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# OAR Box 1818 Prepped by Ollie Stewart



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Number: 

# 12 ) ll-C-1 0 Docket Number: 

# A-87-1 1

Printed 11/6/20083:12:41 PM

Sheet 12 of 79P. 2

9 £%\ UNITE D STATE S ENVIRONMENTA LPROTECTIO N AGENC Y //-C-/0

AN N ARBOR . MICHIGA N 4810 5

OFFIC E O F AI R AN D RADIATIO N 

### JU LI 3 I98T

Mr . C . Jame s Britel l Federa l Highwa

yAdministratio n Offic e o f Moto r Carrie r Safety Nationa l Standard s Divisio n Washington , DC 2059 0 (HCS-10 )

Dear Mr . Britell : A s par t o f ou

r stud yo f refueling control s we hav e bee n investigating the cost s an d benefit s o f bladde r tan k technology . Thi s technolog yoffer s the potentia l t o bot h contro l refueling emission s an d enhanc e the safet yo f vehicles . As par t o f thi s investigation , m ystaf f ha s recentl y complete d a preliminaryanalysi s o f fue l tank-relate d fires . The result s o f thi s analysi s wil l be used in th e futur e t o ai d in estimating the overal l societa l benefit s o f bladde r tanks . Enclose d i s a cop

yo f thi s analysi s o f fue l tank-relate d fire s for your review . The conclusion s in the analysi s ar e mor e representativ e for passenge r car s an d light-dut ytruck s sinc e thes e vehicle s compris e mos t o f the nationwid e flee t o f moto r vehicles . Nevertheless , safetybenefit s obtaine d fro m fue l bladder s in controlling thes e fue l tan k fire s wil l be applicabl e t o heavy-dut ygasolin e vehicles . W e woul d appreciat e an ycomments , ideas , or newdat a tha t yo u ma yhave regarding thi s analysi s an d an yinformatio n regarding fue l tan k fire s in heavy-dut ygasolin e vehicles . I f yo u have an

yquestions , fee l fre e t o contac t Kathlee n Steile n o f m ystaf f a t FT S 374-8274 . Than k yo u for your assistanc e i n reviewing an

d commenting on thi s analysis .

, Sin e I -y Cheste r /.prance , Chie f Standard s Developmen t an d Suppor t Branc h

Enclosur eP. 3

.**"*> „ ^ ^ \ UNITE D STATE S ENVIRONMENTA LPROT-CTIO N AGENC Y 

## .^^5 \ > 

## y AN N ARBOR . MICHIGA N 4810 5 

### | 0 i93T OFFIC E O F AI R AN D RADIATIO N

MEMORANDU

M SUBJECT : Analysi s o f Fue l Tank-Relate d Fire s FROM : Kathlee n A . Steilen , Chemica l Enginee r ""K'^cKLu-^Q.

Standard s Developmen t an d Suppor t Branc h -»"> • *- » "Y- ,

TO : THRU : Charle s L . Gray , jr. , Directo r

Emissio n Contro l Technolog yDivisio n Glen n W . passavant , Projec t Manage r ^J. & ^ In xj%n ~ 1^ ^ Standard s Developmen t an d Suppor t Branc ho Cheste r J . France , Chi e Standard s Developmen t a Introduction Recentl ysevera l partie s have expresse d concern regarding th e safetyo f onboard refueling emissio n controls . Boththe Insuranc e Institut e for Highwa ySafety(IIHS ) an d Nationa l Highwa yTraffi c Safet yAdministratio n (NHTSA ) have commente d t o EP Atha t adding canister-base d onboard control s t o curren t moto r vehicle s v/oul d ad d som e complexit yt o the fue l system whic hcoul d increas e th e ris k o f post-collisio n fire s in moto r vehicl e accidents . in a separat e action , v/ e have conducte d a furthe r evaluatio n o f th e safetyimplication s o f canister-base d onboard system s t o addres s the concern s raised b yIIHS , NHTSA an d others . A s a furthe r respons e t o concern s regarding the safet yo f onboard systems , v/ e ar e investigating the possibilit yo f the us e o f collapsibl e fue l bladder s a s a n alternativ e refueling contro l approach . Sinc e no vapo r spac e exist s in a collapsibl e bladder , refueling emission s ca n be reduced substantiall yor virtuall yeliminated ; in additio n the yhave the potentia l t o contro l diurna l evaporativ e emissions . Also , collapsibl e bladder s ma

yhave som

e safetyadvantage s ove r canister-base d systems , sinc e th

e externa l plumbing an d a large r caniste r ar e no t needed . Perhap s even mor e importantly , collapsibl eP. 4 

