[ID] => 10267
[post_author] => 34
[post_date] => 2018-10-23 08:59:17
[post_date_gmt] => 2018-10-23 07:59:17
[post_content] => The RID Committee of Experts’ Standing Working Group held its ninth session in Berne, Switzerland on 28 and 29 May. Its main task was to finalise the changes that will appear in the 2019 edition of RID, the regulations that govern the transport of dangerous goods by rail in Europe and neighbouring regions, and to begin work on the next round of regulatory updates.
The meeting was attended by representatives of 14 Contracting States, the European Commission (EC), the EU Agency for Railways (ERA) and five non-governmental organisations. It was chaired as usual by Caroline Bailleux (Belgium) with Colin Bonnet (Switzerland) as deputy chair.
FINAL DECISIONS FOR 2019
The Secretariat of the Intergovernmental Organisation for International Carriage by Rail (OTIF), the Committee’s parent body, circulated a list of amendments adopted by the RID/ADR/ADN Joint Meeting, which met in Berne in March, for entry into force on 1 January 2019. The Working Group also took into account changes agreed by its counterparts in road transport, WP15, at its 104th session in mid-May, alongside further corrections and additional amendments picked up by the Secretariat since the spring Joint Meeting.
This led to some discussion on certain points. It was decided that the square brackets in the Note to special provision 301 and in 126.96.36.199.1.1.2, relating to the revised 2018 edition of EN ISO 21028-2, could be deleted. The Working Group also adopted a proposal by the Secretariat to add a Note to 188.8.131.52.1 in column (2) of the table of standards, pointing to the OTIF website for guidance on the application of EN 13094:2015. The Secretariat was asked to make sure those guidelines were published without delay.
An informal document from ERA sought to clarify the wording already adopted for 184.108.40.206.23 in relation to the ability of maintenance and repair workshops to carry out welding. It is important to make clear that this relates to welding on tanks. The Working Group agreed to include the words “on the tank” after “welding operations” so that the paragraph will now read:
The ability of the manufacturer to perform welding operations shall be verified and confirmed by either the competent authority or by the body designated by this authority. The ability of the maintenance or repair shop to perform welding operations on the tank shall be verified and confirmed by the inspection body according to 220.127.116.11.5. A weld quality assurance system shall be operated by the manufacturer or the maintenance or repair shop.
The Working Group also agreed with the Secretariat’s proposal to maintain hazard identification number ‘90’ in column (20) of the Dangerous Goods List against UN 3536, to avoid contradictions with special provision 389, which requires orange-coloured plates on two opposing sides of the cargo transport unit. This is underlined by a new second sentence in 18.104.22.168.1:
This plate shall also be affixed on both sides of cargo transport units in which lithium batteries are installed (UN 3536).
Among the other changes made to the texts already adopted are the following, which include only those applicable to the English text.
The beginning of the first sentence of 22.214.171.124 is amended to read:
Each undertaking, the activities of which include the consigning or the carriage of dangerous goods by rail, or the related packing, loading, filling or unloading shall appoint one or more safety advisers for the carriage of dangerous goods, …
A new Note is added after the 14th indent of 126.96.36.199.2:
The term "competent authority" means the competent authority of the country of origin. If the country of origin is not an RID Contracting State, the classification and conditions of carriage shall be recognized by the competent authority of the first RID Contracting State reached by the consignment.
Three new rows are added to the Table of organic peroxides in 188.8.131.52.
The European Association of Dangerous Goods Safety Advisers (EASA) had proposed that the dangerous goods safety adviser (DGSA) requirement should be extended to tank-wagon operators and entities in charge of maintenance (ECMs). However, as the EASA representative had been unable to attend the meeting, discussion of the proposal was held over to the next meeting.
The International Union of Railways (UIC) proposed that reference to its loading guidelines on the loading and securing of goods on railway wagons should be added to the existing footnote 1 to 184.108.40.206, which refers to the IMO/ILO/UNECE Code of Practice for Packing of Cargo Transport Units (CTU Code). This was deemed acceptable, although the Working Party did not agree to including the web address for the document. The change will be made in the 2019 text of RID.
