&EPA
United States
Environmental Protection
Agency
EPA/600/R-19/068 | January 2019
www.epa.gov/homeland-security-research
Management and Disposal of
Vehicles Following a Wide Area
Incident: Literature Review and
Stakeholder Workshop
Office of Research and Development
Homeland Security Research Program
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SEPA
United States
Environmental Protection
Agency
Office of Research and
Development
Washington, D.C. 20460
EPA/600/R-19/068
January 2019
www.epa.gov/nhsrc
Management and Disposal of Vehicles
Following a Wide Area Incident:
Literature Review and Stakeholder
Workshop
Office of Research and Development
National Homeland Security Research Center
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Acknowledgments
Contributions of the following individuals and organizations to this report are gratefully
acknowledged:
US Environmental Protection Agency (EPA) Project Team
Timothy Boe (Principal Investigator, EPA/ORD/NHSRC)
Sang Don Lee, Ph.D. (EPA/ORD/NHSRC)
M. Worth Calfee, Ph.D. (EPA/ORD/NHSRC)
Paul Lemieux, Ph.D. (EPA/ORD/NHSRC)
Lukas Oudejans, Ph.D. (EPA/ORD/NHSRC)
US EPA Technical Reviewers of Report
Mario Ierardi, (EPA/ORCR/WCB)
John Archer, (EPA/ORD/NHSRC)
Joan Bursey, Ph.D. (EPA/ORD/NHSRC-SEE Enrollee)
US EPA Quality Assurance
Eletha Brady Roberts
Ramona Sherman
Eastern Research Group, Inc. (ERG)
Molly Rodgers
Colin Hayes
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TABLE OF CONTENTS
Disclaimer ii
List of TABLES AND Figures iii
Acronyms and Abbreviations iv
Executive Summary ES-1
1 Introduction 1
2 Quality Assurance/Quality Control 2
3 Literature Review 2
3.1 Identification and Estimation of the Number and Type of Vehicles Present in a Geographical Area 3
3.1.1 Remote Sensing 3
3.1.2 Models and Records 4
3.2 Vehicle Materials Characterization 4
3.3 Collecting and Transporting Large Numbers of Inoperable Vehicles 5
3.4 Vehicle Decontamination 7
3.5 Vehicle Reuse, Recycling, and Disposal 10
3.6 Waste Management 10
4 Vehicle Waste Management and Disposal Workshop 10
4.1 General Observations 11
4.2 Operational Considerations 11
4.3 Decontamination 12
4.4 Waste Management 13
4.5 Industry Considerations 14
5 Discussion and Identification of Research Needs 15
References 18
APPENDIX A. Literature Search Source Criteria and Keywords
APPENDIX B. Literature Review Scoring Criteria
APPENDIX C. Vehicle Waste Management and Disposal Workshop Agenda
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DISCLAIMER
The U.S. Environmental Protection Agency, through its Office of Research and Development,
funded and managed the research described here under Contract EP-C-16-015 to Eastern
Research Group, Inc. It has been subjected to the Agency's review and has been approved for
publication. Note that approval does not signify that the contents necessarily reflect the views of
the Agency. Mention of trade names, products, or services does not convey official EPA
approval, endorsement, or recommendation.
Questions concerning this document, or its application should be addressed to:
Timothy Boe
U.S. Environmental Protection Agency
Office of Research and Development
National Homeland Security Research Center
109 T.W. Alexander Dr. (MD-E-343-06)
Research Triangle Park, NC 27711
Phone 919.541.2617
n
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LIST OF TABLES AND FIGURES
Table 1. Breakdown of Materials for Mid-Size Vehicles 5
Figure 1. Detailed Equipment Decontamination (DED) Process Diagram 8
Table 2. Matrix of Information and Needs 15
in
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ACRONYMS AND ABBREVIATIONS
AL
Active Learning
CBRN
Chemical, Biological, Radiological and Nuclear
CDL
Commercial Driver's License
CESQG
Conditionally Exempt Small Quantity Generators
DED
Detailed Equipment Decontamination
DHS
U.S. Department of Homeland Security
DND
Canadian Department of National Defense
DOD
U.S. Department of Defense
EPA
U.S. Environmental Protection Agency
FEMA
Federal Emergency Management Agency
GPM
Gallon(s)-per-minute
HHW
Household Hazardous Waste
HSRP
Homeland Security Research Program
HTH
High-test Hypochlorite
JAEA
Japan Atomic Energy Agency
LDS
Lightweight Decontamination System
MPDS
Multipurpose Decontamination System
MSW
Municipal Solid Waste
NHSRC
National Homeland Security Research Center
OEM
Original Equipment Manufacturer
ORCR
Office of Resource Conservation & Recovery
ORD
Office of Research and Development
PDDA
Power-driven Decontamination Apparatus
R&D
Research and Development
SDS
Sorbent Decontamination System
SME
Subject Matter Expert
STB
Super Tropical Bleach
SWANA
Solid Waste Association of North America
TEPCO
Tokyo Electric Power Co.
UAV
Unmanned Aerial Vehicle
USD A
U.S. Department of Agriculture
USGS
U.S. Geological Survey
VHR
Very High Resolution
WCB
Waste Characterization Branch
WEST
Waste Estimation Support Tool
IV
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EXECUTIVE SUMMARY
Large-scale natural disasters have the potential to generate a significant amount of waste. Man-
made chemical, biological, radiological and nuclear (CBRN) incidents, either by way of
terrorism, war, or accident, have the potential to generate as much or more waste. Furthermore,
following a wide-area incident, it is assumed that a large number of vehicles will be damaged
and/or contaminated to varying degrees and left unattended within the impacted area. The
resource demand required to manage (gather, transport, store, treat/decontaminate, recycle, or
dispose of) these contaminated vehicles may overwhelm local, state, and federal recovery efforts.
Therefore, research efforts to reduce the cost and time associated with assessing, collecting, and
recycling or disposing of contaminated vehicles resulting from a wide-area incident are
necessary.
This report details the results of a literature review and stakeholder workshop conducted to begin
to synthesize existing knowledge and research related to vehicles impacted following a wide-area
CBRN incident. The literature review sought to identify relevant articles, reports, and other
information related to methods for quantifying, assessing, collecting and managing (recycling
and/or disposal of) contaminated vehicles.
From the perspective of emergency planning and response, the ability to quickly identify and
estimate the numbers and types of vehicles that may be impacted in a wide-area response would
allow planners and responders to generate waste estimates and project resource requirements.
Methods of interest for these estimates include remote sensing, modeling, and inventory data
derived from modeling software, property records, insurance companies, and vehicle title
databases.
Vehicles of all types contain hundreds, if not thousands, of components that vary depending on
the type of vehicle. Many of these components may be contaminated to some degree during a
wide-area CBRN event. A broad spectrum of materials exists, and the efficacy of
decontamination methods and strategies for various material types will need to be evaluated and
considered in the context of the anticipated final disposition of the vehicles (i.e., reuse, recycling,
and/or disposal decisions).
Many challenges were identified from past natural disaster incidents related to the collection and
transport of large numbers of impacted vehicles. Vehicles and vessels may be in various states of
operability, damage, and/or contamination level. Following a CBRN incident, contaminated
vehicles pose a unique challenge to the response/recovery effort in terms of accessing the
vehicle, transporting the vehicle, and managing its decontamination and disposition.
The U.S. Departments of Defense (DOD) and Agriculture (USDA) have established procedures
for the decontamination of vehicles following CBRN events, Ebola Virus Disease contamination,
and animal-disease contamination. Those procedures, especially those developed by DOD, are
focused on returning operational assets to a suitable state of readiness as quickly as practicable.
However, differences exist in the risk assessment and risk management when evaluating the
ES-1
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return to use of decontaminated vehicles in: (1) a military operational theatre, versus (2) a
civilian setting where vehicles may be returned to private residential areas in urban
environments, or managed or disposed of as (potentially) contaminated waste. Furthermore,
deficiencies exist in validated and exercised approaches for civilian vehicle decontamination, and
only very generic guidance exists for civilian vehicle decontamination of CBRN hazards.
