[ID] => 7184
[post_author] => 34
[post_date] => 2016-10-27 12:35:04
[post_date_gmt] => 2016-10-27 11:35:04
[post_content] => The RID Committee of Experts’ standing working group held its sixth session in Bern on 23 and 24 May 2016, with the intention of finalising to the greatest extent possible the changes to the regulations that govern the transport of dangerous goods by rail in Europe and further afield that will take effect on 1 January 2017.
The meeting was attended by representatives of 18 RID Contracting States, the European Commission, the European Railway Agency (ERA), the Organisation for Cooperation of Railways (OSJD) and six non-governmental organisations.
Helmut Rein (Germany) and Caroline Bailleux (Belgium) continued in their elected roles of chairman and deputy chairman, respectively. However, Mr Rein was due to step down after this session and, later in proceedings, Caroline Bailleux was elected to the chair and Colin Bonnet (Switzerland) as deputy chair for future meetings.
The first item on the agenda was the approval of the amendments adopted by the RID/ADR/ADN Joint Meeting in March 2017 (HCB Monthly
October 2016, page 124; November 2016, page 78). The Secretariat had also prepared papers summarising the changes agreed by WP15 at its meeting earlier in May (see page XX) and further necessary amendments that had been spotted subsequently.
The standing working group adopted all the amendments, with certain exceptions:
- in the Note to 184.108.40.206(a) and 220.127.116.11(a), the term “railway vehicle” is preferred to “vehicle”;
- 18.104.22.168(c) was deleted, as it is now covered by new special provisions;
- “as a part of a transport unit” is deleted from special provision 669;
- the obligation in 22.214.171.124 for RID Contracting States to provide an official translation of the instructions in writing for publication was not deemed necessary for RID as there is no mandatory model for instructions in writing;
- a number of footnotes in Part 6 will no longer be needed since the introduction of provisions for flexible bulk containers;
- reference to standard EN 14025:2013 + A1:2016 has been adopted in 126.96.36.199.1 but, should this not be published in time, a corrigendum will be issued to delete the reference; and
- “vehicle or container” in replaced by “cargo transport unit” in footnote 1) to special provision CW36, reflecting the text in special provision 965 in the International Maritime Dangerous Goods (IMDG) Code.
PROPOSALS FOR AMENDMENT
The Secretariat proposed to adopt the newly defined term “road vehicle” in RID, which – after a lengthy discussion – was agreed.
The International Union of Railways (UIC) had been asked to provide NHM Codes for the new UN entries that will appear in Table B of RID in 2017, which it did. UIC also noted that some NHM Codes have been amended or deleted and also provided a lengthy list of necessary amendments. These were adopted by the working group.
UIC also drew the group’s attention to the need to amend its leaflet 471-3, Inspections to be carried out in the carriage of dangerous goods, following the amendments to RID adopted at the fifth session of the working group in November 2015. Leaflet 471-3 is designed to describe in fairly simple terms one way of meeting the carrier’s basic obligations as set out in 188.8.131.52.1 of RID, although this is not the only way to meet those obligations. The working group amended the footnote to 184.108.40.206.1 to reflect the revised version of leaflet 471-3.
Italy continued with its campaign to improve standards in the gas tank wagon sector, offering checklists for such wagons based on the existing checklists for tank wagons for the carriage of liquids. The general consensus was that there is value in the proposal but that the legal status of the checklists needs to be established.
Italy also proposed to require that documents attesting compliance with the obligations of Chapter 1.4 be kept for at least three months. The working group felt this was a matter for the Joint Meeting as it did not solely concern rail transport.
The European Association of Dangerous Goods Safety Advisers (EASA) proposed that tank wagon operators should be required to appoint a dangerous goods safety adviser, noting that this is already a legal obligation in Germany. Others were not so sure about the value of this, noting that the tank wagon operator is not necessarily directly involved in the use of its wagons. EASA was asked to pass the proposal on to the Joint Meeting so that equal treatment of tank container and tank wagons could be assured.
HARMONISATION WITH SMGS
Latvia returned as promised with a proposal for the amendment of the transitional provision in 220.127.116.11, although it had found the original plan unworkable. Instead, it proposed to re-word the provision, which relates to tank wagons and battery wagons not fitted with automatic couplers, adding in a paragraph in both 18.104.22.168(a) and (b) relating to those wagons fitted with automatic couplers (see below).
Latvia’s proposal proved acceptable to the standing working group, which also asked the working group on tank and vehicle technology to consider whether the requirements concerning energy absorption in special provision TE22 could be worded in a more abstract and non device-specific manner.