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- bladder s hav e th e potentia l t o reduc e th e fir e ris k nowfoun d i n curren t -moto r vehicle s sinc e the ywoul d provid e an additiona l shel l o f protectio n i n th e even t o f a fue l tank rupture . Th e purpos e o f thi s memorandu mi s t o provid e a n estimat e o f th e potentia l in-us e safet ybenefit s o f collapsibl e fue l bladders . I t begin s wit ha summaryo f th e currentl yavailabl e dat a o n th e annua l numbe r o f pos t collisio n an d fue l tan

k relate d fire s an

d th e subsequen t fatalities , injuries , an d propert ydamage . Thi s i s followe d b ya discussio n o f ho wthi s dat a wa s analyze d an d adjuste d t o projec t th e numbe r o f fue l tan k fires , fatalities , injuries , an d propert ydamag e i n 199 0 an d beyond whe n refueling control s woul d b e require d i n th e presen t draf t NPRM . Th e memo close s wit ha brie f outlin e o f EPA' s futur e step s i n thi s stud yo f usin g collapsibl e fue l bladder s a s an alternativ e refueling contro l approach . Summaryo f Availabl e Dat a Th e availabl e dat a o n fue l tank relate d fire s an d subsequen t effect s ar e limited , an d n o singl e bod

yo f dat a exist s whic haccuratel yassesse s th e overal l hazards . Virtuall yal l o f th e availabl e dat a arise s initiall yfrom polic e an

d fir e marshal l report s fro mdifferen t state s an d whil e polic e report s fromMichigan , Illinois , Nort hCarolina , Maryland , an

d Pennsylvani a ar e quit e useful , thes e record s alon e ar e no t adequat e t o characteriz e th e problem . Dat a from thes e record s mus t b e extrapolate d t o ge t an estimat e o f nationa l values . Further , th e natur e an d exten t o f th e fir e cras hdat a varie s i n th e differen t stat e reports . Fo r example , some stat e acciden t report s ar e ver yexplici t i n evaluatin g fire s from fue l leakage , th e typ e o f acciden t (fron t end , rear end , rollover ) an

d th e acciden t severity . Other s ar e les s complet e perhap s onl yreporting informatio n o n fires , an d fatalitie s withou t muc hsupporting detail . Tw o Federa l agencie s an d severa l differen t moto r vehicl e safet yexpert s hav e use d th e availabl e informatio n t o develo p dat a base s o r othe r analyse s whic hca n b e use d t o asses s th e numbe r o f fue l tank relate d fire s an d subsequen t effects . Eac h o f thes e i s describe d briefl ybelow , togethe r wit hth e importan t informatio n drawn from th e source . 1 . Fata l Acciden t Reportin g System (FARS ) (1980-1984 ) Thi s dat a base , maintaine d b yNHTSA , list s al l police-reporte d accident s i n whic ha fatalit yoccurs . Th e sourc e specifie s whethe r a fir e occurre d bu t doe s no t indicat e th e sourc e o f th e fir e o r whethe r o r no t th e fir e wa s th e direc t caus e o f th e fatality . Byusing dat a fromaccident sP. 5 

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- wit hfatalitie s only , th e reporte d moto r vehicl e accident s ar e generall ymor e severe . Us e o f thi s dat a alon e coul d misrepresen t o r overestimat e th e overal l fir e hazard s o f curren t vehicles . The mos t usefu l informatio n fro mFAR S i s th e numbe r o f fatalitie s fro

m al l moto r vehicl e accident s an d thos e wit hpos t collisio n fires . Th e dat a cover s al l mode l yea r vehicles , bot h pre - an