Following wide-area contamination events, decision makers will need to consider the ultimate
vehicle end-use when evaluating available and appropriate decontamination procedures. There
appear to be opportunities to commercialize decontamination technologies used to remediate
agricultural, health, and military facilities, vehicles, and equipment for civilian applications, and
to identify, promote and integrate emerging technologies into decontamination approaches for
civilian vehicles.
EPA's National Homeland Security Research Center (NHSRC) coordinated a one-day workshop
on Vehicle Waste Management and Disposal, which was held on Monday, November 13, 2017,
at EPA's Potomac Yard South located in Arlington, Virginia. The workshop brought together
officials from federal, state, and local governments, as well as researchers and experts from the
automotive recycling, scrap recycling, waste management, and insurance industries, to discuss
research, operational, and waste management considerations related to the characterization,
management, reuse/resale, recycling, and disposal of vehicles following a wide-area man-made
or natural incident. Many of the observations discussed and presented in this report are consistent
with the challenges that were identified in the literature review. The workshop participants
identified numerous information needs, gaps, and areas for future investigation and research
related to vehicle management following wide-area incidents.
Results of the literature review and insights gained through the stakeholder workshop validate
that while there are many valuable lessons learned from natural disaster responses and work by
other federal agencies to address decontamination of valuable vehicle assets to leverage, many
questions remain unanswered. Additional research is needed to gain a full appreciation of the
impact managing vehicles from a wide-area CBRN event may have, as well as guidance and
support to aid decontamination and waste management strategies. The table below summarizes
the needs that were identified. A qualitative magnitude of needs was identified based on an
analysis of the literature review results and input obtained from workshop participants.
Topic
Information/Needs Cat
tegory
Scientific/
Technology
Operational
Policy
Vehicle Identification
~
~
N/A
Identification of Vehicle Material
Contamination
~
~
~
Vehicle Decontamination Technologies
~
~
N/A
Reuse, Recycling, and Disposal Criteria
N/A
~
~
Private Industry Considerations
N/A
~
~
Communication and Transparency
N/A
~
~
Red = Greatest need; Yellow = Moderate need; N/A = Not applicable
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Conducting additional research to understand these key issues will further preparedness efforts
for handling large numbers of vehicles resulting from a wide-area event.
ES-3
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1 INTRODUCTION
The U.S. Environmental Protection Agency (EPA) is designated as a coordinating Agency, under
the National Response Framework, to prepare for, respond to, and recover from a threat to public
health, welfare, or the environment caused by actual or potential oil and hazardous materials
incidents. Hazardous materials may include chemical, biological, and radiological or nuclear
(CBRN) substances, whether accidentally or intentionally released. EPA can also have
responsibilities to address debris and waste through decontamination, removal, and disposal
operations. This project supports the mission of the EPA's Office of Research and
Development's (ORD's) Homeland Security Research Program (HSRP) by providing expertise
and guidance on issues related to management, recycling, and disposal of vehicles resulting from
a wide-area incident, including considerations related to selection and implementation of
decontamination methods and complexities related to waste handling activities that are expected
to impact recovery resource demands.
Large-scale disasters have the potential to generate a significant amount of waste. For example,
Hurricane Katrina and the Joplin, Missouri, tornado resulted in 100 million and 1.5 million cubic
yards of waste, respectively. Man-made CBRN incidents, either by way of terrorism, war, or
accident, have the potential to generate as much or more waste. Furthermore, both natural and
man-made incidents may also generate some amount of hazardous waste. Once designated as
hazardous waste, the segregation, identification of staging and storage facilities, logistics, and
resource demands associated with managing such waste can be an arduous undertaking. Past
agency experiences, including exercises dealing with biological and radiological contamination,
and more recently the Tokyo Electric Power Co. (TEPCO) Fukushima nuclear accident in
Fukushima, Japan, have highlighted the fact that vehicles could constitute a significant part of
the waste stream, and viable options for managing those contaminated vehicles do not yet exist1.
Following a wide-area incident, it is assumed that numerous vehicles will be damaged and/or
contaminated to varying degrees and left unattended within the impacted area. Furthermore,
given the contaminant and the state of the vehicle at the time of contaminant release (e.g., on/off,
windows open/closed), various internal components of the vehicles may also be contaminated.
For one hypothetical radiological contamination incident in a downtown urban area, EPA
estimated that approximately 56,000 vehicles would be impacted1. The resource demand
required to manage (gather, transport, store, treat/decontaminate, recycle, or dispose of) these
contaminated vehicles may overwhelm local, state, and federal recovery efforts. Therefore,
research efforts to reduce the cost and time associated with assessing, collecting, and recycling or
disposing of contaminated vehicles resulting from a wide-area incident are necessary.
1 The estimate was derived using vehicle data from the Federal Emergency Management Agency's
(FEMA's) Hazus software coupled with geographic data from EPA's Waste Estimation Support Tool
(WEST). The hypothetical scenario was EPA's Liberty RadEx exercise held in April 2010 in
Philadelphia, PA.
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The objectives of this study were threefold: (1) conduct a literature review to identify relevant
articles, reports, and other information related to methods for quantifying, assessing, collecting,
and managing (recycling and/or disposal) contaminated vehicles; (2) convene a workshop to
bring together a broad range of stakeholders representing government; state and local agencies
and emergency planning/response personnel; and private industry, insurance industry, and
recycling industry to discuss and identify waste management, recycling, and disposal challenges
that may arise when dealing with wide-area incidents involving large quantities of vehicles; and
(3) document findings in a report. From this study, EPA gained a better understanding of the
magnitude of impacts that could occur following a large-scale contamination incident. The
resulting number of contaminated vehicles will have significant implications for response and
recovery activities, and strategies to alleviate these issues should be developed. This study also
identified numerous informational gaps that need to be addressed to develop sound guidance and
response strategies.
This assessment report is structured in the following manner:
• Chapter 2 summarizes the results of the literature review;
• Chapter 3 summarizes the outcomes and results from the stakeholder workshop; and
• Chapter 4 discusses the observations and conclusions reached as a result of this study and
needs for future research.
2 QUALITY ASSURANCE/QUALITY CONTROL
The purpose of this study was to synthesize existing knowledge and research related to vehicles
impacted following a wide-area CBRN incident. The work and conclusions presented as part of
this study were empirical and observational - no scientific experiments were performed.
Technical area leads evaluated the quality of the information collected by this effort (i.e.,
secondary data), and based on their expert opinion, determined if the information should be
documented within the literature review. Collected literature was evaluated according to the
"Literature Review Scoring Criteria" as shown in Appendix B. All supporting documentation of
the secondary data considered worthy for inclusion were cited. However, no experimental
confirmation of secondary data (e.g., accuracy, precision, representativeness, completeness, and
comparability) was conducted as part of this study.
3 LITERATURE REVIEW
A literature review was conducted to identify relevant articles, reports, and other information
related to methods for quantifying, assessing, collecting and managing (recycling and/or
disposal) contaminated vehicles. Targeted search terms were developed to focus literature
retrieval (Appendix A).
Each piece of literature was read, assessed, and documented based on several criteria. To
standardize this process, a Literature Assessment Questionnaire form was used to document the
overall quality of the literature. Upon completion of entry via the form, the reviewer's evaluation
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was stored in a spreadsheet to document the assessment. The resulting spreadsheet was used to
summarize key research findings.
Relevant articles were defined as those crucial to answering research questions pertaining to the
management of vehicles following a wide-area event. Each article was evaluated based on the
seven criteria: applicability and utility, soundness, clarity and completeness, uncertainty and
variability, evaluation and review, focus, and verity (Appendix B). Literature deemed at least
moderately relevant to meeting the objectives of this study was then summarized, and relevant
information is included in this report. A total of 98 sources were identified through the targeted
search, and 40 of the 98 were selected for further evaluation. Of those 40, only 13 sources were
identified as having information relevant to address the research topics identified for this project.
The remaining sections present findings addressing the following topics:
• Identification and estimation of the number and type of vehicles present in a geographical
area;
• Vehicle materials characterization;
• Collection and transportation of large numbers of inoperable vehicles;
• Vehicle decontamination;
• Vehicle reuse, recycling, and disposal considerations; and
• Waste management.