EUROPEAN RAILWAY AGENCY
In response to a request from the European Commission, an update on the work of ERA is now a permanent item on the agenda of the standards working group. ERA therefore updated the meeting on its activities in regard to:
- development of a roadmap on risk management
- occurrence reporting and safety alerts
- certification of Entities in Charge of Maintenance (ECMs) and of maintenance workshops
- the list of accidents notified to ERA
- new texts concerning EU railway legislation, and
- adoption of the technical pillar of the fourth Railway Package.
Much of this work is ongoing. FRA asked in particular for feedback from delegates on whether it is necessary to maintain a distinction between dangerous goods tank wagons and “other specialised dangerous goods wagons” in the certificates for ECMs and maintenance workshops.
ERA noted that it had received 105 investigation notifications and 94 investigation reports in the six months to the end of April 2016 concerning accidents that had occurred since 2007. Of these, 46 involved dangerous goods and/or tank wagons. Two had taken place in the six months up to 30 April 2016: a derailment near Francelos, Portugal in November 2015; and a derailment at Rajka, Hungary in February 2016.
The RID standing working group received reports from the working group on derailment detection and the working group on tank and vehicle technology. With regard to the latter, the working group had looked at new provisions introduced by Canada and the US for the construction and retrofitting of tank wagons for the carriage of flammable liquids to see if they are relevant to RID.
CHANGES IN SUMMARY
The 54th session of the RID Committee of Experts followed on the next day, 23 May 2016. It reviewed all the texts adopted by the standing working group and unanimously adopted them for entry into force on 1 January 2017. The Secretariat said that a final notification text would be circulated by 30 June 2016.
That notification text extends to more than 120 pages, albeit these are in fairly large type. There are some changes that are common to the other modal regulations for 2017, including the new entries for polymerising substances, the separation of the entries for ‘vehicles’ and ‘engines’, and so on. Azerbaijan, Ireland and Sweden are added to the list of RID Contracting States on the title page. Those amendments that are specific to RID include the following.
A container fitted with equipment for use during carriage, secured on a railway vehicle, is considered an integral part of the railway vehicle and benefits from the same exemptions with regard to the fuel necessary to operate the equipment.
- In 22.214.171.124(a), “in the tanks” is replaced by “in the fuel tanks or cylinders”. A new Note is added at the end of 126.96.36.199(a):
The same Note is added after 188.8.131.52(a). Paragraphs 184.108.40.206(b) and 220.127.116.11(b) and (c) are deleted. Footnote 1 in 18.104.22.168 is also deleted. There are some consequential amendments throughout.
22.214.171.124.7 The carrier shall inform the driver of the dangerous goods on board and their position on the train before the train starts its journey.
The requirements of this paragraph are considered to have been complied with if appendices A and B of UIC Leaflet 472 (“Braking sheet and consist list for international freight trains”)13 are applied.
126.96.36.199.8 The carrier shall ensure that the information to be made available to the entity in charge of maintenance (ECM) as defined in Article 15a §3 of ATMF – Appendix G to COTIF – and in Article 5 of Annex A to ATMF also covers the tank and its equipment.
- In 188.8.131.52.1 “a wagon load” is replaced by “a full load”. “Transport units and trailers” is replaced by “Road vehicles” in various parts of 1.1.4. Elsewhere, “vehicles” is replaced by “road vehicles”.
- Two new paragraphs are inserted under 184.108.40.206:
The reference to UIC Leaflet 472 specifies the version applicable as from 1 July 2015.
Entity in charge of maintenance (ECM)
In the context of 1.4.1, the entity in charge of maintenance (ECM) shall in particular ensure that:
(a) the maintenance of tanks and their equipment is carried out in such a way as to ensure that, under normal operating conditions, the tank-wagon satisfies the requirements of RID;
(b) the information as defined in Article 15a §3 of ATMF – Appendix G to COTIF – and in Article 5 of Annex A to ATMF also covers the tank and its equipment;
(c) the maintenance activities concerning the tank and its equipment are recorded in the maintenance file.
- A new 220.127.116.11 reads:
18.104.22.168 Tank-wagons constructed before 1 January 1995 in accordance with the requirements in force up to 31 December 1994 but which do not conform to the requirements applicable as from 1 January 1995 may still be used.
- There are a number of new and amended transitional provisions. Those specific to rail are:
In 22.214.171.124(a) and (b), “not fitted with automatic couplers” is added after “battery-wagons”. At the end of sub-paragraph (a) is added:
Tank-wagons and battery-wagons for the carriage of these gases and substances fitted with automatic couplers, constructed before 1 July 2015 and which do not conform to the applicable requirements of special provision TE 22 of 6.8.4 in force from 1 January 2015, may continue to be used until 31 December 2020.