d post-FMVS S 30 1 (1976 ) average d fo r the perio d 1980-1984 . Th e keydat a fro mthi s sourc e ar e summarize d below : 160 5 annua l post-collisio n moto r vehicl e fire s i n whic ha fatalit ywa s reported . 49,03 7 annua l fatalitie s resulte d fromal l moto r vehicl e accidents . O f thes e tota l fatalities , 165 5 fatalitie s (3.3% ) include d a post-collisio n fire . (Ther e wer e abou t 5 0 fire s i n whic hmor e tha n on e perso n died. ) 2 . Nationa l Fir e Inciden t Reporting System(NFIRS ) Thi s dat a base , maintaine d b yth e Federa l Emergenc y Managemen t Agenc y(FEMA) , include s al l type s o f fires , including moto r vehicl e fires . I t receive s a sampling o f th e tota l fire s (abou t 4 0 percen t i n 1985 ) an d extrapolate s nationa l statistic s fro mthese . Thi s systemparticularl y specifie s th e numbe r o f fire s whic hbegi n i n th e fue l tank are a an d the deaths , injurie s an d propert ydamag e resulting from thes e fires , bu t th e systemdoe s no t specif ythes e exclusivel y fo r pos t collisio n fires . Sinc e th e statistic s ar e compile d o n an annua l basis , th e dat a cover s al l mode l yea r vehicle s bot h pre - an d post-FMVS S 301 . Th e importan t dat a i n NFIR S fo r 198 5 includes : 552,00 0 tota l annua l moto r vehicl e fire s (o f al l types) . 11,00 0 moto r vehicl e fire s (2.0% ) whic hbega n i n th e fue l tank area . 22 0 fatalitie s i n moto r vehicl e fire s whic hbega n i n th e fue l tank area . 64 0 injurie s i n moto r vehicl e fire s whic hbega n i n th e fue l tank area . $4 6 millio n o f propert ydamag e frommoto r vehicl e fire s whic hbega n i n th e fue l tank area . 3 . "Evaluatio n o f Federa l Moto r Vehicl e Safet yStandar d 301-75 , Fue l SystemIntegrity : Passenge r Cars" , NHTS A Report , Glenn Parson s (1983) : Thi s NHTS Arepor t evaluate d th e effectivenes s o f FMVS S 301 , an

d thu s contain s dat a o n th e in-us e acciden t an d fir e experienc e o f pre - an d pos t standar d vehicles . Table s 1 an d 2P. 6
-4

- showthe distributio n o f impac t typ e an d vehicl e damag e severityi n . accident s involving bot hpre - an d post-standar d vehicles . Tabl e 1 whic hpresent s th e frequenc yo f accident s fro mthe variou s impac t type s show s tha t rollove r accident s ar e rar e occurrence s an d mos t accident s ar e fronta l impacts . Tabl e 2 present s th e damag e severit ysustaine d byeac hvehicl e involved i n a

n acciden t base d o n a Vehicl e Damag e Severit y (VDS ) scale . AVD S o f l represent s verymino r vehicl e damage , wher e a s a VD S o f 8 represent s veryextrem e damage . A s expected , thi s tabl e show s tha t accident s wit hLo-Moderat e severit ydamag e (VDS=2,3,4,5 ) ar e mor e frequen t i n compariso n t o majo r severit yaccident s (VDS=6,7,8) . Tabl e 3 present s th e fir e rate s fo r pre - an d post-standar d vehicle s b

yimpac t typ e an

d damag e severity . Th e dat a show s tha t rollove r an

d rea r en

d collisions , especiall ythos e wit h majo r damag e severity , hav e th e highes t fir e rates . Furthermore , thi s tabl e show s tha t FMVS S 301-7 5 gav e a greate r reductio n i n th e fir e rate s fo r majo r severit yaccident s (50. 6 percent ) tha n fo r Lo-Moderat e severit yaccident s (22. 4 percent) . Thi s NHTS Arepor t als o provide s goo d dat a o n th e numbe r an d degre e o f injurie s whic hresul t fro mvehicl e accident s an d post-collisio n fires . I t divide s th e injurie s int o four types : fata l injuries , incapacitating injuries , non-incapacitatin g injuries , an d possibl e injuries . Som e additiona l informatio n generate d i n thi s repor t i s presente d below , bu t th e ke ydat a wit hregard t o fir e rate s ar e show n i n Tabl e 3 : 20,60 0 annua l moto r vehicl e fire s resulting from

passenge r ca r accidents . 1,09 9 annua l fatalitie s i n passenge r ca r accident s wit hfir e (averag e fro mFAR S fo r 1978-1981) . Tota l injurie s i n al l passenge r ca r accidents : 385,89 2 incapacitating injurie s 865,64 2 non-incapacitating injurie s 1,095,18 0 possibl e injurie s Injurie s i n passenge r ca r accident s wit h post-collisio n fire : 386 7 incapacitating injurie s 383 6 non-incapacitatin g injurie s 248 6 possibl e injurie s 4 . "Fir e i n Moto r Vehicl e Accidents" , Pete r Coole y(1974) : Thi s HighwaySafet yResearc hInstitut e (HSRI , no wUMTRI ) repor t b

yPete r Coole yprovide s dat a o n th e tota l numbe r o f vehicl e fire s an d th e resulting fatalities . H e furthe r analyze s th e fatalitie s involve d i n post-collisio n fire s an d determine s whethe r th e fatalit ywa s "accompanie d by " o r "directl ycause d by " th e post-collisio n fire . Unfortunately ,P. 7

