should be gland less type. Connecting hose to tanker should be through coupling. Same hose should not be used to unload different chemicals. Tanker and hose should be properly earthed before starting unloading operation. Personnel handling unloading operation should use PPE.

International/ National standards followed for design of a Pipeline system

In case of cross-country pipeline transportation of liquid petroleum products, physical and chemical characteristic of the chemical to be carried are required to be considered for design of pipeline system. OISD- STD- 141, ANSI-B 31.4, B 31.8, AWWA C-203 and other ANSI, ASME, ASTM, API and BIS Codes are followed during design, construction, commissioning & operation of pipeline system. In addition to above, fire fighting and safety systems in any cross-country pipeline is designed and operated according to NFPA and OISD standards. Thus, pipeline system is safe for operation within designed parameters and monitoring system is also is in place.

Safety Awareness

Material safety data sheet is essential for identifying particular chemical for its impact on health, safety and environment. It is required for following reasons:

• Immediate (acute ) health effects – effects due to inhalation, skin contact, eye contact, skin absorption, ingestion and target organ acute toxicity.
  
• Long term (chronic) health effects - effects due to inhalation, skin contact, eye contact, skin absorption, carcinogenicity and target organ chronic toxicity.
  
• First aid
  
• Fire fighting measures
  
• Accident release measures – Health consideration for spill response, spill mitigation procedure for air release, water release.
  
• Handling and storage
  
• Engineering controls, personnel protective equipment and exposure limit.
  
• Physical data
  
• Stability and reactivity
  
• Toxicological information
  
• Ecological information
  
• Disposal consideration
  
• Transportation information
  
• Regulatory information
  
• Additional information – vendor’s MSDS, EPA list etc.
  

In other words, it may be kept in mind that transportation of hazardous chemical requires precautions, safety measures to prevent any accidental release, safe handling during loading / unloading and transfer of products. It is also important to make personnel handling the products and public aware of the chemical & hazard associated with it- whether flammable or not and precautionary measures to be undertaken during transportation, storage & after any accidental release. In India, we are required to follow the following rules in addition to other relevant rules and regulations:

i) Hazardous Wastes (Management and Handling) Rules 1989
ii) Manufacture, Storage and Import of Hazardous Chemical Rules, 1989.

Contingency Planning

Contingency planning is essential for addressing to any kind of emergency. In case of chemical spill, a chemical contingency plan which is different from Oil spill contingency plan is required to be in place before hand. In oil spill spill incident, primary effort is to contain spill. recovery and cleaning the area of hydrocarbon. Contingency planning is equally necessary for any kind of transportation system whether it is pipeline, road transportation, rail transportation or vessel movement. Contingency plan should include following:

• Risk identification i.e. physio-chemical properties like sp.gr., solubility in water, boiling point, freezing point, vapour pressure and density, fire and explosion hazardous data, health hazard data.
  
• Risk evaluation like site safety data, environmental effects data, containment action, abatement action, waring / Evacuation
  
• Risk control and
  
• Risk communication are essential.
  

Contingency planning is required for cross-country pipeline system as well. Some incidents occurred recently, have been discussed below, showing how contingency planning helped to mitigate the spill.

Recent Development on HNS movement

An accident involving chemical tanker ievoli sun off-French coast in Oct’2000 has opened a debate in the International Regulatory Authority like IMO for a separate convention like OPRC-HNS Protocol following the principles of OPRC convention to provide a frame work for international co-operation in such incidents. In addition, it is proposed to include requirements for chemical tankers under MARPOL annex-II, because this substances are not adequately focused under present MARPOL. The problems associated with chemical release w.r.t. petroleum products are toxicity, noxious chemical, fire, pollution and lives of personnel. In case of hydrocarbon, possibility of fire is the immediate concern, besides pollution. Oil spill response as in practice today for petroleum products is discussed below.

