Hazardous industry leaders give insight on the keys to operational excellence

A global survey of hazardous industries and Operational Index was recently published by Sphera. The annual Operational Excellence Index (OEI) survey report which highlights trends in digital transformation and OE strategies across the hazardous industries.

Previously conducted by Petrotechnics, now a Sphera company, the index is in its third year of surveying oil and gas, chemical, energy and industry manufacturing professionals to gauge attitudes around OE and the measures taken towards its adoption. Year after year respondents agree, OE programs help reduce risk, cut costs, and improve productivity. The 2018/2019 survey reveals senior leaders are relying on technologies to support their OE initiatives and identifies where they are coming up short and what they could do to improve.

Ninety percent of respondents agree digital transformation will accelerate their ability to achieve OE – not just as a one-off target but as an ongoing business objective. This is a significant increase from last year’s report where 73% of leaders agreed that going digital was key to achieving OE. Implementing digital technologies is now aligned with overall business goals with 55% leveraging technology to reduce operational risk and 55% to improve asset availability and uptime.

Paul Marushka, President and CEO at Sphera, commented, “As the third-annual Operational Excellence Index shows, digital transformation is upon us. As companies look for new ways to keep their people safe, their operations productive and their products sustainable, being able to tap into and monitor data from Industry 4.0 solutions will be a major differentiator for organizations looking to separate themselves from the competition. It’s not surprising that 90% of respondents agree that digital technology will accelerate operational excellence. We couldn’t agree more. Sphera believes digital is the wave of the future for operational risk mitigation.”

But while industry leaders agree digital is essential to OE, more than half are still trying to figure out what ‘digital transformation’ means for them, and 69% are just beginning their digital journey. The approach to digital matters, according to 83% of survey respondents, who admit they have relied on legacy systems to improve their business agility but had not embedded operational best practices cross-functionally.

The good news is the industry is on the brink of a major step forward when it comes to achieving OE through digitalization. Seventy-five percent of leaders recognize the need to create new, insight-driven business processes across enterprise functions. Advanced analytics and digital twins were highlighted as key solutions to help operators understand how to make better, safer planning and operational decisions. 

Scott Lehmann, VP, Product Management, ORM for Operations at Sphera, said, “This year’s survey clearly illustrates the challenges digital leaders face within their own organizations to understand what digital transformation means or could mean practically and tangibly to their company. While the pace of digital transformation and ROI is still in its early days, the survey points strongly to a rapid acceleration on the horizon. Digital leaders understand digital integration and the adoption of new technologies must focus on creating actionable insights to help underpin new cross-functional business processes that enhance decision-making and the way people work together.”

One survey respondent suggested: “The best approach to digital is not to use technologies to close gaps that you know already exist. Rather, start with a blank sheet of paper and define what you need – and then assess the available technologies.”

Petrotechnics, now a Sphera company, conducted the survey between October and November 2018, collecting 116 responses from a broad representation of functions, demographics and industries across the hazardous industries, including: oil, gas, chemicals, manufacturing, utilities, mining, engineering and other sectors. The survey included respondents from each major region – specifically Middle East (29%), Europe (28%), North America (28%), Asia Pacific (11%), Africa (3%) and South America (1%).

View the full report and results from the 2018/2019 Operational Excellence Index.

What are the core requirements of wide area CBRNe training?

Written by Steven Pike, Argon Electronics

When you are required to conduct wide area emergency preparedness training – be it in the setting of a chemical, biological, radiological, nuclear, and explosive (CBRNe) school, a dedicated military center or an industrial facility – the ongoing challenge for any CBRNe instructor is to be able to create a scenario that is realistic, safe, reliable and cost effective.

Trainees need to be equipped with the practical knowledge and skills to respond with confidence to an enormous variety of potential live incidents. And each threat brings with it a unique set of practical, physical and psychological tasks that need to be ‘experienced’ in order to be understood.

So what is the recommended approach to help instructors implement a realistic but safe CBRNe training environment?

Overcoming regulatory obstacles

While the spreading of chemical simulants can still occasionally be an option, strict environmental regulations generally make it unfeasible – and the use of any form of radiological source is almost always going to be unrealistic for all but the most high specialized of training facilities.

Simulant training also brings with it the problem of being very location-dependent, which restricts the ability to create scenarios in public settings or confined spaces. And there is the added difficulty of it not being able to be readily integrate simulant training with other conventional live training methods.

Wide-area instrumented training systems

When the highest degree of realism is required, a powerful modular exercise control system such as PlumeSIM enable instructors to take their CBRNe training exercises to an entirely new level. And it especially comes into its own in the context of counter terrorism scenarios, nuclear training drills and HazMat emergency exercises.

So what benefits does the PlumeSIM training system offer?

Portability – Plume-SIM is highly portable making it quick to set up and to use in any environment. The inclusion of a planning mode also means that instructors can easily prepare exercises on a laptop or PC without the need for any form of system hardware.

Realism – Students are equipped with simulators and GPS enabled players, to enable them to take part in large area exercises that can include sequential multi-threat releases or that integrate with third-party live training systems.

Instructor control – The instructor retains complete control of the exercise including the ability to decide the type, quantity, location and nature of the source.

Environment – Specific environmental conditions can also be easily defined by the user, including temperature and changes in wind direction.

Repeatability – The Plume-SIM’s exercise parameters can be saved so the identical scenario can be repeated as many times as required.

Real-time action -The trainees’ movements, progress and instrument usage can be monitored in real time from a central control station.

After action review – The recording of student activity in real-time provides useful after action review (AAR). This can be used to encourage discussions about the effectiveness of an exercise and to facilitate further improvements.

Data capture – All recorded exercise data can also be exported and emailed to external personnel for future analysis.

Pre-exercise capability – The table-top planning mode uses standard gamepad controllers which enables trainees to undertake pre-exercise practice to take place within the classroom environment. The exercise can also be recorded and analysed prior to heading for the live field training area.