Tabl e 1 Distributio n o f Accident s b yImpac t Typ e Impac t Typ e Fronta l Rollove r Rea r en d Pre-Standar d Frequenc y(% ) 72. 1 1. 7 26. 2 Post-Standar d

Frequenc y(% ) 69. 8 1. 6 28. 6 Overal l

Frequenc y(% ) 70. 7 1. 7 27. 7
Base d o n Michiga n dat a fo r calenda r yea r 198 0P. 8

Tabl e 2

Vehicl e Damag e Severit y 1 2 3 4 5 6 7 8 Pre-Stand a

Frequenc y 3.85 8 25.59 5 26.13 4 20.22 0 12.44 7 6.55 2 3 . 11 2 2.07 6 r d (% ) Post-Stand

Frequenc y 2.89 2 26.10 8 27.16 2 20.53 2 12.39 8 6.35 0 2.82 1 1.70 7 ard

(% ) Ove r Al l

Frequenc y(% ) 3.2 6 25.9 2 26.7 8 20.4 2 12.4 2 6.4 3 2.9 3 1.8 5
Base d o n Michiga n dat a fo r calenda r yea r 198 0P. 9

Tabl e 3 Fir e Rate s fo r Pre
- an d Post-Standar d Vehicle s b

yImpac t Typ e an

d Damag e Severit y # o f fires/t t o f vehicl e crashe s = fir e rate(xl0-3 )

Lo-Moderat e Severit yMajorit ySeverit y (VD S = 2,3,4,5 ) (VD S = 6,7,8 ) Pre-Standar d Fron t en

d 360/229,43 3 = 1.56 9 91/946 5 = 9.61 4 Rea r en d 139/99,66 3 = 1.39 5 90/630 4 = 14.2 8 Rollove r 14/294 6 = 4.75 2 49/338 9 = 14.4 6 TOTA L 513/332,04 2 = 1.54 5 230/19,15 8 = 12.0 1 Post-standar d Fron t en

d 311/261,00 2 = 1.19 2 79/14,42 5 = 5.47 7 Rea r en d 139/119,14 1 = 1.16 7 40/694 4 = 5.7 6 Rollove r 10/354 1 = 2.82 4 29/359 9 = 8.0 5 TOTAL 460/383,68 4 = 1.19 9 148/24,96 8 = 5.9 3 Reductio n from

Standar d 22.4 % 50.6 % Base d o n Michiga n dat a fo r calenda r year s 1978 , 1979 , an d 1980 .P.1 0 

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- hi s dat a doe s no t determin e th e sourc e o f th e fir e (i.e. , fue l tank) . This.dat a i s base d solel yo n pre-standar d vehicles .

17,00 0 annua l fire s resul t frommoto r vehicl e accidents . 720-125 0 fatalitie s ar e accompanie d b ythes e fires . 450-65 0 fatalitie s ar e directly

- cause d b yth e vehicl e fires . 5 . "Genera l Motor s an d Fue l SystemCollisio n Fires " (1974) : Thi s stud

yprovide s GM' s poin t o f vie wo n th e fir e hazard s o f moto r vehicles . I t offer s goo d statistic s o n th e numbe r o f fatalitie s cause d b ypost-collisio n fire s an d mor e specifically , fue l systemcollisio n fires . I t relate s onl yt o pre-standar d vehicles . Ke ydat a includes :

560-187 0 annua l fatalitie s du e t o collisio n fires . 25 0 annua l fatalitie s du e t o a vehicl e fue l system collisio n fire . 6 . " APerspectiv e o n Automobil e Cras hFires" , SAE 850092 , Warner , Jame s an

