Telematics in the transport of dangerous goods

Transcription

1 Telematics in the transport of dangerous goods Helmut Rein

2 Preliminary remark The perception of a topic depends on the interests of those involved: My view is that of a rulemaker who, for more than 15 years, has been involved in shaping the mandatory dangerous goods regulations. 2

3 Safety during transport means the creation of a situation which, on the assumption of normal conditions of transport, ensures that passengers and goods are carried from on place to another without causing damage to persons or the environment. 3

4 Security during transport means the provision of suitable measures to eliminate, to the extent which is reasonably possible, deliberate detrimental action usually by third parties against the traffic environment and the goods carried. 4

5 Safety provisions are: physical, operational and organizational measures great number of detailed international and national rules Security provisions are physical, operational and organizational measures few international and national rules 5

6 Safety and Security aims can not 100% achieved by using traditional measures if more far-reaching safety and security requirements are to be complied with, other more intelligent measures have to be included 6

7 The basic parameters: The carriage of dangerous goods makes up an essential part of freight transport. The carriage of dangerous goods must be handled safely in a normal traffic environment. Dangerous goods transport often is intermodal transport. Dangerous goods transport often is international transport, and many different enterprises are involved as participants in the carriage of dangerous goods. 7

8 8 The consequences: The regulations governing normal freight transport also apply to the carriage of dangerous goods. Additional "dangerous goods legislation" prevents risks associated with the intrinsic properties of the substances and articles carried. Binding rules for the carriage of dangerous goods are stipulated at the international level. In the European Union, special national or regional rules are only admissible to a very limited extent.

9 9 The structure of the dangerous goods regulations: Technical Instructions for the Safe Transport of Dangerous Goods by Air IAEA Regulations for the Safe Transport of Radioactive Material WORLD IMO DSC International Maritime Dangerous Goods Code UN Recommendations on the TRANSPORT OF DANGEROUS GOODS Road ECE-WP 15 + Joint Meeting Inland Waterways Waterways ADN- AC +SC EUROPE Regulations Concerning the Internationa l Carriage of Dangerous Goods by Rail GHS USA and Rest of the world RID-FA

10 4/10 1/11 2/11 3/11 4/11 UN-C +SC TDG/ GHS See Zeitplan und Zusammenarbeit der Gremien IMO DSC 1/12 2/12 3/12 4/12 UN-SCTDG/GHS UN-SCTDG/GHS UN-SCTDG/GHS IMO DSC UN-C +SC TDG/ GHS Gem. Tagung Straße GT GTHarm. GT GT GT ECE WP15 ECE WP15 ECE WP15 ECE WP15 Schiene RID-FA RID-FA RID-FA Binnen sch. ADN VA/SiA ADN VA/SiA ADN VA/SiA ADN VA/SiA Notifizierung 10 Lyon IMDG-Code ADR/RID/ADN

11 The transport of dangerous goods legislation: contains all the necessary provisions for ensuring transport safety. The technical and other requirements are laid down in international regulations only. Requests for the legislation to be updated must be submitted to international bodies for decision. The entire legislation is subject to a biennial revision process, and it is to a large extent harmonized in both structure and content world-wide. 11

12 Conclusions for all those who want to introduce binding provisions for the application of telematics in dangerous goods transport: Requirements must be incorporated into the international dangerous goods legislation. National or regional projects can only serve as demonstration projects. All questions regarding the issue of "dangerous goods telematics" must be discussed at the international level. 12

13 The expected advantages of telematic solutions: Cost benefit for carriage and handling Cost benefit for the use of vehicles / wagons Prevention of mistakes during preparation for carriage and handling Simplification und acceleration of administrative checks Reduction of theft and misuse Reduction of incidents and accidents Achieving more safety for emergency services 13

14 The current situation: Following a number of national and international research projects concerning "dangerous goods telematics", Germany requested that an international working group be set up to examine all relevant questions. The RID/ADR/ADN Joint Meeting approved this request and decided on a mandate for the working group. The working group has been working since