Versatility – If environmental conditions preclude the ability to obtain or maintain continuous long-range radio communication then the scenario can be pre-loaded on the player unit for timed activation.

Compatibility – The Plume-SIM system is compatible with a wide variety of simulator equipment including the M4 JCAD-SIMCAMSIMAP2C-SIMAP4C-SIMRDS200-SIMEPD-Mk2-SIMAN/PDR-77-/VDR-2 and RDS100-SIM.

Room to grow – The modular system gives instructors the flexibility to expand their range of training equipment as and when their budgets allow.

Achieving the highest level of realism in CBRNe training is paramount – and assuring personnel safety will always be key.

A flexible, modular simulator-based training solution such as the PlumeSIM system can provide trainees with the opportunity to practice and perfect their response to a wide variety of highly-realistic simulated threats in a completely safe environment.


About the Author

Steven Pike is the Founder and Managing Director of Argon Electronics, a leader in the development and manufacture of Chemical, Biological, Radiological and Nuclear (CBRN) and hazardous material (HazMat) detector simulators. He is interested in liaising with CBRN professionals and detector manufacturers to develop training simulators as well as CBRN trainers and exercise planners to enhance their capability and improve the quality of CBRN and Hazmat training.

With more oil to be shipped by rail, train derailments show enduring safety gaps

by Mark Winfield and Bruce Campbell, Faculty of Environmental Studies, York University, Canada

The recent runaway CP Rail train in the Rocky Mountains near Field, B.C., highlighted ongoing gaps in Canada’s railway safety regime, more than five years after the Lac-Mégantic rail disaster that killed 47 residents of the small Québec town.

The British Columbia crash resulted in the deaths of three railway workers and the derailment of 99 grain cars and two locomotives.

In the B.C. accident, the train involved had been parked for two hours on a steep slope without the application of hand brakes in addition to air brakes.

The practice of relying on air brakes to hold trains parked on slopes was permitted by both the company and by Transport Canada rules. Revised operating rules, adopted after the Lac-Mégantic disaster, had not required the application of hand brakes under these circumstances.

The latest accident was one of a rash of high-profile train derailments in Canada since the beginning of 2019. While none compares in magnitude with Lac-Mégantic, they evoke disturbing parallels to that tragedy. Although investigations are ongoing, what we do know raises questions about whether any lessons have in fact been learned from the 2013 disaster.

Now must apply hand brakes

Within days of the B.C. runaway, both CP Rail and Transport Canada mandated the application of hand brakes in addition to air brakes for trains parked on slopes. This after-the-fact measure parallels the action Transport Canada took days after Lac-Mégantic, prohibiting single-person crews, after having granted permission to Montréal Maine and Atlantic Railway to operate its massive oil trains through Eastern Québec with a lone operator.

Furthermore, like the Lac-Mégantic tragedy, existing mechanical problems with the locomotives involved reportedly played a role in the CP Rail derailment, raising questions about the adequacy of oversight with regard to equipment maintenance practices.

Like Lac-Mégantic, worker fatigue may have also played a role in the crash. Despite efforts within Transport Canada to force railways to better manage crew fatigue, railway companies have long resisted. Instead they have taken page out of the tobacco industry playbook by denying inconvenient scientific evidence as “emotional and deceptive rhetoric.”

The situation has prompted the Transportation Safety Board to put fatigue management on its watchlist of risky practices, stating that Transport Canada has been aware of the problem for many years but is continuing to drag its feet.

Oil-by-rail traffic explodes

The implications of the B.C. accident take on additional significance in light of the dramatic growth seen in oil-by-rail traffic in Canada over the past year. Export volumes reached a record 354,000 barrels per day in December 2018, with the vast majority of the oil going to refineries on the U.S. Gulf Coast and Midwest. These oil tankers potentially being able to derail is a legal claim waiting to happen with the help of a personal injury attorney, compensation could and would be very wholesome.

This development has not gone unnoticed by people living in communities across North America, who are concerned about the growing danger of another disastrous derailment.

The increase in traffic — now bolstered by the Alberta government’s plan to put another 120,000 barrels per day of crude oil on the rails by next year — is occurring at a time when the Transportation Safety Board reported a significant increase in “uncontrolled train movements” during 2014-17 compared to the average of the five years preceding the disaster.


Read more: Technology to prevent rail disasters is in our hands


This is despite the board’s Lac-Mégantic investigation report recommendation that Transport Canada implement additional measures to prevent runaway trains.

Two weeks after the B.C. crash, a CN train carrying crude oil derailed near St. Lazare, Man.; 37 tank cars left the tracks, punctured and partially spilled their contents. The cars were a retrofitted version of the TC-117 model tank car, developed after Lac-Mégantic, intended to prevent spills of dangerous goods. The train was travelling at 49 mph, just under the maximum allowable speed.

Budgets chopped

In the lead-up to the Lac-Mégantic disaster, the Harper government squeezed bothTransport Canada’s rail safety and transportation of dangerous goods oversight budgets. These budgets did not increase significantly after the disaster.

Justin Trudeau’s government pledged additional resources for rail safety oversight. However, Transport Canada’s plans for the coming years show safety budgets falling back to Harper-era levels. It remains to be seen whether these plans will be reversed in the upcoming federal budget.

Safety Management Systems-based approach remains the centrepiece of Canada’s railway safety system. That system been fraught with problems since it was introduced 17 years ago.

It continues to allow rail companies to, in effect, self-regulate, compromising safety when it conflicts with bottom-line priorities. Government officials claim there has been a major increase in the number of Transport Canada rail safety inspectors conducting unannounced, on-site inspections. But the inspectors’ union questions these claims.

If an under-resourced regulator, with a long history of deference to the industry, is unable to fulfil its first-and-foremost obligation to ensure the health and safety of its citizens, the lessons of Lac-Mégantic have still not been learned. The B.C. accident highlights that the window for history to repeat itself remains wide open.


