TRAFFIC INCIDENT MANAGEMENT 

IN HAZARDOUS MATERIALS SPILLS IN 

INCIDENT CLEARANCE 

U.S. Department of Transportation 

Federal Highway Administration 

QUALITY ASSURANCE 

The U.S. Department of Transportation provides high-quality information to serve 

Government, industry, and the public in a manner that promotes public 

understanding. Standards and policies are used to ensure and maximize the quality, 

objectivity, utility, and integrity of its information. USDOT periodically reviews quality 

issues and adjusts its programs and processes to ensure continuous quality 

improvement. This material is based upon work supported by the Federal Highway 

Administration under contract number DTFH61-06-D-0007. Any opinions, findings 

and conclusions or recommendations expressed in this publication are those of the 

author(s) and do not necessarily reflect the views of the Federal Highway 

Administration. 

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TECHNICAL REPORT DOCUMENTATION 

1. Report No. 

FHWA-HOP-08-058 

 2. Government Accession No. 3. Recipient's Catalog No. 

 4. Title and Subtitle 

Traffic Incident Management In Hazardous Materials Spills In 

Incident Clearance 

 5. Report Date 

January 2009 

 6. Performing Organization Code 

 7. Author(s) 

J. Neil Daniell, MS 

 8. Performing Organization Report No. 

 9. Performing Organization Name and Address 

PBS&J 

482 S. Keller Rd. 

Orlando, Florida 32810 

10. Work Unit No. (TRAIS) 

11. Contract or Grant No. 

DTFH61-06-D-0007 

12. Sponsoring Agency Name and Address 

Federal Highway Administration 

Office of Transportation Operations 

1200 New Jersey Avenue, SE 

Washington, DC 20590 

13. Type of Report and Period Covered 

Technical Report 

14. Sponsoring Agency Code 

HOTO-1, FHWA 

15. Supplementary Notes 

Project performed under contract to Battelle for the Federal Highway Administration Office of Operations 

16. Abstract 

Hazardous materials spills provide unique challenges to traffic incident clearance. When hazardous materials are 

present, not only do response personnel have to deal with typical traffic incident issues, they also must deal with 

potential chemical hazards, environmental impacts and added safety requirements. The mitigation and clean-up of 

hazardous spills can be a major source of delay in clearing traffic incidents. In many instances, expensive, time 

consuming removal actions are initiated when other appropriate, quicker options could be deployed safely. This 

document deals with the protocol and necessary knowledge required by transportation operations personnel, and first 

responders, such as fire-rescue and police when dealing with hazardous materials spills on the roadway, especially 

vehicle fluids. It provides basic knowledge necessary for transportation first responders to enable them to make proper 

decisions in the identification of the material and on how such spills can be safely handled. It also highlights quick, 

safe clearance policies and practices of transportation (DOT) operations personnel when only vehicular fluid spills are 

involved. 

17. Key Words 

Hazardous Materials Cargo, Spills in Incident Clearance, 

Traffic Incident Management, First Responders 

18. Distribution Statement 

No restrictions. This document is available to the public. 

19. Security Classif.(of this report) 

Unclassified 

20. Security Classif.(of this page) 

Unclassified 

21. No. of Pages 

56 

22. Price 

N/A 

 Form DOT F 1700.7 Reproduction of completed page authorized 
iii

LETTER FROM ASSOCIATE ADMINISTRATOR OF OPERATIONS JEFFREY A. LINDLEY 

1200 New Jersey Avenue, SE. 

Washington, DC 20590

October 31, 2008 

Dear Transportation Professionals & Traffic Incident Management (TIM) Partners: 

As part of the mission of the Federal Highway Administration (FHWA) to “Keep America Moving,” 

we need to safeguard the motoring public and those responding to traffic incidents. Safe, quick 

clearance of highway incidents—a foundation of both mature and developing TIM programs—

depends on strong, coordinated multi-agency operations that are supported by integrated 

communications. 

With more vehicles on the Nation’s highways, traffic incidents become increasingly life threatening 

for those involved, including responders dispatched to help. According to the National Traffic 

Incident Management Coalition (NTIMC), "struck-by" secondary incidents are on the rise. In 

conjunction with the NTIMC partner organizations in the public safety and transportation arenas, 

FHWA promotes policies that enhance responder safety (such as driver removal and move-over 

laws); encourages the use of new technologies and gear to protect responders during roadside 

operations; and promotes improved safety procedures and safety training of traffic incident 

responders. In the coming year, FHWA will be launching a new campaign, similar to the highly 

successful “Click It or Ticket” campaign, to increase driver awareness of their roles and duties in 

safely addressing traffic incidents or public safety responses on the roads. 

As a part of this campaign and in support of TIM practitioners, FHWA is pleased to introduce a new 

set of primers, collectively known as the “Safe, Quick Clearance Primer Series.” This series 

includes five primers that address various issues associated with roadside clearance operations and 

provide basic building blocks on: 

• Information Sharing for Traffic Incident Management 

• Traffic Incident Management in Construction and Maintenance Work Zones 

• Traffic Incident Management in Hazardous Materials Spills in Incident 

Clearance 

• Traffic Incident Management Resource Management, and

• Traffic Control Concepts for Incident Clearance 

We encourage comments and contributions to these primers and other FHWA Traffic Incident 

Management documents. Please feel free to contact our Emergency Transportation Operations 

Team at ETO@dot.gov with suggestions for future revisions. 

 Sincerely, 

 Jeffrey A. Lindley 

 Associate Administrator for Operations 
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TABLE OF CONTENTS 

QUALITY ASSURANCE ........................................................................... i

TECHNICAL REPORT DOCUMENTATION ............................................... ii

LETTER FROM ASSOCIATE ADMINISTRATOR OF OPERATIONS 

JEFFREY A. LINDLEY ........................................................................... iii

TABLE OF CONTENTS............................................................................ v

LIST OF TABLES .................................................................................. vi

1.0 INTRODUCTION ............................................................................1

Purpose of This Document ............................................................................. 2

Target Audience ............................................................................................. 2

Structure of this Guidebook ............................................................................ 3

2.0

 .........................................................................5

TYPES OF HAZARDOUS MATERIALS AND HAZARDOUS 

MATERIAL SPILLS

Understanding Hazardous Material Spills ...................................................... 5

DOT Hazard Classes ...................................................................................... 7

3.0 HAZARD RECOGNITION AT THE SCENE .........................................9

4.0

 ............................................................................15

HAZARD MATERIALS INCIDENT CLEARANCE COMPLIANCE 

REQUIREMENTS

Safety Regulations ........................................................................................ 15

HAZWOPER Requirements.......................................................................... 15

Medical Surveillance Requirement ............................................................... 18

Respiratory Protection Requirements ........................................................... 18

National Tow Truck Driver Certification ........................................................ 18

Response Management and Clean-up Regulations ..................................... 19

Sizing-up a Spill ............................................................................................ 21

Containment and Confinement ..................................................................... 22

Disposal Guidelines ...................................................................................... 23

5.0

 .................................................25

AVAILABLE PRODUCT SAMPLES FOR CONTAINING/CONFINING 

A HAZARDOUS MATERIAL SPILL

6.0

 ..................................................................29

DOCUMENTED PRACTICES FOR HAZARDOUS MATERIALS 

INCIDENT CLEARANCE

7.0

 ........................................................................37

CLARIFICATION AND USE OF THE U.S. DOT EMERGENCY RESPONSE 

GUIDEBOOK (ERG)

Basics of the ERG ........................................................................................ 37

Clarification of Coverage .............................................................................. 38

Companion Resources ................................................................................. 38

8.0 REFERENCES AND SUGGESTED READING ....................................39

9.0 GLOSSARY OF TERMS ..................................................................43

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LIST OF TABLES 

Table 1. Incidents by DOT Hazard Classification Over the Last Five Years .......... 6

Table 2. Average Volume of Operating Fluids (Except Fuels) for Cars ............... 10

Table 3. Emergency Response Guidebook Table of Placards (2008) ................ 11

Table 4. Proposed United Nations GHS Pictograms. ......................................... 13

Table 5. Training Requirements for Hazardous Materials Response 

Personnel.............................................................................................................. 16

Table 6. Major Federal Hazardous Materials Incident Regulations ..................... 20

Table 7. Examples of Available Spill Mitigation products and 

Common Types 

of Spill Kits ............................................................................................................ 26

Table 8 Incident Management Practices Implemented and Used by Other 

Agencies ............................................................................................................... 29
1.0 INTRODUCTION 

Hazardous material spills provide unique challenges to traffic incident clearance. Not 

only do response personnel have to deal with the challenges posed in a typical traffic 

incident, they also have to work with chemical hazards, the environmental impacts to 

the surrounding community, and the additional safety requirements needed to work 

with hazardous materials. This type of event increases the confusion that exists at a 

normal traffic incident, and it may greatly reduce the normal capacity of roadways 

beyond the confines of the accident locality. All of these factors combine to increase 

the impact that even a minor incident has on traffic operations. 

Traffic incident management (TIM) and spill management are two of the tools in the 

“responder’s toolbox” that focus on reducing congestion. TIM focuses on developing 

procedures, implementing policies, and deploying technologies to identify incidents 

more quickly, improve response times, and manage the incident scene more 

effectively and efficiently. Spill management attempts to reduce the amount of time 

needed to clean-up and dispose of a hazardous spill and deploys strategies for 

moving traffic more effectively through an impacted area without jeopardizing the 

safety of the victims, responders or the traveling public. 

While many states have established TIM programs, only a select few have begun to 

establish spill management programs. Spill management programs tend to be 

diverse and focus on three separate areas: 

• Response management and deployment strategies, 

• Planning and emergency preparedness, and 

• Remediation efforts. 

Agencies in the developmental stages of a spill management program will benefit 

from a combination of program highlights outlined in this series. Those entities with 

established programs will be able to improve or revise their spill management 

programs. 

Any incident has the potential to involve hazardous materials resulting 

from vehicle and/or cargo contents spills. To ensure safety from exposure 

at an incident site, all levels of responders should be knowledgeable of the 

potential hazards and be properly trained, at a minimum, to: 

• Immediately size-up the incident scene for the presence of hazardous 

materials; and 

• Know where, what, and how to look for hazardous material 

identification, and how to identify the risks associated with the 

materials. 

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With this type of training, and by being able to accurately report the nature 

and type of hazardous materials involved, valuable time can be saved in 

identifying and requesting the proper support and equipment necessary for 

clean-up. 

• Because of the number of safety and environmental regulations, 

including reporting requirements covering the exposure, handling, and 

disposal of materials, it is important that those involved in incident 

response understand the background, sources, and intent of these 

governing processes. 

• Valuable time and exposure can be saved during the clean-up phase of 

a minor incident involving only small quantities (under the reporting 

limits) of normal vehicular fluids if the initial response team members, 

including transportation personnel and tow truck drivers, have the 

necessary training and proper equipment available on-scene to cleanup and properly dispose of the spilt material. 

• For other larger spills, or for incidents involving hazardous cargo, well 

defined policies and practices subscribed to by all the responder 

agencies will facilitate safe and timely action for the necessary cleanup. 

Purpose of This Document 

The mitigation and clean-up of hazardous spills is a major source of delay in clearing 

traffic incidents. In many instances, expensive, time consuming removal actions are 

initiated if the quantities exceed statutory limits. Motor fuels in the tank used for 

vehicle operation and other vehicle fluids are considered hazardous materials when 

spilt; however, the quantity is small when compared to the amount transported in 

cargo tank vehicles. 

While the established safety standards designed to protect the responders, the 

traveling public and the environment from the adverse affects of exposure to these 

materials must be followed, some states recognize that incidental spills do not 

present the same threat as much larger spills from cargo tank vehicles. These states 

have adjusted laws and policies to permit quick and proper containment of minor 

spills. Some states are implementing best management practices in spill removal to 

improve incident clearance, reduce environmental impacts, and improve responder 

safety. The purpose of this document is to report practices regarding the clean-up of 

incidental spills and to explain the use of the United States Department of 

Transportation’s (U.S. DOT) Emergency Response Guidebook (ERG). This 

document also describes techniques, and strategies that can be used to handle 

hazardous material spills at traffic incidents. 

Target Audience 

This document provides ideas and considerations for transportation officials, 

department of transportation (DOT) operations personnel, and first responders, such 

as firefighters and police. It is also a valuable tool for secondary responders from 

such agencies as the Environmental Protection Agency and United States Coast 
3

Guard who can utilize this document as a training reference when they provide 

outreach training to first responders. The target audience for this document includes:

• Operations Personnel – DOT operations personnel responsible for 

implementing traffic incident management strategies. 

• First Responders – Individuals responsible for the initial confinement 

and containment of a spill (state and local personnel). 