15 The mandate of the working group set up by the Joint Meeting: 1. Consider what information provided by telematics enhances the safety and security of the transport of dangerous goods and facilitates such transport. In particular, consider who might benefit from the provision of such information and in what way, having regard, inter alia, to: consignors, transport operators, emergency responders, enforcers, regulators. 2. Consider necessary parameters for telematics systems. Examine if existing systems meet these parameters and what further developments might be necessary. 3. Consider the cost/benefit analysis of utilising telematics for the purposes identified above. 4. Consider what procedures/responsibilities might be necessary to monitor the information captured by telematics and how access to data should be controlled. 5. Consider interfaces and synergy with other systems. 15

16 No. INFORMATION WHO IS IT FOR? WHAT IS IT FOR? WHEN IS IT NEEDED? 3) HOW IS IT PROVIDED? AVAILABILITY USE O Driver / Crew Sender 1) Shipper/Consignor/ Freight forwarder Consignee Loader Carrier Tank-wagon operator Packer Filler Tank-container operator Infrastructure manager 2) Public authorities Competent authority Emergency responders Enforcement bodies Security bodies All information in the transport document under A is necessary before and throughout the journey. This column only indicates particular circumstances where this information needs to be available. Operational In case of incident/accident Technical feasibility A. Entry in the transport document or documents attached to the transport document 1 UN number (a) [ ] R: see also item 47 2 Proper Shipping Name (b) [, , , ] X X X X X X X X X X X X X X Identify DG Initial incident, initial enforcement, initial security X X X X X X X X X X X X X X Identify DG Later in incident, cleanup, later enforcement Transport document [, package markings, plates] Y P R: Y Transport document Y P Y [, package markings Class 1 & 7, sometimes Class 2] Y 3 Technical name (if req) (b) 4 Class (for Class 7) (c) [ ] 5 Code (for Class 1) (c) [ ] 6 Danger labels (class and subsidiary risks) (c) [ ] X X O X X X X X X X Further characterize generic or N.O.S. PSNs X X X X X X X X X X X X X X Identify nature of hazard X X X X X X X X X X X X X X Identify nature of hazard X X X X X X X X X X X X X X Identify additional hazard(s) Later as incident/enforcement develops Initial incident, initial enforcement, initial security Initial incident, initial enforcement, initial security Initial incident, initial enforcement, initial security Transport document Y P Y Transport document [, package labels, placards, [HINs]] Transport document [, package labels, placards] Transport document [, package labels, placards] Y P Y Y P Y Y P Y 16

17 No. INFORMATION WHO IS IT FOR? WHAT IS IT FOR? WHEN IS IT NEEDED? 3) HOW IS IT PROVIDED? AVAILABILITY USE O Driver / Crew Shipper/Consignor/ Sender 1) Freight forwarder Consignee Loader Carrier Tank-wagon operator Packer Filler Tank-container operator Infrastructure manager 2) Public authorities Competent authority Emergency responders Enforcement bodies Security bodies All information in the transport document under A is necessary before and throughout the journey. This column only indicates particular circumstances where this information needs to be available. Operational In case of incident/accident Technical feasibility 62 Alert-system for - routing for DG [ ] 63 Alert-system for - position control (geofencing) 64 Tunnel restrictions: Selection of an optimal route (ADR) 65 Transport unit / containment system identifier 66 Relevant traffic / weather conditions 67 Automatic calculation of the total maximum quantity per transport unit (ADR/ADN) S O S S S S S e.g. Use of defined routes (e.g. motorways), no environmentally sensitive areas S S S S S S S Position monitoring by a control unit A: S A: S A: S A: S A: S A: S Selection of an optimal route in consideration of the tunnel restrictions S S S S S S S S S S S S S S Identify DG and their status S S S S S S Routing / e.g.: Parking at smoothness and ice A/ A N: X A/AN: X A/ A N: X A/ A N: X A/ A N: X A/ AN : X A/ A N: X A/ A N: X Before and throughout journey Throughout journey Before and throughout journey During loading, throughout journey, in case of incident/accident Throughout journey Automatic During loading, calculation of the throughout journey, in total maximum case of incident/accident quantity per transport unit Navigation system for the driver; automatic alert transmission system E N Y GSM / GPS; automatic alert transmission system E N Y Navigation system for the A: Y A: Y A: Y driver Smartboxes or Monitorung Units with different kinds of sensors Radio, TV, Internet, Navigation systems E N Y E Y Y e.g. RFID-reader N N Y 17