This article is republished with permission. It was first published on The Conversation website.

About the Authors Authors

Mark Winfield is a Professor of Environmental Studies, York University, Canada

Bruce Campbell is an Adjunct professor, York University, Faculty of Environmental Studies, York University, Canada

Are New United States Regulations Coming for Accidental Releases into Air?

By Louis A. Ferreira, Willa B. Perlmutter, and Guy J. Thompson, Stoel Rives LLP

On February 4, 2019, a federal court ruled that the U.S. Chemical and Safety Hazard Board must issue regulations within one year that set forth reporting requirements for accidental releases of hazardous substances into the ambient air. This requirement has been part of the Board’s statutory mandate since its inception in 1990 pursuant to Section 112(r)(6)(C)(iii) of the Clean Air Act (“CAA”). Nevertheless, the Board has never issued any such regulations.

Four non-profit groups and one individual filed a one-count complaint against the Board, seeking declaratory relief and an injunction to compel the Board to promulgate reporting requirements as required by the CAA. Plaintiffs claimed that the Board had violated the Administrative Procedure Act by not issuing any regulations. Plaintiffs further asserted the lack of reporting requirements have impaired their respective abilities to collect information that would help prevent future releases and the harm caused from such releases.

The United States District Court for the District of Columbia agreed with the plaintiffs and ruled that the Board must issue regulations within one year. In reaching its decision, the Court rejected the Board’s defenses that the delay in promulgating regulations was reasonable given the Board’s limited resources, small staff size, and other required functions. “[I]f that is the case,” the Court said, “the solution to its resource constraints is not to ignore a congressional directive[,] [i]t is to return to Congress and ask for relief from the statutory requirement.” The case is Air Alliance Houston, et al. v. U.S. Chem. & Safety Hazard Investigation Bd., D.D.C., No. 17-cv-02608, February 4, 2019.

The Court’s decision appears to follow a similar one issued in August 2018 in which some of the same plaintiffs brought a complaint against the U.S. Environmental Protection Agency. In that case, the plaintiffs petitioned the D.C. Court of Appeals for review of the EPA’s decision to delay for 20 months the effective date of a rule designed to promote accident safety and enhance the emergency response requirements for chemical releases. The Court rejected all of EPA’s defenses justifying the delay in a strongly-worded opinion that held the agency strictly to the letter of the CAA. That case is Air Alliance Houston, et al. v. EPA, 906 F.3d 1049 (D.C. Cir. 2018).

The same directness is evident in this recent decision.

Ultimately, the practical effect of the ruling is not clear. There are already laws in place that require companies to report accidental releases to state and federal authorities. It is possible the Board will promulgate regulations that align with its current practice of deferring reporting requirements to other agencies. If the Board took that approach, there likely would not be a noticeable difference in reporting requirements from the current practice.

On the other hand, the two recent decisions discussed above suggest that a trend may be forming in which the courts are pushing back when the government steps off its clear statutory path.


This article has been republished with the permission of the authors. The original post of this article can be found on the Stoel Rivers LLP website.

About the Authors

Lou Ferreira is a senior partner with more than 27 years of complex trial experience.  His practice focuses on commercial litigation, insurance coverage and environmental, safety & health issues.  A seasoned litigator, Lou has significant experience in high-stakes litigation including successfully defending a class action filed against a utility by residents of a town in Washington asserting that the utility was liable for flooding as a result of the operations of its upstream dams.  Lou  successfully defended a port in Washington from a $20 million lawsuit brought by developers alleging breach of contract to develop a large mixed-use waterfront project on the Columbia River. 

Willa Perlmutter has more than 30 years of experience as a litigator, focusing for the last 20 on defending mine operators across all sectors of the industry in administrative enforcement proceedings brought by the Mine Safety and Health Administration (MSHA) for alleged violations of the Mine Act.  In addition, she regularly counsels clients on a broad range of issues that affect their mining operations, from personnel policies and actions to compliance with a broad range of federal statutes. Willa regularly defends companies and individuals facing investigations and formal legal proceedings for alleged safety and health violations under both the Federal Mine Safety and Health Act of 1977 and the Occupational Safety and Health Act of 1970, whether those arise out of a catastrophic event, such as an accident, or in the course of a regular inspection by MSHA or Occupational Safety and Health Administration (OSHA). She has successfully defended a number of mining companies in whistleblower cases brought under the Mine Act.

Guy Thompson is a litigator and advisor on a wide-range of insurance matters. His practice focuses on insurance coverage litigation, including natural resources/environmental insurance coverage, and a wide variety of risk management issues. Guy helps policyholders obtain the recovery they deserve from their insurers and has helped recover millions of dollars from insurance companies for his clients. Guy is skilled at getting insurance carriers to cooperate in paying claims and often secures settlements with insurers without the need for litigation. Recently, he helped recover over $1.65 million from multiple insurance carriers for a Portland company that was required to perform environmental cleanup by the Oregon Department of Environmental Quality.

U.S. PHMSA Study Will Assess Aligning U.S. and International Regulations for Aerosol Containers

by Bergeson & Campbell

The U.S. Department of Transportation (DOT) Pipeline and Hazardous Materials Safety Administration (PHMSA) routinely reviews and amends the Hazardous Materials Regulations (HMR) to harmonize the HMR with international regulations and standards.  In February 2019, PHMSA’s Office of Hazardous Materials Safety (OHMS) contracted with the Cambridge Systematics (CS) Team to conduct a risk assessment for the transportation of aerosol containers to align U.S. and international regulations.  The study is intended to determine whether the United Nations Recommendations on the Transport of Dangerous Goods — Model Regulations (Model Regulations) definition of aerosols maintains an equivalent level of safety to the definition in the HMR and to assess the risk associated with aligning the definitions.  The study is expected to be completed in February 2020, and any rulemaking to align the definition of aerosol containers would be issued after that.