Structure of this Guidebook 

This guidebook is one in an Information Series on Traffic Incident Management Safe, 

Quick Clearance. This guidebook focuses on Hazardous Materials Spills in Incident 

Clearance. Other guidebooks available in this information series deal with the 

following topics: 

• Traffic Incident Management in Construction and Maintenance Work 

Zones, 

• Traffic Control Concepts for Incident Clearance, 

• Information Sharing for Traffic Incident Management, and 

• Traffic Incident Management Resource Management. 

This document deals with the protocol and necessary knowledge required when 

dealing with hazardous materials spills on the roadway. It provides basic knowledge 

necessary for transportation first responders to enable them to make proper 

decisions in the identification of the material and on how such spills can be safely 

handled. Chapter 2 addresses the basic information necessary to understand the 

various types of hazardous materials; how these materials are classified to aid in 

their proper identification; and clean-up methodology. Chapter 3 deals with the 

identification of hazardous materials at a scene site. Chapter 4 provides an overview 

of the associated regulations governing the handling and disposal of all types of 

hazardous materials; examines the categories or levels and training necessary to be 

able to respond; and the necessary safeguards in place to protect responders. A 

sampling of available products to aid in safely cleaning up the more common, smaller 

hazardous material spills can be found in Chapter 5. Chapter 6 provides information 

on the guidance being given by some states to address hazardous materials incident 

clearance response. Chapter 7 provides a brief overview of the U.S. DOT Emergency 

Response Guidebook and how to use it. Chapter 8 contains references and other 

suggested readings that were used to develop this guidebook. Chapter 9 contains a 

glossary of terms.
4
2.0 TYPES OF HAZARDOUS MATERIALS AND 

HAZARDOUS MATERIAL SPILLS 

Since they are such an integral part of our lives, hazardous materials are essential to 

the United States (U.S.) economy and its citizens. Large sectors of the U.S. 

economy, including agriculture, manufacturing, construction, mining, and medical and 

sanitary services, utilize hazardous materials. Hazardous materials fuel our vehicles, 

fight viruses and bacteria, as well as heat and cool homes. Yet, because of their 

physical, chemical, or nuclear properties, hazardous materials may pose a threat to 

public safety or the environment during transportation. 

Millions of tons of flammable, corrosive, poisonous, and radioactive materials are 

transported daily in the U.S. The majority of hazardous materials cargoes make it to 

their destinations safely; yet some incidents do occur. Most of these incidents involve 

incidental releases, but occasionally there are more serious threats to life or property. 

This section discusses the basics of these incidents (basic vehicle fluid spills versus 

cargo spills), and department of transportation (DOT) hazard classes, grouping 

system based on the physical and chemical properties. 

Understanding Hazardous Material Spills 

Hazardous material spills that result from a traffic accident are either spills of 

vehicular fluids, hazardous material cargoes, or a combination of both. 

Vehicular fluid spills are releases of materials that are used in a vehicle’s operation. 

The size of the release is usually small and limited to the amount used in vehicle 

operations. The most common hazardous materials used in vehicles include fuel 

(diesel or gasoline), radiator coolant (ethylene glycol), transmission fluid, hydraulic 

fluid, brake fluid, windshield washer fluid, and battery acid. Other less common 

materials that are used in vehicles include ethanol, propane, and compressed natural 

gas (CNG), though propane and CNG quickly transform to their gaseous state when 

released. 

A hazardous materials cargo spill is a release of a substance or material capable 

of posing an unreasonable risk to health, safety, or property when transported for 

commercial purposes. Unlike a vehicular fluid spill, a multitude of factors dictate the 

size and nature of the spill, including the type of material being transported, the 

original load size, the physical properties of the material, and the amount of damage 

to the transporting vessel. 

According to the U.S. DOT Pipeline and Hazardous Materials Safety Administration 

(PHMSA), Office of Hazardous Materials Safety (OHMS), current research indicates 

that hazardous materials traffic in the U.S. now exceeds 800,000 shipments per day 

and results in more than 3.1 billion tons of hazardous materials annually.1

 The 

“Hazardous Materials Incident Summary Data”2 provided by the PHMSA OHMS, 

indicates that flammable-combustible liquids have consistently been involved in most 

5
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incidents over the last five years. In addition, corrosive materials have steadily been 

involved as the second highest amounts in incidents over the last five years. Table 1 

illustrates the amount of incidents by DOT hazard classifications over the last five 

years. 

Table 1. Incidents by DOT Hazard Classification Over the Last Five Years 2

Rank 2002 2003 2004 2005 2006 2007 

1 Flammable -

Combustible 

Liquid 

(6,172 ) 

Flammable - 

Combustible 

Liquid 

(6,419) 

Flammable - 

Combustible 

Liquid 

(6,181) 

Flammable - 

Combustible 

Liquid 

(8,729) 

Flammable - 

Combustible 

Liquid 

(10,288) 

Flammable - 

Combustible 

Liquid 

(6,315) 

2 Corrosive 

Material 

(6,055) 

Corrosive 

Material 

(5,691) 

Corrosive 

Material 

(5,321) 

Corrosive 

Material 

(4,046) 

Corrosive 

Material 

(5,058) 

Corrosive 

Material 

(3,604) 

3 Poisonous 

Material 

(868) 

Poisonous 

Material 

(787) 

Poisonous 

Material 

(865) 

Nonflammable 

Compressed 

Gas 

(574) 

Infectious 

Substance 

(Etiologic) 

(1,067) 

Combustible 

Liquid 

(980) 

4 Miscellaneous 

Hazardous 

Material 

(493) 

Miscellaneous 

Hazardous 

Material 

(578) 

Miscellaneous 

Hazardous 

Material 

(544) 

Miscellaneous 

Hazardous 

Material 

(516) 

Combustible 

Liquid 

(1,042) 

Nonflammable 

Compressed 

Gas 

(865) 

5 Oxidizer 

(430) 

Oxidizer 

(454) 

Oxidizer 

(464) 

Poisonous 

Material 

(379) 

Nonflammable 

Compressed 

Gas 

(598) 

Oxidizer 

(387) 

A 2004 publication by the Federal Motor Carrier Safety Administration (FMCSA)1

indicates that hazardous material crashes, fatalities, and injuries are low relative to 

the amount of hazardous materials moved on U.S. highways. However, hazardous 

material incidents have significant cost impacts on property and the economy. 

The U.S. Census Bureau estimates that 11 percent of all freight transported by trucks 

is hazardous material and 7 percent of all truck ton-miles of freight are hazardous 

material; and the U.S. DOT estimates that 7 percent of all trucks are carrying 

hazardous material. Motor carriers that transport hazardous materials, their drivers, 

and the federal, state, and local government agencies that regulate the transportation 

of hazardous material can take satisfaction in the fact that hazardous material 

crashes are under-represented in the overall crash picture. 

Despite these data, the transportation of hazardous material by trucks imposes 

significant costs on the transportation system. According to a 2001 Battelle report to 

FMCSA as referenced in the 2004 FMCSA publication,1

 highway crashes involving 

hazardous material shipments have a societal cost impact of slightly more than $1 

billion a year. Furthermore, a single crash of a truck transporting hazardous material 

in a crowded area has the potential for deaths and injuries far beyond that of a truck 

carrying non-hazardous material cargo. Extensive property damage and economic 

and personal disruption from immobilizing traffic and/or evacuation of homes and 

businesses is not uncommon in hazardous material crashes. In this light, the finding 

that liquid hazardous materials are more likely than liquid non-hazardous cargo to be 

spilled or released as the result of a highway crash is of great concern. FMCSA 
7

recognizes the potential for severe hazardous material highway crashes and has 

increased its emphasis on safety programs in this area over the past 3 years.1

 

DOT Hazard Classes 

(Categories Based On Physical and Chemical Properties) 

The U.S. hazardous material regulatory system is a risk-based system that focuses 

on identifying the hazard and reducing the likelihood of a hazardous material release. 

Under the DOT’s Hazardous Materials Regulations (HMR; 49 CFR Parts 171-180)3

hazardous materials are categorized by analysis and experience into hazard classes 

and packing groups. Each shipper is required to classify a material according to 

these hazard classes and packing groups and communicate the material’s hazards. 

The shipper repetitively communicates the hazard through the use of package labels, 

shipping papers, and placards on transport vehicles. 

The DOT has broad jurisdiction to regulate hazardous materials that are in transport, 

including the discretion to decide which materials shall be classified as “hazardous.” 

These materials are placed in one of nine hazard classes based on their chemical 

and physical properties. The hazard classes may be further subdivided into divisions 

based on their characteristics. Additionally, some materials may be reclassified as 

combustible materials or “other regulated materials” (ORM-D) because of limited 

hazard during transport. These properties and characteristics are crucial in 

understanding the dynamics of a spill during a traffic incident. Therefore, it’s 

important for response personnel to understand the hazard classes, their divisions, 

and reclassified materials: 

• Class 1: Explosives 

• Division 1.1 Explosives with a mass explosion hazard 

• Division 1.2 Explosives with a projection hazard 

• Division 1.3 Explosives with predominantly a fire hazard 

• Division 1.4 Explosives with no significant blast hazard 

• Division 1.5 Very insensitive explosives 

• Division 1.6 Extremely insensitive explosive articles 

• Class 2: Gases 

• Division 2.1 Flammable gases 

• Division 2.2 Nonflammable gases 

• Division 2.3 Poison gases 

• Class 3: Flammable liquids 

• Liquid material with a flash point of not more than 60 °C (140 °F), 

or any material in a liquid phase with a flash point at or above 

37.8 °C (100 °F) that is intentionally heated and offered for 

transportation or transported at or above its flash point in a bulk 

packaging. 
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• Combustible liquid 

a. Any liquid that does not meet the definition of any other 

hazard class specified in the HMR and has a flash point 

above 60 °C (140 °F) and below 93 °C (200 °F); 

b. A flammable liquid with a flash point at or above 38 °C 

(100 °F) that does not meet the definition of any other 

hazard class may be reclassified as a combustible liquid. 

• Class 4: Flammable solids; spontaneously combustible materials; 

and materials that are dangerous when wet 

• Division 4.1 Flammable solids 

• Division 4.2 Spontaneously combustible materials 

• Division 4.3 Materials that are dangerous when wet 

• Class 5: Oxidizers and organic peroxides 

• Division 5.1 Oxidizers 

• Division 5.2 Organic peroxides 

• Class 6: Poisons and etiologic materials 

• Division 6.1 Poisonous materials 

• Division 6.2 Etiologic (infectious) materials 

• Class 7: Radioactive materials 

• A material that spontaneously gives off ionizing radiation where 

the activity concentration or total activity exceeds the values 

specified for certain radionuclides in the HMR. 

• Class 8: Corrosives 

• A material, liquid, or solid that causes visible destruction or 

irreversible alteration to human skin; or a liquid that has a severe 

corrosion rate on steel or aluminum. 

• Class 9: Miscellaneous 

• A material which presents a hazard during transport, but which is 

not included in any other hazard class (e.g., a hazardous 

substance or a hazardous waste). 

• ORM-D: Other regulated material 

• A material which, although otherwise subjected to regulations, 

presents a limited hazard during transportation due to its form, 

quantity, and packaging. 
3.0 HAZARD RECOGNITION AT THE SCENE 

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The primary concern at any incident scene should be the safety of any 

victims, responders, the motoring public, and the environment. The first 

step that any first responder must perform is to quickly and accurately 

identify and assess field conditions to determine the proper actions. It is 

important to properly identify the presence of potentially harmful materials 

and to know the necessary mitigation requirements to minimize any 

harmful threat. The hazardous materials found at roadway incidents may 

range from normal vehicle fluids to actual cargo contents being 

transported. 

To quickly clear a hazardous material incident (vehicle or cargo spill), first responders 

should have a good understanding of the many safety, regulatory, disposal 

guidelines, and documented clean-up practices for spills. Knowledge of these criteria 

will dictate how quickly a hazardous materials incident is cleared from the roadway 

and how safely the job is performed. These criteria will also dictate the types of 

techniques that will be used to clean-up the spill and how quickly the techniques are 

implemented. 

The DOT places strict guidelines on the proper labeling, marking, and placarding of 

hazardous materials offered for transport. These valuable tools are critical to the 

identification of hazards at the scene. Hazard recognition also plays an important role 

in scene management and incident mitigation. 

Personnel responding to the scene of an incident have to be keenly aware of their 

surroundings. Storm drains, water sources, wind direction, and the ground’s gradient 

are all critical clues that are important to the mitigation of an incident. When used in 

combination with packaging, container types, vehicle shape, labels, and placards, 

response personnel can develop a plan of attack for mitigating a hazardous material 

release. 

For most traffic incidents, responders should note the type of vehicle, any placards, 

the container or tank type, and labeling. These items often dictate the amount and 

type of material that can be spilled and the hazards associated with the material. 

