practices and which will not prefer one shipping point to the extent t h a t capital investment in other producing points are made worthless. T h e establishment of reasonable freight rates for chemical products in the future will continue t o be based upon the knowledge and sales ability of transportation executives, since freight rates are not made by mathematical rules. Rates established by negotiations with carriers must not be unduly discriminatory or preferential. Basically, carriers can establish any level of freight rates in the zone between minimum reasonable rates and maximum reasonable rates. Freight rates of all carriers are extremely fluid, in that they are changing from day to day and basically reflect the competitive influences of industry generally throughout the United States, as well as scientific and technological advancement in the development of new products, new plants, and new markets. Rail carriers, as well as water lines and trucking companies, can only establish rates based on the information which they are furnished-information which is checked t o the best of their ability against railroad or carrier records, as well as the view expressed by other interested parties, such as other forms of transportation and industrial competition.
Many freight rates have, of course, been established through formal litigation before state and federal regulatory commissions and, in many of these instances, carriers do not have it nithin their power t o change the rates except through formal proceedings with the federal regulatory commission. When this transpires, in many cases a year or more may be required before new rates can be established. One final comment with regard t o the level of freight rates i n connection with new plants and new products-when new plants are under consideration, the general rate levels should be established prior to the final selection of the site where the plant is t o be constructed. It is generally possible to obtain a n agreement from the carrier or carriers which will serve the proposed new plant site regarding the level of rates to be established. T h e same level of rates generally cannot be established after the final decision has been made and publicized regarding a new plant location. The desired rate level may be obtainable, but generally only through extended negotiation or in many cases formal proceedings before the state and federal commissions. This latter part is of vital importance and should never be overloolced, RECEIVED for review October 15, 1964.
ACCEPTEDMarch 2 5 , 1955.
Tank Transportation TANK CARS Tank cars, tank trucks, and tank vessels and barges play an increasingly important part in the transportation of chemicals in the United States. During the past decade the chemical industry has made appreciable use of the nation’s waterways for the shipment of heavy-tonnage chemicals, and this use is increasing. Tank trucks have been particularly useful for short-haul traffic.
T. H. CALDWELL The Dow Chemical Co., Ludington, M i c h .
T
HE history of t h e tank car is a matter of record and t h e story has been told many times. Developments in construction from the iron-banded wooden tank of t h e 1800’s with a capacity of 1500 gallons t o t h e modern fusion-welded tank of the present day with a capacity of 19,000 gallons are positive proof t h a t a very active part has been taken in t h e development of equipment to meet industrial demands. The last general revision of Interstate Commerce Commission regulations covering transportation of chemicals was covered by t h e commission’s order of April 12, 1954, effective May 12, 1954, and known as H. A. Campbell’s Tariff #9. I n formulating the regulations for transportation of explosives and other dangerous articles, t h e Interstate Commerce Commission has included specifications for shipping containers. Incorporated therein are specifications for shipping containcrs to be mounted on or forming part of a car. These latter, spoken of as tank car tanks, are the concern of the Association of American Railroads’ Committee on Tank Cars. During 1954 t h e Association of American Railroads’ Committee on Tank Cars was called upon t o consider 179 dockets and applications for approval of design, material, and construction, for 5341 new shipping containers, 213 applications for alterations, additions, and conversions of 2759 existing Fontainers, and 41 applications for new appurtenances approved for general use when permitted b y the specifications. Regulations were changed ax follows : 1188
Amendment t o the regulations to prevent failure of interior pipes of the thermometer walls. Amendment t o provide for replacement tank domes fabricated by fusion Kelding, for installation on existing tank cars of riveted design. Amendment t o provide for the use of flange quality steel plates conforming t o ASTM specification A-212, Grade B, having a maximum carbon content of 0.31%. Amendment providing requirements for alloy steel plate material heat treatment for Class ICC-103C-\V tank car tanks. Amendment t o provide for t h e use of ASTM specification GR20A aluminum plates in fabrication of Class ICC-103AL-JV and ICC-103A-AL-W aluminum tank car tanks. Amendment t o Section 73.31 (g), notes 1 and 2, of t h e Interstate Commerce Commission regulations recommending t o t h e Bureau of Explosives that the effective date of these regulations be extended to December 31, 1954. Amendment t o Appendix C of Interstate Commerce Commission regulation t o provide for t h e revision of Figure 8 t o include new fabrication details and new material specifications for stud bolts. For some time t h e Interstate Commerce Commission, t h e Bureau of Explosives, and t h e Association of American Railroads’ Tank Car Committee have felt t h a t a complete revision of all specifications was very much needed. Work on this important job was started in 1953 by t h e committee and t h e report in docket form has been submitted t o t h e ilssociation of American Railroads’ Tank Car Committee for adoption. Fundamentally, t h e specifications have not been rad-
,
INDUSTRIAL AND ENGINEERING CHEMISTRY
Vol. 47, No. 6
Y
Handling of Chemicals ically changed. Each specification has been made complete in itself. No reference t o a master specification such as ICC-103 or ICC-103-W is now required. The Interstate Commerce Commission and Association of American Railroads paragraphs have been combined wherever possible, the exception being separate Association of American Railroads paragraphs t o cover specific materials, references t o constructions, and references t o figures such as reinforcement diagrams, valves, vents, etc., as included in the Association of American Railroads appendixes. Details on welding have been taken from all specifications and have been written into a n Appendix W. This is t o become a part
of t h e Association of American Railroads regulations with reference made to this appendix in each specification, A new Appendix R, P a r t I, Riveted Tank Car Tanks; P a r t 11, Fusion Welded Tanks; and Part 111, Aluminum Tanks, is a code for welding repair work which definitely explains how each and every type of welding repair may be made t o these various types of cars. All the retest requirements as now written in t h e specifications have been removed. They are not a part of t h e construction specifications and will now become a part of t h e Interstate Commerce Commission paragraphs of t h e regulations covering operation and maintenance.