Federal law and policy favor the harmonization of domestic and international standards for hazardous materials transportation.  In a November 27, 2018, proposed rule to amend the HMR to maintain alignment with international regulations and standards, PHMSA notes that it was directed by the federal hazardous materials law “to participate in relevant international standard-setting bodies and requires alignment of the HMR with international transport standards to the extent practicable.”  While federal hazmat law allows PHMSA to depart from international standards to promote safety or other overriding public interest, “it otherwise encourages domestic and international harmonization.”

The Model Regulations define aerosol or aerosol dispenser as “an article consisting of a non-refillable receptacle meeting the requirements of 6.2.4, made of metal, glass or plastics and containing a gas, compressed, liquefied or dissolved under pressure, with or without a liquid, paste or powder, and fitted with a release device allowing the contents to be ejected as solid or liquid particles in suspension in a gas, as a foam, paste or powder or in a liquid state or in a gaseous state.”  The HMR, in 49 C.F.R. Section 171.8, defines aerosol as “an article consisting of any non-refillable receptacle containing a gas compressed, liquefied or dissolved under pressure, the sole purpose of which is to expel a nonpoisonous (other than a Division 6.1 Packing Group III material) liquid, paste, or powder and fitted with a self-closing release device allowing the contents to be ejected by the gas.”  Unlike the Model Regulations, the HMR permits only an aerosol with a liquid, paste, or powder.  Industry has petitioned PHMSA to align the definitions and permit certain non-refillable gas containers with or without a liquid, paste, or powder to be transported without needing a Special Permit.

Commentary

Since the study is not expected to be completed until February 2020, there will be no immediate impact for U.S. manufacturers of aerosol products.  The study will likely conclude that the definition of aerosols in the Model Regulations ensures an equivalent level of safety to the definition in the HMR, and that there is no risk associated with aligning the definitions.  Should this be the outcome, PHMSA would then initiate a rulemaking.  We would expect the rulemaking to align the HMR definition with the Model Regulations and permit certain non-refillable gas containers with or without a liquid, paste, or powder to be transported without needing a Special Permit.  Stakeholders may wish to keep an eye on the study and, of course, any ensuing rulemaking and comment as appropriate.


This article has been republished with the permission of Bergeson & Campbell, P.C. The original post can be found at the Bergeson & Campbell, P.C. website.

Bergeson & Campbell, P.C. (B&C®) is a Washington D.C. law firm providing decades of experience in the manufacture, handling, and transport of conventional, biobased, and nanoscale industrial, agricultural, and specialty chemicals, including product approval and regulation, product defense, and associated business issues. www.lawbc.com.

Ontario: Trucking Company Fined $250,000 over hazmat incident

Titanium Trucking Services Inc., headquartered in Ontario, was recently convicted of one violation under the Ontario Environmental Protection Act and was fined $250,000 plus a victim fine surcharge of $62,500 and was given 24 months to pay the fine. The fine was the result of a hazmat incident in which a fluorosilicic acid spilled from a tanker truck into the natural environment, which caused adverse effects.

Fluorosilicic acid is corrosive and causes burns. It decomposes when heated, with possible emanation of toxic hydrofluoric acid vapours. It is used in fluoridating water and in aluminum production. In the aquatic environment, an accidental spillage of fluorosilic acid would suddenly reduce pH level due to the product’s acidic properties.

At the time of the offence, Titanium Trucking Services Inc., which is located in Bolton (just northwest of Toronto) had a contract with a Burlington, Ontario area chemical company to provide drivers and vehicles on a dedicated basis for chemical product transportation.

In January 2017, the Burlington area chemical company placed an order for 81,000 kg of 37-42% fluorosilicic acid, which was required for pickup in Montreal for transport to Burlington.  Fluorosilicic acid is a corrosive liquid, classified as a dangerous good. 

On the date of the planned chemical pick-up, Environment Canada had issued weather advisories relating to a major winter storm and the public was instructed to consider postponing non-essential travel.

The chemical pick-up occurred as planned on March 14, 2017, and within four hours after leaving Montreal, the truck and the driver were involved in a multi-vehicle collision while traveling westbound on Highway 401. As a result of the collision 15 totes of fluorosilicic acid ejected through the front wall of the trailer and also came to rest in the roadside ditch.

Eight of the totes of acid that ejected from the trailer were punctured and spilled approximately 8,000 litres of acid into the ditch and onto the truck cab, dousing the driver, which eventually resulted in his death later in hospital.


March 14, 2017 incident on Highway 401 near Mallorytown. Several first responders were exposed and needed to be decontaminated. (XBR Traffic)

The acid discharge caused further adverse effects. a total of 13 First responders and another sixteen members of the public had to be decontaminated, the 401 highway was closed in both directions, and the OPP officer who initially attempted to extract the truck driver from the cab on scene experienced significant health effects. In addition, adverse impacts to the roadside soil ecosystem occurred.

HAZMAT Labels Market: global industry analysis by 2028

Future Markets Inc. recently published a research report on the Hazmat Labels Market. The report, entitled Global HAZMAT Labels Market: Overview – HAZMAT Labels, provides an overview of the market and predicts the growth of the industry.

The report is a compilation of first-hand information, qualitative assessment by industry analysts, inputs from industry experts and industry participants across the value chain. The report provides in-depth analysis of parent market trends, macroeconomic indicators and governing factors along with market attractiveness as per segments. The report also maps the qualitative impact of various market factors on market segments and geographies.

Regional analysis includes – North America, Latin America, Eastern Europe, Asia Pacific excluding Japan (APEJ), Middle East & Africa (MEA), and Japan.