They are also important to incident clearance and the approach responders use to 

mitigate a traffic incident. 

According to the FHWA Office of Operations Web site dealing with hazardous 

materials response procedures, “While some materials are extremely hazardous in 

any quantity, hazardous materials response procedures are frequently invoked when 

a gasoline or diesel fuel spill exceeds a legally specified amount, typically 25 gallons. 

Some states have adopted procedures that exempt larger spills of engine fluids 

(gasoline, diesel fuel, oil, anti-freeze, etc.) from hazardous materials response 

procedures, providing that the spill has been contained on the pavement. The 
10

USDOT regulations and guidelines for hazardous materials apply only to materials 

being transported, not engine fluids.”3

The average volume of operating fluids, excluding fuel in a car, is approximately 

8.6 liters (approximately 2 1⁄4 gallons). Table 2 provides information representative of 

the average volume of the various types of fluids that can be expected from a car. 

Responders can use this information along with fuel tank capacity of the various 

vehicle makes to gauge the quantity of fluids involved in clean-up. Given these 

volumes, one can assess a reasonable quantity to a spill and provide a prospective 

with which to judge the amount. It is generally accepted that clean-up of spills under 

the reporting quantity of 25 gallons of normal vehicular fluids can be safely handled 

by First Responder-Operations Level certified personnel (see Chapter 4). 

Table 2. Average Volume of Operating Fluids (Except Fuels) for Cars5

Engine oil 2.6 liters 

Transmission oil 1.3 liters 

Final drive oil 1.1 liters 

Steering gear oil 0.8 liters 

Coolant 2.8 liters 

Maximum fuel tank capacity will vary with the vehicle make and model, with the 

largest tank volume being the saddle tank (normally 70 gallons) on a semi-truck. 

Depending on the number of tanks on the truck, the maximum capacity for fuel for a 

commercial vehicle can be as much as 350 to 420 gallons. 

With the ever increasing number of hybrid vehicles on the roads, first responders 

must also be alert to the type of batteries in the various makes of hybrid vehicles. 

Depending on the technology, some of the batteries may be dry cell while others are 

wet cell.6

 The wet cell technology generally contains sulfuric acid or sodium 

hydroxide that can be cleaned-up using a universal absorbent in accordance with 

Guide 154 in the DOT Emergency Response Guidebook (ERG). 

Hazardous material placards are one of the best clues that a responder can use to 

quickly size up an incident when some type of cargo is involved. The DOT ERG 

Table of Placards (2008) provides a quick index for responders to identify the 

placards currently in use in the U.S. 
Table 3. DOT ERG Table of Placards (2008)7

 

Class 1: Explosives Class 2: Gases 

Class 3: Flammable and Combustible Liquids Class 4: Flammable Solids, 

Spontaneously Combustible, Dangerous When Wet 

Class 5: Oxidizers and Organic Peroxides Class 6 Toxics and Infectious Substances 

Class 7 Class 8 

11
12

 

Class 9 Mixed load 

Marine Pollutant; Aquatic Toxicity 

 Bulk Packaging 

 Display 

The U.S. is beginning an effort to harmonize with the United Nations standard of 

labeling, the Globally Harmonized System (GHS) of Classification and Labeling of 

Chemicals.7

 GHS is an internationally agreed upon system set to replace the various 

different classification and labeling standards used in different countries. GHS hazard 

classification criteria were selected for physical hazards and key health and 

environmental classes. For each of these hazard classes, standardized label 

elements—including symbols, signal words, and hazard statements—have been 

developed and agreed on. In addition, a standard format and approach to how GHS 

information appears on safety data sheets has been adopted. 

Within the U.S., federal agencies with responsibility for regulatory and international 

affairs have formed an interagency committee to undertake GHS implementation. 

Lead by the Department of State, the U.S. Environmental Protection Agency (EPA), 

the U.S. DOT Pipeline and Hazardous Materials Safety Administration (PHMSA), 

Occupational Safety and Health Administration (OSHA), the Consumer Product 

Safety Commission (CPSC), the Department of Commerce, the Food and Drug 

Administration (FDA), the Office of the U.S. Trade Representative, the Department of 

Agriculture, and the National Institute of Environmental Health Sciences. GHS is in 

various stages of planning and implementation. These implementations have 

affected, and will continue to affect, how response personnel recognize hazards at 

the scene of a spill. The DOT has modified, or is planning to modify, most of its 

regulations to incorporate elements of the GHS that affect its programs. Criteria for 

physical hazards have been substantively aligned with GHS via HM-215I rulemaking.9

 PHMSA has also adopted several elements of GHS in rulemaking HM215F,10 that directly affect the transport sector. For example, changes have been 

made to the hazard classification criteria for toxic materials and flammable liquids. In 

addition, the organic peroxide placard has also been modified so that the upper half 

is red and the lower half is yellow. 

The GHS utilizes a number of other placards, and the DOT plans to implement some 

of these placards in the future. Table 4 illustrates the United Nations GHS Pictograms 

that may be implemented by the U.S. DOT in the future. 
The next changes slated by the DOT relate to environmentally hazardous substances 

(aquatic toxicity). The 2008 ERG includes the “fish and tree” placard in its Table of 

Placards; this marking has been adopted and authorized under HM-215J. It must be 

used effective 1/14/2010. 

Table 4. Proposed United Nations GHS Pictograms. All rights reserved.7

Other key resources that responders will be able to utilize include hazard 

communication systems and packing groups. While not as prevalent for vehicle spills, 

hazard communication systems provide valuable information for hazardous material 

cargo spills. The National Fire Protection Association (NFPA) 704M,11 Hazardous 

Materials Identification System (HMIS®

)

12 and the Hazardous Material Identification 

Guide (HMIG)13 are often used on individual containers, tanks (intermodal, Baker, 

etc), drums, and barrels found inside semi-trailers. 

The hazard communication systems (NFPA, HMIS, and HMIG) utilize a 

color-coded system to communicate hazards associated with materials in 

regards to health, flammability, and reactivity hazard. 

The blue, red, and yellow colored areas indicate the health, flammability, 

and reactivity hazard associated with a material, respectively. A value of 

zero in one of these areas indicates that the material poses essentially no 

hazard; a rating of four indicates extreme danger. 

Packing groups are central to the hazard recognition process for a hazardous 

material cargo spill; especially those spills that result from damaged packaging. They 

also indicate the strength of packaging required for shipment. Division 2.1, 2.2, and 

2.3, Division 6.2 (other than “Regulated medical waste,” UN3291) and Class 7 

materials have no packing group assignments. Class 1 explosives, unless otherwise 

noted in the HMR, and Division 5.2 materials are assigned packaging group II. Class 

3, Division 4.1, 4.2, 4.3, Division 5.1, Division 6.1, and Class 8 materials have been 

divided into three packing groups: 

• PG I – great danger; = X (UN) 

• PG II – medium danger; = Y (UN) 

• PG III – low danger; = Z (UN) 

A hazardous material is assigned to one of three packing groups based upon its 

degree of hazard—from a high hazard (Packing Group I) to a low hazard (Packing 

Group III). The quality, damage resistance, and performance standards of the 

13
14

packaging in each packing group are appropriate for the hazards of the material 

transported. 

Packing group markings (as indicated by the letters above) are found on 

the packaging and indicate the performance standard under which the 

packaging design type has been successfully tested. On shipping papers, 

the packing group is identified in the basic description using roman 

numerals, i.e. PG I. 
4.0 HAZARD MATERIALS INCIDENT CLEARANCE 

COMPLIANCE REQUIREMENTS 

In addition to being able to recognize the types of hazardous materials that might be 

at the incident site, the responders must be aware of the pertinent regulations 

covering the handling and disposal of the identified materials. Because of the 

potential harmful nature of these materials, safety regulations are in place to ensure 

that only those that do so are properly trained in the handling and disposal 

requirements of the hazardous substances. 

These regulations: 

• Identify the job duties and categories of employees at risk 

• Stipulate the level and frequency of training that is associated with 

specific exposure risks 

• Mandate the participation in a medical surveillance plan to ensure the 

ongoing health of exposed employees 

• Address personal protection requirements 

Safety Regulations 

First and foremost, safety regulations put in place to protect the responders are vital 

to safely mitigating a hazardous material spill. Employees responding to a hazardous 

material spill must comply with the 

1. Hazardous Waste Operations and Emergency Response 

(HAZWOPER) Standard,14

2. Participate in a medical surveillance program, and 

3. Participate in an employer respiratory protection program. 

HAZWOPER Requirements 

The HAZWOPER Standard applies to five distinct employer groups and their 

employees. Transportation department employees are included in these groups since 

their job duties associated with incidents may fit within one of the following 

categories:14, 15

• Clean-up operations required by a governmental body (whether 

federal, state, local, or other involving hazardous substances) that 

are conducted at uncontrolled hazardous waste sites; 

• Corrective actions involving clean-up operations at sites covered by 

the Resource Conservation and Recovery Act of 1976 (RCRA)16

as amended (42 U.S.C. 9601 et seq.);17

15
16

• Voluntary clean-up operations at sites recognized by federal, state, 

local, or other governmental body as uncontrolled hazardous waste 

sites; 

• Operations involving hazardous wastes that are conducted at 

treatment, storage, and disposal facilities (a semi-trailer or tanker 

for transportation purposes is included by definition) regulated 

by Title 40 Code of Federal Regulations Parts 264 and 26518

pursuant to RCRA, or by agencies under agreement with the U.S. 

Environmental Protection Agency to implement RCRA regulations; 

and 

• Emergency response operations for releases of, or substantial 

threats of release of, hazardous substances regardless of the 

location of the hazard. 

HAZWOPER Training Requirements 

The training requirements for hazardous materials response are mandated by law. 

Response personnel at the scene of a traffic incident must have HAZWOPER training 

which fits their role and responsibilities. In general, most responders fall into the 

awareness level or operations level categories. However, some firemen, DOT 

personnel, and police officers should be trained as hazardous materials technicians 

for quick intervention of vehicular or small cargo spills. 

Table 5. Training Requirements for Hazardous Materials Response Personnel 

Responder Classification Required Number of 

Hours of Training 

Demonstrated Competency, Knowledge and 

Ability Required According to 29 CFR 1910.120 

14

First Responder—Awareness 

Level 

Individuals who are likely to witness 

or discover a hazardous substance 

release and who have been trained 

to initiate an emergency response 

sequence by notifying the proper 

authorities. They would take no 

further action beyond notifying the 

authorities of the release. 

No prescribed 

number of 

hours/demonstration 

of competency 

Have sufficient training or have had 

sufficient experience to objectively 

demonstrate competency in the following 

areas:

● An understanding of what hazardous 

substances are and the risks associated 

with them in an incident 

● An understanding of the potential 

outcomes associated with an emergency 

when hazardous substances are present 

● The ability to recognize the presence of 

hazardous substances in an emergency 

● The ability to identify hazardous 

substances, if possible 

● An understanding of this individual’s role 

in the employer’s emergency response 

plan, including site security and control 

and the U.S. DOT ERG

● The ability to realize the need for 

additional resources and to make 

appropriate notifications to the 

communication center 
17

Responder Classification Required Number of 

Hours of Training 

Demonstrated Competency, Knowledge and 

Ability Required According to 29 CFR 1910.120 

14

First Responder—Operations 

Level 

Individuals who respond to releases 

or potential releases of hazardous 

substances as part of the initial 

response to the site for the purpose 

of protecting nearby persons, 

property, or the environment from 

the effects of the release. They are 

trained to respond in a defensive 

fashion without actually trying to 

stop the release. Their function is to 

contain the release from a safe 

distance, keep it from spreading, 

and prevent exposures. 

8 hours Have at least the stipulated hours of training 

or have had sufficient experience to 

objectively demonstrate competency in the 

following areas in addition to those listed for 

the awareness level. The employer must 

also certify.

● Knowledge of the basic hazard and risk 

assessment techniques 

● Ability to select and use proper personal 

protective equipment provided to the first 

responder at the operational level 

● An understanding of basic hazardous 

materials terms 

● Ability to perform basic control, 

containment, and/or confinement 

operations within the capabilities of the 

resources and personal protective 

equipment available with their unit 

● Ability to implement basic 

decontamination procedures 

● An understanding of the relevant 

standard operating procedures and 

termination procedures 

Hazardous Materials Technician 

Individuals who respond to releases 

or potential releases for the 

purpose of stopping the release. 

24 hours ● Have received at least the stipulated 

hours of training equal to the first 

responder at the operations level and, in 

addition, have competency in the 

following areas. The employer also must 

so certify. 