d Woolley , (1985) : Thi s SAE pape r analyze s previou s studie s o n automobil e cras hfires . I t provide s a rang e o f fatalitie s cause d b y post-collisio n fuel-fe d fires , an d conclude s tha t 1-1. 5 percen t o f al l occupan t fatalitie s ar e cause d b ypost-collisio n fuel-fe d fire s independen t o f FMVS S 30 1 improvements . Analysi s o f Dat a A s ca n b e see n fromth e description s above , th e si x availabl e dat a source s an d publishe d report s provid e differen t type s o f informatio n covering differen t time periods . However , wit hcarefu l analysis , thi s informatio n ca n b e use d t o generat e estimate s o f fue l tank relate d fires , fatalities , injuries , an d propert ydamag e fo r vehicle s operating i n th e post-199 0 tim e frame . Th e yea r 199 0 i s intende d t o reflec t whe n essentiall y al l light-dut yvehicle s an d light-dut ytruck s in-us e woul d b e i n complianc e wit hFMVS S 301 . Additionally , a yea r ha d t o b e chose n t o adjus t dat a b yVM T fo r suc ha tim e frame . Befor e thi s dat a ca n b e use d t o generat e th e desire d estimate s two adjustment s ar e necessaryt o ge t al l th e dat a o n a commo n basis . First , i t i s necessaryt o ge t al l dat a i n term s o f post-standar d fir e rates , sinc e b yth e tim e bladder s coul d b e availabl e mos t vehicle s in-us e woul d b e 197 6 o r late r mode l year . Th e fractio n o f th e fir e dat a contribute d b y pre-standar d vehicle s wa s determine d using th e estimate d percentag e o f VM T b ythes e vehicle s whe n th e dat a wa s take n an d adjusting i t base d o n th e effectivenes s o f FMVS S 30 1 give n i n th e aforementione d NHTS Areport . Sinc e i t i s reasonabl e t oP.1 1 

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-

assume tha t mos t rea r en d an d rollove r acciden t fire s occu r i n th e fue l tank , area , a fue l tank relate d fir e reductio n facto r for FMVS S 30 1 wa s calculated , using the pre - an d post-standar d rate s for rea r en

d an d rollove r collision s show n i n Tabl e 1 . Thes e overal l post-collisio n an d fue l tank-relate d fir e reductio n factor s wer e estimate d t o b e 32. 7 an d 36. 9 percent , respectively . Second , afte r the dat a i s adjuste d t o post-standar d fir e rate s i t i s als o necessaryt o conside r tha t increasing VMT betwee n whe n th e dat a wa s generate d an d 199 0 woul d increas e th e absolut e numbe r o f fue l tan k fire s an

d relate d aftereffects . I t i s reasonabl e t o projec t tha t absen t othe r measures , fire s an d subsequen t fatalities , etc. , woul d increas e a s VM T increases . Thu s a s a simpl e adjustment , al l dat a wa s adjuste d t o 199 0 using th e rati o o f th e 199 0 tota l VMT t o th e tota l VM T o f th e year(s ) i n whic hth e dat a wa s generated . On e othe r adjustmen t whic hwa s considere d bu t no t incorporate d i s th e effec t o f vehicl e aging o n fir e rates . I f vehicl e aging doe s affec t fir e rates , th e dat a adjustment s fo r pre - t o post-standar d vehicle s woul d hav e t o b e adjuste d further . Thi s concer n arise s becaus e th e pre - an d post-standar d fir e rat e dat a use d t o develo p th e adjustmen t facto r di d no t us e al l vehicle s o f th e same age . Th e post-standar d fir e rat e wa s base d o n vehicle s 0- 4 year s old , th e pre-standar d rat e wa s base d o n vehicle s 3- 8 year s old . Thu s ther e i s th e possibilit ytha t th e adjustmen t facto r coul d b e to o larg e becaus e i t incorporate s th e effec t o f differen t fir e rate s o n differen t ag e vehicles , i n additio n t o th e improvement s brough t b yth e safet ystandard . Fir e rate s (fire s pe r crash ) mayvaryb yvehicl e ag e becaus e change s i n driving pattern s (les s highspee d freeway , mor e lowe r spee d urba n area) , ownership , fue l systemcomponen t deterioration , an

d lac k o f maintenanc e wit hvehicl e ag e may hav e an overal l effec t o n th e possibilit yo f a fir e i n th e even t o f an accident . Th e ne t effec t o f thes e factor s wa s evaluate d usin g dat a fromth e NHTS Atechnica l repor t wit ha preliminaryconclusio n tha t th e effec t o f aging i s probabl y small . However , an accurat e determinatio n (eithe r quantitativel yo r directionally ) canno t b e mad e unti l mor e informatio n become s availabl e late r thi s yea r whe n Glenn Parson s o f NHTS Aupdate s hi s evaluatio n o f FMVS S 301-7 5 base d o n mor e recen t data . I t i s interesting t o not e tha t th e 198 5 FAR S dat a sugges t tha t th e percen t o f vehicl e accident s (no t fires ) bymode l yea r i s directl yproportiona l t o registration s o f tha t mode l year , no t VMT . Developmen t o f 199 0 Vehicl e Fir e Dat a Th e dat a o n moto r vehicl e fire s extracte d fro mth e si x source s wer e collectivel yanalyze d t o estimat e th e annua lP.1 2
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- numbe r o f post-collisio n an d fue l tan