Report Highlights include a detailed overview of the following:

  • market, changing market dynamics in the industry;
  • In-depth market segmentation;
  • Historical, current, and projected market size regarding volume and value;
  • Recent industry trends and developments;
  • Competitive landscape;
  • Strategies for key players and products offered’
  • Potential and niche segments; and
  • Geographical regions exhibiting promising growth

Hazmat Labels – Requirements

Hazmat labels must have excellent durability and cannot be impaired by other labels, markings & attachments. HAZMAT labels are categorized into nine classes for different purposes such as explosives, flammable gases, flammable liquids, inhalation hazards, organic peroxides etc. HAZMAT Labels for each class have a specific size & color. Most of the HAZMAT labels have contrasting background & a dotted line border. HAZMAT labels have text & symbols either in white or black.

It is important to choose the correct HAZMAT labels for shipments, as labelling a material incorrectly can result in costly shipping delays, injuries & fines. HAZMAT labels must be printed or attached to any one side of product offered for transport. It is mandatory for HAZMAT labels to be attached alongside UN numbers.

Transport Canada and the US Department of Transportation (DOT) has developed certain specifications for labels, markings and placards that must be prominently displayed on each package or container, including transport vehicles in order to safeguard health, safety, and property. The global market of HAZMAT labels is anticipated to grow rapidly during the forecast period, due to growing demand from chemical, pharmaceutical and various other end use industries.

Stringent labeling regulations by governments regarding the transportation of hazardous material accelerates market growth of HAZMAT labels, globally. Rising popularity of interactive packaging where end users can directly track the packaging using HAZMAT labels with technologies such as
radio-frequency identification (RFID) is considered a new opportunity for growth of the HAZMAT labels market.

Global HAZMAT Labels Market: Segmentation

On the basis of material, global HAZMAT labels market has been segmented as: Paper, Plastic ( Polyolefin, Vinyl, Others ). On the basis of product type, global HAZMAT labels market has been segmented as: DOT HAZMAT labels and U.S. EPA HAZMAT labels. On the basis of end use, global HAZMAT labels market has been segmented as: Pharmaceutical, Electrical & Electronics, Chemical and Petrochemicals, and Agriculture & Allied Industries.

Geographic Market

The global HAZMAT labels market has been segmented based on the region like North America, Latin America, Western Europe, Eastern Europe, MEA, APEJ, and Japan. Asia Pacific and MEA. U.S. has strong market in HAZMAT labels accounting for highest refineries & chemical producing nation in the world. The U.S. accounts for the largest share in HAZMAT labels market, owing to a large petrochemical industry. MEA region and other Asia Pacific countries such as China, India etc. are expected to witness moderate growth in the HAZMAT labels market, during the forecast period.

Key Players

Some of the key players in the HAZMAT labels market are as follows: Emedco Inc., J.Keller & Associates Inc., Brimar Industries, Inc., Air Sea Containers, Inc., National Marker Company, Labelmaster Services Inc., BASCO, Inc., LPS Industries, LLC.;

Many local and unrecognized players are expected to contribute to the global HAZMAT labels market during forecast period.

Key Developments

Some of the key developments in the HAZMAT labels market are as follows:

  • HSE Inc. has introduced HAZMAT labels with pictograms alert in order to describe presence of a hazardous chemical.
  • In February 2018, Labelmaster Services Inc. announced that it has been named the exclusive label manufacturer and distributor for CHEMTREC.

U.S. NTSB updates list of most wanted safety improvements

The United States National Transportation Safety Board (U.S. NTSB) recently unveiled its list of most wanted safety improvements for the transportation sector in 2019-2020.

Launched in 1990, the most wanted list serves as a primary advocacy tool to help save lives, prevent injuries and reduce property damage resulting from transportation accidents, U.S. NTSB officials said in a press release. In 2017, the U.S. NTSB changed it from an annual to biennial list to provide list developers and recipients more time to implement recommendations, some of which are longstanding safety issues the board believes continue to threaten the traveling public.

The 10 items on the 2019-20 list are:
• eliminate distractions;
• end alcohol and other drug impairment;
• ensure the safe shipment of hazardous materials;
• fully implement positive train control (PTC);
• implement a comprehensive strategy to reduce speeding-related crashes;
• improve the safety of certain aircraft flight operations;
• increase the implementation of collision avoidance systems in new highway vehicles;
• reduce fatigue-related accidents;
• screen for and treat obstructive sleep apnea; and
• strengthen occupant protection.

Hazmat Safety

In terms of hazmat safety, the NTSB is calling on the rail industry to meet existing federal deadlines for replacing or retrofitting tank cars. More than 2 million miles of pipeline deliver 24 percent of the natural gas and 39 percent of the total oil consumed in the United States, yet only 16 percent of U.S. rail tank cars carrying flammable liquids meet the improved safety specifications for DOT-117/DOT-117R cars. Failure to meet safety standards by or ahead of deadlines places communities near tracks at unacceptable risks, board members believe.

The U.S. NTSB investigations have shown that moving ethanol by rail and crude oil by pipeline can be unnecessarily hazardous. These essential commodities must be conveyed in a manner that ensures the safety of those who are transporting it as well as those in the communities it passes through.

There are 267 open safety recommendations associated with the current most wanted list and the board is focused on implementing 46 of them within the next two years, U.S. NTSB officials said. The majority of the recommendations — roughly two-thirds — seek critical safety improvements by means other than regulation, they said.

“We at the NTSB can speak on these issues. We can testify by invitation to legislatures and to Congress, but we have no power of our own to act,” said NTSB Chairman Robert Sumwalt. “We are counting on industry, advocates and government to act on our recommendations.”