● Assume a more aggressive role than a 

first responder at the operations level in 

that they will approach the point of 

release in order to plug, patch, or 

otherwise stop the release of a 

hazardous substance 

● Ability to implement the employer’s 

emergency response plan 

● Know the classification, identification, 

and verification of known and unknown 

materials by using field survey 

instruments and equipment 

● Be able to function within an assigned 

role in the incident command system 

● Ability to select and use proper 

specialized chemical personal protective 

equipment provided to the hazardous 

materials technician 

● Understand hazard and risk assessment 

techniques 

● Be able to perform advance control, 

containment, and/or confinement 

operations within the capabilities of the 

resources and personal protective 

equipment available with the unit 

● Understand and implement 

decontamination procedures 

● Understand termination procedures. 
18

Responder Classification Required Number of 

Hours of Training 

Demonstrated Competency, Knowledge and 

Ability Required According to 29 CFR 1910.120 

14

● Understand basic chemical and 

toxicological terminology and behavior 

.

All employees trained in accordance with the Hazardous Waste Operations 

and Emergency Response standards must “receive annual refresher 

training of sufficient content and duration to maintain their competencies, 

or shall demonstrate competency in those areas at least yearly.” 14

Medical Surveillance Requirement 

The medical surveillance requirement for hazardous materials workers is mandated 

by law. Personnel involved in hazardous materials operations should participate in a 

medical surveillance program as stipulated in the HAZWOPER regulations. 

Members of an organized and designated hazardous materials (HAZMAT) team and 

the hazardous materials specialists are required to receive a baseline physical 

examination and be provided with medical surveillance. In addition, any emergency 

response employees who exhibit signs or symptoms, which may have resulted from 

exposure to hazardous substances during the course of an emergency incident, 

either immediately or subsequently after, shall be provided with medical 

consultation.14

Respiratory Protection Requirements 

Respirators may be necessary to protect workers against inhalation hazards, such as 

dusts, fumes, and vapors. Respirators are categorized into two basic types, airsupplied and air-purifying. Air-supplied respirators provide breathing air from a source 

other than the surrounding atmosphere. Air-purifying respirators remove 

contaminants from the ambient air through the use of filters or cartridges. 

The respiratory protection requirement for the use of respirators is not only mandated 

by law, it is a necessity due to the hazardous nature of the work and the likelihood for 

improper use. Factors, such as facial hair, weight loss/gain, and dental care, can 

each have a major impact on proper fit. Therefore, it’s important for personnel 

involved in hazardous materials operations to participate in a respirator protection 

program based on requirements as stipulated in the HAZWOPER regulations.14

National Tow Truck Driver Certification 

Towing & Recovery Association of America (TRAA) represents the towing and 

recovery industry on a national level. This group has recognized that the tow truck 

driver can also be a valuable contributor to the safe, quick clearance of an incident. 

With proper training and certification, they can provide help with the clean-up and 

handling of typical vehicle fluids at an incident. Because they are often the first at the 

scene, this assistance serves to reduce the clean-up time and allows for lanes to be 

opened in a more timely fashion.
19

Through a grant from the DOT, TRAA established national standards for tow truck 

operators and developed the National Driver Certification Program. This program is 

based upon light, medium, and heavy duty towing and recovery, and covers the 

following areas: 

• Customer service 

• Safety 

• Incident management 

• Truck 

• Equipment 

When assisting with traffic incident clean-up involving a hazardous material, the type 

of requirements for tow truck drivers will depend on the type of incident, the severity 

of the spill, and the location of the spill relative to the damaged vehicles. More 

information on the levels and curriculum topics, including handling of hazardous 

material, is available on the TRAA Web site at 

http://www.towserver.net/certification.htm.

19

The applicable levels for TRAA tow truck driver certification when dealing with 

hazardous materials are: 

Level 1: For most vehicular spills (car wreck) with only minor amounts of 

hazardous material spilled, Level I (Light Duty) requirements should be 

sufficient, provided that tow truck operators are not coming in contact with 

the spilled material. 

Level II: For vehicular spills (medium-heavy duty truck wreck) with 

moderate amounts of hazardous material spilled (partial saddle tank 

emptied), Level II (Medium Duty) requirements should be sufficient, 

provided that tow truck operators minimize their time near the spilled 

material. 

Level III: For large vehicular spills (tanker spill, blood-borne pathogens, 

etc.), Level III (Heavy Duty) requirements will be necessary to ensure tow 

truck driver safety. 

Response Management and Clean-up Regulations 

The regulations dealing with response management, including handling, 

reporting, and mitigation procedures of hazardous spills, are founded in a 

number of federal statues rather than just one source. It is important, 

especially for responders in charge, to know the origin of the various 

requirements, including the mandated reporting procedures and ensure the 

proper implementation. 

In the U.S., the response to an incident is regulated under many statues and many 

government agencies. It is important for responders to at least understand the basis 

of these regulations because they dictate everything, from how they manage a spill to 

the disposal of the spilt material. These regulations stipulate who should be notified 

and when it is not necessary, as well as what resources or assistance are available 

to local and state entities if the containment of a spill is beyond their capabilities. 
20

Therefore, some of the major federal laws that responders should have knowledge of 

are listed in Table 6. Responders should be aware of any local and state 

regulations that also apply to hazardous materials handling, reporting, and 

disposal in their jurisdictions.

Table 6. Major Federal Hazardous Materials Incident Regulations 

Regulations Description 

National Oil and Hazardous Substances 

Pollution Contingency Plan (40 CFR) 

citation: 300.920 OMB Control No.: 2050-

014120 

Also known as the National Contingency 

Plan (NCP) 

This is the federal government’s blueprint for responding to both 

oil spills and hazardous substance releases. This plan is the 

result of efforts to develop a national response capability and 

promote overall coordination among the hierarchy of 

responders and contingency plans. 

Congress has broadened the scope of the NCP over the years. 

As required by the Clean Water Act (CWA) of 197221 the NCP

was revised to include a framework for responding to hazardous 

substance spills as well as oil discharges. Following the 

passage of the Superfund legislation in 1980, the NCP was 

broadened again to cover releases at hazardous sites requiring 

emergency removal actions. Additional revisions have been 

made over the years to help keep pace with the enactment of 

legislation, with the last revisions finalized in 1994 to reflect the 

oil spill provisions of the Oil Pollution Act of 1990.

21

National Incident Management System, 

Homeland Security Presidential 

Directive22

After the attacks on the World Trade Center, the National 

Incident Management System (NIMS) was adopted and is being 

implemented across the nation as the federally mandated 

incident management system. Under this presidential directive, 

all communities, states, and federal government agencies will 

integrate into the NIMS in response to threatened and actual 

emergencies and disasters of all kinds. The NIMS is being 

implemented in accordance with criteria set forth in this 

directive. 

Designation, Reportable Quantities, and 

Notification (40 CFR, Part 302)23 

If there is a traffic incident involving a hazardous material 

release, this regulation will most likely play a large part of the 

response. These regulations were originally published under 

the authority of Section 102 of the Comprehensive 

Environmental Response, Compensation, and Liability Act of 

1980 (CERCLA),17 the Designation, Reportable Quantities, and 

Notification regulation. 

The regulation identifies the quantity of substances which, when 

released, sets forth the notification requirements for releases of 

these substances and spells out the reporting requirements to 

the National Response Center (NRC). The NRC is the national 

communications center for the federal government and is 

staffed 24 hours a day by U.S. Coast Guard officers and marine 

science technicians. The notification requirement applies to any 

person in charge of a vessel, facility, or offshore facility. 

Releases that are continuous and stable in quantity and are not 

covered by this regulation are subject to reduced reporting 

requirements. 
21

Regulations Description 

Emergency Planning and Community 

Right-to-Know Act (EPCRA), Emergency 

Release Notification Requirements24

EPCRA plays an important role in hazards material cargo spills. 

Under EPCRA, any motor vehicle or rolling stock that 

accidentally releases an extremely hazardous substance into 

the environment, as defined by the multiple regulations, in an 

amount greater than or equal to the minimum reportable 

quantity as required by the EPCRA Emergency Planning and 

Notification regulation is required to notify Local Emergency 

Planning Committee (LEPC) and State Emergency Response 

Commission (SERC). Emergency notification requirements 

involving transportation incidents can be met by dialing 911, or 

in the absence of a 911 emergency number, by calling the local 

operator. 

The Consolidated List of Chemicals,25 subject to the EPCRA, 

was prepared to help companies determine whether they need 

to submit reports under Sections 302, 304, or 313 of EPCRA 

and, for a specific chemical, what reports may need to be 

submitted. This list should be used as a reference tool, not as a 

definitive source of compliance information. Compliance 

information for EPCRA is published in the Code of Federal 

Regulations (CFR), 40 CFR Sections 302, 304 and 31326

Immediate Notice of Certain Hazardous 

Materials Incidents and Detailed 

Hazardous Material Incident Reports (49 

CFR, Parts 171.15 and 171.16)3

Two phases of incident reporting are required under this 

regulation. When a hazardous release occurs during transport, 

(including loading, unloading, and temporary storage), a 

telephone notice of a specified incident must be given “as soon 

as practicable, but no later than 12 hours after the occurrence” 

of the reportable incident. A follow-up written report (two copies) 

must be submitted “within 30 days of the date of discovery” on 

DOT Form F 5800.1.2

Discharge of Oil Regulation (under CWA, 

40 CFR 110)27 

This regulation is covered by the Clean Water Act, Discharge of 

Oil.21 The regulation provides the basic conceptual structure for 

determining whether an oil spill to inland and coastal waters 

and/or their adjoining shorelines should be reported to the 

federal government. 

The Oil Pollution Act of 1990 (which amended the Clean Water 

Act)21 broadly defined the term “oil,” also known as the sheen 

rule. This rule establishes criteria for determining whether an oil 

spill may be harmful to public health or welfare, thereby 

triggering reporting requirements. If the spill is determined to be 

harmful, the person in charge of a facility or vessel is required to 

report the spill to the federal government. The sheen rule 

applies to both petroleum and non-petroleum oils (e.g., 

vegetable oil). Under the Clean Water Act definition, many other 

substances are considered oils that may not be easily 

recognizable by industry, including mineral oil, the oils of 

vegetable and animal origin, and other nonpetroleum oils. As 

general guidance for any traffic incident, oils fall into the 

following categories: crude oil and refined petroleum products 

(e.g. gasoline, diesel fuel, jet fuel, kerosene, etc.), petroleumderived products (e.g. turpentine), edible animal and vegetable 

oil, other oils of animal or vegetable origin, and other nonpetroleum oils. 

Sizing-up a Spill 

Once a spill occurs along a roadway, it’s important for response personnel to identify 

the hazardous substance and prevent the spill from spreading. Initial response 

personnel should only attempt to determine the extent of the release by gathering 
22

and analyzing information. This is called a size-up strategy, and is a non-invasive

attempt to get a general picture or impression of the nature and severity of the event.

In general, responders should use a size-up strategy to obtain and evaluate the 

following information: 

• Identity of the materials 

• Amount of the release 

• Hazards associated with each material(s) 

• Effects and risks on the public, property, and environment 

• Potential pathway of release—air, land, surface waters, or 

groundwater 

• Most appropriate measures for controlling the release to 

prevent/reduce the impact 

• Safety measures to protect all response personnel 

A number of methods can be used to collect information for a size-up strategy. For 

the most part, responders should use visual observations to assist in detecting the 

presence or release of hazardous chemicals. Visual methods that may be utilized 

include the following: 

• Types and numbers of containers or cargo tanks 

• Placards, labels, and markings on containers or transportation 

vehicles 

• Vapors, clouds, run-offs, or suspicious substances 

• Biological indicators—dead vegetation, animals, insects, and fish 

• Physical condition of containers 

At other times, it may be necessary for first responders to utilize quantitative methods 

(monitoring, sampling, hazard characterization, etc.) to assist in detecting the 

presence or release of hazardous chemicals. Quantitative methods that are costeffective and may be utilized at a traffic incident include the following: 

• Colorimetric tubes 

• pH paper 

• Spilfyter classifiers strips 

Containment and Confinement 

Upon identifying an incidental hazardous substance release, first responders may 

perform limited clean-up activities provided that the mitigation follows a standard 

operating procedure and the responder has received adequate training (See previous 

section on training requirements). Incidental releases should not have the potential 

for safety or health hazards, such as fire, explosion, or chemical exposures in excess 
23

of an OSHA Permissible Exposure Limit (PEL), or exceed the immediately dangerous 

to life and health level. 

For first responders to a small spill, limited clean-up activities may entail basic 

containment and confinement techniques. Spill containment involves methods used 

to restrict the material to its original container (e.g. plugging, patching, overpacking, 

etc.). Spill confinement involves methods to limit the physical size of the area of the 

release (e.g. mist knockdown/vapor suppression, diversion, diking, booming, 

absorbing, fencing, and damming). Both methods can be very effective at controlling 

a hazardous release, if used appropriately. However, response personnel should not 

utilize either method without appropriate protection and regard for safety. 