k relate d fire s an d th e resulting fatalities , injurie s an d propert ydamage . A s previousl ymentioned , t o b e usefu l th e characteristic s o f al l availabl e dat a mus t b e pu t i n term s o f a commo n basis . Therefore , th e fir e dat a wa s scale d a s discusse d abov e t o represen t pos t standard vehicle s in th e yea r 199 0 whe n essentiall yal l vehicle s wil l mee t FMVS S 301 . Veryfewsource s directl yprovid e statistic s especiall y for fue l tank relate d fires . I n fact , onl ythre e o f th e studie d source s provid e suc hstatistics : NFIRS , the Genera l Motor s study , an

d SAE pape r 850092 . Anothe r metho d t o estimat e the statistic s fo r fue l tank fire s i n particula r i s t o approximat e th e percentag e o f tota l post-collisio n fire s whic h ar e fue l tank related . Sinc e i t i s logica l t o assume tha t mos t o f th e fue l tank relate d fire s resul t fromrollove r an d rea r en d collisions , thi s percentag e ca n b e estimate d fro mth e tota l fractio n o f thes e collisio n types . Using thi s assumptio n an d the NHTS Arepor t b yGlenn Parsons , i t ca n b e calculate d tha t fue l tank fire s accoun t fo r approximatel y3 6 percen t o f th e tota l collisio n fires . Post-collisio n fir e dat a fromth e remaining source s ca n b e use d wit hthi s percentag e facto r t o estimat e th e numbe r o f fue l tank relate d fire s an d thei r subsequen t effects . Tabl e 4 present s th e 199 0 pos t standar d moto r vehicl e fir e dat a generate d fromth e si xsource s use d i n thi s analysis . Th e dat a presente d include s th e numbe r o f vehicl e fire s and/o r thei r aftereffect s fo r pos t collisio n fire s an d particularl y fo r fue l tank fires . A s previousl ymentioned , onl yth e NFIRS , G MStudy , an

d SAE 85009 2 directl yrepor t dat a fo r fue l tank fires . Fue l tank fir e statistic s fo r th e remaining source s (FARS , Parsons ' report , Cooley' s report ) wer e estimate d by scaling th e post-collisio n dat a wit hth e percentag e o f fue l tan k fire s approximate d fro mParsons ' repor t (3 6 percent) . Therefore , th e dat a i n Tabl e 4 encompasse s al l o f th e availabl e dat a an

d present s a reasonabl e rang e o f th e fir e hazard s fo r moto r vehicle s i n th e yea r 1990 . Th e dat a fromth e si xsource s presente d i n Tabl e 4 ca n b e summarize d fo r bot hth e post-collisio n an d fue l tank relate d fire s a s presente d below :

• Post-Collisio n Moto r Vehicl e Fire s

15,300-19,60 0 annua l fire s 400-170 0 fatalitie s

- 370 0 seriou s injurie s 360 0 moderat e injurie s

• Fue l Tank-relate d Fire s

5500-11,20 0 annua l fue l tank-relate d fire s 150-84 0 fatalitie s 650-132 0 seriou s injurie sP.1 3

Tabl e 4 199 0 Post-Standar d Vehicl e Fir e Dat a

Pos t Collisio n Fue l Tank Source/Statisti c Fire s Relate d Fire s FAR S Fire s wit hFatalitie s 162 9 58 6 Fatalitie s 167 9 60 4 NFIR S Vehicl e Fire s 11,15 0 Fatalitie s 22 3 Injurie s 64 9 Propert yDamag e 47 M Parsons ' Repor t Vehicl e Fire s 19,55 0 703 8 Fatalitie s 104 3 37 5 Injuries : Incapacitating 366 9 132 1 Non-Incapacitating 364 0 131 0 Possibl e 235 9 84 9 Copley' s Repor t Vehicl e Fire s 15,31 3 551 3 Fatalitie s 405-112 6 146-40 5 G MStud y Fatalitie s 505-168 5 21 1 SAE 85009 2 Fatalitie s 560-83 9P.1 4 -12

