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Spill During Diesel Loading – Sharing Lessons Learned

Many thanks to terminal operators in Australia that share incidents so we can learn from these incidents.

Incident:

While loading diesel onto the lead trailer on a multiple trailer combination, the driver noticed diesel leaking from under the trailer. The driver safely stopped loading by activating the loading bay emergency stop and then closed the trailer internal air operated valves stopping the further diesel leaking from the compartment. Terminal staff responded to the bay emergency stop alarm. The spilled diesel was controlled & contained to the loading bay containment area. Approximately 400 litres of diesel was spilt from the trailers No.3 compartment.

Immediate Actions:

  • Bay emergency stop was activated, which alerted terminal staff to the incident.
  • The driver shut down the trailers internal valves which stopped further leakage from the trailer.
  • The spill was contained in the load bay spill containment system, the spill was recovered and the area cleaned.
  • Trailer equipment was made safe and secured to be sent for repairs. The truck compartment was repaired, hydro-tested & issued with approved Return to Service documentation.

Findings:

Investigation found that a pipe bracket that holds the No.3 compartment run-down pipe was broken. This allowed for the run-down pipe to flex with the vehicle’s movement and stress the No.3 compartment run-down pipe flange. This resulted in a flange bolt  & nut coming lose and eventually the nut coming off from the bolt and making the flange connection loose.

Regular tanker maintenance and service inspection had been completed approximately one month prior to the incident. It’s believed the U-bolt clamps & brackets had been checked & cleared at the time of inspection, but it’s possible the bracket defect had been missed or bracket was not broken enough to be identified an issue at the time.

It’s believed that current poor road conditions may have increased wear & tear (vibration) on vehicles and trailers.

Learnings:

  • Recommend that carriers ensure pipe work support brackets are inspected as a part of their regular maintenance programs & ensure run-down pipework bracing is included as a regular check on servicing forms.
  • Vehicle maintenance timing/schedules should consider the impacts from the change to road condition and  environment (eg flood impacted/damaged roads).
  • Share the incident with terminal users for further awareness.
  • Ensure truck and tanker pre-trip inspections are carried out at the beginning of each shift by the driver.
  • Drivers should be encouraged to monitor for any unusual free play or movement in the tanker outlets when connecting hoses.
  • Remain vigilant, listen and look out for anything unusual during tanker loading.

A final reminder the terminal operator wished to highlight the importance of checking trailer rundown pipework, brackets, braces, U-bolts, which if defective could lead to significant stress & failure of the trailer compartment/pipework and or flanges.

Many area’s of the country are suffering from poor road conditions from prolonged wet weather events causing pot holes and road defects, which can increase the impact to vehicle wear & stress. This more than ever puts the emphasis & importance on vehicle inspection and maintenance.

Thanks again to the terminal operator for sharing.

SLP Team.

 

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Tanker “Return To Service” (RTS) for Australian Terminals

SLP, and it’s participating terminal partners in Australia, are implementing a new method for dealing with tankers loading for the first time, after Returning To Service (RTS) from maintenance, repairs, servicing, cleaning or inspection.

SLP conducted a trial in South Australia, that has proved to be very successful.

The new RTS process is easy to use and has been effective at reducing confusion and miscommunication in the current return to service process.

For many participants it this change will simply be an awareness of the new process used by Inspection locations, Drivers and Fuel Terminal Operators.

The aim of our new RTS process is to reduce complexity, to make the process move available to those that have the responsibility to see the RTS process completed.

Create a basic and simple method of tanker hand over and eliminate spills related to a poor Return To Service practices.

Throughout 2023 the SLP team will be traveling the country providing information sessions and information handouts at your location.

Please contact me at SLP and I would be very happy to provide more information about the new RTS process for your business, I am happy to provide information sessions or RTS information packs?

Lee Stringer

Safe Load Program Manager

Ph: 0419908919

E: [email protected]

 

RTS – Flyer

RTS – Inspection Location Handout

RTS – Driver Handout

RTS – Terminal – Handout

RTS – Tag – Front

RTS – Tag – Back

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NRSPP offers many great ideas for your next safety conversation

WHAT IS THE NRSPP?

The National Road Safety Partnership Program (NRSPP) offers a collaborative network to support Australian businesses in developing a positive road safety culture. It’s about saving lives without the red tape.

Partners within the NRSPP recognise road safety not as a competitive advantage but as a shared advantage. Collaboration will not only increase productivity but save lives.

On the NRSPP website, you will find the tools, evidence, networks and support that will empower you in not only improving road safety in your workplace, but outside of your workplace too.

From senior management to workers, a positive road safety culture is everyone’s responsibility.

The NRSPP is proudly hosted and delivered by Monash University Accident Research Centre (MUARC).

To be involved and kept informed, head to the NRSPP website and subscribe to the NRSPP monthly newsletter!