Oil Spill Response

Pipeline system has leak detection, closing of valve/ isolation of affected section, continuous monitoring of operational parameters and SCADA in place. In case of accidental release on land, contingency plan is in place to recover spilled oil & restore pipeline within reasonable time. Generally, corrosion & attempted pilferage are enemies of any accidental release. Mutual aid among other industry members, local Govt. authority is of great help.

Contingency plan and oil spill response are in place for marine oil pollution. Also, National Oil Spill Disaster Contingency Plan (NOS-DCP) of Coast Guard is followed & local contingency plan is prepared in line with NOS-DCP. Also, there is mutual aid among other oil companies, Port Authority & assistance of Coast Guard. Membership an International expert response organisation further enhances response capability. Post Erika spill off-French coast in Dec’99 has resulted stricter norms for all single hull tankers, its inspection of oil tankers and higher compensation through IOPC Fund, 1992 & CLC 1992.

Case Studies

Few case studies involving chemical tanker spill, oil tanker spill & LPG Tank Truck are discussed below.

(a) Tanker Erika Oil Spill off- French Coast

Tanker Erika laden with around 30000 MT of heavy fuel broke into two in the sea about 80 miles from a Coast of France on 12.12.99. The spilled oil finally reached French coast affecting around 400 KM long coast line. The sea was rough. The response team included oil recovery vessels of British, Dutch, German and Spanish origin, besides French team including CEDRE.. Around 20000 MT of oil spilled out of which 1200 MT were recovered by the vessels and 20 MT near coast line. Due to bad weather and spread of the spill widely, monitoring and communication were not effective. 800 work sites were opened to clean 400 KM of coast line affected by the spilled oil. Around 15000 personnel were engaged in response activities. There were controversies regarding wild life, coastal cleaning, waste storage, wreck etc. Around 63200 oiled birds were collected, out of which 2400 could be saved. Due to the nature of oil, it was chewing gum like emulsion.

Simultaneous monitoring of the wreck, which was lying 120 mtr. deep was continued. After about 7 months, pumping of the remaining oil in the chambers of the tanker started and it took around 2 months time to complete. Oily waste of around 2,00,000 MT were transported and stored. Fishermen and tourism industry were badly affected, due to spilled oil and bad publicity.

In this incident, there were damage in terms of economic and ecological activities. This incident opened up debate / lobbying for :-

• More than 50% increase in IOPC fund limit under Fund Convention 1992.
  
• Mandatory vessels reporting system for English channel.
  
• Accelerated phasing out of sub standards and single hull tankers.
  
• Strict checking of tankers for its structural integrity.
  

(b) Tanker Natuna Sea Oil Spill Incident near Singapore

Tanker Natuna Sea enroute from Middle East to China ran aground around 8 KM south of Singapore on 3.10.2000. About 7000 MT of oil spilled due to rupture in 4 cargo tanks. Oil spread fast due to strong tidal current in the straits. In this case, MPA activated oil spill contingency plan and emergency operation committee was convened. Protective booms were laid to protect sensitive areas and salvage company was engaged. While aerial spray from aircraft was carried out, surface clean-up operation was also started. Around 15 KL of dispersant chemical (total 72 KL of dispersant chemical were used) was sprayed by aircraft. Aerial surveillance were maintained to assess the pollution. The oil remaining in the wrecked tanker were transferred to other tankers. About 17 organisations from Ministry, Oil terminals, Response Companies etc. involving 60 crafts & 400 personnel were engaged in the response action.

Some of the lesson learnt are;

• expert advice for effective response
  
• handling of weather oil
  
• protecting sensitive areas by boom,
  
• use of craft and equipment for waxy and lumpy oil.
  

It may be noted that strategy and methods for response differ with local condition. Also, greater co-operation among response agencies and all effected parties are essential to derive a time bound response result and to keep compensation at the minimum level.

(c) Tanker Ievoli Sun Accident

A chemical tanker Ievoli Sun sank with chemicals detailed below as cargo near French coast on 30.10.2000.

