Carriage of Concentrated LoadsIn Intermodal Loading Units and Freight Wagons

Eric PeetermansChairman of the UIC Combined Transport Group

Safe Loading: a Matter for all PartnersUIC Workshop, Paris October 12th 2011

Safety is a concern for all the actors of the transport chain !

UIC Workshop, Paris October 12th 2011

Rail Freight is and remains a safe transport mode

The number of incidents relative to the number of shipments/wagons is minimal and those with material or human consequences are exceptional

approx. 300.000 loaded wagons/day x250j/yearyet approx 1 such accident every 3 years

But the consequences of those exceptions are materially disrupting and financially huge, and above all, they are potentially lethal from a human point of view

The legal framework for Rail Freight has changed and has become more complex:Safety and Interoperability Directivesfrom [RIV (contract) + RIP (COTIF80)] to GCU (contract)

Liberalisation has increased the number of intervening and actors and of safety interfaces: intra-modal competition, where an increasing number of actors are competing for the rail freight volumes, must not deteriorate the high level of safety achieved by rail freight.

Safety must be an absolute reference: the lowest bidder in terms of safety may not be advantaged

The objective must be to extend to all actors the high safety performance standards achieved in rail freight so far

Every actor of the rail freight transport chain, including the road consignor and the shipper, must comply with the loading regulations ensuring the safety of the railway carriage

No new loading rules or regulations are needed nor required: the existing ones must be known and applied !

And during today’s workshop, we will be dealing primarily with the segment of paper reels and steel coils

UIC Workshop, Paris October 12th 2011

ShipperShipper

Road Haulierroad

Road Haulierroad

CT Operator= consignor

CT Operator= consignor

Terminal operator

= auxiliary of the CT operator

Terminal operator

= auxiliary of the CT operator

RU(2004-49 Safety certificate)

RU(2004-49 Safety certificate)

IM(2004-49 Safety agreement)

Auxiliary of the RU

IM(2004-49 Safety agreement)

Auxiliary of the RU

COTIFCIM +

RID

CMR / National

law

COTIF CUI /

NL

GCU/ABB-CIM

Liability Liability

13 § 2 CIM

(Eur.GTC)

9 CUI

UIRRGC

regulatory contractual SafetySafety

Combined TransportConventional transport

13 § 2 CIM: The consignor is liable for all the consequences of defective loading carried out by him. He must compensate the carrier for the damage sustained. The burden of proof of defective loading lies with the carrier

9 CUI: The RU is liable for the damage inflicted to the IM, except when the damage is caused by circumstances the RU could not avoid and the consequences of which were not her to obviate

- Safety Directive 2004/49- TSI Interoperability and rolling stock

The Safety Certificate of the RU demands:

• A safe railway operation• If there is a doubt, authorises checks

in the presence of two witnesses• Where danger is possible, carries out

risk analyses to ensure continuous improvements

The RU has little influence in case of closed containers/swap bodies and no influence at all when they are sealed

The RUs can only check for externally apparent deficiencies that are also detectable in darkness with torches (bumps, cracks, traces of chock, etc.) Exceptions: dangerous goods, steel products etc.

The opening of locks and seals is not foreseen

The RUs offer voluntary advice to shippers

UIC/UIRR Recommendations

UIC Workshop, Paris October 12th 2011

Operational measures

1. For new ITUs designed for conveyance of these goods, a plate must be affixed on the unit by the manufacturer specifying the load limits (mass, load per cradle and coil dimensions).

2. For new ITUs designed for normal use, a plate must be affixed by the manufacturer specifying the maximum mass per running metre for the unit.

3. Under the terms of 11 § 1 CIM, inspections shall be carried out when required.

4. A list of sensitive goods and customers shall be drawn up to identify the safety risks and to support the action under point 3.

5. A document similar to the “shipper’s declaration” to accompany the ITUs to the point of transfer to a rail vehicleInstitutional measures

6. Points 1. and 2. shall be integrated in the approval process by National Authorities

7. It is recommended that a maintenance scheme for ITUs, similar to the Container Safety Convention (CSC) for ISO containers, be adopted

8. Associations, and UIC railways in particular, need to support normalisation work

Communication measures

9. RUs and operators will continue to inform the industrial shipper in the realm of regular business

10. Contacts between railway associations and customer associations to be stepped up

11. UIC to organise a public event targeting the entire transport chain.

12. Propose a “Common Learning Action” project as part of the Marco Polo programme with the aim of raising awareness in the market place and making the above recommendations known