For small vehicular spills that occur along a roadway, one of the easiest ways to 

control a spill is the use of granular absorbents, oil absorbent pads, or universal 

absorbent pads for non-petroleum products. These items are readily available and 

very effective for remediation of small spills. However, response personnel should 

understand the properties associated with each, standard operating procedures for 

utilizing them, and the correct collection and storage methods for contaminated 

absorbents. 

Disposal Guidelines 

Once hazardous materials are spilled, the material becomes contaminated and 

should be either recycled or disposed of properly. Typically, first responders to a 

traffic incident do not possess the appropriate licenses to perform transportation and 

disposal of hazardous waste. Professional licensed firms should be contracted to 

perform this task following the regulations established under the Resource 

Conservation and Recovery Act.16 

First responders can improve the disposal process by mitigating the spill following a 

standard operating procedure (SOP). The SOP should account for how to: 

• Mitigate the spill, 

• Package the waste for transport, and 

• Secure the waste until a licensed transportation and disposal 

company can pick up it up. 

More importantly, the SOP should provide first responders with guidance on how to 

minimize roadway congestion by conducting hazard recognition to determine the 

hazards presented to the general public. 
24
5.0 AVAILABLE PRODUCT SAMPLES FOR 

CONTAINING/CONFINING A HAZARDOUS 

MATERIAL SPILL 

There are two basic ways to control any type of spill: containment and confinement. 

Containment basically means restricting the material to its original container while 

confinement refers to limiting the physical size of the area of release. First 

responders should have an assortment of products for spill mitigation of a spill for 

both types of controls. Quick and simple actions by properly trained responders to 

minimize the amount of a spill as well as the area of involvement can reduce the 

amount of clean-up time and, thus, reduce the incident time frame requirements. For 

most traffic incidents involving incidental spills, Level II trained responders can 

effectively deal with the smaller vehicle spills if they have access to the appropriate 

equipment and materials. The impact of larger spills can be minimized by quick 

action, such as placing drain protection covers over the storm sewer inlets by DOT 

personnel. Properly trained responders can also reduce the incident time line in some 

cases involving minor vehicle crashes by having access to a spill kit containing an 

assortment of absorbents. 

There are basically three types of spill kits. The type of spill kit that a first responder 

will use depends upon what liquids need to be cleaned up. The three main types are: 

1. Universal or General Purpose Spill Kits. Universal or general 

purpose spill kits contain gray absorbents made with activated 

charcoal or a similar capturing agent. Universal or general purpose 

spill kits are used to clean-up both water-based fluids and 

hydrocarbons. 

2. Oil-Only Spill Kits. Oil-only spill kits are used to clean-up 

hydrocarbons only (motor oil, jet fuel, diesel, gasoline, hydraulic oil, 

etc.) and contain white absorbents that repel and float on water. 

3. Hazmat Spill Kits. Hazmat spill kits contain yellow absorbents to 

clean-up aggressive fluids, such as acids and solvents, and will 

absorb hydrocarbons as well as water-based fluids. 

25

The size of the spill is an important factor in determining the mitigation technique a 

first responder will use. Spill kits come in various sizes. For small volume spills, first 

responders may use bagged or bucket spill kits. For large volume spills, a drum or 

wheeled cart/mobile spill kit may be better suited. In each case, both types of spill kits 

are easily carried on a response vehicle and can provide safe containment of the 

material until proper disposal can be facilitated. 
If first responders do not have a spill kits readily available, there are an assortment of 

products that can be purchased individually and combined to produce a custom spill 

kit. Some of the more important items are absorbents pads, absorbent booms, drain 

protector covers, spill containment berm dikes, and spill classifier strips. Table 7 

provides some examples of spill mitigation products as well as common types of spill 

kits and is not meant to be a complete comprehensive list. 

Table 7. Examples of Available Spill Mitigation Products and Common Types of 

Spill Kit (http://www.spill911.com/Store/,28 http://www.absorbentsonline.com/,29

http://www.npscorp.com/30) 

Universal Maintenance (http://www.spill911.com/Store/) Absorbent Pads and Rolls, Pillows, Spill Socks, and 

Booms: Gray absorbent material considered as a general purpose absorbent which can be used to absorb all waterbased fluids, oil, diesel, gas, coolants, cutting fluids, hydraulic fluids, vegetable oil, acetone, turpentine, ether, MEK, 

hexane, trichloroethylene, etc. 

Oil Absorbent Pads and Rolls, Pillows, Spill Socks, and Booms: White oil absorbent material used only for 

hydrocarbons, such as oil, gasoline, fuel oil, diesel, and lubricating oils. 

Hazmat Absorbent Pads and Rolls, Pillows, and Spill Socks: Yellow hazmat absorbent material used on all liquids 

including unknown materials and aggressive fluids, such as caustic soda, hydrochloric acid, sulphuric acid, sodium 

hydroxide, and nitric acid. 

Polybacked Absorbent Pads and Roll: Used as a general purpose absorbent for all fluids including water-based liquids.

26
27

Anti-Static Absorbent Pads and Roll: Used for absorbing hydrocarbons, such as oil, gasoline, fuel oil, diesel, and 

lubricating oils that are volatile in cold applications, dry, low humidity areas or anywhere a potential for sparking exists. 

Drain Protector Drain Cover: Used as a protective cover over drains, grates, and manholes to prevent hazardous 

materials from entering. 

Spill Containment Berm Dikes: Bendable material used to divert or contain and control liquids. 

Utility Tool Kits: Tool kits with the basic equipment which might be needed to quickly clean-up a spill in a proper 

manner, such as shovels, squeegee blades, broom and brush heads, expandable handles, pads, socks, storage 

containers, and personal safety equipment. 

Drum Spill Kits and Mobile Cart Spill Kits: Kits that not only provide the tools, but also the necessary storage 

containers for larger spill quantity incidents. 

Containment 

Wedge, Patch and Plug Kits: An assortment of sizes of wooden wedges as well as plugs and patches that can be used 

to stop or temporarily reduce the flow of materials from small holes, rips, or punctures. 

Containment Pools: These are used to capture a liquid spill or flow. Commercial pools are available, but a blow up kiddy 

wading pool can be an inexpensive, easy to transport, and effective alternative. The pools should be used with absorbent 

materials to facilitate clean-up and disposal. 
28
6.0 DOCUMENTED PRACTICES FOR 

HAZARDOUS MATERIALS INCIDENT 

CLEARANCE 

In an attempt to ease traffic congestion during incidents involving a vehicular fluid 

spill or a hazardous materials cargo spill, some states have begun adopting 

regulations, disposal guidelines, and documented practices to help guide first 

responders. Table 8 presents highlights of incident management practices which 

have been implemented and used by other agencies. These highlights are not all 

inclusive of how an incident is handled, but they show unique efforts to improve 

clearance efforts for a hazardous materials spill. For instance, the highlights provide 

a glimpse of efforts by states to: 

• Use quick clean-up techniques by first responders; 

• Protect water resources by implementing quick clean-up techniques 

by first responders; 

• Hire pre-designated private response contractors to handle the spill; 

and 

• Improve coordination and preparedness efforts by DOT, police, fire, 

and tow operators. 

Table 8 Incident Management Practices Implemented and Used by Other 

Agencies 

State Guidance 

Florida (1) – In situations involving vehicle fluid spills on a roadway, from both commercial and private 

vehicles, the preferred clean-up method is to soak up as much material as possible 

using absorbent materials. The absorbent materials are also moved out of the travel 

lanes and stored at the roadside, preferably well off the shoulder. In some cases, the 

material may be containerized and placed in the damaged vehicle(s) for removal by the 

towing company. 

– DOT and other crash-scene responders may apply absorbents and sweep off 

travel lanes regardless of the quantity. It is not necessary to await a licensed 

clean-up contractor. 

– Clean-up normally involves the use of granular absorbents or vermiculite, floor sweep, 

peat moss, pads and booms, clay, or topsoil. In limited situations, sand can also be 

used, but it is better suited for increasing friction than for use as an absorbent. If 

immediately available, an alternative method for dealing with the thin film that may 

remain after absorbents are used is to apply a light dusting with Portland cement. 

– The responsible party is accountable for vehicle fluid spillage, including the final removal 

and proper disposal of absorbents and, if needed, the subsequent site remediation. If 

the responsible party does not or cannot handle this responsibility in a timely manner, 

the governing authority (State of Florida, county, city, etc.) will initiate disposal and the 

responsible party will be billed. Clean-up actions taken by early responders do not affect 

or limit this responsibility. 

29
30

State Guidance 

– Additional or incidental material spilled during the relocation of the vehicle out of the 

travel lanes of the roadway can be cleaned up and moved to the roadside with the other 

absorbents used at the scene. The responsible party remains accountable! 

– Absorbent material moved out of travel lanes may be bagged in heavy-duty trash bags, 

wrapped or ‘diapered’ in plastic sheeting, or containerized in pails or barrels. The 

material should be well off the travel portion of the roadway and can remain there for a 

reasonable time to allow for disposal by the responsible party or a contractor (paid by 

the responsible party). 

– The material may be placed in a container and placed in the damaged vehicles and 

removed by the towing company. The containers used to hold the material should be 

tagged and clearly marked to indicate the type of absorbent used and the material that 

was spilled. It is also desirable to indicate the responsible party. Care should be taken 

not to overload the containers used to store the absorbents. If trash bags are used, 

double bag and limit each bag to about 15 pounds. 

– The reportable quantity of 25 gallons does not automatically prevent or limit on-scene 

actions to mitigate the spill. In fact, prompt intervention is encouraged to limit the 

congestion impact and prevent the high probability of secondary incidents as a result of 

extended traffic blockage. It is very important that every effort be made to limit the 

amount of time the spilled fluids are in contact with asphalt pavement. 

– Vehicle Fluid Spill Clean-Up Quick Action Guide 

● Identify spill as a vehicle fluid 

● Stop leaking material at the source 

● Contain and limit spill from spreading 

● Apply available absorbents 

● Sweep material off travel lanes 

● Second application, if necessary 

● Gradually restore traffic flow 

● Identify responsible party and mark location of material 

● Assure proper notification made to State Warning Point 

Colorado (2) – In situations involving a transportation accident/incident that results in a product/fuel 

spill, reporting and clean-up by the responsible party is necessary if: 

● The amount of petroleum fuel spilled exceeds 25 gallons, or other reportable 

quantity according to Environmental Protection Agency (EPA) SARA Title III, 

Consolidated List of Chemicals25 and/or 

● The spilled materials have impacted or threaten to impact state waters. 

– Where a transportation accident/incident results in a product/fuel spill, any accidental 

discharge to a sanitary sewer system must be reported immediately to the local sewer 

authority and the affected wastewater OSHA Permissible Exposure Limit31 treatment 

facility. 

– If the spill has affected surface water, downstream water users should be notified 

immediately. This may be coordinated with the Colorado Department of Public Health 

and Environment (CDPHE) through the 24-hour spill reporting line. 

– All appropriate actions should be taken to protect the incident scene, e.g., prevent 

vehicle/pedestrian access and move to a location upwind to await first response 

agencies. Persons should not attempt to mitigate or remediate the spill unless they have: 

● Been properly trained and certified; 

● The appropriate personnel protective equipment (PPE) available to them; 

● The required support personnel available to effect an entry; and 

● The response equipment necessary to stabilize the scene. 

– First response agencies should make a good faith effort to stabilize the scene to keep 

the spill from spreading and affecting additional soil and water resources and other 

environmental receptors. Suggested actions include, but are not limited to: 

● Covering the spill area with plastic, 

● Placing absorbent booms in affected water, 
31

State Guidance 

● Placing clean soil berms and/or absorbent booms downhill of the spill and/or 

between the spill area and nearest waterway, 

● Neutralizing or chemical stabilizing, if appropriate, and 

● Diverting surface and storm water. 

– Clean-up of spilled materials is required for any quantity of spilled fuel above the 

reportable quantity into soil or ground surface, and/or if the spill impacted soil, or has the 

potential to impact state waters. State OSHA Permissible Exposure Limit31 waters 

include: lakes, reservoirs, ponds, streams, rivers, ditches, storm drains, manholes, 

wetlands, storm water, and ground water. 

– Spills need to be remediated to CDPHE and EPA-approved thresholds where applicable, 

and to the strictest standards, where different. Other clean-up thresholds may depend on 

the material spilled, the media affected (soil, groundwater, surface water), and the risk of 

leaving the material in place. Clean-up thresholds need approval by Colorado DOT in 

order to issue a “No Further Action” determination to the responsible party. 

– Excavation and off-site disposal is the preferred and most common method of soil 

remediation at Colorado highway spill sites. If excavation is not feasible or allowed, 

clean-ups may also include a variety of technologies, including, but not limited to, some 

combination of: excavation, air sparge, soil venting, bioremediation, steam cleaning, 

physical collection, and monitored natural attenuation. 