3.1 Identification and Estimation of the Number and Type of Vehicles
Present in a Geographical Area
From the perspective of emergency planning and response, the ability to quickly identify and
estimate the number and types of vehicles that may impact a wide-area response would allow
planners and responders to generate waste estimates and project resource requirements. Methods
of interest that enable forming estimates from two primary mechanisms were identified: 1)
Remote sensing using visual data from satellite imagery, and 2) Models and records using
projected estimates from modeling algorithms and inventory data derived from modeling
software, property records, insurance companies, and vehicle title databases.
3.1.1 Remote Sensing
Several recent studies related to the development of remote sensing techniques to identify and
estimate the numbers of vehicles in a given geographic location were identified 2"8. One study
evaluated aimed to develop methods based on intensity, chromaticity (i.e., quality of color), and
lane-based methods to quickly determine the operating conditions of roadways from satellite
images by detecting the presence of debris and the blockage of roads and vehicle flows. The
article describes efforts to automatically identify traffic lanes, a prerequisite for determining
blockages of debris, and for detecting vehicles from satellite images. The study found that the
method was able to eliminate interferences from dark vehicles and shadows. The method was
also able to detect vehicles with small intensity contrast with the pavement and maintain the
shapes. The study concluded that vehicle detection rates can be improved by combining
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information on traffic lane locations and the color tones of vehicles. The method can be used for
roadway and traffic assessment after a disaster, as well as transportation applications such as
traffic data collection, traffic flow monitoring, and transportation infrastructure management 9
A second study presented a two-level Active Learning (AL) classification method for the
interactive detection of earthquake-induced debris via the synergetic use of post-disaster Very
High Resolution (VHR) satellite and local decimeter-resolution aerial images. The method
supports creating accurate maps of post-disaster debris using low and high-resolution satellite
imagery with the objective of producing accurate maps with the fewest images taken (thereby
reducing cost and time). The study discussed the use of unmanned aerial vehicles (UAVs) to
collect imagery, while cautioning that UAVs have limited flying time. The authors claimed that
the best maps are derived using an iterative surveying approach, with subsequent surveys
directed towards progressively smaller areas of interest that are identified by first examining the
large-scale images. The use of satellite imagery and UAV imagery may be very helpful in
accurately identifying and mapping the extent of debris occurrence in a geographical area to
inform the organization of recovery/collection efforts 10.
3.1.2 Models and Records
In addition to remote sensing techniques, additional models and databases can be utilized to
estimate the number of potentially impacted vehicles following a wide-area incident. Models
such as FEMA's Hazus software 11 include state databases of vehicle counts by Census tract and
Census block. The vehicle counts can easily be queried for a known list of Census tracts and
include daytime and nighttime vehicle counts for cars, light duty trucks and heavy-duty trucks.
Other academic studies and models may also be useful. One study considered routing and
scheduling considerations for handling freight in disasters through the development of a
mathematical model. Although the study focused on routing relief supplies to people in need
after a disaster, the model could also inform coordinating disaster debris (including vehicles)
removal 12.
Insurance and title records are another potential source for vehicle information. States maintain
insurance and titling information records and databases that can be used to identify owners of
abandoned vehicles, identify insurance carriers, and quantify vehicles insured and titled in a
given jurisdiction. Title information can also be obtained from the National Motor Vehicle Title
Information System 13.
3.2 Vehicle Materials Characterization
Vehicles of all types contain hundreds, if not thousands, of components that vary depending on
the type of vehicle. Many of these components may be contaminated to some degree during a
wide-area CBRN event. A 2010 report by Argonne National Laboratory presented the relative
percentage of vehicle materials for both a 2004 Toyota Prius and a 2004 Ford Taurus. Those
percentages are presented in Table 1 14 As shown in Table 1, metals, followed by plastics,
represent the greatest proportion of the overall material composition. It is assumed that most
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metal and elastomer materials within a vehicle are found within the vehicle body, chassis, and
the numerous engine and exhaust components. Plastics and other materials likely comprise most
of the interior components.
Table 1. Breakdown of Materials for Mit
-Size Vehicles
Materials
2004 Toyota Prius
2004 Ford Taurus
Mass (lb)
%
Mass (lb)
%
Ferrous Metals
1,713
60.6
2,223
70.4
Nonferrous Metals
507
17.9
312
9.9
Plastics
341
12.1
340
10.8
Elastomers
87
3.1
152
4.8
Inorganic Materials
77
2.7
90
2.9
Other
62
2.2
38
1.2
Organic Materials
42
1.5
4
0.1
Vehicle Mass (Less Fluids)
2,829
100.0
3,159
100.0
The identification and material characterization of vehicle components is necessary to inform the
selection of appropriate decontamination methods and strategies. As Table 1 illustrates, a broad
spectrum of materials exists, and the efficacy of decontamination methods and strategies for
various material types will need to be evaluated and considered in the context of the anticipated
final disposition of the vehicles (i.e., reuse, recycling, and/or disposal decisions).
3.3 Collecting and Transporting Large Numbers of Inoperable Vehicles
Many challenges were identified from past incidents related to the collection and transport of
large numbers of impacted vehicles. Vehicles and vessels may be in various states of operability,
damage, and/or contamination level. Historically, there are very few wide-area CBRN incidents
to evaluate. Therefore, past experiences and lessons learned from natural disasters serve as a
starting point for understanding how, in general, vehicles were collected and managed following
a wide-area event.
Within the first month of recovery efforts in response to Hurricane Katrina, Louisiana State
Police estimated that more than 200,000 cars were damaged beyond recovery in Louisiana 15.
Vehicular debris included automobiles, trucks, buses, campers, motorcycles, and golf carts.
Marine vessels were also problematic and included boats, trailers, and jet skis. For vehicles and
vessels, the debris management process consisted of: (1) vehicle pickup; (2) hauling
vehicles/vessels (using an appropriate transporter); (3) temporary storage; and (4) transfer to a
recycler or release to owner.
Vehicles and marine vessels frequently blocked roads and access points needed by recovery
teams. For example, in the Pass Christian area, 350 vehicles and 358 marine vessels were
removed as part of the debris removal mission. All vehicles and vessels were towed by
commercial towing contractors to designated staging locations. Scrap metal from reduced
vehicles and vessels was also recycled 16.
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Another challenge relates to the legality of handling vehicles or vehicle debris. Frequently,
owners might abandon vehicles if they relocate or due to the amount of damage the vehicle may
have suffered. However, private vehicles must be carefully handled as there are often legal
processes to follow before an entity can remove or destroy a privately-owned vehicle. Vehicles
and vessels that are insured must be documented, and their recovery or loss should be reported to
insurers. Titled property such as vehicles and vessels, if authorized for removal, should be taken
to a secure storage location managed by the local government17. The Solid Waste Association of
North America (SWANA) noted some lessons learned from state and local governments related
to managing vehicle debris during the response to Hurricane Katrina include 18:
• Establish multiple staging areas;
• Site vehicle processing close to Port of New Orleans;
• Ensure availability of tow trucks;
• Designate local neighborhoods as staging areas for insurance processing;
• Prioritize material recycling and re-use as a secondary consideration;
• Establish zones for collection and waste processing;
• Ensure viable markets for waste streams are in place;
• Quickly establish tax credits and other financial incentives; and
• Hazardous materials may be handled as Household Hazardous Waste (HHW) or
Conditionally Exempt Small Quantity Generator (CESQG) wastes in coordination with
State waste management officials.
Additional hazards generally associated with vehicle removal include 19:
• General heavy equipment operation (tow trucks and cranes);
• Leaking fuels, oils, and battery acid;
• Contact with downed lines and live electrical equipment and other utilities (e.g., gas,
water);
• Exposure to contaminated water and/or floodwaters;
• Welding, cutting, and burning;
• Discovery of human or animal remains; and
• Discovery of other unknown chemicals.
Following a natural disaster, the vehicle itself and most of its material components will not likely
be hazardous, and other known hazards (e.g., fuels, oils, and battery acid) can be managed,
However, following a CBRN incident, contaminated vehicles pose a unique challenge to the
response/recovery effort in terms of accessing the vehicle, transporting the vehicle, and
managing its decontamination and disposition.