• Styrene monomer was released. This chemical is a basic compound to make polymers and copolymers and in organic synthesis. It is very volatile and explosive when in contact with air. Stability during transportation is ensured by adding a polymerisation inhibitor. Its vapour is heavier than air and irritant to eye and lungs. Risk after the accident was related primarily to the plume formed by evaporation of the product.
• Isopropylic alcohol creating risk to fire hazard or danger of explosion in contact with air.
  
• Methyl ethyl ketone which had the risk of fire hazard and explosion.
  

The response team monitored wreck hazard, surveillance of passing traffic & sea water quality and made a quick risk assessment by the technical team for further action. Wreckage investigation and decision based on the result & international norms in such cases for taking out remaining chemicals from the chambers of the tanker were carried out. The response team also prepared for a possible toxic cloud, which luckily did not happen. The French authority called for support from the partners like British MCA, German Chemical / Oil response vessel etc. The communication among the response teams at site and authorities were maintained alongwith active mobilisation of scientific expertise & activation of zone and national committees in the case. It was agreed that styrene and IFO chemicals would be pumped out, while MEK, IPA and diesel will be released in a controlled way. The French navy and MCA controlled the activities. About 3000 cu.mtr. of styrene and 88 m3 of IFO recovered, with other products released.

In this incident, there was no toxic cloud, communication and press coverage were well. Decision making procedure in the key areas were effective. However, this incident resulted in possibility of French adhesion to HNS convention and acceptance of some R&D on marine spill hazard requirement. Response activities were effective in handling the chemical spill incident. Such chemical spill is handled by spray of special foam, suppressing chemical contact with air & remove/ reduce its toxic effect. However, protection of personnel handling it or crew of ship is of paramount importance in case of chemical spill.

(d) Accident involving LPG Tank Truck

In the morning of 07.1.2001, a bulk LPG lorry carrying 17.93 LPG loaded from Jamnagar on the way to Varanasi LPG plant met with a head-on collision with a truck carrying ply wood near Kanpur. The poor visibility due to fog was one of the reason for collision. The LPG tanker skidded down the slope by side of the road, shearing the liquid / vapour lines of the bullet resulting profuse leakage of LPG. The tank lorry also caught fire and the leaking LPG fomed a pool fire below the bullet thereby heating the bullet and causing rupture resulting in BLEVE .

The flames of the fire were as high as 50 ft. and the bullet burst into 5 major pieces, which flew to different direction. Two dish ends were thrown around 100 to 150 metre away from the bullet. Total 12 persons including driver and cleaner travelling in the LPG tank lorry lost their lives in the accident and 6 other persons suffered burn injury. Animals moving around nearby and two houses were also suffered burns and damage.

While analysing, it was observed that weather was foggy and temperature was low at 7-8 oC. Due to head-on collision and sudden stoppage of tank lorry, rear wheels were shifted towards the end of road skidding the tanker along the slope. The vapour valves were sheared off along with Excess Flow Check Valve resulting the leakage of LPG. It resulted formation of pool of liquid LPG below the bullet. The fire might have been ignited due to contact with any heated surface or spark during collision or smoking by any of the passengers. Also, it was possible that it might have been ignited by a small fire which was used by the nearby villagers for warming up during the winter morning. The main cause of the accident has been found to be negligent driving by the driver of the truck carrying plywood.

Conclusion

Transportation of hazardous liquid substances like petroleum products & chemicals will continue & grow. However, safety precaution is required to be considered in selection of mode of transportation, its design, construction & operation. Prevention is always better than mitigation plan. Material Safety Data Sheet and awareness among transport crews, personnel handling such substances are essential. Contingency plan for accidental release of such chemicals on land or water, should be in place & it should get integrated with National Contingency Plan or local Govt. contingency plan as the case may be for better co-ordination & enhanced response capability. Recent oil & chemical tanker accidents triggered debate on separate OPRC-HNS Protocol & modification in IOPC Fund compensation amount etc. Also, there are statutory rules governing movement & handling hazardous chemicals, which need to be followed. After all, we need industrial progress, but not at the cost of loss of human lives, environment pollution & damage to natural resources.