Tool box Talks on Youtube

Below is just one example of their great work.

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Have You Seen The New Preventing Fires Truck Inspection Manual by the NSW EPA?

The EPA has published guidance material that will help all heavy vehicle operators and drivers, assisting in identifying issues that can lead to a vehicle fire. The document also provides guidance for drivers in the signs and what to look for, hopefully preventing a fire in a vehicle.

You can access this guidance material by clicking on the links below:
Preventing fires truck inspection manual

The EPA and truck fire investigators have come together to create the Preventing fires – truck inspection manual (PDF 4MB) for people such as fleet operators, workshop managers and mechanics to assist them in identifying potential causes of truck fires and to help prevent them from occurring.  The manual focuses on more than pre-journey checks and includes

Guidance for Drivers

Guidance for drivers (PDF 832 KB) to help them identify faults – such as overheating brakes and electrical faults that could lead to fires while in transit. This guidance also informs drivers about what to in the event of a fire starting.

Checklist for Mechanics

A checklist for mechanics (PDF 252 KB) to assist in vehicle inspections

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The EPA advises that more than 200 trucks catch fire every year in NSW with many of these fires being preventable. These fires endanger lives, and can cause water, land and air pollution, significant traffic delays, and often result in the destruction of the truck and its cargo. The causes of many of these fires can be identified and prevented through regular inspection.

The EPA would like to see the manual in every workshop in the country so please share it with your mechanics and fleet managers – the message is “If you want to prevent your trucks catching fire, read this!”

More information and guidance about the requirements for safe and lawful transport of dangerous goods can be found on the EPA website.

SLP is happy to help the EPA share this great work.

SLP Team.

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Hatch & Vent and Hydrostatic testing procedures

Safe Load Program have produced documents to assist tank owners and maintenance providers when conducting 2 1/2 year Hatch and Vent and 5 year Hydrostatic testing.
We thank many within the industry that have shared their knowledge and experience with us in the creation of these documents. with Special thanks to the NSW EPA for details obtained from the (NSW EPA Dangerous Goods Tank Vehicle Inspection Manual).

The documents are offered as a guide only and are not meant to replace existing documents used by experienced maintenance providers. These documents may not cover all aspects of a tanker owners or operators test procedures and care should be taken at all times when conducting testing of components under pressure.

We see these as uncontrolled live documents that may be updated at any time, we are also open to recommended changes and or inclusions to the testing and maintenance process.

Hatch & Vent – Hydrotest

SLP Manager
Lee Stringer

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New Look SLP Training System

Read more
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Are you effectively investigating the cause of every incident or component failure?

Australian SLP Inspection Location,

I bring to your attention a couple of issues that have been raised with us at SLP and we in turn are sharing this information as a way of raising your awareness to problems that can hopefully be avoided or lessened in the future.

Incident One:

Consecutive overfill protection probe activations on a tanker after repairs;

  • Tanker overfill protection probe was activated before reaching the pre-set loading level and under SFL level during loading ULP.
  • Tanker was inspected by third party maintenance contractor who tested/adjusted probe height and completed return to service paperwork.
  • Tanker returned to site and the high level probe was again activated before reaching the pre-set loading level and under SFL level during loading ULP.
  • Tanker was again inspected by third party maintenance contractor who tested/adjusted probe height and completed return to service paperwork.
  • Tanker returned to site and the high level probe was activated for a third consecutive time before reaching the pre-set loading level and under SFL level during loading ULP.
  • Tanker was inspected by third party maintenance contractor – it was then determined that the compartment had been incorrectly calibrated.

As an Inspection location how do you assure yourself that the tanker and its compartments are correctly calibrated, what information can you obtain for the manufacture or owner to assist you in making the correct call when you are requested to set an over protection probe hight?  In this case we are very lucky the overfill protection probe did its job and prevented the loading system from potentially overfilling the compartment leading to loss of containment and then on to worst case scenario of explosion/fire/injury or loss of life.

OS10 Road Tanker – Overfill Protection Standard

Incident Two:

Reoccurring Leak;

  • Leak found on pipework from compartment to tanker manifold after loading at Terminal.
  • Tanker inspected by third party maintenance contractor who repaired leak and returned tanker to service.
  • Within 3 months the leak reoccurred after loading at Terminal.
  • Tanker again inspected by third party maintenance contractor – repair was completed and tanker returned to service.

In this incident the repairers ability to adequately conduct quality repairs has been questioned? I must ask that at all times repairers understand the risk of cargo component failure and the seriousness of the potential outcome, I am not suggesting that in this incident that poor workmanship contributed to the second failure, but I do ask that you don’t let your repairs become a potential disaster due to poor quality work or a failure to fully investigate the reasoning behind the initial failure.

Please consider this information as an opportunity for learning and share with your staff .

Should you have any questions please don’t hesitate to contact me.

Lee Stringer SLP Manager

[email protected]

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