- 131 0 moderat e injurie s -.. . $4 7 millio n propert ydamag e Thes e statistic s represen t a reasonabl e rang e fo r th e fir e hazard s o f moto r vehicle s fo r th e yea r 1990 , whe n refueling control s ar e require d i n th e curren t draf t NPRM . Th e fue l tank relate d fir e data , i n particular , showth e potentia l in-us e benefit s o f fue l bladde r system s i f implemente d a s alternativ e refueling controls . Futur e Step s T o complet e thi s fue l tank-relate d fir e analysi s EPAplan s t o full ycoordinat e our moto r vehicl e fir e conclusion s wit h NHTSA . A s par t o f thi s coordination , w e hav e alread yme t wit h themt o presen t a

n outlin e o f our dat a an d analysi s an

d t o see k an ycomment s o r suggestions . W e hav e als o me t wit hFEM At o discus s our study , an d theyar e providin g u s wit hfurthe r informatio n fro

m thei r NFIR S database . Additionally , w e ar e investigating i n greate r detai l th e curren t fir e hazard s o f heavy-dut ytrucks . Onc e w e incorporat e al l o f thi s subsequen t fue l tank fir e dat a int o our analysis , w e ca n complet e our investigation , wit hNHTSA' s coordination . W e ar e als o i n th e proces s o f analyzin g th e potentia l cost/benefi t o f fue l bladde r systems . Thi s analysi s wil l conside r al l environmenta l an d safet ybenefit s associate d wit h fue l bladder s an

d determin e th e possibl e cos t rang e o f suc h bladder s s o tha t th e cost s ar e equivalen t t o th e benefit s obtained . Othe r futur e action s b yEP Ainclud e a detaile d stud y o f th e cost s o f fue l bladde r system s a s refueling control s an d a tes t pla n t o determin e th e effectivenes s o f collapsibl e bladder s i n controlling bot hrefueling an d evaporativ e emissions .| 4f % \ UNITE D STATE S ENVIRONMENTA LPROTECTIO N AGENC Y ^M&J AN N ARBOR

. MICHIGA N 4810 5

OFFIC E O F AI R AN D RADIATIO N 

### JU L

### I 3 198

7

Mr . C . Jame s Britel l Federa l Highwa

yAdministratio n Offic e o f Moto r Carrie r Safety(HCS-10 ) Nationa l Standard s Divisio n Washington , DC 2059 0
Dea r Mr . Britell : A s par t o f ou

r stud yo f refueling control s we have bee n investigating the cost s an d benefit s of

- bladde r tan k technology . Thi s technolog yoffer s th

e potentia l t o bot h contro l refueling emission s an d enhanc e the safet yo f vehicles . A s par t o f thi s investigation , m ystaf f ha s recentl y complete d a preliminaryanalysi s o f fue l tank-relate d fires . The result s o f thi s analysi s wil l be used in th e futur e t o ai d in estimating th

e overal l societa l benefit s o f bladde r tanks . Enclosed i s a cop

yo f thi s analysi s o f fue l tank-relate d fire s for you

r review . The conclusion s in th e analysi s ar e mor e representative for passenge r car s an d light-dut ytruck s sinc e thes e vehicle s compris e mos t o f the nationwid e flee t o f moto r vehicles . Nevertheless , safet ybenefit s obtaine d fro m fue l bladder s in controlling thes e fue l tan k fire s wil l be applicabl e t o heavy-dut ygasolin e vehicles . W e woul d appreciat e an ycomments , ideas , or newdat a tha t yo u ma yhave regarding thi s analysi s an d an yinformatio n regarding fue l tan k fire s in heavy-dut ygasolin e vehicles . I f yo u have an

yquestions , fee l fre e t o contac t Kathlee n Steile n o f m ystaf f a t FT S 374-8274 . . Than k yo u for your assistanc e i n reviewing an

d commenting on thi s analysis . 

# (9- Cheste r / . ,^France , Chie f Standard s Developmen t an d Suppor t Branch

Enclosur eP.1 6 

## /}-<$> « 3L-C

M M tl m

Offic e o f Moto r Carrie r Safety 40 0 Sevent hStreet , S.W . Roo m340 4 Washington , DC 2059 0 Attention : OMC S Docke t No . MC-12 7 Dear Sir : Thi s lette r i s provide d in respons e t o your Februar y 26 , 198 7 reques t for commen t (5 2 F R5892 ) on the propose d revision s t o th

e Federa l Moto r Carrie r SafetyRegulation s in 4 9 CFRPar t 393 . Whil e the proposa l itsel f encompasse s severa l aspect s o f moto r carrie r safety , ou r comment s ar e specifi c t o the fue l syste

m safetyrequirement s in Subpar t E §393.67 . The firs t o f our two concern s regard s the four liqui d fue l tan k safetytest s describe d in §393.67 . Thes e fou r test s includ e th

e venting systemtest , th e leakag e test , an d th e tw o drop test s (corne r an d fillpipe) . In particular , we notice d tha t th

e requirement s in §393.6 7 do no t direc t manufacturer s howt o trea t evaporative emissio n contro l system s during thes e four tests . Thi s appear s due t o th e fac t tha t thes e requirement s have no t been substantiall yrevised sinc e a n Augus t 14 , 197 1 rulemaking (3 6 F R15444) . At th

e tim e o f tha t rulemaking , evaporativ e emissio n standard s for heavy-dut y gasolin e vehicle s (HDGVs ) di d no t exist . Subsequently , however , bot hEP