Top Environmental Clean Up Projects throughout Canada

by David Nguyen, Staff Writer

1. The Randle Reef Contaminated Sediment Remediation Project – Hamilton, Ontario

Cost: $138.9 million

Contaminant: polycyclic aromatic hydrocarbons (PAHs), heavy metals

Approximately 60 hectares in size and containing 695 000 cubic metres of sediment contaminated with polycyclic aromatic hydrocarbons (PAHs) and heavy metals, the Randle Reef restoration project is three decades in the making. The pollution stems from various industries in the area including coal gasification, petroleum refining, steel making, municipal waste, sewage and overland drainage.1

Slated to be completed in three stages, the first stage involved the completion of a double steel sheet-piled walled engineered containment facility (ECF) around the most contaminated sediments, with stage 2 consists of dredging of the contaminated sediments into the ECF. Stage 3 will involve dewatering of the sediments in the ECF and treating the wastewater to discharge back into the lake, and the sediments will be capped with 60 cm of sand and silt enriched with organic carbon. This cap will both the isolate the contaminated sediments from the environment and form a foundation or future port structures. The ECF will be capped with layers of several material, including various sizes of aggregate, geo-textile and geo-grid, wickdrains, and asphalt and or concrete. This isolates the contaminants and provides a foundation for future port structures.

The project is expected to be completed by 2022 and cost $138.9 million. The Hamilton Port Authority will take over monitoring, maintenance, and development responsibilities of the facility for its expected 200-year life span. It is expected to provide $151 in economic benefits between job creation, business development, and tourism.

The Canada–United States Great Lakes Water Quality Agreement listed Hamilton harbour (which contains Randle Reef) as one of 43 Areas of Concern on the Great Lakes. Only 7 have been removed, 3 of which were in Canada.

2. Port Hope Area Initiative – Port Hope, Ontario

Cost: $1.28 billion

Contaminant: low-level radioactive waste (LLRW), industrial waste

The town of Port Hope, Ontario has about 1.2 million cubic metres of historic LLRW across various sites in the area. The soils and materials contain radium-226, uranium, arsenic, and other contaminants resulting from the refining process of radium and uranium between 1933 and 1988. Additional industrial waste containing metals, hydrocarbons, and dried sewage and sludge with copper and polychlorinated biphenyl (PCBs) will also be contained at the new facility.

The material was spread across town as the tailings were given away for free to be used as fill material for backyards and building foundations. An estimated 800 properties are affected, but the low-level radiation poses little risk to humans. The Port Hope Area Initiative will cost $1.28 billion and will include monitoring before, during, and after the construction of a long term management waste facility (LTMWF).

The LTWMF will be an aboveground engineered storage mound on the site of an existing LLRW management facility to safely store and isolate the contaminated soil and material, as well as other industrial waste from the surrounding area. The existing waste will also be excavated and relocated to the engineered mound. Leachate collection system, monitoring wells, and sensors in the cover and baseliner will be used to evaluate the effectiveness of the storage mound, allowing for long term monitoring of the waste.

The facility also contains a wastewater treatment plant that will treat surface water and groundwater during construction of the facility, as well as the leachate after the completion of the storage mound. The plant utilizes a two stage process of chemical precipitation and clarification (stage 1) and reverse osmosis (stage 2) to treat the water to meet the Canadian Nuclear Safety Commission requirements for water discharged to Lake Ontario.

3. Marwell Tar Pit – Whitehorse, Yukon Territory

Cost: $6.8 million

Contaminant: petroleum hydrocarbons (PHCs), heavy metals

This $6.8 million project funded by the governments of Canada and Yukon will remediate the Marwell Tar Pit in Whitehorse, which contain 27 000 cubic metres of soil and groundwater contaminated with hydrocarbons, such as benz[a]anthracene and heavy and light extractable petroleum hydrocarbons and naphthalene, and heavy metals such as manganese. Some of the tar has also migrated from the site.

Contamination began during the Second World War, when a crude oil refinery operated for less than one year before closing and being dismantled. The sludge from the bottom of dismantled storage tanks (the “tar”) was deposited in a tank berm, and over time other industries and businesses added other liquid waste to the tar pit. In the 1960s the pit was capped with gravel, and in 1998 declared a “Designated Contaminated Site.”

The project consists of three phases: preliminary activities, remedial activities, and post-remedial activities. The preliminary phase consisted of consolidating and reviewing existing information and completing addition site assessment.

The second phase of remedial activities began in July 2018 and involves implementing a remedial action plan. Contaminated soil segregated and heated through thermal conduction, which vaporizes the contaminants, then the vapours are destroyed by burning. Regular testing is done to ensure air quality standards are met. The main emissions from the site are carbon dioxide and water vapour. Remediated soil is used to backfill the areas of excavation. This phase is expected to be completed in 2019-2020.

The final phase will involve the monitoring of the site to demonstrate the remediation work has met government standards. This phase is planned to last four years. The project began in 2011 and is expected to be completed in 2020-2021.

4. Boat Harbour – Nova Scotia

Cost: approx.$133 million

Contaminant: PHCs, PAHs, heavy metals, dioxins and furans

The provinces largest contaminated site, Boar Harbour, is the wastewater lagoon for the local pulp mill in Abercrombie Point, as well as the discharge point for a former chemical supplier in the area. Prior to 1967, Boat Harbour was a saltwater tidal estuary covering 142 hectares, but a dam built in 1972 separated Boat Harbour from the ocean, and it is now a freshwater lake due to the receiving treated wastewater from the mill since the 1967.

The wastewater effluent contains contaminants including dioxins and furans, PAHs, PHCs, and heavy metals such as cadmium, mercury, and zinc. In 2015, the government of Nova Scotia passed The Boat Harbour Act, which ordered that Boat Harbour cease as the discharge point for the pulp mill’s treated wastewater in 2020, which allows time to build a new wastewater treatment facility and time to plan the remediation of Boat Harbour.

The estimated cost of the cleanup is $133 million, which does not include the cost of the new treatment facility. The goal is to return the harbour to its original state as a tidal estuary. The project is currently in the planning stages and updates can be found at https://novascotia.ca/boatharbour/.