( Tank Transportation)
TANK VESSELS AND TANK BARGES FRANK G . MOORE Columbia Southern Chemical Corp., Pittsburgh, Pa. A T E R transportation is one of the world's oldest and cheapest methods of moving materials, yet only in t h e past decade has the chemical industry in t h e United States made appreciable use of t h e nation's waterways for the shipment of heavy tonnage chemicals. It is intended here to deal only with inland and coastwise transportation of liquid chemicals. There is comparatively little overseas transport of liquid chemicals in bulk. Statistics on t h e shipment of liquid chemicals alone are not available, b u t use of water transportation b y the chemical manufacturers is rapidly increasing. Significant is t h e following summary of t h e domestic water-borne movement of chemicals and related products for t h e years 1949, 1951, and 1953. These figures are believed to be indicative of the trend to water movement of liquid chemicals. 1949 1951 1953 Source.
Net Tons 7,148,311 9,683,359 12,495,344 (est.) Coips of Engineers, U. S. Aimy.
This nation's inland waterways system extends for 28,383 miles. The Great Lakes, with their connerting materrnays, rank :is the world's largest inland water transportation system. T h e total length of these lakes, including Lake St. Clair, is 1323 miles. It 1s 1160 miles from Duluth on the western edge of Lake Superior to the eastern outlet of Lake Ontario. The Intracoastal Watermay along t h e Atlantic Coast extends for 1000 miles with a channel 12 feet deep from Trenton, N. J., to Jacksonville, Fla.; it is somewhat shallower from t h a t point t o Key West. The Gulf Intracoastal Waterway also extends for 1000 miles from Carrabelle, Fla., t o Brownsville, Teu., n i t h a 12-foot rhannel for Its rntire length. I n this country it might be said t h a t t h e chemical industry is just commencing t o make real use of its waterways for the shipment of liquid chemicals in bulk. Regulations of t h e U. s. Coast Guard, which has supervision of vessels and safety regulations, permit movement of the following liquid chemicals in bulk on the inland and coastwise waterways: b Some of these commodities require special equipment and safeguards. Development of suitable cargo tanks, linings, safety and eduction valves, loading and unloading devices, and other appurtenances have led t o the movement in continually larger quantities during t h e last few years of such products as chlorine, liquefied petroleum gases, caustic soda, anhydrous ammonia, and methane. June 1955
Along with t h e development of special barges or vessels and tanks t h a t will be capable of carrying the commodity, as well a s protecting its quality, has been t h e necessity for developing terminals and storage facilities at loading and unloading points and handling equipment for transfer of t h e material. BARGE TRANSPORTATION
The Coast Guard is very cooperative in assisting manufacturers, as well as barge and vessel operators, in the development of barges and safety regulations to the fullest extent consistent with safe practices and the protection of t h e public and other vehicles. This is further evidenced by Coast Guard appointment of a Joint MCA-API Coast Guard Advisory Panel (Manufacturing Chemists' Associatisn-American Petroleum Institute). The American Bureau of Shipping also participates in t h e approval of
Flammable Liquids acetaldehyde Acetone Butanol (butyl alcohol)" Butyl acetateQ Ethyl alcohol Ethyl chloride Ethylene dichloride Ethyl ether Isopropyl acetate Isopropyl alcohol Methanol (wood alcohol) Vinylidine chloride Corrosives
Combustibles Acetic acid Acetic anhydride Diethylene glycol Ethylene glycol Ethylene cyanohydrin Furfural Styrene monomer Formaldehyde Class B Poisons Acetone cyanohydrin Phenol
Vinyl chloride LPG (propane butane)b
Hazardous Materials Carbon tetrachloride Chloroform Methylene chloride Perchloroethylene Propylene glycol Molten sulfurb Molten asphalt Aqua ammonia
Chlorineb Anhydrous ammonia* Methane
Flammable Solids Elemental phosphorusb
Acid slurry Caustic soda Sulfuric acid (commercial and spentIb Hydrochloric acidb Compressed Gases
a Materials classed as combustible when flash point is above 80' F. and not over 150' F. b Specific requirements have been issued, or are being considered, for vessels to transport these materials.
INDUSTRIAL AND ENGINEERING CHEMISTRY
1189
