Tank Car and Tank Truck Loading and Unloading

Loading and unloading operations are covered in 40 CFR 112.7 (e)(4). This includes fueling activities by customers at gas stations and cardkey facilities, and the receipt of product from tank cars, tank trucks or smaller carriers. Fueling terminals, islands, and other loading areas must meet the same requirements as the unloading areas of a facility.

Department of Transportation (DOT)

Department of Transportation (DOT) regulates loading and unloading procedures regardless of the types of trucks servicing a facility. All drivers must follow loading/ unloading procedures found in 49 CFR 171, 173, 174, 177, and 179. Training programs be conducted and thoroughly address the requirements and procedures. These requirements should be incorporated into a Standard Operating Procedures (SOP) manual for product transfer. Facilities should also ensure that other commercial drivers or contractors using the facilities are competent in these procedures and consider requiring training certificates.

Tank car (railcar) and tank truck loading/ unloading areas have a high probability for spills. Secondary containment systems should be designed by an engineer and specifically for a facility's topography and the size of the tank car/truck loading or unloading at the site. Loading/unloading areas typically are designed to permit vehicle access and incorporate a secondary containment system. The most common loading/ unloading area containment system is a covered, curbed, and graded area that drains to a sump. Drainage should flow into retention ponds, catchment basins, or treatment systems designed to retain oil or return it to the facility. A method to clean or retain oily stormwater or return it to the facility from loading/unloading areas must also be considered. A system that incorporates good engineering practices minimizes the volume of water, ice and snow that enters the containment area.

Tank trucks when parked overnight on the companies property should be positioned in a containment area. This should be followed even if the tanks are empty at the end of the day.

The containment system must be designed to hold the maximum capacity of the largest compartment of a tank car or truck loaded or unloaded at the facility. As an example, if a 9,000-gallon tanker truck has three 3,000-gallon compartments, the loading area containment should hold at least 3,000 gallons. If there are separate areas for different unloading or loading operations, each area should be designed specifically to hold the capacity of the largest carrier anticipated to conduct operations in that area. For facilities that load or unload from "unit trains," the containment system must be capable of containing the aggregate volume of product for all open railcars/ compartments linked to the manifold in a series for product transfer at the same time. An engineer must look at the entire facility as a unit to determine the adequacy of the spill containment systems in place.

A warning light or physical barrier system (such as a brake-interlock system for bottom-loading trucks) or warning signs should be provided in loading and unloading areas to prevent a vehicle from leaving before completely disconnecting from the fuel transfer lines.

Prior to filling and departure of a tank car or truck, the lowermost drain and all outlets of such vehicles should be closely examined for leakage. If necessary, valves should be tightened, adjusted, or replaced to prevent leaking in transit.

BACK TO SPCC BULK STORAGE REQUIREMENTS

BACK TO SPCC HOME PAGE

Wilson Environmental Management, Inc.

Call us toll free in the U.S. 1-800-469-0799

International callers, dial U.S. Country Code 1, Area Code 713, Number 468-3323

e-mail

Office hours are 8 to 5, U.S. Central Time

Texas Utah North Carolina Georgia

Austin, San Antonio, Houston Provo Charlotte Atlanta

Established 1993, A veteran owned company.