[ID] => 10591
[post_author] => 34
[post_date] => 2019-02-13 09:41:44
[post_date_gmt] => 2019-02-13 09:41:44
[post_content] => The RID Committee of Experts’ standing working group held its tenth session in Kraków, Poland this past 21 to 23 November. The meeting was attended by representatives of 20 contracting states as well as Russia, which is a member of the Intergovernmental Organisation for International Carriage by Rail (OTIF) but does not apply RID. Also in attendance were representatives of the European Commission (EC), the EU Agency for Railways (ERA), the Organisation for Cooperation of Railways (OSJD) and six non-governmental organisations. The meeting was chaired by Caroline Bailleux (Belgium) with Colin Bonnet sitting for the last time as deputy chair.
As was the case with their counterparts at WP15, the RID experts faced a relatively light agenda as the meeting took place ahead of the final meeting of the 2017/18 biennium of the UN Sub-committee of Experts on the Transport of Dangerous Goods (TDG), which adopted the amendments that will appear in the 22nd revised edition of the UN Model Regulations only in December.
The standing working group’s first task, therefore, was to look at the decisions made by the Joint Meeting of RID/ADR/ADN experts at its autumn session in September 2018 and adopt those relevant to the transport of dangerous goods by rail.
There had been a number of new and revised ISO and EN standards that the Joint Meeting had been unable to adopt for the 2019 texts of RID, ADR and ADN, as they had not been finalised in time. At its autumn session, the Joint Meeting decided to hold them over to the 2021 texts, but with a one-year transitional period.
There was one exception: EN 12972:2018. The competent authorities were encouraged to apply this as soon as possible and no later than 1 January 2020, and a guideline for its application has been published on the UN Economic Commission for Europe’s (ECE) website. The OTIF secretariat supplied the standing working group with a corresponding draft for inclusion on the OTIF website, which was agreed.
As to the remaining standards in question, the RID Committee of Experts had already approved their inclusion at its meeting in May 2018. The formal requirement for referencing these standards in the 2021 edition of RID had therefore been met and it is possible for national competent authorities to approve their early application.
Those standards are: EN ISO 17871:2015 + A1:2018, EN 1440:2016 + A1:2018, EN 16728:2016 + A1:2018, EN 13317:2018 and EN 14025:2018.
There followed a lengthy discussion on the general issue of referencing standards adopted by the Joint Meeting. RID 6.2.5 and 126.96.36.199 already allow competent authorities to recognise a technical code to reflect scientific and technical progress, if no standards are referred to in RID or to take account of certain aspects not covered by a standard referenced in RID. In such cases, the competent authority must notify the OTIF secretariat that such a technical code has been recognised; this information is then published on the OTIF website.
PROPOSALS FOR AMENDMENT
Piggyback transport The secretariat proposed an amendment to 188.8.131.52.3, regarding the marking of trailers in piggyback transport, having noticed that it makes no provision for the limited quantity mark on trailers that are carried separately from the tractor unit. Where road vehicles bearing placards, marks or orange-coloured plates in accordance with Chapters 5.3 and 5.4 of ADR, those must be affixed to both sides of the trailer, as such marks and plates on the rear may be obscured by a second vehicle being carried on the same wagon. However, there is no mention of marks in accordance with Chapter 3.4 of ADR.
After some discussion and amendment to the secretariat’s proposal, the working group adopted the following new text for 184.108.40.206.3:
If a trailer becomes separated from its tractor unit, the orange-coloured plate in accordance with 5.3.2 of ADR and the mark in accordance with Chapter 3.4 of ADR affixed at the rear of the trailer shall also be affixed to its front. However, the orange-coloured plate need not be affixed to the front of the trailer if the corresponding placards are affixed to both sides.
Express goods The Secretariat asked the standing working group whether dangerous goods not approved for carriage in limited and exempted quantities should be allowed for carriage as express goods. If not, then the CE codes for these goods in column 19 of Table A should be deleted.
In the course of discussion it became apparent that contracting states take different approaches. For instance, there has been no such carriage in Germany and Austria for several years, whereas it is still common in Switzerland and the UK, particularly for infectious substances moving between laboratories and Class 7 material for pharmaceutical purposes. It was also noted that the carriage of dangerous goods as express goods does not enjoy any relaxation in terms of packaging requirements.
The standing working group decided not to take a decision at this point, although it may reappear on the agenda in the future.
Accident reports The autumn 2018 Joint Meeting made some changes to the obligations of the participants involved in an incident who are required to submit an accident report, as found in 220.127.116.11. Discussions at that point had revealed some differences in the various language versions and a paper from Spain sought to resolve how the Joint Meeting’s changes should be dealt with in RID.
The representative of Spain said that the understanding in his country is that all parties involved in an accident or incident should submit a report; most delegations, however, felt that only the participant directly involved at the time of the accident should submit a report. It was also clear that different countries regard the role of the railway infrastructure manager in different ways.
The standing working group decided against extending the list of participants in 18.104.22.168 who are required to provide an accident report; however, it was agreed to await the findings of the Joint Meeting’s informal working group on the improvement of accident reporting and, if necessary, come back to the topic at a future session.
TANK AND VEHICLE TECHNOLOGY
A report on the 16th session of the working group on tank and vehicle technology, which had taken place in Kraków immediately prior to the meeting of the standing working group, was presented by Rainer Kogelheide, chair of the working group. It had looked mainly at the new breed of extra-large tank containers developed by BASF.
The European Chemical Industry Council (Cefic) was engaged in ongoing risk assessment; the working group on tank and vehicle technology agreed to this approach, on condition that the trials met the requirements of the Common Safety Method on risk evaluation and assessment (CSM). It was anticipated that a final report should be available by the end of July 2019.