UIC had been asked to provide harmonised goods nomenclature (NHM) codes for the new UN entries in the Dangerous Goods List but at this stage, pending further information, was only able to offer ‘850650’ as a code for UN 3536 Lithium batteries installed in cargo transport unit.
Meanwhile, however, after a number of amendments to the World Customs Organisation’s (WCO) commodity codings in 2017, UIC proposed some changes to bring RID 2019 into line. These affect chloropicrin (UN 1580 to 1583), hydrocyanic acid and hydrogen cyanide (UN 1613), phosgene (UN 1076), chlorinated salts of phosphorus (UN 1806, 1809, 1810), sulphur chlorides ((UN 1828), tetraethyl silicate (UN 1292), thionyl chloride (UN 1836), triethyl phosphite (UN 2323) and trimethyl phosphite (UN 2329). All those changes were adopted by the Working Group for inclusion in the 2019 text of RID.
Another paper from UIC provided details of the transition from UIC leaflets to ‘International Railway Solutions’ (IRS). This will necessitate some changes to the references to UIC leaflets over the coming years. In the immediate term, UIC leaflet 201 on emergency planning for rail marshalling yards will be identified as IRS 20201 as from 1 January 2019; this required a change to the reference in 1.11.
At the previous session of the Working Group, Austria had raised concerns about the continued operation of old gas tank-wagons that may continue be used in accordance with transitional provisions in 220.127.116.11.2 to 18.104.22.168.5, having encountered defects during inspections. Switzerland, Germany and the Netherlands reported on measures they had introduced to address the issue, while Belgium and the UK reported that there are no tank wagons built before 1978 and operating under those transitional provisions still working.
The Austrian representative noted that, after carrying out targeted inspections and publicising the inspection results, there had been a marked improvement in the situation, with a much lower number of defects recorded so far this year. However, it could not be ruled out that problematic tank wagons had not merely been moved to other countries.
The ERA representative reported satisfaction that efforts were being made to enforce the current regulations, as the proposed amendment of the transitional provisions at this stage was not thought to be a good solution. However, it did seem that the issue highlighted the need for better communication of such problems when they are encountered and the meeting was reminded that there are two channels are available for the reporting of safety issues.
The chair highlighted the importance of a reciprocal exchange of information on the results of inspections. Even if a general improvement in the situation were noted, targeted inspections in this area should be continued. She reminded the working group that gas tank-wagons may only continue to be used under the transitional provisions if their equipment satisfies the provisions of Chapter 6.8.
The Netherlands reported on the outcome of a meeting of the informal working group on checklists for the filling and emptying of tank-wagons for liquids, held in The Hague at the end of February. FuelsEurope submitted an informal document with comments as to how the proposed checklists could be further improved and, during the session, the representative of the European Chemical Industry Council (Cefic) agreed that further work was necessary. These comments disappointed some delegates, who were eager to get the checklists adopted.
The informal working group was asked to take those comments into consideration and to return to the next session with a revised proposal; it was also asked to check whether the comments made had any bearing on the checklists already adopted for gas tank-wagons, which will be referred to in the 2019 edition of RID.
The Secretariat highlighted some ambiguities in the use of alternative markings, such as self-adhesive sheets or paint, instead of orange-coloured plates. The Working Group agreed with the argument that the reference to 22.214.171.124.2 and 126.96.36.199.5 should be removed from 188.8.131.52.1.
Another paper from the Secretariat sought to align RID with Article 15 § 3 of the Uniform Rules concerning the Technical Admission of Railway Material used in International Traffic (ATMF), specifically as regards the transmission of information to the ECM. A change to the ATMF text in 2015 allows this information to be transmitted either directly by the carrier or via the operator of the tank-wagon. The Working Group agreed to bring the text of RID into line with this by making a change in 184.108.40.206.8.
The Working Group also agreed with the Secretariat’s proposal that uranium hexafluoride (UN 2977, 2978 and 3507) should no longer be allowed to be carried as express goods. This change aligns with other substances of packing group I that have subsidiary hazards of toxicity and corrosivity.
TANK AND VEHICLE TECHNOLOGY
The chairman of the working group on tank and vehicle technology, Rainer Kogelheide, introduced the report of the 15th session of the working group that had been held in Hamburg at the end of January, primarily to consider the extra-large tank-containers now being used by BASF, thus far at least in in-plant service.