In disaster situations, logistics infrastructure (roads, bridges, warehouses, seaports, airports) are
often compromised, thereby complicating distribution and collection activities (routing, travel
times). In addition, the dynamics of the situation (e.g., time constraints, vehicle breakdowns, new
information on clusters) may require that distribution/collection activities be reprioritized.
Therefore, strategies should be agile and able to easily adapt to updated information 12.
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3.4 Vehicle Decontamination
As discussed, it is assumed that a large number of vehicles may be contaminated at various
levels following a wide-area incident. Vehicle decontamination procedures and methods are
needed to guide mass decontamination efforts with consideration given to anticipated end use.
As described below, several federal agencies have guidance and procedures in place for vehicle
decontamination. However, none of these procedures have been validated and exercised for
civilian vehicle decontamination applications, and many may not reasonably be scaled without
significant modification. While the procedures discussed below are useful for informing vehicle
decontamination procedures, the procedures are designed to return limited numbers of
operational assets to a suitable state of readiness as quickly as practicable. Further considerations
will be needed for the application or potential adaptation of these procedures in a civilian
environment following a wide-area contamination incident affecting many thousands of vehicles.
The U.S. Departments of Defense (DOD) and Agriculture (USDA) have established procedures
for the decontamination of vehicles following CBRN events 20, Ebola Virus Disease
contamination 21, and animal disease contamination 22 Foreign governments also have guidance
and procedures for vehicle decontamination, including New South Wales (Australia) 23 and the
Canadian Department of National Defense (DND).
The DOD procedures for vehicle decontamination (detailed in Multiservice Tactics, Techniques,
and Procedures for Chemical, Biological, Radiological, and Nuclear Decontamination)
following a CBRN event are comprehensive. In checking for chemical contamination under the
DOD procedures, M8 chemical agent detector paper is used. For radiological contamination, a
RADIAC detector (for obtaining dose rates) is used. If a vehicle has only isolated areas of
contamination, then the M100 Sorbent Decontamination System (SDS) is used to decontaminate
those areas. M100 SDS consists of two 0.7-lb packs of reactive sorbent powder, two applicators,
a carrying case, and two straps. For more extensive exterior and interior vehicle contamination
(i.e., "thorough decontamination"), weathering should be employed first to remove
contamination as the need for a thorough decontamination may be eliminated. Additional active
decontamination consists of the Detailed Equipment Decontamination (DED) process, which
employs a vehicle wash down through a series of stations.
The DED process for chemical and biological contamination is comprised of five stations
(Figure 1, 24) and is intended to return a vehicle to a state of operational readiness as quickly as
possible. For radiological contamination, the DED uses all but Station 2. Stations are normally
50 meters apart. A limiting factor is the availability of water as a typical vehicle will require
about 500 gallons of water during the process.
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Figure 1. Detailed Equipment Decontamination (DED) Process Diagram
Station 1 is a primary wash where gross contamination and dirt are removed from the vehicle
using hot water, cold water, hot or cold soapy water, or steam. The type of wash used can vary
by surface type and material and at varying degrees of effectiveness (p. V-20). This station uses
approximately 250 gallons of water per vehicle. The runoff from this station should be contained
and analyzed to determine if it is contaminated, how it is classified, and from that what the reuse
or waste management options may be. This station requires high water pressure systems (M12A1
power-driven decontamination apparatus [PDDA], M17 lightweight decontamination system
[LDS], or multipurpose decontamination system [MPDS]) rather than low water volume systems
(65-gallon-per-minute [GPM] pumps).
Station 2 applies the decontaminant to the entire vehicle. Super tropical bleach (STB) slurry,
STB dry mix (if the temperature is below 0 °F), or another approved decontaminant is applied
starting at the top of the vehicle and working toward the undercarriage.
Station 3 ensures the decontaminant is allowed to completely neutralize the chemical agent and
is where the interior of the vehicle is decontaminated. A 30-minute contact time is allowed
whereby there should be no desorption for most chemical agents. The interior of the vehicle is
inspected for liquid contamination and M8 chemical agent detector paper is used to check for
chemical contamination.2 The best decontamination solution for use in the interior of vehicles is
a 5 percent solution of high-test hypochlorite (HTH) or STB. All reasonably accessible surfaces
are wiped with a rag or sponge soaked in the HTH or STB solution. Once the interior
decontamination is complete, covers are placed over the seats and floor of the vehicle. For
radiological contamination, a RADIAC detector is used to determine the extent and location of
contamination inside the vehicle. If the contamination is greater than 0.33 centigrays (cGy), the
interior of the vehicle must be decontaminated using a wet sponge to wipe the interior of the
vehicle.3
Station 4 is the rinse station where the decontaminant is removed from the vehicle. Water is
sprayed over the vehicle from top to bottom including the undercarriage using high water
pressure systems (M12A1 PDDA, M17 LDS, or MPDS) or large-volume water pumps (65- and
125-GPM). This station uses approximately 200 gallons of water per vehicle. Plastic or other
material (if present) covering the seats and floor is removed and disposed as hazardous waste.4
Station 5 is the check station where the vehicle is checked to see if it has a negligible
contamination level or if it still has significant contamination remaining. Detection procedures
will vary depending on the type of contamination. If significant contamination is found on the
vehicle then the vehicle is returned to Station 2 for further chemical decontamination or to
Station 1 for further radiological decontamination.
2 This DOD procedure may not be applicable in a civilian environment.
3 This is a DOD action level and may not be applicable in a civilian environment.
4 This DOD procedure may not be applicable in a civilian environment.
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Appendix C of Multiservice Tactics, Techniques, and Procedures for Chemical, Biological,
Radiological, and Nuclear Decontamination contains a detailed matrix of available
decontaminants and their preparations, and Appendix D provides a listing of decontamination
methods for specific surface types and materials and is based on the type of contaminant.5
Recently, the Canadian DND procured six vehicle and personnel CBRN decontamination
systems. For vehicles, the decontamination line includes a wash station, decontamination station,
and rinse station. Washing and rinsing is performed using high pressure heated water and a
mechanism to treat all exterior vehicle surfaces, a single vehicle at a time.
Other commercially developed vehicle decontamination systems are available that employ the
same three-stage decontamination process (wash, decontamination, rinse).6 These systems are
designed and constructed to decontaminate a single vehicle at a time and are not expected to be a
viable option for mass decontamination operations.
EPA has recognized that recent radiological exercises and contamination events have not
evaluated civilian vehicle decontamination, and this remains a significant gap. In response to the
TEPCO nuclear accident in Fukushima, Japan, traditional car washing techniques performed on a
Japan Atomic Energy Agency (JAEA) radiation detection vehicle did not remove all exterior
contamination 1. This finding was consistent with results from a 2015 joint EPA/Department of
Homeland Security (DHS) demonstration event in Columbus, Ohio. Low-tech washing methods
failed to remove all surrogate contamination from a vehicle 25.
As evidenced through the literature review, deficiencies exist for validated and exercised
approaches for civilian vehicle decontamination, and only very generic guidance for civilian
vehicle decontamination of chemical hazards exists. There appear to be opportunities to
commercialize decontamination technologies used to remediate agricultural, health, and military
facilities, vehicles, and equipment for civilian applications, and to identify, promote and integrate
emerging technologies into decontamination approaches for civilian vehicles.
While not unique to chemical contamination events, the re-introduction of contaminants (via
desorption or resuspension, etc.) remains an active threat following egress of a vehicle into a
clean area or via insufficient decontamination. Adsorption and desorption of chemical agents in
vehicles must be considered, and weathering can reduce the exposure risk. Gaps in the current
approach to civilian vehicle decontamination include 26:
• Decontamination objectives, material compatibility, and clearance protocols; and
• A roadmap for decontamination of civilian vehicles that focuses on vehicle conditions of
use, including:
o Vehicle functions, characteristics, and passenger populations;
5 These DOD procedures, available decontaminants, and decontamination methods may not be applicable
in a civilian environment.