– OSHA Permissible Exposure Limit31 – A closure report is required for all transportation 

incidents involving spills in excess of 100 gallons on property owned by the Colorado 

DOT. This report should be compiled by the responsible party or their designee after 

clean-up is complete. 

Texas (3) – Texas DOT (TxDOT) personnel may only participate in containment, clean-up, or 

neutralization of material that has been determined to be non-hazardous to their health 

or safety. 

– Texas Water Code requires that the Texas Commission on Environmental Quality 

(TCEQ) and TxDOT develop a contractual agreement whereby TxDOT may be used for 

spill and discharge clean-up throughout the state. The following conditions must be met: 

● The TCEQ and TxDOT execute an Interagency Contract (IAC) each 

biennium that incorporates requirements of the Texas Water Code. A copy of 

this IAC is provided to each district. 

● Clean-up activities performed under this contract generally are at locations 

off the right-of-way and at sites that TCEQ has assumed responsibility for 

clean-up actions. TxDOT personnel should comply with the requirements 

contained in the Occupational Safety Manual 32 when requested to handle oil 

and hazardous materials. 

– Only trained personnel should ever approach a fire or a spill. Containment, clean-up, or 

neutralization of the hazardous material should be accomplished by individuals or 

organizations familiar with or trained in such activities. The following steps should be 

considered general guidelines and may not apply for all circumstances: 

1. Notify law enforcement and fire department of roadway accident. 

2. Survey the scene from a safe distance and determine the responsible 

person. 

3. Consult the USDOT Emergency Response Guidebook 7 for specific 

hazardous material information. From a safe distance, determine the integrity 

of the container(s), determine the existence or possibility of runoff, determine 

if any dead animals are near, evaluate the distressed nature of surrounding 

vegetation, evaluate any markings on containers, and assess the physical 

characteristics of the material (color, solid, liquid, powder, or granules). 

4. Using guidelines in the Emergency Response Guidebook,7 restrict access to 

the spill site. Keep the public away from the hazard. Provide traffic control, as 

needed. 

5. Notify supervisor by radio or telephone. 
32

State Guidance 

6. Supervisor should notify local fire department, Department of Public Safety, 

and district hazardous materials coordinator. Supervisor should ensure that 

field personnel only conduct traffic control from a safe distance from the spill. 

7. Determine if a reportable discharge or spill has occurred and if so, the district 

hazardous materials coordinator should ensure TCEQ has been notified of 

the spill or release as soon as possible but not later than 24 hours after the 

discovery of the spill or discharge. 

– Contracting (handled through District Maintenance or District Safety Office) : 

Contracting for clean-up, testing, and disposal is to be handled by: 

● Third party—trucking company or manufacturer 

● TCEQ—should they assume responsibility for the clean-up 

● District—purchasing personnel with the assistance of the General Services 

Division Purchasing Section, if the responsible party is not taking appropriate 

actions or if TCEQ has not assumed responsibility for the clean-up. 

– Hazardous Substance Spill Contingency Plan - The TCEQ is the lead agency in 

hazardous materials spill response. Emergencies involving spillage, release, and/or 

abandonment of known or suspected toxic/hazardous materials are the prime 

responsibility of the TCEQ. (Ref. Texas Water Code) It is important for TxDOT 

employees to remember that only trained personnel should ever approach a fire or 

spill. TxDOT personnel are specifically prohibited from handling, cleaning up, or 

otherwise coming in contact with toxic/hazardous materials at accident scenes or 

abandonment sites on TxDOT’s right-of-way. Doing so may adversely affect the 

health and/or safety of TxDOT personnel. 

Ohio (4) – The best practices for transportation agencies are to: 

● Develop response protocols for freeway closures, which include pre-planned 

diversionary routes and traffic control in coordination with local public 

agencies. Meet with police, fire, and other local officials before incidents to 

review such plans. 

● Install urban freeway reference markers at 2/10th-mile increments, which will 

allow cellular telephone callers to report incident locations with greater 

accuracy. 

● Deploy freeway service patrol vehicles to remove debris from travel lanes 

and assist motorists who are broken down on the freeway shoulder or in 

travel lanes; include arrow boards to assist with traffic control for incidents. 

● Create video links from traffic management centers to share with law 

enforcement and fire/rescue agencies. These video images can be used to 

minimize the amount of fire apparatus dispatched to a scene. 

● Participate in the incident command system to communicate with fire and 

police agencies and advocate for the prompt clearance of the scene. 

● Set up safe traffic control around the crash scene; divert traffic upstream of 

an incident through the use of changeable message signs; and provide traffic 

information to the media and general public. 

– The best practices for law enforcement agencies are: 

● Meet with fire and transportation agencies to review predetermined incident 

response plans. 

● Within the unified incident command system, communicate with 

transportation agencies to establish traffic management/ detours, and direct 

a partial or complete reopening of the roadway as quickly as possible, under 

OSHA Permissible Exposure Limit.31

● For accident investigations, efficiently collect evidence and survey scene 

using Total Station equipment or aerial surveying. 

● For minor (non-injury) crashes, have dispatchers provide guidance to drivers 

on local policy for moving vehicles from travel lanes and exchanging 

information as per state law. 
33

State Guidance 

– The best practices for fire and emergency medical agencies are: 

● Dispatch the minimum amount of equipment necessary to reduce the 

exposure of personnel at the scene. (Fire agencies can be aided by the 

receipt of video images from DOT traffic management cameras). 

● Use effective training in the identification of hazardous materials to avoid 

lengthy lane closures for materials that do not pose a threat to people or the 

environment. 

● Use effective training in temporary traffic control around incidents in order to 

keep lane(s) of traffic open when possible. Use effective communications as 

part of the incident command system so that partner response agencies are 

aware of progress in rescue efforts and can make correct decisions 

regarding traffic management and provide traveler information to local media. 

Commercial vehicle recovery involves unique considerations. Most importantly, commercial 

vehicle loads might still have value and there is an implicit right to salvage such cargo which 

can delay the prompt reopening of travel lanes. For recovery of some commercial loads, 

specialist companies are called in to handle a certain material, such as the case with a 

hazardous material or fuel spill. Other times, the trucking company or owner of the cargo will 

want to dispatch their own vehicles and personnel for the salvage operation. Involvement of 

such “third-party” recovery teams often takes inordinate amounts of time, depending on the 

distance of the company from the incident. Incidents involving hazardous materials, fuel 

spillage, and other pollutants may require oversight by the Ohio Environmental Protection 

Agency (OEPA) Emergency Response and local hazardous material handlers, where 

available. First responders involved with such an incident should call the OEPA Emergency 

Response Hotline. 

– The best practices for towing and recovery include: 

● Pre-qualification of towing companies by municipalities, so the towing 

company called to an incident scene has the capability to handle the vehicles 

involved. 

● Training law enforcement in the Towing and Recovery Association of 

America’s vehicle identification guide to ensure the correct equipment can be 

requested and dispatched to the incident. 

● Weighing the cost-benefit of calling in third-party recovery teams, if their 

distance/time of travel will have an excessive impact on the amount of time 

lanes remain closed. 

● Moving commercial vehicles or trailers to the roadside or shoulder to restore 

as many travel lanes as possible, as soon as possible; then performing any 

necessary salvage operations after the peak hour. 

Pre-Incident Planning, Incident Command, and Major Incident Review 

Repeatedly, in the course of developing these best practices, it was revealed that 

communication is the key to improving incident management practices. Often, agencies are 

unaware of the impacts their operations have on traffic or the value of communicating 

incident information which can be relayed to the public. 

Pre-incident planning brings agencies together to review policies and best practices, so that 

all incident management operations can be carried out efficiently and safely when the need 

arises. The best practices for pre-incident planning are: 

● Transportation agencies should pre-plan diversion routes, so that traffic 

control and detours are arranged as efficiently as possible when the need 

arises. Such pre-planning should include a review of practices for incident 

command, communication with local media, etc. Transportation agencies 

should have equipment on-hand to handle traffic control, such as arrow 

boards, portable message signs, etc. All agencies involved in incident 

management should meet regularly to review a transportation agency’s preplanned diversionary routes and best practices and policy. 
34

State Guidance 

● OSHA Permissible Exposure Limit31 

o Communicate with transportation agencies in the incident command 

structure, so that proper decisions can be made regarding traffic 

management; 

o Assess and request the proper towing equipment in parallel with other 

activities, so that towing and salvage can begin as soon as possible; 

o Provide regular updates to the media, who can help inform the public 

about road closures, detours, and expected duration of the incident. 

Major Incident Review

It is unfortunate, but certain, that major traffic incidents will plague Ohio for the foreseeable 

future. Just as certainly, some incidents will not be handled as efficiently as possible, leading 

to increased exposure of incident responders, more traffic congestion delay, and secondary 

crashes. Best practices are:

● In an environment of mutual professional respect, hold meetings after major traffic 

incidents to review performance, decisions, policies, or procedures that conflicted with 

the goal of efficient incident management; 

● Communicate the meeting results so as to resolve conflicts in future traffic incidents. 

Virginia (5) – CONTROL THE DISCHARGE (stopping the leak) - Procedures used to control the 

accidental discharge of motor vehicle fluids should be based upon the availability of a 

local fire department’s equipment and training related to these activities. 

– CONTAIN THE DISCHARGE (preventing the spread) - Fire departments generally have 

equipment, such as shovels, absorbents, and plastic sheeting necessary to contain an 

accidental discharge of motor vehicle fluids (non-cargo). However, use of this equipment 

for containment activities also requires training at a minimum of the (HAZWOPER) 

Hazardous Materials Operations Level. In addition, the use of air-monitoring equipment, 

such as combustible gas indicators and photo ionization devices, is strongly 

recommended to provide for the health and safety of responders. 

– RECOVERY OF MOTOR VEHICLE FLUIDS (clean-up and disposal) 

● Recovery includes the following steps: 

● Step 1 – Reporting the incident 

● Step 2 – Determining the responsible party 

● Step 3 – Determining the appropriate clean-up enforcement authority 

● Step 4 – Cleaning up the discharge 

● Step 5 – Disposing of contaminated materials 

– CLEAN-UP EQUIPMENT RESUPPLY - There are several options available to allow fire 

departments to restock containment and clean-up supplies used during clean-up 

operations. These options, along with specific details to obtain resupply through the 

Virginia Department of Emergency Management (VDEM). 

– The following discharges, when NOT a threat to navigable waters, are exempt from 

reporting requirements (exemptions are permitted under VA Code, Section 62.1-

44.34:23): 

● Accidental discharges [Editor’s note: meaning discharges of oil] from farm 

vehicles or noncommercial vehicles. 

● Accidental discharges from the fuel tanks of commercial vehicles or vessels 

that have a fuel tank capacity of 150 gallons or less. For example, a 

commercial vehicle with two fuel tanks, each with 70-gallon capacity, has a 

total tank capacity of 140 gallons. 

– CLEAN-UP PERFORMED BY A FIRE DEPARTMENT, WRECKER OPERATOR, 

PROPERTY OWNER, OR RESPONSIBLE PARTY 

1. Clean-up performed by a fire department, wrecker operator, property owner, or 

responsible party should be limited to spills of a magnitude within their capabilities. 

2. Clean-up normally involves the use of granular absorbents, pads and booms, and 

dispersants. Dispersants are chemical agents applied to the spill. 
35

State Guidance 

3. The use of dispersants is regulated. Guidance on the use of dispersants can be 

obtained from VDEQ. 

4. LARGE amounts of granular absorbents should be used to safely clean-up spills of 

gasoline. This is necessary to reduce the concentration of gasoline’s benzene 

component to acceptable levels for personal safety and health. 

5. Biodegradable absorbents and absorbents that can release their contents when 

compressed (such as pads and booms) can only be disposed of in approved 

landfills as determined by VDEQ. 

6. Contaminated absorbent material and soil should be placed in a suitable container, 

such as large plastic trash bags (double lined for strength), five-gallon plastic pails, 

or recovery drums. Care must be taken not to overload the capacity of any 

container used to store contaminated absorbents. 

7. If possible, separate biodegradable and non-biodegradable absorbents into 

different containers. Non-biodegradable absorbents include “kitty litter,” soil, sand, 

and vermiculite. 

8. Each container should be securely sealed and clearly marked to indicate its 

content. Markings should include the type of absorbent used and the material 

absorbed. Also, if a fire department conducts the clean-up, a point-of-contact for 

the department should be included. The preceding information is critical to ensure 

proper disposal. 

– DISPOSING OF CONTAMINATED MATERIALS 

A. It is recommended that personnel from fire departments, law enforcement 

organizations, and transportation departments SHOULD NOT take possession of 

contaminated materials. 