Arne Bale, chairman of the RID/ADR/ADN Joint Meeting’s working group on tanks, contributed a report of that group’s considerations of the subject during its meeting in Berne in March.
Cefic provided a presentation on carrying out a risk assessment that should help in developing appropriate measures for the safe transport of dangerous goods in such tank-containers. The risk assessment would compare carriage in extra-large tank-containers on carrying wagons specially equipped for carrying these containers against carriage in tank-wagons and carriage in two conventional tank-containers on conventional carrying wagons. In addition to the behaviour in normal transport, the behaviour in accidents or incidents would also be investigated. This would include crash tests.
Cefic offered to submit an interim report to the 10th session of the Working Group in November 2018 and said the final report was expected to be completed by March 2019. At the request of the representative of Switzerland, the representative of Cefic said that, irrespective of the ongoing risk assessment, extra-large tank-containers and carrying wagons for these containers would continue to be built in accordance with the guidelines laid down by the industry. If, contrary to expectations, the risk assessment were to lead to a different outcome, the continued use of these tank-containers and carrying wagons would have to be dealt with by means of transitional provisions.
The 16th session of the working group on tank and vehicle technology was due to meet in mid-November in Poland, immediately ahead of the 10th session of the RID Committee of Experts’ standing working group, which is scheduled for 20 to 23 November.
INFORMATION FROM ERA
Following a request in 2009 from the European Commission, ERA now provides an update on relevant information at each session of the Standing Working Group.
ERA reported that the first phase of the Roadmap on Risk Management in the context of Inland Transport of Dangerous Goods was completed at the beginning of this year with the issue of the final draft of the framework guides. RID will be informed when the guides have been officially published.
The second phase of the development of the Roadmap has now started. This will include the preparation of dedicated public web pages; and establishment of an Expert Users and Development Group for the facilitation of the framework usage and for its continuous improvement, which will include organising workshops to disseminate relevant information. The first of these workshops were to be held in Luxembourg in July and Madrid in October.
ERA also reported on a potentially very serious incident that had taken place in the Netherlands in May 2016. According to the Dutch Human Environment and Traffic Inspectorate, a train carrying LPG was fitted with fixed composite (‘LL’) brakes; during transport, the temperature of the wheels and brake blocks on one wagon was such that all the brake blocks on this wagon were burnt and the tread of the wheels was also deformed, which created a serious risk of derailment. Fire hazards to the wheels of the wagon in question were also reported. Other similar incidents have been reported elsewhere in the EU.
The Dutch Inspectorate asked the Joint Network Secretariat (JNS) Panel to set up a task force to analyse the incident and propose measures that would avoid similar incidents. This task force met for the first time in Brussels in May 2018.
ERA highlighted that the issue is not specific to the transport of dangerous goods, although it is clear that any fire involving a tank-wagon with LPG or other flammable liquid could have disastrous consequences.
On a similar theme, ERA reported on accidents that have been notified to the Agency and that are relevant to the transport of dangerous goods (a full list of reported accidents can be found at https://erail.era.europa.eu/investigations.aspx). Of interest to the Working Group was an event near Ferryside in west Wales, UK on 30 October 2017, when the braking system on one tank car suffered a catastrophic failure, causing extensive track damage over more than 70 km of the route from Milford Haven to Swansea. The train consisted of a locomotive and 29 loaded tank wagons. Examination of the leading wagon found that the brake rigging on the leading bogie had disintegrated, and that the trailing pair of wheels on that bogie had suffered significant damage (wheel flats). That wagon was loaded with 76 tonnes of diesel; the other 28 wagons also contained petroleum products. Fortunately, none derailed. Recommendations arising out of the investigation centred on improving risk assessment in the maintenance of tank wagons.
A second reported incident took place on 1 February 2018 when four tank wagons of a train derailed on plain track in Timisoara, Romania. The tank wagons were loaded with gasoline and diesel. Investigation of this incident is ongoing.
[post_title] => RID: Buffer stock
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[post_modified] => 2018-10-22 17:05:17
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Given the proximity of the arrival of the 2019 text of RID, the rail experts had plenty on their plate at their meeting in May. There may yet be some late amendments