The standing working group decided to await this report and to hold further discussions at the next session of the working group on tank and vehicle technology. Meanwhile, the secretariat advised the meeting that the new Joint Coordinating Group of Experts (JCGE), which was due to hold a preparatory meeting in February 2019, would also be looking at extra-large containers.
The working group on tank and vehicle technology had also been looking at stresses in railway operations in accordance with 22.214.171.124.2. It proposed amending the report of the standing working group’s second meeting, which included an explanation of footnote 1 to that paragraph. The standing working group disliked that idea but did agree to state that, contrary to that earlier comment, when calculating the tank-wagon in accordance with standard EN 12663, for the stresses on the tank, the strength values according to EN 12663 and not according to the standard for calculating the tank (EN 14025) must be taken into account. This corresponds to the usual practice of tank wagon manufacturers.
The representative of the Netherlands informed the standing working group of the results of the second session of the informal working group on checklists for the filling and emptying of tank-wagons for liquids, which had taken place in The Hague in September 2018. The standing working group made some editorial changes to proposed amendments to 126.96.36.199 and 188.8.131.52 and adopted them.
In 184.108.40.206, the Notes to (a) and (f) are deleted and the Note at the end is amended to read:
The filler shall establish procedures to ensure that he fulfils all his obligations. Guidelines in the form of checklists for tank-wagons for liquids and gases are available on the OTIF website (www.otif.org) to help the filler of tank-wagons for liquids and gases fulfil his safety obligations, particularly with respect to the leaktightness of tank-wagons.
In 220.127.116.11, the Notes to (b) and (d) are deleted and a corresponding change is made to the Note at the end, except that it deals with the obligations of the unloader.
The secretariat provided an update on the harmonisation of SMGS Annex 2 with RID; it was anticipated that the 2019 version of SMGS Annex 2, harmonised with RID, would enter into force on 1 July 2019.
The representative of Russia gave a presentation on the key differences between RID and GOST in terms of the requirements for the manufacture, equipment, design and testing of tank-wagons; the Russian rules have to take account of the wider track gauge, operations in ambient temperatures down to -60˚C, and the practice of gravity sorting of freight cars.
It was noted that, in special provision TE 22 of SMGS Annex 2, the value for the minimum energy absorption of the energy absorption elements at each end of the wagon for tank-wagons with an automatic coupling device had been increased from 130 kJ to 140 kJ. The secretariat was asked to prepare a proposal to amend TE 22 in RID for the next session.
The International Union of Wagon Keepers (UIP) drew attention that innovative wagons fitted with automatic coupling devices were being tested in Germany in Switzerland. The energy absorption requirement for conventional tank-wagons in TE 22 is 800 kJ and it might be a good idea to check whether the substantially lower value of 140 kJ was sufficient for tank-wagons with automatic coupling devices. The ERA representative was to deal with this issue at the new JCGE.
The representative of Russia raised the possibility of developing a new Chapter 6.X in SMGS Annex 2 to contain all the provisions for 1520-mm gauge tank-wagons and aligning both columns of Chapter 6.8 of SMGS Annex 2 with Chapter 6.8 of RID. Russia and Latvia both felt that there would be value in RID adopting the new Chapter 6.X with provisions for 1520-mm gauge tank-wagons, as tank-wagons of both gauges are in use in some RID contracting states.
The ERA representative provided an update on the Agency’s work, as is now a regular feature of the standing working group’s agenda. Much of the report was taken up with the ongoing work on the inland risk management framework and the development of a risk management platform. An important action has been completed: defining business needs and the impact assessment of an IT tool to aid users in the implementation of the framework guides.
The result of the impact assessment clearly shows that a Risk Management Platform is highly recommended as it would solve the issue of non-comparability of risk estimations and would drastically facilitate the implementation of the framework without creating significant negative impacts to stakeholders. It also shows that the maintenance and operation of the platform might be easily covered with small fees charged to the users.
However, ERA lacks the budget to start developing the platform at present. The Agency is happy to look at potential collaborations in order to spread the cost of the platform development.
The chair of the standing working group regretted that lack of funding; the ERA representative stated, in effect, that if member states think this work is important, they should be prepared to come up with the necessary financing.
ERA’s report also gave some information on recent accidents. In the year to end October 2018 it had received 212 investigation notifications, of which 33 were final reports; four events involved dangerous goods and/or tank-wagons: two in Romania and one each in Finland and the UK. The representative of Germany reported that there had been two incidents involving composite brake blocks (LL brakes) in his country in recent months and that this seemed to be a problem at present; he welcomed the work being undertaken by the Joint Network Secretariat (JNS) Panel, which has set up a task force on wagon braking systems to tackle exactly this issue.
The secretariat had prepared a list of the most important results of the recent session of WP15 for information. It also provided information of the preparatory meeting of the JCGE, scheduled to take place from 6 to 8 February in Berne; the chair asked the secretariat to provide input to that meeting on the basis of some of the discussions by the standing working group.
Given Colin Bonnet’s impending change in career, the standing working group elected Othmar Krammer (Austria) as deputy chair until further notice.
The 11th session of the RID Committee of Experts’ standing working group has been provisionally scheduled for the week beginning 25 November 2019; it will begin work on transposing the amendments in the 22nd revised edition of the UN Model Regulations into RID for entry into force in 2021.
[post_title] => RID: Round trip ticket
[post_status] => publish
[comment_status] => open
[ping_status] => open
[post_name] => rid-round-trip-ticket
[post_modified] => 2019-03-07 11:54:38
[post_modified_gmt] => 2019-03-07 11:54:38
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[guid] => https://www.hcblive.com/?p=10591
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With RID 2019 not yet mandatory, work has started on the changes that will appear in 2021. As ever, there are some technical details to be considered