B. Contractors or the wrecker company that conduct clean-up operations will remove 

and dispose of contaminated materials in a lawful manner. 

C. Fire departments that conduct clean-up operations should attempt to have 

contaminated materials disposed of in any one of the following manners: 

• Request that the wrecker operator remove the contaminated materials along 

with the vehicle being towed. - OR – 

• Leave all containers on site for disposal by either the responsible party or 

property owner. Stage the containers off the roadway and, if possible, behind 

existing guardrails, or otherwise in protected areas delineated by road cones, 

barrier tape, etc. 

California (6) – The California Highway Patrol (CHP) is the named Incident Commander (IC) on all 

freeways and most state routes. All communications will be through the IC. 

– California Transportation Department (CalTrans) will take the lead to ensure proper 

clean-up of spills, but must confer with the appropriate jurisdictions, such as the County 

Health Officer, the County Agricultural Commission, and the Air Pollution Control District. 

– If there is a disagreement between CalTrans and other responding agencies regarding 

closure or reopening of the roadway, the dispute will be resolved in favor of the 

maximum protection for the public and the CalTrans employees. 

– If an emergency is declared, the IC has the authority to waive the Hazardous Waste 

Control laws to allow CalTrans or its agents to haul any amount of spill off the highway in 

order to eliminate gridlock and restore public safety. 

– It is noted that CalTrans workers cannot work beyond their level of training or capabilities 

during hazardous materials emergencies. 

– Principal tasks for handling a spill include: 

1. Safe approach 

2. Isolation and containment 

3. Notifications 

4. Identification and hazard assessment 

5. Clean-up and disposal 

– Depending on conditions, clean-up may be preformed by a qualified person with a 

minimum training at the First Responder-Operational Level. 
36

State Guidance 

– The spiller of the material is responsible for mitigation and associated costs. 

– All CalTrans personnel who may respond to a highway spill emergency must have 

received training in the Standardized Emergency Management System (SEMS) as 

appropriate for the level of responsibility. 

– Responsibilities, training, and reporting requirements according are specifically spelled 

out for each level of authority. 

– Clean-up responsibilities are primarily done by specialty contract either through the 

spiller or through CalTrans. 

– The California Maintenance Manual specifically addresses gasoline spills and 

recommends not using CalTrans personnel. If it must be done, the following conditions 

must be met. 

1. The clean-up method involves no contact with the liquid or vapors. 

2. The spill occurs in a well ventilated outdoor area. 

3. Employees will work upwind of the spilled material. 

4. Clean-up methods will produce no sources of ignition. 

– The CalTrans Maintenance program keeps a statewide database to track hazardous 

spills and costs. 

NOTE: Information contained in this table was obtained by reviewing numerous documents, and selecting 

a cross section of incident management practices implemented and used by agencies. The following 

documents were used to highlight these practices: 

1. Florida – Guidelines For The Mitigation Of Accidental Discharges Of Motor Vehicle Fluids (Non-Cargo)33

2. Colorado - Procedures for Hazardous Materials Spills That Occur on State and Federal Highways Within 

Colorado as a Result of a Highway Transportation Incident34

3. Texas - Maintenance Management Manual, Texas Department of Transportation, Revised Jan 200835

4. Ohio - Ohio Quick Clear Best Practices Guide, March 200336

5. Virginia – Guidelines For The Mitigation Of Accidental Discharges Of Motor Vehicle Fluids(Non-Cargo) 

Prepared By Virginia Department Of Emergency Management In Cooperation With Virginia Department 

Of Environmental Quality, Virginia Department Of Transportation, and the Virginia State Police. July 

200037

6. California--Chapter D5, Spills of Substance on Highway Rights of Way, California Department of 

Transportation Maintenance Manual. http://www.dot.ca.gov/hq/maint/manual/Ch_D5.pdf 38 
7.0 CLARIFICATION AND USE OF THE U.S. DOT 

EMERGENCY RESPONSE GUIDEBOOK (ERG) 

The Emergency Response Guidebook (ERG)

7 was developed jointly by the U.S. 

Department of Transportation, Transport Canada, and the Secretariat of 

Communications and Transportation of Mexico (SCT) for use by fire fighters, police, 

and other emergency services personnel who may be the first to arrive at the scene 

of a transportation incident involving hazardous materials. The ERG was developed 

to 1) aid first responders in quickly identifying the specific or generic hazards of the 

material(s) involved in the incident, and 2) protect themselves as well as the general 

public during the initial response phase of the incident. For the purposes of the 

guidebook, the “initial response phase” is that period following arrival at the scene of 

an incident during which the presence and/or identification of hazardous materials is 

confirmed, protective actions and area requirement are initiated, and assistance of 

qualified personnel is requested. It is not intended to provide information on the 

physical or chemical properties of dangerous goods. The ERG incorporates 

dangerous goods lists from the most recent United Nations (UN) Recommendations 

as well as from other international and national regulations. 

The ERG identifies small spills as those that involve quantities that are less than 200 

liters for liquids and less than 300 kilograms for solids; and large spills than involve 

quantities that are greater than 200 liters and greater than 300 kilograms of solids. The 

guidebook then further subdivides an incident into daytime and nighttime situations. 

Basics of the ERG 

Information on how to use the ERG and other supporting information including definitions 

and emergency response telephone numbers can be found in the white pages of the 

ERG. Then, the Guidebook is divided into four color-coded sections: yellow, blue, orange 

and green. 

The yellow-bordered pages index the list of dangerous goods in numerical order of 4-

digit ID numbers. The user is provided with a corresponding guide number that 

references safety information in the orange section. 

The blue-bordered pages are similar to the yellow section, but they provide an index list 

of hazardous materials in alphabetical order by name. Again, the user is provided with a 

corresponding guide number that references safety information in the orange section. 

The orange-bordered pages or orange guide is the most important section of the 

guidebook as this is where all the safety recommendations reside. The orange guide 

comprises a total of 62 individual guides, each providing safety recommendations and 

emergency response information to protect yourself and the public. Recommendations 

include potential hazards, public safety, and emergency response actions. 

37
38

The green-bordered pages recommend initial isolation or protective action distances 

for hazardous material spills that involve Toxic by Inhalation (TIH) material, chemical 

warfare agents, or produce TIH material when coming into contact with water. These 

distances differ based on whether the incident occurred during the day or at night. 

They also vary based on the size of the spill. In both the yellow-bordered and bluebordered sections, an entry highlighted in green means an evacuation area needs to 

be established and the user should first refer to the green-bordered section. 

Clarification of Coverage 

The ERG was developed to assist responders that may be first to arrive at the scene 

of a transportation incident involving hazardous materials. For non-transportation 

related hazardous materials incidents, emergency responders should seek additional 

information to assist with interpretation of chemical properties and spill dynamics. 

This information may be acquired by contacting the manufacturer of the product, or 

by consulting an outside source. 

Companion Resources 

Numerous references have been developed over the years to assist personnel 

responding to a hazardous materials spill. Many of these references present 

important information on strategies and techniques for hazardous materials spills and 

incident clearance. In addition, many references have been computerized to improve 

the mitigation time of responders. Potential references that may be used in 

conjunction with the ERG include: 

• Bureau of Explosives Emergency Action Guides 

• National Institute for Occupational Safety and Health (NIOSH) 

Pocket Guidebook 

• Spill Response Compliance Manual 

• Police and Emergency Responders’ Hazardous Materials Pocket 

Response Guide 

• Field Guide to Tank Car Identification 

• The Merck Index, 14th Edition 

• CHRIS Manual (Chemical Hazards Response Information System) 

• RIDS (Response Information Datasheets) 

Computerized References 

• Computer-Aided Management of Emergency Operations (CAMEO) 

(response.restoration.noaa.gov/cameo). 

• Wireless Information System for Emergency Responders (WISER) 

(http://wiser.nlm.nih.gov/). 

• HazMasterG3®

(http://www.alluviam.com/community/Products/HazMasterG3/d

efault.aspx). 
8.0 REFERENCES AND SUGGESTED READING 

1. Ralph Craft, Ph.D, Analysis Division, Office of Information Management, Federal Motor 

Carrier Safety Administration Office of Information Management. Crashes Involving Trucks 

Carrying Hazardous Materials, Publication #: FMCSA-RI-04-024, May 2004. Available at 

http://www.fmcsa.dot.gov/facts-research/facts-figures/analysis-statistics/fmcsa-ri-04-024.htm. 

2. Hazardous Materials Incident Summaries and Data. Pipeline and Hazardous Materials Safety 

Administration (PHMSA), U.S. DOT. Available at http://www.phmsa.dot.gov/resources/datastats. 

3. U.S. Hazardous Materials Regulations (HMR; 49 CFR Parts 100-180). Pipeline and 

Hazardous Materials Safety Administration, US DOT. Available at. 

http://ecfr.gpoaccess.gov/cgi/t/text/textidx?sid=585c275ee19254ba07625d8c92fe925f&c=ecfr&tpl=/ecfrbrowse/Title49/49cfrv2_02.tpl. 

4. Federal Highway Administration. Traffic Incident Management Program, Office of Operations. 

http://ops.fhwa.dot.gov/incidentmgmt/on_scene_ops/policies/hazmat_proced.htm. 

5. Clean Air Foundation. http://www.carheaven.ca/about/how.aspx. 

6. http://www.sandia.gov/LabNews/LN09-08-00/hybrid_story.html. 

7. Emergency Response Guidebook 2008. U.S. Department of Transportation (DOT), 

Transport Canada, Secretariat of Transport and Communications of Mexico (SCT) and with 

the collaboration of CIQUIME (Centro de Información Química para Emergencias) of 

Argentina. Available at http://hazmat.dot.gov/pubs/erg/guidebook.htm. 

8. Department of Labor, Occupational Safety and Health Administration. A Guide to the Globally 

Harmonized System of Classification and Labeling Of Chemicals (GHS). 

http://www.osha.gov/dsg/hazcom/ghs.html#4.0

(http://www.unece.org/trans/danger/publi/ghs/ghs_welcome_e.html). 

9. Hazardous Materials Rulemaking Actions, PHMSA. HM-215I – Hazardous Materials: 

Harmonization with the United Nations Recommendations, International Maritime Dangerous 

Goods Code, and International Civil Aviation Organization's Technical Instructions; Proposed 

Rule RIN 2137-AE16. Available at 

http://www.phmsa.dot.gov/portal/site/PHMSA/menuitem.ebdc7a8a7e39f2e55cf2031050248a

0c/?vgnextoid=e186b69dc839b110VgnVCM1000009ed07898RCRD&vgnextchannel=6750d3

516bce9110VgnVCM1000009ed07898RCRD&vgnextfmt=print. 

10. Hazardous Materials Rulemaking Actions, PHMSA. HM-215F – Revision and Reformatting of 

Requirements for the Authorization to Use International Transport Standards and Regulations 

(PHMSA-2005-23141). Available at 

http://www.phmsa.dot.gov/portal/site/PHMSA/menuitem.ebdc7a8a7e39f2e55cf2031050248a

0c/?vgnextoid=2e06b69dc839b110VgnVCM1000009ed07898RCRD&vgnextchannel=6750d3

516bce9110VgnVCM1000009ed07898RCRD&vgnextfmt=print. 

11. NFPA 704: Standard System for the Identification of the Hazards of Materials for Emergency 

Response. National Fire Protection Association (NFPA). Available at 

http://www.nfpa.org/aboutthecodes/AboutTheCodes.asp?DocNum=704. 

12. Hazardous Materials Identification System (HMIS®). National Paint and Coatings 

Association, Inc. (http://www.paint.org/hmis/index.cfm). 

39

13. Hazardous Material Identification Guide (HMIG), Lab Safety Supply, Inc. 

(http://www.labsafety.com/home.htm). 
40

14. Hazardous Waste Operations and Emergency Response (HAZWOPER) (29 CFR 1910) U.S. 

Department of Labor, Occupational Safety and Health Administration. Available at 

http://www.osha.gov/pls/oshaweb/owadisp.show_document?p_table=standards&p_id=9765. 

15. Safety and Health Regulations for Construction (29 CFR 1926). U.S. Department of Labor, 

Occupational Safety and Health Administration. Available at 

http://www.osha.gov/pls/oshaweb/owadisp.show_document?p_table=STANDARDS&p_id=10

593. 

16. Resource Conservation and Recovery Act (RCRA) (http://www.epa.gov/rcraonline/). 

17. Comprehensive Environmental Response, Compensation, and Liability Act (Superfund), (42 

CFR, Section §9601 et seq.) Chapter 103, Section 102. US. Code of Federal Regulations. 

Available at http://www.epa.gov/lawsregs/laws/cercla.html. 

