Sunday, Sep 14, 2014 at 18:54
Ammonium Nitrate doesn't need diesel to go off. It can go off with internal heating when there's a stockpile (or a truckload, or a shipload).
An AN explosion can be caused by a process known as Self Sustained Decomposition.
This is where the product commences to decompose chemically in the middle of the stockpile or load.
The SSD process generates heat, and the heat generated can start a fire, and BANG, up it all goes.
There have been numerous AN explosions around the world.
The Texas City Disaster in 1947 was the worlds worst AN explosion. A ship loaded with 2600 tonnes of AN blew up in Texas City port after a fire started in the hold, and the blast caused immense destruction.
The TCD killed a total of 581 people and the blast broke windows 40
miles (64kms) away.
A more recent one in France (Tolouse) in 2001 caused 2.5 billion euros worth of damage, and killed 31 people.
Another one in 2004, a train explosion in NK, killed 162 and injured 3000. The real toll was probably much higher.
This explosion was reported as a possible attempt on the Little Fat Wun's life - who only travels by train to avoid assassination - but it was more likely due to impurities in the AN, which are a big no-no.
AN disasters around the world
We have to balance requirements of a dangerous product with the risk.
We transport tankerloads of petrol around the world, and huge shiploads of AN as
well.
Ammunition and explosives ships regularly transport huge amounts of explosives during Wartime.
All possible steps are taken to minimise the known risks. No smoking, safety a priority, minimising the possibilities of fire or overheating.
There hasn't been a major AN disaster for a while. There's bound to be one in the future when all the holes in the cheese line up, as the pilots are fond of saying.
However, in this case, Kalari and the AN shippers need a good kick up the a****.
It seems rather obvious the truck driver went to sleep and ran off the road.
This is an entirely avoidable scenario for AN transport.
There should be two drivers at all times, minimal driving hours to avoid tiredness - and no night transport.
I'm sure something like these conditions/regulations will soon be introduced for AN transport.
There will be screams about "nanny state" when tighter rules and regulations are brought in - but it can all be sheeted
home to trucking companies who treat transport of DG's with a casual attitude.
In this same vein, Cootes petrol tanker disaster has had a major impact on trucking conditions, Australia-wide.
My workshop neighbour, a truckie, has just lost all his work and contracts, because he was happily using a 1977 KW to haul his Woolworths trailers around.
Last month, he got booted unceremoniously out onto the street with his contract stripped off him on
the spot - because since the Cootes disaster, all major companies now deem old trucks (even though they are in GC and
well-maintained) as an unacceptable risk.
The companies now demand near-new trucks for their trailer-hauling, and have immediately relegated a lot of good trucks to paddock work.
The trucking companies only have themselves to blame for any draconian rules that are now initiated as a knee-jerk reaction.
AnswerID:
539077
Follow Up By: Member - Andrew & Jen - Sunday, Sep 14, 2014 at 19:36
Sunday, Sep 14, 2014 at 19:36
Thanks Ron N - good explanation
If my memory serves me correctly, Kalari was bought by the Swire Group quite a few years ago. They were a top trucking company and I think were one of the first (if not the first) to computerise their trucks, producing a record of location, time, speed, what gear engaged, rest breaks, etc and details associated servicing intervals and so on.
Kalari trucks commanded top prices in the second hand market, for good reason.
Whether the Swire group have maintained that envious position in the market I don't know. Certainly overall their trucks are now not as
well cleaned, often a good indicator. (IPEC under Barton was another example)
Cheers
Andrew
FollowupID:
823681