A similar wording is added at the end of 126.96.36.199(b), except that it does not include the end date of 31 December 2020.
Two new transitional provisions are added:
188.8.131.52 Tank-wagons for refrigerated liquefied gases constructed before 1 July 2017 in accordance with the requirements in force up to 31 December 2016 but which do not conform to the requirements of 184.108.40.206.10, 220.127.116.11.11 and 18.104.22.168.4 applicable from 1 January 2017 may continue to be used until the next inspection after 1 July 2017. Until this time, to meet the requirements of 22.214.171.124 and 126.96.36.199.2(d), the actual holding times may be estimated without recourse to the reference holding time.
188.8.131.52 Tank-wagons constructed before 1 July 2017 in accordance with the requirements in force up to 31 December 2016 but which do not however conform to the requirements of 184.108.40.206.23 applicable as from 1 January 2017 may still be used.
Similar transitional provisions relating to tank containers are added at 220.127.116.11 and 18.104.22.168.
Written examinations may be performed, in whole or in part, as electronic examinations, where the answers are recorded and evaluated using electronic data process (EDP) processes, provided the following conditions are met:
(a) The hardware and software shall be checked and accepted by the competent authority or by an examining body designated by the competent authority;
(b) Proper technical functioning shall be ensured. Arrangements as to whether and how the examination can be continued shall be made for a failure of the devices and applications. No aids shall be made available on the input devices (e.g. electronic search function), the equipment provided according to 22.214.171.124.3 shall not allow the candidates to communicate with any other device during the examination;
(c) Final inputs of each candidate shall be logged. The determination of the results shall be transparent.
- There are some changes to the provisions relating to training and examinations, not least the use of electronic systems. These include a new 126.96.36.199.5:
… shall not be carried except under conditions approved by the competent authority of any RID Contracting State who may also recognize an approval granted by the competent authority of a country which is not an RID Contracting State provided that this approval has been granted in accordance with the procedures applicable according to RID, ADR, ADN, the IMDG Code or the ICAO Technical Instructions. In this case the cells and batteries are assigned to transport category 0.
- In a number of special provisions, “wagons or large containers” is replaced by “cargo transport units”. In SP 376, the end of the last sentence is amended to read:
Tank-wagons, demountable tanks, battery-wagons, tank-containers, tank swap bodies and MEGCs may not be filled or offered for carriage after the deadline for the test or inspection required by 188.8.131.52.2, 184.108.40.206.6 and 220.127.116.11.12 has expired.
However, tank-wagons, demountable tanks, battery-wagons, tank-containers, tank swap bodies and MEGCs filled prior to the date of expiry of the last periodic inspection may be carried:
(a) for a period not to exceed one month after the expiry of these deadlines;
(b) unless otherwise approved by the competent authority, for a period not to exceed three months after the expiry of these deadlines in order to allow the return of dangerous goods for proper disposal or recycling. Reference to this exemption shall be mentioned in the transport document.
- In Chapter 4.3 there is an amendment to 18.104.22.168.7 relating to the availability of the tank record to the ECM. There is also a new 22.214.171.124.7:
Every wagon, large container, portable tank or road vehicle containing substances or articles of Class 1 and bearing a placard conforming to models Nos 1, 1.5 or 1.6, shall be separated on the same train from wagons, large containers, portable tanks, tank-containers, MEGCs or road vehicles bearing a placard conforming to models Nos 2.1, 3, 4.1, 4.2, 4.3, 5.1 or 5.2 or road vehicles for which the transport document indicates that they are containing packages bearing a label conforming to models Nos 2.1, 3, 4.1, 4.2, 4.3, 5.1 or 5.2 by a protective distance.
The requirement for this protective distance is met if the space between the buffer head of a wagon or the end wall of a large container, portable tank or road vehicle and the buffer head of another wagon or the end wall of another large container, portable tank, tank-container MEGC or road vehicle is:
(a) at least 18 m, or
(b) occupied by two 20-axle wagons or a wagon with 4 or more axles.
- A whole new section 6.11.5 is added to cover the requirements for the design, construction, inspection and testing of BK 3 flexible bulk containers. A new sub-section 126.96.36.199 deals with the use of flexible bulk containers. The loading of flexible bulk containers is dealt with in a new 188.8.131.52.
- The protective distance provisions in 7.5.3 are revised to read:
The full text of the 2017 changes can be found in the notification text on the OTIF website
[post_title] => RID: On the right track
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[post_modified] => 2016-10-27 12:35:04
[post_modified_gmt] => 2016-10-27 11:35:04
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