6 For example, the ESCORPIO 300 developed by Indra Company.
https://www.indracompany.com/sites/default/files/Escorpio_300_v3.pdf. Last accessed June 25, 2018.
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o Risk-based and value-based guidelines for decontamination objectives; and
o Leveraging related existing practices for vehicle cleaning and maintenance, and
revision for chemical hazard decontamination.
Existing comprehensive vehicle decontamination procedures, especially those developed by
DOD, are focused on returning operational assets to a suitable state of readiness as quickly as
practicable. Following wide-area contamination events, EPA will also need to consider the
ultimate vehicle end-use when evaluating available and appropriate decontamination procedures.
3.5 Vehicle Reuse, Recycling, and Disposal
General considerations regarding vehicle reuse following decontamination, recycling, and/or
disposal include: removal of oils, gasoline, diesel fuel, antifreeze, and minerals prior to further
processing vehicles for recycling, salvage, or destruction 17. Additional information related to
this topic is discussed in Sections 3.3 and 3.4.
3.6 Waste Management
Tens of thousands of vehicles and vessels were abandoned in the New Orleans area after
Hurricane Katrina, including the associated fuel, motor oil, batteries, and tires. While vehicles
and vessels can generally be recycled, gas tanks, mercury switches, batteries, and tires should be
removed and managed separately 27 Typically, auto-related wastes such as motor oil, gasoline,
whole tires, and batteries are prohibited from municipal solid waste (MSW) landfills and
preferably are recycled 28. As part of the debris management process after Hurricane Katrina,
tires were segregated and transported to recycling facilities. At least 42.53 metric tons of tires
were recycled from Harrison County and documentation shows that, collectively, 162.6 metric
tons of tires were recycled 16.
Whole car and truck bodies can be handled through establishment of additional processing areas.
Non-hazardous household or consumer auto-type wastes can be handled safely enough through
regular conventional waste collection. Automobile-related materials such as gasoline/diesel fuel,
lubricating fluids, and cleaning agents, may be handled as household hazardous wastes (HHWs)
or conditionally exempt small quantity generator (CESQG) wastes with appropriate coordination
with state and local waste management officials. Most states have banned the disposal of lead-
acid batteries, used motor oil, and whole tires from MSW landfills. Therefore, these items, as
well as any other items that have been banned by the state where the MSW landfill is located,
must be collected and managed separately 18.
4 VEHICLE WASTE MANAGEMENT AND DISPOSAL
WORKSHOP
EPA's National Homeland Security Research Center coordinated a one-day workshop on
Vehicle Waste Management and Disposal, which was held on Monday, November 13, 2017, at
EPA's Potomac Yard South located in Arlington, Virginia. The workshop brought together
officials from federal, state, and local governments, as well as researchers and experts from the
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automotive recycling, scrap recycling, waste management, and insurance industries, to discuss
research, operational, and waste management considerations related to the characterization,
management, reuse/resale, recycling, and disposal of vehicles following a wide-area man-made
or natural incident. The morning session featured presentations on the latest vehicle
decontamination and waste management Research and Development (R&D) efforts and lessons
learned from Hurricane Sandy and the Fukushima nuclear incident. In the afternoon session,
participants discussed decision-making processes to identify information gaps and policy
implications associated with managing, decontaminating, and disposing of a large number of
vehicles.
Many of the observations discussed are consistent with the challenges that were identified in the
literature review. The workshop participants identified numerous information needs, gaps, and
areas for future investigation and research related to vehicle management following wide-area
incidents. The following sections describe those findings and observations.
4.1 General Observations
The following general observations were noted:
• Plans and procedures addressing how to label and track biologically, chemically, and
radiologically contaminated vehicles, like tracking flooded vehicles, to keep
contaminated vehicles out of the fleet and resale markets and how to designate and/or
label effectively decontaminated vehicles may be needed.
• Laws governing vehicle titling are currently controlled at the state level, and there is no
mechanism to designate a CBRN-contaminated vehicle in the titling process.
• Adjustments to cleanup level goals based on ultimate end use (e.g., disposal vs.
reoccupation) should be considered.
• Remote sensing capability may be critical for determining situational awareness and for
estimating the number of vehicles potentially contaminated by a CBRN incident.
Potentially useful data sources may include: the U.S. Geological Survey's (USGS's)
Earth Explorer Website and Orbital Insight — Digital Globe's Big Data Archive, as well
as other sources maintained by USGS's Land Remote Sensing Program.
• Municipalities and local governments might consider identifying, pre-qualifying and/or
having pre-established contracts with heavy duty towing companies or in-house towing
and storage resources well ahead of a potential incident.
• Coastal states/cities should plan for the removal of waste/debris from navigable
waterways.
• Logistical planning and routing for large cities may be driven by physical constraints
(e.g., truck clearance (top/sides), weight, sensitive areas).
• Enhance the transparency of emergency response permitting by specifying what permits
authorize and to whom access should be granted across all cleanup and recovery phases.
4.2 Operational Considerations
Operational considerations include the logistics of transporting contaminated and/or damaged
vehicles to a staging or storage site and/or disposal location. Considerations to address situations
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where damage/contamination to the local response vehicle fleet may require outside support in
the immediately affected area is necessary. Following Hurricane Sandy in October 2012, vehicle
removal and towing operations lasted for two months, though final disposal went on until May
2013. Initial recovery efforts required that 3,500 vehicles and 72 boats be removed since they
were interfering with response operations.
Lessons learned from previous natural disaster response efforts can inform planning efforts and
increase preparedness. Specifically:
• There are a limited number of responders with a Commercial Driver's License (CDL)
license, and those that have one may not have the required health and safety training to
operate in such situations or may have limited availability following a wide-area incident.
• City agencies with debris-clearing expertise typically may not be able to operate in a
CBRN-type environment without appropriate worker health and safety training and
potentially the use of personal protective equipment including respiratory protection.
Additionally, stand-by contracts may not be realistic for 'hot zone' operations, and new
contracts with the private sector may be required for many, if not most, cleanup
operations after the emergency phase of an incident.
• Cities and states may need to plan for a 24/7 debris task force.
• Protocols for dealing with vehicle-driven events are critical, and the pre-identification of
staging areas cannot be underemphasized. The shorter the distance waste needs to be
transported, the quicker the recovery and at less cost.
• For large urban areas, space is at a premium (i.e., there is very little room to stage
vehicles and other equipment). It is recommended that staging areas for vehicles and
other property be kept close to owners.
• Leaching of contaminants from temporary storage sites is a concern.
• There will be intense pressure to re-open locations of high importance. Planning is
greatly improved if a strategy/destination for the ultimate management of contaminated
and decontaminated vehicles exists.
• Management of a large waste stream like vehicles involves planning to quantify
estimated numbers of vehicles that will need to be managed and estimating how many
vehicles can reasonably be managed per unit of time to inform recovery timelines.
• Effective "Pre-Incident Waste Management Planning" can help prevent it from becoming
the "critical path" for reoccupying contaminated areas.
4.3 Decontamination
Very few vehicle-specific technologies and/or methods exist for decontaminating large quantities
of vehicles in a timely and effective manner. Technologies and methods that are employed in
other situations/applications (e.g., U.S. DOD, USDA, etc.) should serve as a starting point, where
applicable procedures can be adapted and enhanced for CBRN scenarios. For example, important
insights can be gained by examining technologies and procedures developed by USDA to clean
contaminated farm vehicles and DOD to decontaminate military vehicles/planes.
Vehicle decontamination strategies developed should be holistic and address precursor steps and
timeliness among other considerations. Methods should consider procedures for washing as a
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prior step to decontamination to both aid in capturing a significant portion of agent, as well as
increasing the efficacy of decontamination methods by removing organic materials (i.e., dirt) that
may compromise efficacy.
Evaluating how agencies handle decontamination of vehicles contaminated with
methamphetamines and fentanyl could also provide additional insights, particularly impacts
associated with further processing vehicle components for recycling/disposal. Vehicle
components with high value in secondary parts and equipment markets may be prioritized when
establishing decontamination priorities and developing corresponding methods (e.g., industry
indicated transmissions and engines are the two most important parts). In addition, components
that are known to be more problematic for decontamination may be identified and collection
strategies may specify segregation for disposal rather than attempts at decontamination (e.g.,
tires and most rubber-based parts such as gaskets, seals, etc.).