A(in 1985 ) an

d the Californi a Ai r Resource s Board (in 1978 ) establishe d HDG V evaporativ e emissio n standard s whic hle

d t o the integratio n o f evaporativ e emissio n contro l system s int o HDG

V fue l systems . Becaus e thes e contro l system s attac hdirectl yt o the fue l tan k an d consequentl yhave the potentia l t o impac t in-us e fue l syste msafety , we believe §393.6 7 shoul d includ e provision s t o direc t manufacturer s how t o properl ytes t a fue l tan k incorporating a

n emissio n contro l system . Shoul d you decid e t o includ e suchprovision s in §393.67 , we woul d sugges t tha t yo u conside r specificall ywha t component s ar e t o remai n connecte d t o th e fue l tan

k during th

e safety tests . For example , rubbe r ven t lines , liquid/vapo r separators , an

d charcoa l canister s coul d probabl ybe removed , wherea s component s sucha s rollove r or breakawayshut-of fP.1 7

' A

valve s shoul d remai n connected . W e woul d als o lik e t o sugges t tha t an ylanguag e added t o your regulation s refe r t o emissio n contro l system s in genera l terms (i.e. , component s adde d solel y for the purpos e o f controlling fue l tan k emissions) . Thi s woul d eliminat e th e need for additiona l revision s a t a late r dat e t o includ e provision s t o handl e refueling emissio n contro l systems . Our secon

d concern pertain s t o th e minimu

mfil l rat e requiremen t for liqui d fue l tank s in §393.67 . To minimiz e spillag e during refueling , al l liqui d fue l tank s ove r twenty-five gallon s in capacityar e currentl yrequire d t o be abl e t o accep t fue l a t a rat e o f twentygallon s pe r minut e (gpm) . Thi s requiremen t appear s quit e reasonabl e for diese l fue l tank s sinc e i t i s no t uncommo n t o encounte r in-us e diese l fue l dispensing rate s o f twentygp mor mor e t o reduc e fil l tim e for th e ver ylarg e fue l tank s used o n diese l truck s an d buses . However , ou

r discussion s wit hgasolin e marketing interest s an d nozzl e manufacturer s indicat e tha t in-us e gasolin e dispensing rate s rarel yexceed ten gpm . In orde r t o enhanc e the effectivenes s o f onboard refueling contro l system s in-use , we wil l be proposing tha t futur e in-us e dispensing rate s for gasolin e be limited t o ten gp m(th e hig hen d o f the presen t in-us e range) . Sinc e presen t in-us e gasolin e flowrate s rarel y exceed ten gpm , an d futur e flo

wrate s woul d be capped a t tha t leve l (thi s include s bot hretai l an d privat e outlets) , i t seem s reasonabl e tha t the minimu mfill-rat e requiremen t for gasolin e fue l tank s shoul d be revised . We sugges t tha t th e requiremen t b e change d for gasolin e fue l tank s t o specif ya minimu mfil l acceptanc e rat e o f ten gpm . Thi s approac hwoul d stil l minimiz e spillag e sinc e design an d in-us e value s woul d be comparable . I t ma yin fac t improve gasolin e tan k safetyb

yallowing tan

k manufacturer s t o us e a smalle r diamete r fille r inle t t o th e tank . W e hop e thes e comment s can be integrate d int o your proposal . We encourag e yo u t o coordinat e thes e issue s wit hthe fue l tan

k an d HDG V manufacturer s t o ge t thei r perspectiv e on thes e matters . Than k you for your tim e in considering thes e concerns . Shoul d you have an yquestion s or requir e furthe r information , pleas e contac t Pau l Laing (313-668-4387 , FT S - 374-8387 ) o f m

ystaff . Sincerel yyours ,

(Or^a^igrie a ^ ^ Charle s L . Gr^rf/ r . Directo r Emissio n Contro l Technolog yDivisio n