18 No. INFORMATION WHO IS IT FOR? WHAT IS IT FOR? WHEN IS IT NEEDED? 3) HOW IS IT PROVIDED? AVAILABILITY USE O Driver / Crew Shipper/Consignor/ Sender 1) Freight forwarder Consignee Loader Carrier Tank-wagon operator Packer Filler Tank-container operator Infrastructure manager 2) Public authorities Competent authority Emergency responders Enforcement bodies Security bodies All information in the transport document under A is necessary before and throughout the journey. This column only indicates particular circumstances where this information needs to be available. Operational In case of incident/accident Technical feasibility 73 Tunnel safety and access S O O O O S S O Monitoring of Before entering and control information vehicles approaching throughout the tunnel and traversing the t l 1) The person who initiates the process. 2) Infrastructure manager means public or private body with influence over the use of road, rail or inland waterways Link between vehicle and infrastructure management systems N N Y 3) Interpretation of "When is it needed" column: a. Initial incident the immediate availability of information to those responders to an incident who are first on the scene. b. Initial enforcement the immediate availability of information to allow visual determination of compliance with regulations. c. Initial security the availability of information to determine compliance with security provisions at the roadside/trackside. d. Later in incident the availability of additional, more detailed information that may inform the response to an incident once the initial actions have been taken. e. Later enforcement the availability of additional more detailed information to assess full compliance with the regulations. f. Later security availability of information to determine full compliance with security provisions. 4) Availibility under Part C: New Informations, means the availability of this information today Additional proposal for Part C from the UK: "Emergency Services have prime responsibility for dealing with an ongoing incident. Where there is a risk of an incident occurring, the Enforcement Body has the primacy and power to stop a vehicle and move it to a place of safety" 5) Although it is not precisely defined in (b) of RID current practice leads to declaration of mass per UN Number by the carrier. 6) To manage false alerts. 7) Some railway networks are equipped with stationnarry loal systems. 18

19 No. INFORMATION WHO IS IT FOR? WHAT IS IT FOR? WHEN IS IT NEEDED? 3) HOW IS IT PROVIDED? AVAILABILITY USE O Driver / Crew Shipper/Consignor/ Sender 1) Freight forwarder Consignee Loader Carrier Tank-wagon operator Packer Filler Tank-container operator Infrastructure manager 2) Public authorities Competent authority Emergency responders Enforcement bodies Security bodies All information in the transport document under A is necessary before and throughout the journey. This column only indicates particular circumstances where this information needs to be available. Operational In case of incident/accident Technical feasibility X = Required under existing DG Regulations or directly necessary to comply with the regulations O = May be known or needed for other reasons or may be indirectly necessary to comply with the regulations S = Safety or security-linked information for this participant Y = Yes P = Possible restricted availability in case of incident/accident or during operation N = No E = Existing on the market for transport engines R = RID only A = ADR only AN = ADN only [] = supplementary requirement / means of provisions 19

20 Further results from the Joint Meeting working group: The following central areas of application will be examined in more detail in further meetings: Electronic consignment note Electronic surveillance of the condition of the load, the vehicle and during incidents / accidents Geo-fencing and considerations on traffic control Security applications 20

21 Further results from the Joint Meeting working group: In addition, the integration of this initiative into general telematics systems for freight transport / the respective mode of transport is of fundamental importance. Problems also have to be solved regarding the necessary equipment for government agencies (police, fire brigade, other emergency services). The next step: Running a research project to draft an IT system and the related legal framework based on the results of the matrix. 21

22 New technologies which can enhance safety and security are available. They will become usable for regulated areas only if the legal outline conditions are created. When discussing future telematics applications in the transport sector, account has always to be taken of the complex interlinking of the transport modes and the different stakeholders. A critical approach has to be taken to isolated solutions with only a geographical or internal scope of application. The dangerous goods sector tries to implement a complex solution and for this purpose it needs your support. 22

23 Thank you very much for your attention. 23