Decontamination methods may also address upcoming or innovative vehicle design technologies
that might promote or introduce additional hazards during collection or decontamination such as
hybrid or battery-operated vehicles. Batteries found in these vehicles may be susceptible to fire
or other hazards following increased temperatures.
4.4 Waste Management
There is general agreement that it is necessary to: 1) first, characterize the estimated
contamination; and 2) quantify the number (mass/volume) of contaminated vehicles that will
need to be managed. The magnitude of both parameters drives waste management options. The
nature of the contamination may determine whether and where to decontaminate vehicles prior to
storage for further processing (recycling/disposal). If recycling proves to be a viable option,
consideration may be given to how mature local recycling programs are. EPA-reviewed case
studies indicate a correlation between maturity of existing programs and rapid scale-up potential.
Logistical constraints (e.g., lack of space, routes, etc.) may also impact locating and establishing
staging and storage areas for processing contaminated vehicles to avoid spreading contamination.
A large municipality with experience in managing vehicles resulting from a natural disaster
suggested that the short-term priority be on immediate clearance where disabled/abandoned
vehicles are moved for first-response roadway access due to very limited space on streets. Doing
so adds an intermediate step but is necessary not to impede recovery efforts. For long-term
vehicle management, there is a need to identify temporary storage space for staging before
eventual transportation to disposal site(s). Challenges of long-term management include:
availability of open space for staging and/or treating large volumes of materials (many large
areas are privately owned, in use, and/or located in a yet-to-be impacted community) and the
potential to create a secondary contamination area if transportation is routed through residential
areas.
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4.5 Industry Considerations
Representatives from the vehicle and scrap recycling industries provided valuable and insightful
perspectives and suggested several recommendations to consider when managing contaminated
vehicles. Specific topics discussed that could be explored further include:
• Vehicle Life Cycle - Document and describe the life cycle of vehicle and parts from
normal usage through end of life, including: resale, recycling, and parting out, to better
understand the relationship among key stakeholders and illustrate the potential
implication of key decision points and thresholds.
• Vehicle and Parts Tracking - The recycling industry maintains very elaborate parts
inventory/tracking systems and relies on Original Equipment Manufacturer (OEM) part
numbers for part history. It was suggested that leveraging block chain technology in
tracking mechanisms could be very impactful in managing waste streams to the end of
life.
• De Minimis Levels - Determine whether de minimis levels for radioactively-
contaminated vehicles and vehicle parts can be established for components contaminated
with very low levels to avoid rejection by radiation detection equipment in place at
vehicle processing plants.
• Waste Classification - The automotive recycling and scrap recycling industries are not
currently permitted to handle or move materials classified as hazardous waste. The
classification of materials will dictate at what point stakeholders can become involved.
• Declaration of Clean - Automotive recycling and scrap recycling facilities may not
accept contaminated vehicles or parts. There could be significant impacts to these
recycling industries and their downstream customers, as well as their waste disposal
facilities, if they were to accept contaminated vehicles, potentially jeopardizing a national
inventory that could put workers and consumers at risk.
In addition to the physical handling of vehicles, important issues related to insured personal
property were discussed. Specifically, a CBRN event brings new challenges related to how the
insurance industry would handle CBRN-contaminated vehicles for salvage, reuse, and resale.
Current business models are linked to the insurance company's ability to sell vehicle components
in the secondary marketplace. Massive net losses would be expected if total loss vehicles cannot
be further processed and sold in the secondary marketplace to recoup portions of total loss
payments made to the insured.
In addition, insurance organizations would still likely require access or a method for gathering
information from impacted vehicles. These activities are complicated in a CBRN event where
providing physical access to vehicles may not be feasible. Therefore, alternative methods to
collect similar information may need to be established.
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Another complicating matter is handling uninsured vehicles that are abandoned in place. Past
incidents have shown that many people do not want their uninsured vehicles and vessels back,
and the burden for removal and disposal falls on municipalities. Preparedness plans should
address such scenarios.
Lastly, nefarious sellers and parts distributors might take advantage of state law/procedures to
clear (i.e., title wash) questionable vehicles as evidenced in recent hurricanes and large flooding
events. A need for policies that address interstate movement of vehicles with "dirty titles"
(particularly with CBRN) was identified.
5 DISCUSSION AND IDENTIFICATION OF RESEARCH
NEEDS
Large numbers of vehicles will be damaged and/or contaminated to varying degrees following a
wide-area CBRN incident. Additionally, numerous vehicles may be abandoned within the
impacted area. The logistics and resource demand to gather, transport, store, decontaminate,
recycle, or dispose of these vehicles may overwhelm local, state, and federal recovery efforts.
Because of this, research efforts to reduce the cost and time associated with assessing, collecting,
decontaminating, and recycling or disposing of contaminated vehicles resulting from a wide-area
incident are necessary.
Results of the literature review and insights gained through the stakeholder workshop validate
that while there are many valuable lessons learned from natural disaster responses and work by
other federal agencies to address decontamination of valuable vehicle assets to leverage, many
questions remain unanswered. Additional research is needed to gain a full appreciation of the
impact that managing vehicles from a wide-area CBRN event may have, as well as guidance and
support to aid in the resolution of decontamination and waste management issues. Table 2 below
presents an overview of outstanding needs related to scientific/technology development,
operational considerations, and policy guidance for several key topics that are important for
managing vehicles from a wide-area event. A qualitative magnitude of needs was identified
based on an analysis of the literature review results and input obtained from workshop
participants.
Table 2. Matrix of Information and Needs
Topic
Information/Needs Category
Scientific/
Technology
Operational
Policy
Vehicle Identification
N/A
Identification of Vehicle Materials
Contamination
Vehicle Decontamination Technologies
N/A
Reuse, Recycling, and Disposal Criteria
N/A
Private Industry Considerations
N/A
Communication and Transparency
N/A
Red = Greatest need; Yellow = Moderate need; N/A = Not applicable
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Conducting additional research to understand these key issues will further preparedness efforts
for handling large volumes of vehicles resulting from a wide-area event. Below is a summary of
specific needs and considerations for each topic that were identified through this study.
1. Vehicle Identification
• Develop methods to identify vehicles, including: vehicle counts, surface
distribution, volume/mass of materials, and vehicle type.
• Explore methods using remote sensing, tax/property records, and pre-existing
modeling efforts.
• Increase capacity for collaboration between industry and intelligence agencies to
develop methods and strategies for locating vehicles via remote sensing.
2. Identification of Vehicle Materials Contamination
• Develop metrics to identify whether a vehicle was contaminated in a wide-area
CBRN release scenario. Address complications resulting from a covert CBRN
release where a large number of vehicles might interact with the contaminant and
egress the impacted area resulting in further spread of the contaminant.
• Understand impact of vehicle state when subjected to contamination.
• Identify quantitative information defining vehicle characteristics such as number
of parts, material composition, distribution of materials, hazardous materials
specific to vehicle type (i.e., sedan, truck, etc.).
• Assess effectiveness of passenger cabin air filters to filter contaminant.
• Understand the impact of contaminants on internal components of internal
combustion engines.
3. Vehicle Decontamination Technologies
• Determine how existing decontamination technologies employed by DOD or
USDA might be leveraged to decontaminate privately owned civilian vehicles.
• Develop a report/compendium summarizing viable decontamination methods (i.e.,
method summary, metrics, etc.) that are applicable to vehicles, vessels, planes,
rail, and other transportation systems.
• Develop practical technologies for mass decontamination of civilian vehicles.
4. Reuse. Recycling, and Disposal Criteria
• Develop criteria for determining whether a vehicle (or vehicle type) is a candidate
for decontamination/reuse or recycling/disposal depending on type of
contamination and end use.
• Establish de minimis acceptance levels and opportunities for detecting
contamination.
5. Private Industry Considerations
• Understand how private industry processes end-of-life vehicles and the full life
cycle of recycled vehicle components and materials and vehicle waste.