5. Faro Mine – Faro, Yukon

Cost: projected$450 million

Contaminant: waste rock leachate and tailings

Faro Mine was once the largest open-pit lead-zinc mine in the world, and now contains about 70 million tonnes of tailings and 320 million tonnes of waste rock, which can potentially leach heavy metals and acids into the environment. The mine covers 25 square kilometres, and is located near the town of Faro in south-central Yukon, on the traditional territory of three Kasha First Nations – the Ross River Dena Council, Liard First Nation and Kaska Dena Council. Downstream of the mine are the Selkirk First Nation.

The Government of Canada funds the project, as well as leads the maintenance, site monitoring, consultation, and remediation planning process. The Government of Yukon, First Nations, the Town of Faro, and other stakeholders are also responsible for the project and are consulted regularly to provide input.

The entire project is expected to take about 40 years, with main construction activities to be completed by 2022, followed by about 25 years of remediation. The remediation project includes upgrading dams to ensure tailings stay in place, re-sloping waste rock piles, installing engineered soil covers over the tailings and waste rock, upgrading stream diversions, upgrading contaminant water collection and treatment systems.

6. Sylvia Grinnell River Dump – Iqaluit, Nunavut

Cost: $5.4 million

Contaminant: PHCs, polychlorinated biphenyls (PCBs), pesticides

Transport Canada awarded a contract of over $5.4 million in 2017 for a cleanup of a historic dump along the mouth of Sylvia Grinnell River in Iqaluit, Nunavut. The dump contains metal debris from old vehicles and appliances, fuel barrels, and other toxic waste from a U.S. air base, and is a site for modern day rogue dumping for items like car batteries. This has resulted in petroleum hydrocarbons, polychlorinated biphenyls (PCBs), pesticides, and other hazardous substances being identified in the area.

The Iqaluit airfield was founded in Frobisher Bay by the U.S. military during World War 2 as a rest point for planes flying to Europe. During the Cold War, the bay was used as part of the Distant Early Warning (DEW) Line stations across the north to detect bombers from the Soviet Union. When the DEW was replaces by the North Warning System in the 1980s, these stations were abandoned and the contaminants and toxic waste left behind. Twenty-one of these stations were remediated by the U.S. Department of National Defence at a cost of about $575 in 2014.

The Sylvia Grinnell River remediation project is part of the Federal government’s responsibility to remediate land around the airfield that was transferred to the Government of Nunavut in the 1990s.The contract was awarded in August 2017 and was completed in October. The remaining nontoxic is sealed in a new landfill and will be monitored until 2020.

7. Greenwich-Mohawk Brownfield – Brantford, Ontario

Cost: $40.78 million

Contaminant: PHC, PAC, heavy metals, vinyl chloride

The City of Brantford have completed a cleanup project of 148 000 cubic metres of contaminated soil at the Greenwich-Mohawk brownfield site. The area was historically the location of various farming manufacturing industries that shut down, leaving behind contaminants like PHC, PAC, heavy metals like lead, xylene, and vinyl chloride.

Cleanup began in 2015, and consisted coarse grain screening, skimming, air sparging, and recycling of 120 000 litres of oil from the groundwater, using biopiles to treat contaminated soil onsite with 73% of it being reused and the rest requiring off site disposal.

Barriers were also installed to prevent future contamination from an adjacent rail line property, as well as to contain heavy-end hydrocarbons discovered during the cleanup that could not be removed due to the release odorous vapours throughout the neighbourhood. The 20 hectare site took two years to clean and costed only $40.78 million of the allocated $42.8 million between the all levels of government, as well as the Federation of Canadian Municipalities Green Municipal Fund.

8. Rock Bay Remediation Project – Victoria, British Columbia

Cost: $60 million

Contaminant: PAHs, hydrocarbons, metals

Located near downtown Victoria and within the traditional territories of the Esquimalt Nation and Songhees Nation, the project entailed remediating 1.73 hectares of contaminated upland soils and 2.02 hectares of contaminated harbour sediments. The site was the location of a former coal gasification facility from the 1860s to the 1950s, producing waste products like coal tar (containing PAHs), metals, and other hydrocarbons, which have impacted both the sediments and groundwater at the site.

Remediation occurred in three stages. From 2004 to 2006, the first two stages involving the remediation of 50 300 tonnes of hazardous waste soils, 74 100 tonnes of non-hazardous waste soils, and 78 500 tonnes of contaminated soils above commercial land use levels. In 2009, 250 tonnes of hazardous waste were dredged from two sediment hotspots at the head of Rock Bay. About 7 million litres of hydrocarbon and metal impacted groundwater have been treated or disposed of, and an onsite wastewater treatment plant was used to return treated wastewater to the harbour.

Construction for the final stage occurred between 2014 to 2016 and involved:

  • installing shoring along the property boundaries to remove up to 8 metres deep of contaminated soils,
  • installing a temporary coffer dams
  • draining the bay to remove the sediments in dry conditions, and
  • temporary diverting two storm water outfalls around the work area.

Stage three removed 78 000 tonnes of contaminated and 15 000 tonnes of non-contaminated sediment that were disposed of/ destroyed at offsite facilities.

Final post-remediation monitoring was completed in January 2017, with post-construction monitoring for 5 years required as part of the habitat restoration plan to ensure the marine habitat is functioning properly and a portion of the site will be sold to the Esquimalt Nation and Songhees Nation.

9. Bushell Public Port Facility Remediation Project – Black Bay (Lake Athabasca), Saskatchewan

Cost: $2 million

Contaminant: Bunker C fuel oil

 Built in 1951 and operated until the mid-1980s, the Bushell Public Port Facility consist of two lots covering 3.1 hectares with both upland and water lots. The facility supplied goods and services to the local mines, and petroleum products to the local communities of Bushell and Uranium City. Historical activities like unloading, storing, and loading fuel oil, as well as a large spill in the 1980s resulted in the contaminated soil, blast rock, and bedrock in Black Bay that have also extended beyond the waterlot boundaries.

The remediation work occurred between 2005 to 2007, and involved excavation of soil and blast rock, as well as blasting and removing bedrock where oil had entered through cracks and fissures.

