Outage Shows Need for Flexibility in TWIC Access Requirements

The Colonial Pipeline outage also made clear the importance of tanker trucks and terminals. The government responded to some issues, but it failed to address others. During the peak of the outage, tank truck drivers were having to make faster turnarounds and sometimes longer trips—as much as an extra 80 to 180 miles each time. The federal government granted area-specific waivers allowing tanker trucks to carry more gas than safety guidelines usually permit. It has also waived some hours-of-service rules, permitting drivers to stay on the road for longer than usual. 

But one issue that caused problems for terminals—and that was only addressed on a case-by-case basis by the Coast Guard—was entry of non-TWIC-holding tanker truck drivers into TWIC-required facilities. Prior to the outage, many drivers focused exclusively on loading from inland terminals, which require a HAZMAT-endorsed license, but not TWIC cards. Because many drivers were asked to pick up at marine terminals not usually part of their rotations, some were unaware of the different security requirements at those facilities, causing delays. 

The government’s decision to grant Jones Act waivers to two companies may have increased the need for drivers with TWIC IDs. The Jones Act waivers temporarily relaxed the requirement that only U.S.-built, owned and operated ships can transport goods shipped between U.S. ports. The waiver essentially allowed maritime shipments to replace those lost by the Colonial Pipeline outage, increasing the need for tanker trucks to pick up from marine terminals. 

ILTA worked with the Coast Guard to help members get temporary deviations of the TWIC rule by using alternate security measures, but the solution was largely localized, with individual facilities requesting deviations directly to the effected facilities’ Captain of the Port (COTP). This problem highlighted the need for ILTA members to work closely with their COTP concerning alternate security measures related to TWIC. It also shone a spotlight on the need to educate regulators about the issue related to non-TWIC truck drivers in the event of similar transportation distribution events.