• Identify vehicle processing, recycling and waste management facilities.
• Develop potential waste volume reduction methods.
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• Understand impact on depollution of end-of-life vehicles.
• Develop guidelines to reduce worker exposure when managing and disposing of
vehicle waste.
• Understand the business economics of secondary markets for recycled vehicle
components and materials and issues related to resale/reuse of properly
decontaminated vehicles.
6. Communication and Transparency
• Improve communication and transparency with respect to identifying sources and
venues for communicating between various stakeholders, as well as strategies for
encouraging communication between federal agencies, state and local entities,
and industry. Enhanced communication capabilities between government and
industry might improve response and recovery capabilities. Transparency between
the government and the public is critical, especially where private property is
involved.
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REFERENCES
1. Current and Emerging Post-Fukushima Technologies, and Techniques, and Practices for
Wide Area Radiological Survey, Remediation, and Waste Management. EPA/600/R-
16/140. US Environmental Protection Agency: Washington, D.C., 2016.
2. Bulatov, D.; Schilling, H., Segmentation methods for detection of stationary vehicles in
combined elevation and optical data. 2016; p 603-608.
3. Cao, L.; Wang, C.; Li, J., Vehicle detection from highway satellite images via transfer
learning. Information Sciences 2016, 366, 177-187.
4. Chen, Z.; Wang, C.; Luo, H.; Wang, H.; Chen, Y.; Wen, C.; Yu, Y.; Cao, L.; Li, J.,
Vehicle Detection in High-Resolution Aerial Images Based on Fast Sparse
Representation Classification andMultiorder Feature. 2016; p 1-14.
5. Eikvil, L.; Aurdal, L.; Koren, H., Classification-based vehicle detection in high-
resolution satellite images. ISPRS Journal of Photogrammetry and Remote Sensing 2009,
64 (1), 65-72.
6. ElMikaty, M.; Stathaki, T., Detection of Cars in High-Resolution Aerial Images of
Complex Urban Environments. IEEE Transactions on Geoscience and Remote Sensing
2017, 55(10), 5913-5924.
7. ElMikaty, M.; Stathaki, T., Car Detection in Aerial Images of Dense Urban Areas. 2017;
Vol. PP, p 1-1.
8. Schilling, H.; Bulatov, D.; Middelmann, W., Object-based detection of vehicles using
combined optical and elevation data. 2017; Vol. 136, p 85-105.
9. Chi, H.; Lu, C.; Zhao, F.; Shen, D., Vehicle Detection from Satellite Images.
Transportation Research Record: Journal of the Transportation Research Board 2009,
2105, 109-117.
10. Xu, Z. H.; Persello, C.; Li, M. M.; Wu, L. X.; Wu, P. T. H.; Ieee, Two-Level Active
Learning Method for Debris Detection Using Satellite Imagery and Local Aerial Surveys.
In 2016 IEEE International Geoscience and Remote Sensing Symposium, 2016; pp 3070-
3073.
11. Hazus, 4.2; Federal Emergency Management Agency: 2018.
12. Wohlgemuth, S.; Oloruntoba, R.; Clausen, U., Dynamic vehicle routing with anticipation
in disaster relief. Socio-Economic Planning Sciences 2012, 46 (4), 261-271.
13. National Motor Vehicle Title Information System, https://www.vehiclehistory.gov/
(accessed May 10, 2019).
14. Jody, B. J.; Daniels, E. J.; Duranceau, C. M.; Pomykala, J., J.A.; Spangenberger, J. S.
End-of-Life Vehicle Recycling: State of the Art of Resource Recovery from Shredder
Residue', September 2010, 2010.
15. Mowbray, R., More than 200,000 cars lost to Katrina. The Times-Picayune September 20,
2005, 2005.
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16. Brandon, D. L.; Medina, V. F.; Morrow, A. B., A Case History Study of the Recycling
Efforts from the United States Army Corps of Engineers Hurricane Katrina Debris
Removal Mission in Mississippi. Advances in Civil Engineering 2011, 2011, 9p.
17. Drenan, P.; Treloar, S., A Debris Management Handbook for State and Local DOTs and
Departments of Public Works. Transportation Research Board: 2014; p 195p.
18. Hurricane Katrina Disaster Debris Management: Lessons Learned from State and Local
Governments; December 2005, 2005.
19. OSHA OSHA's Hazard Exposure and Risk Assessment Matrix for Hurricane Response
and Recovery Work / Vehicle Removal and Salvage.
20. CBRN Decontamination: Multiservice Tactics, Techniques, and Procedures for Chemical
Biological Radiological and Nuclear Decontamination. US Army Medical Department &
School: 2006.
21. Decontamination of Vehicles & Equipment Used for Transportation of Potential Ebola
Virus Disease (EVD) Patients or Related Equipment. US Army Institute of Public Health
Waste Management Program: Washington, D.C., 2014.
22. Foreign Animal Disease Preparedness & Response Plan Standard Operating Procedures:
15. Cleaning and Disinfection. US Department of Agriculture: Washington, D.C., 2017.
23. NSW Government, Department of Primary Industries. Procedure: Decontamination of
Vehicles and Equipment.
https://www.dpi.nsw.eov.au/ data/assets/pdffile/0010/545554/procedure-
decontamination-vehicles-and-equipment.pdf (accessed May 10, 2019).
24. Einfeld, W.; Turnquist, M.; Trzceiak, D.; Smith, M., A Process Evaluation Tool for
Improved Military Vehicle Decontamination. Sandia National Laboratories, Edgewood
Chemical Biological Center, Defense Threat Reduction Agency: Date Unknown.
25. Technical Report for the Demonstration of Wide Area Radiological Decontamination and
Mitigation Technologies for Building Structures and Vehicles. US Environmental
Protection Agency: Washington, D.C., 2016.
26. Hoette, T. M.; Foltz, G. W. Systems Analysis of Decontamination Options for Civilian
Vehicles', November 2010, 2010; p 27.
27. Luther, L. Managing Disaster Debris: Overview of Regulatory Requirements, Agency
Roles, and Selected Challenges; March 17, 2010, 2010.
28. Luther, L., Disaster Debris Removal After Hurricane Katrina: Status and Associated
Issues. 2006.
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APPENDIX A. LITERATURE SEARCH SOURCE CRITERIA
AND KEYWORDS
1. Sources
Sources that were prioritized were those sources expected to contain the most relevant
information and meet established quality standards, including:
• Information from sources that are considered recognized, reputable, and credible;
• Information sources from nationally and internationally recognized scientific,
technical, or response organizations;
• Information from written text, publications, reports, subject-matter experts, and
internet sites;
• Information sources included:
o Peer-reviewed journals, scientific manuals, and other scientific
publications;
o Federal, state, and local agency web sites or publications;
o University web sites or publications;
o Professional society and organization web sites or publications;
o Recognized international scientific/environmental organizations;
o International government web sites and publications;
o Military web sites and publications;
o Industry providers of equipment and materials (i.e., vendors); and
o Conference proceedings.
Other relevant sources included articles, reports, guidance documents, case studies, conference
proceedings, national exercise materials and conclusions, after action reports, and EPA web
sources that have sought to compile response and recovery guidance.
2. Search Criteria
A preliminary list of proposed search terms was developed (see Figure 1). To further focus the
search, we consulted with subject matter experts (SMEs) who have expertise in vehicle
decontamination and disposal issues to refine targeted search criteria and identify relevant data
sources. As illustrated in Figure A-l, the primary and secondary terms identified aim to
maximize retrieval of information related to:
• Identifying and estimating the number and type of vehicles present in a specified
geographical area;
• Assessing whether a vehicle is a candidate for decontamination/reuse or
recycling/disposal;
• Retrieving and transporting large numbers of inoperable vehicles (contaminated and non-
contaminated); and
• Mass decontamination or disposal of large numbers of vehicles (both on- and off-site).