Initial remediation plans were to crush and treat the contaminated material by low temperature thermal desorption, which incinerates the materials to burn off the oil residue. However, opportunities for sustainable reuse of the contaminated material came in the use of the contaminated crush rock for resurfacing of the Uranium City Airport. This costed $1.75 million less than the incineration plan, and saved the airport project nearly 1 million litres of diesel fuel. The crush was also used by the Saskatchewan Research Council in the reclamation of the Cold War Legacy Uranium Mine and Mill Sites. A long term monitoring event is planned for 2018.

10. Thunder Bay North Harbour – Thunder Bay, Ontario

Cost: estimated at upwards to $50 million

Contaminant: Paper sludge containing mercury and other contaminants

 While all of the projects discussed so far have either been completed or are currently in progress, in Thunder Bay, the plans to clean up the 400 000 cubic metres of mercury contaminated pulp and fibre have been stalled since 2014 due to no organization or government designated to spearhead the cleanup.

While the water lot is owned by Transport Canada, administration of the site is the responsibility of the Thunder Bay Port Authority, and while Transport Canada has told CBC that leading the cleanup is up to the port, the port authority was informed by Transport Canada that the authority should only act in an advisory role. Environmental Canada has participated in efforts to advance the planning of the remediation work, but is also not taking the lead in the project either. Further complications are that the industries responsible for the pollution no longer exist.

Industrial activities over 90 years have resulted in the mercury contamination, which range in concentrations between 2 to 11 ppm on surface sediments to 21 ppm at depth. The thickness ranges from 40 to 380 centimetres and is about 22 hectares in size. Suggested solutions in 2014 include dredging the sediment and transferring it to the Mission Bay Confined Disposal Facility, capping it, or building a new containment structure. As of October 2018, a steering committee lead by Environment Canada, Transport Canada, Ontario’s environmental ministry and the Thunder Bay Port Authority, along with local government, Indigenous groups, and other stakeholders met to evaluate the remediation options, as well as work out who will lead the remediation.

Observations from a CBRNe training consolidation exercise

by Steven Pike , Argon Electronics

While accidental or deliberate chemical, biological, radiological, nuclear, and explosives (CBRNe) incidents are still widely considered to be fairly low probability events, their impact on citizens, society and infrastructure can be immense.

If and when they do occur, the speed of response has been shown to be absolutely critical when it comes to taking charge of the scene, avoiding further contamination and saving lives.

Research published by the ORCHIDS (Optimisation Through Research of Chemical Incident Contamination Systems) project provides quantitative evidence of the recommended techniques for handling potential contaminants or scenarios that will require emergency mass casualty decontamination.

Amongst its findings are:

  • The importance of swift evacuation, disrobing and decontamination – ideally within 15 minutes
  • Ensuring the safety of first responders by the carrying out of ongoing hazard assessments throughout the incident
  • The importance of clear communication to casualties or bystanders throughout the response in order to foster trust and confidence in the activities
  • Effective situation reporting from the scene to enable all agencies to retain shared situational awareness

The knowledge, skills and experience of those charged with CBRNe instruction is paramount in ensuring that the best possible training is provided to those emergency response personnel tasked with responding to hazardous incidents.

But finding innovative ways to create realistic CBRNe training – in a manner that accurately depicts the reality of modern threats, and that replicates the array of sophisticated detector equipment available – can present a very real challenge for instructors.

One of the biggest obstacles is undoubtedly time. Training exercises, by necessity, often need to take place within tight timeframes. While an actual search and survey mission may take many hours to complete, an exercise may need to be truncated to a matter of minutes. 

Having had the opportunity to observe a wide variety of CBRNe scenarios and consolidation exercises over the years, a few key factors have become especially apparent when it comes to the efficacy both of the training and the training environment.

The value of hands-on experience

Classroom learning undoubtedly has its place, but providing trainees with the opportunity to handle actual detector equipment, or replica simulator detectors, in life-like scenarios is key to their understanding.

And, as we have discussed in previous blog posts on the subject, the more realistic the scenario the better the outcomes both for the trainee and the instructor.

Having confidence in your equipment

In the early stages of an incident it may sometimes be difficult for a first responder to establish that a CBRNe incident has even occurred.

In some cases there may be visual indicators, odd smells or tastes, or obvious physical symptoms which provide a clue to the presence of a threat.

But while hazardous chemical releases are often (but not always) accompanied by a more rapid onset of symptoms, radiological or biological releases may not become apparent for minutes or even hours after the initial event.

These factors mean it is all the more important that trainees have confidence in their personal protective equipment (PPE), confidence in use of their detectors and confidence in the readings that they obtain.

With that said, participants don’t always get to spend a huge amount of time handling the equipment, which means ease of use and simplicity of operation are extremely important factors.

Managing the challenges of PPE

Something that becomes immediately apparent once trainees don their PPE equipment is just how much their visual, verbal, auditory and manual capacity is affected.

The sense of psychological isolation, anxiety and/or feelings of claustrophobia are also very real issues. And it is up to the trainee to be able to manage these physical and psychological challenges, whilst staying focused on the task at hand and ensuring they deliver accurate information to those up the chain of command.

Having access to, experience of (and confidence in) their detector equipment is a critical element of effective CBRNe response.

Even when working within tight time constraints, an observance of methodical scene management will be critical to ensuring that emergency responders are able to work in a controlled environment, that risk to themselves and the public is minimised, and that any potential crime scene is protected.

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About the Author

Steven Pike is the Founder and Managing Director of Argon Electronics, a leader in the development and manufacture of Chemical, Biological, Radiological and Nuclear (CBRN) and hazardous material (HazMat) detector simulators. 
He is interested in liaising with CBRN professionals and detector manufacturers to develop training simulators as well as CBRN trainers and exercise planners to enhance their capability and improve the quality of CBRN and Hazmat training.