18. Protection of the Environment (40 CFR Parts 239 through 282). U.S. Code of Federal 

Regulations. Available at http://www.epa.gov/lawsregs/search/40cfr.html. 

19. Towing & Recovery Association of America. http://www.towserver.net/certification.htm. 

20. National Oil and Hazardous Substances Pollution Contingency Plan (40 CFR Citation 

300.920 OMB Control No. 2050-0141). U.S. Code of Federal Regulations. Available at 

http://www.epa.gov/fedrgstr/EPA-WASTE/2007/February/Day-14/f2544.htm. 

21. Title 33—Navigation and Navigable Waters (33 CFR), Chapter 26—Water Pollution 

Prevention and Control, Chapter 40—Oil Pollution. U.S. Code of Federal Regulations. 

Available at http://ecfr.gpoaccess.gov/cgi/t/text/texthttp://www.access.gpo.gov/uscode/title33/title33.html. 

22. Management of Domestic Incidents. Homeland Security Presidential Directive/HSPD-5. The 

White House, Office of the Press Secretary, February 28, 2003. Available at 

http://www.whitehouse.gov/news/releases/2003/02/20030228-9.html. 

23. Protection of the Environment (40 CFR) Section 110—Discharge of Oil, Section 302—

Designation, Reportable Quantities, and Notification, Section 355—Emergency Planning and 

Notification, Section 372—Toxic Chemical Reporting: Community Right to Know. U.S. Code 

of Federal Regulations. Available at http://ecfr.gpoaccess.gov/cgi/t/text/textidx?sid=6671500c30800ffd870be76143a8b621&c=ecfr&tpl=/ecfrbrowse/Title40/40cfrv27_02.t

pl. 

24. Emergency Planning and Community Right-To-Know Act (EPCRA), Emergency Release 

Notification Requirements. U.S. Environmental Protection Agency. 

(http://www.epa.gov/OEM/content/epcra/epcra_report.htm). 

25. Consolidated List of Chemicals Subject to the Emergency Planning and Community Right-ToKnow Act (EPRCA) and Section 112 of the Clean Air Act. U.S. Environmental Protection 

Agency. Available at http://www.epa.gov/ceppo/pubs/title3.pdf. 

26. EPCRA Chemical Reporting Requirements Sections 302, 304, or 313. U.S. Environmental 

Protection Agency (http://www.epa.gov/oem/content/epcra/index.htm). 

27. Protection of the Environment (40 CFR) Section 110—Discharge of Oil. U.S. Code of Federal 

Regulations. Available at http://ecfr.gpoaccess.gov/cgi/t/text/textidx?sid=9f6b83193c517a7a707e84ba1afc0fc9&c=ecfr&tpl=/ecfrbrowse/Title40/40cfrv21_02.tpl. 

28. http://www.spill911.com/Store/. 

29. http://www.absorbentsonline.com/. 

30. http://www.npscorp.com/. 

31. Occupational Safety and Heath Administration. Permissible Exposure Limits. Available at 

http://www.osha.gov/SLTC/pel/. 

32. Texas Department of Transportation. Occupational Safety Manual (internal document). 

33. Guidelines for the Mitigation of Accidental Discharges of Motor Vehicle Fluids (NonCargo). State of Florida. June 25, 2004. Available at 
41

http://sunguide.org/docs/trafficincident/Guidelines_for_the_Mitigation_of_Accidental_Dischar

ges_of_Motor_Vehicle_Fluids__Non_Cargo__062504.pdf. 

34. Colorado Department of Transportation. Procedures for Hazardous Materials Spills That 

Occur on State and Federal Highways Within Colorado as a Result of a Highway 

Transportation Incident, 2005. Available at 

http://www.dot.state.co.us/environmental/Hazardous/docs/ProceduresHazMatSpillsCOHighw

ays05.pdf. 

35. Texas Department of Transportation. Maintenance Management Manual, Revised January 

2008. Available at ftp://ftp.dot.state.tx.us/pub/txdot-info/gsd/manuals/mmt.pdf. 

36. Ohio Lane Closure Protocol Committee. Ohio QuickClear Best Practices Guide, March 2003. 

Available at http://i95coalition.org/Incident-toolkit/documents/Guide/Guide_QC_OH.pdf. 

37. Prepared By Virginia Department Of Emergency Management In Cooperation With Virginia 

Department Of Environmental Quality, Virginia Department Of Transportation, and the 

Virginia State Police. Guidelines for the Mitigation of Accidental Discharges of Motor Vehicle 

Fluids (Non-Cargo), July 2000. 

38. California Department of Transportation. Maintenance Manual-Chapter D5 Spills of 

Substance on Highway Rights of Way. Available at 

http://www.dot.ca.gov/hq/maint/manual/Ch_D5.pdf.
42
9.0 GLOSSARY OF TERMS 

Chemical Hazards Response Information System (CHRIS) Code – The CHRIS 

Manual contains 3-letter codes used by the U.S. Coast Guard to identify individual 

chemicals. 

Computer-Aided Management of Emergency Operations (CAMEO) – Developed 

by NOAA and the EPA, CAMEO is a suite of software programs that supports a 

number of information management functions, such as retrieval of chemical-specific 

information to support emergency response activities, threat zone calculation and 

plotting for risk assessment, organization and management of EPCRA information, 

and storage and computer display of area maps. More information about CAMEO is 

available on the NOAA Office of Response and Restoration Web site. 

(response.restoration.noaa.gov/cameo). 

Comprehensive Environmental Response, Compensation, and Liability Act 

(CERCLA) –The Comprehensive Environmental Response, Compensation, and 

Liability Act of 1980, also known as the Superfund, is a framework for federal 

involvement in response and clean-up activities following hazardous substance 

releases. More information is available at 

http://www.epa.gov/superfund/policy/cercla.htm. 

Extremely Hazardous Substance (EHS) – EHS chemicals have been identified by 

the U.S. Environmental Protection Agency as particular toxic threats. They are listed 

under EPCRA in the appendices to 40 CFR 355, Emergency Planning and 

Notification. 

Emergency Planning and Community Right-to-Know Act (EPCRA) – The EPCRA 

(also known as Title III of SARA) defines 360 chemicals as extremely hazardous 

substances whose release from facilities require planning for and reporting of. More 

information is available at 

http://www.epa.gov/emergencies/content/cameo/help/Chapter85.html#913330. 

Extremely Hazardous Substances (EHS) – EHS chemicals have been identified by 

the U.S. Environmental Protection Agency as particular toxic threats. They are listed 

under EPCRA in the appendices to 40 CFR § 355, Emergency Planning and 

Notification. 

Facility – Defined in Section 302 of EPCRA as all buildings, equipment, structures, 

and other stationary items located on a single site or on contiguous or adjacent sites 

and which are owned or operated by the same person (or by any person who 

controls, is controlled by, or under common control with, such person). For purposes 

of emergency release notification, the term also includes motor vehicles, rolling stock, 

and aircraft. 

43
44

Hazard Category – Five categories of hazardous chemicals are defined in 29 CFR § 

1910.1200. They include immediate (acute) and delayed (chronic) health hazards as 

well as fire, sudden release of pressure, and reactive hazards. CAMEO's Chemicals 

Inventory records contain checkboxes for all of these hazard categories. 

Hazard Class – One of nine categories of hazardous materials used on DOT hazard 

labels. The hazard class indicates the highest hazard of a given material (e.g., 

Explosives or Poison Gas). While some materials meet the criteria for more than one 

class, each material is assigned just one class. 

Hazardous Material – A substance or material that the Secretary of Transportation 

has determined is capable of posing an unreasonable risk to health, safety, and 

property when transported in commerce, and has designated as hazardous under 

section 5103 of Federal hazardous materials transportation law (49 U.S.C. 5103). 

The term includes hazardous substances, hazardous wastes, marine pollutants, 

elevated temperature materials, materials designated as hazardous in the Hazardous 

Material Table (see 49 CFR 172.1.101), and materials that meet the defining criteria 

for hazard classes and divisions in part 173 of subchapter C of this chapter. 

Dangerous to Life and Health (IDLH) –IDLH is a level of concern for adult workers. 

It is an estimate of the highest concentration from which escape is possible without 

permanent injury. The IDLHs were established by the National Institute for 

Occupational Safety and Health (NIOSH). More information is available at 

www.cdc.gov/niosh. 

Level of Concern (LOC) – Exhibits the threshold concentration of an airborne 

pollutant, usually the concentration above which a hazard to people is believed to 

exist. 

Local Emergency Planning Committee (LEPC) – A committee appointed by the 

State Emergency Response Commission (SERC), as required by EPCRA. The 

LEPC’s purpose is first to design, then to regularly review and update a 

comprehensive emergency plan for an emergency planning district. More information 

is available at 

http://www.epa.gov/emergencies/content/cameo/help/Chapter85.html#945377. 

Lower Explosive Limit (LEL) – LEL, also known as lower flammability limit is the 

lowest concentration of a flammable vapor in air at which explosion or combustion 

can occur. 

Liquefied petroleum gas (LPG) – LPG is a mixture of hydrocarbon gases used as a 

fuel in heating appliances and vehicles. 

Material Safety Data Sheet (MSDS) – These are product data sheets prepared by 

the manufacturer or marketer of a hazardous material under Occupational Safety and 

Health Administration Regulation 29 CFR § 1910.1200. These data sheets describe 

products, their hazards, and safe handling and response procedures. 

National Fire Protection Association (NFPA) – This is a private, non-profit 

organization that produces technical data related to fire protection and prevention, 
45

including the widely used "NFPA diamond" containing codes representing chemical 

hazards. More information is available at www.nfpa.org. 

NFPA Diamond – This standard placard is used to identify the level of chemical 

hazard at a fixed location or in a transported container. 

National Institute for Occupational Safety and Health (NIOSH) – This federal 

agency is responsible for conducting research and making recommendations for the 

prevention of work-related disease and injury. NIOSH is part of the Centers for 

Disease Control and Prevention (CDC). More information is available at 

www.cdc.gov/niosh. 

National Oceanic and Atmospheric Administration (NOAA) – NOAA uses the role 

of the oceans, coasts, and atmosphere in the global ecosystem to make social and 

economic decisions for the environment. More information is available at 

www.noaa.gov. 

National Response Center (NRC) – This is the central federal clearinghouse for 

information on hazardous chemical spills and other oil or hazardous substance 

releases. Responsible parties should contact the NRC (www.nrc.uscg.mil) in order to 

fulfill reporting requirements for spills of oil and hazardous substances (hotline: 1-

800-424-8802). 

Occupational Safety and Health Administration (OSHA) – This agency within the 

U. S. Department of Labor is responsible for ensuring worker safety and health in the 

workplace. More information is available at www.osha.gov. 

Response Information Data Sheets (RIDS) –These are a set of detailed 

descriptions of chemical properties, hazards, and emergency response information in 

the OSHA Chemical Library records. 

Reportable Quantity (RQ) – The quantity of a hazardous substance or extremely 

hazardous substance that, if released, must be reported to the National Response 

Center, the State Emergency Response Commission, and the community emergency 

coordinator for areas likely to be affected by the release. More information is 

available at 

http://www.epa.gov/emergencies/content/cameo/help/Chapter85.html#913379. 

State – Any State of the United States, as well as the District of Columbia, the 

Commonwealth of Puerto Rico, Guam, American Samoa, the United States Virgin 

Islands, the Northern Mariana Islands, and any other territory or possession over 

which the United States has jurisdiction. 

State Emergency Response Commission (SERC) – This is a commission 

appointed by each state governor under EPCRA. A SERC designates emergency 

planning districts, appoints local emergency planning committees (LEPCs), 

supervises and coordinates the activities of planning committees, reviews emergency 

plans, receives chemical release notifications, and establishes procedures for 

receiving and processing requests from the public for information. 
46

Superfund Amendments and Reauthorization Act of 1986 (SARA) – Title III of 

SARA is also known as the Emergency Planning and Community Right-to-Know Act 

of 1986 (EPCRA). 

U.S. Department of Transportation (US DOT) – U.S. Department of Transportation 

was established by an act of Congress on October 15, 1966. More information is 

available at www.dot.gov. 

U. S. Environmental Protection Agency (EPA) – The EPA was established by 

Congress in 1970 to protect human health and the environment. More information is 

available at www.epa.gov. 

U.S. National Response Team (NRT) – This organization is a planning, policy, and 

coordinating body consisting of representatives from 16 federal agencies with interest 

and expertise in emergency response to pollution incidents. The NRT provides 

national level policy guidance prior to an incident and can provide assistance during 

an incident. More information is available at http://www.nrt.org/. 

FHWA Office of Operations, HOTO 

1200 New Jersey Avenue, SE 

Washington, DC 20590 

http://ops.fhwa.dot.gov 

FHWA-HOP-08-058 

Januar

y 2009

U.S. Department of Transportation 

Federal Highway Administration