A-l
-------
Chemical. biological iiiclit>lnuiciil. nuclear. anlhra\. CWA. TIC. CIJRY cesium-1.17. Cs-137.
strontium-1)!). liacilkis anlhracis. disaster. nalLiral clisaslcr. huriicanc. earlht|Liakc.
tornado. llood. Sandy. Kalii 11a. Ike. Andrew. Wilma. I\an. Irene
AM)
Waste management. debris management. waste, dekris. disposal, size reduction. scrap,
recycling, claim, iclentillcati<.>11. insurance, transport, storage, treating. decontamination,
treatment, decontamination
AND
Car. truck, antomokile. kns. motor, koat. tire, \essel. ship, jLink car. transportation, kattery.
cargo. locomoti\es. railroad cars. gas. freight cars. freight. I S-w heeler. semi, trailer truck
Figure A-l. Preliminary Search Terms
After the initial results were obtained, the literature review search strategy and keywords were
refined as shown in Figure A-2:
ProQuest:
allulisasler OR natural disaster OR hurricane OR earthquake OR tornado OR llood OR Sandy
OR Katrina OR Ike OR Andrew OR Wilma OR Kan OR Irene OR I iikushima OR nuclear)
A\l) allK'ar OR truck OR automobile OR bus OR motor OR boat OR tire OR \ essel OR ship
OR "junk car" OR kattery OR cargo OR locomoti\es OR "railroad cars" OR "freight cars" OR
freight OR "I S-w heeler" OR "trailer truck") A\l) all("\Vasle management" OR "dekris
management" OR waste OR dekris)
\\ eh of Science:
I S (disaster OR natural disaster OR hurricane OR earthquake OR tornado OR llood OR
Sandy OR Katrina OR Ike OR Andrew OR Wilma OR l\ an OR Irene OR l iikushima OR
nuclear) A\D I S (Car OR truck OR automobile OR bus OR motor OR koat OR tire OR
\ essel OR ship OR "junk car" OR battery OR cargo OR locomoti\es OR "railroad cars" OR
"freight cars" OR freight OR "I S-w heeler" OR "trailer truck") A\l) IS ("Waste
management" OR "dekris management" OR waste OR dekris)
Figure A-2. Refined Search Terms
A-2
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APPENDIX B. LITERATURE REVIEW SCORING CRITERIA
To standardize the review process, & Literature Assessment Questionnaire was used to document
the overall quality of literature. The Literature Assessment Questionnaire was developed using
Google Forms, a secure online tool for publishing and conducting surveys. After the reviewer
completed the form, the reviewer's evaluation was stored in a spreadsheet to document the
assessment. The resulting spreadsheet was used to summarize key research findings.
1. General Observations
The relevancy to key questions, such as those listed below, were observed when assessing and
summarizing articles:
• Identifying and estimating the number and type of vehicles present in a specified
geographical area;
• Assessing whether a vehicle is a candidate for decontamination/reuse or
recycling/disposal;
• Retrieving and transporting large numbers of inoperable vehicles (contaminated and non-
contaminated);
• Mass decontamination or disposal of large numbers of vehicles (both on- and off-site);
• Impact of vehicle being on/off when subjected to contamination;
• Impact of vehicle windows being open/closed when subjected to contamination;
• Effectiveness of passenger cabin air filters to filter contaminants; and
• Impact of contaminants on internal components of internal combustion engines.
2. Literature Assessment
Relevant articles were defined as those crucial to answering research questions pertaining to
handling recycling and disposal of vehicles following a wide-area event. Each article was
evaluated and scored using a Likert scale (i.e., (1) Poor - (5) Excellent) based on the following
seven criteria: applicability and utility, soundness, clarity and completeness, uncertainty and
variability, evaluation and review, focus, and verity:
• Utility: The extent to which the information is relevant for the intended use.
• Clarity and Completeness: The degree of clarity and completeness with which the data,
assumptions, methods, QA, and analyses employed to generate the information are
documented.
• Uncertainty and Variability: The extent to which variability and uncertainty (quantitative
and qualitative) related to results, procedures, measures, methods, or models are
evaluated and characterized.
• Soundness: The extent to which the scientific and technical procedures, measures,
methods, or models employed to generate the information is reasonable for, and
consistent with, the intended application.
• Evaluation and Review: The extent of independent verification, validation, and peer
review of the information or of the procedures, measures, methods, or models.
B-l
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• Focus: The extent to which the work not only addresses the area of inquiry under
consideration but also contributes to its understanding; it is germane to the issue at hand.
• Verity: The extent to which data are consistent with accepted knowledge in the field or, if
not, the new or varying data are explained within the work. The degree to which data fit
within the context of the literature and are intellectually honest and authentic.
Table B-l shows the rubric for tallying articles.
Table B-l. Rubric for Tallying Articles
Overall Rating
Description
35—40
High quality article. Article shall be recorded and summarized
accordingly.
25—34
Moderately high-quality article. Article shall be recorded and
summarized accordingly.
15—24
Lower quality article but with some useful information. Article shall
be recorded and summarized accordingly.
<15
Unacceptable/Do not use
Articles that scored higher or equal to 15 were deemed at least moderately relevant and were
recorded and summarized accordingly; however, articles scoring less than 15 were discarded.
B-2
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APPENDIX C. VEHICLE WASTE MANAGEMENT AND
DISPOSAL WORKSHOP AGENDA
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11% Ji Un#6*1 States
i^IIKm Mam Environmental Protection Agency
Jr ft^l Mjk ®®ce °f Research and Development
Vehicle Waste Management and Disposal
Workshop
U.S. Environmental Protection Agency
Potomac Yard South
2777 Crystal Drive, Room SI204/06
Arlington, VA 22202
November 13, 2017
Agenda
MONDAY, NOVEMBER 13, 2017
8:30 am Cheek-in / Security
9sO0 am Introductions Timothy Boe, EPA
9:10 am National Homeland Security Research Center (WH5RC) Overview Pan/Lemfeux, EPA
9:30 am Management and Disposal of Vehicles ............................................. Colin Hayes, ERG
9:50 am National Civil Applications DmielOpstMt? USG5
10:00 am Vehicle Decontamination Research Timothy Boe+ EPA
* Vehicle Decontamination Studies by EPA
© Luim 0-miejms, EPA
• Overview of Agriculture Emergency Response Decern Methods For Vehicles
o Loriimer, U5DA
• Hoi, Humid Air Decontamination of a C-130 Aircraft Contaminated with B. anthracis
Surrogates
o Tony Buhr, DoD
* Vetride Decontamination Methods for Water Soluble and Inert Radioactive
Contaminations
© fiftcftaef fCamimkif Argonne National Lab
11:30 am LUNCH
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MONDAY, NOVEMBER 13, 2017 (continued)
12:30 pm Operational Considerations
.. Worth Ca/fee, EPA
• Hurricane Sandy; Removal of Damaged Vehicles and Vessels
o Keith Kermm, Stanley John, NYC" DCAS
• CcmiMerations for Managing Wide-Area Vehicle Contamination
o Andrew Maii, ESoi Cafooun, NYC OEM
• Fukushima Remediation Observations
© Sang Don Lee, EPA
• Pre-Incident All-Hazards Wade Management Planning for Wide Area Incidents
o Mario lemrdif EPA
• Tools and Models for Decontamination and Waste Ma^igtment
© Pauf Lerrmu^Timoffty Boe, EPA
• Large Volume Waste Transport
o Mo/fy Rodgers, ERG
• Vehicle Insurance Considerations
o James Whittle, American Insurance A smemtiem
• Automotive Disposal and Recycling
© Mkhaei WSson, Automotive Recyders Association
o David Wagger, Institute of Soap Recycling Industries
1:45 pm Waste Management.
Paul Lemieux, EPA
2:45 pm BREAK
3; 00 pm Industry Perspective
Lukas Ot/depns, EPA
3:40 pm Topic Discussion .
Sang Dsn Lee/Timothy Boe. EPA
4; 20 pm Parting Thoughts ..
Timothy Boer ERA
4:30 pm ADJOURN
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vvEPA
United States
Environmental Protection
Agency
PRESORTED STANDARD
POSTAGE & FEES PAID
EPA
PERMIT NO. G-35
Office of Research and Development (8101R)
Washington, DC 20460
Official Business
Penalty for Private Use
$300
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