Carriage of Concentrated Loads In Intermodal Loading Units and Freight Wagons Eric Peetermans...
-
Upload
ruth-copeland -
Category
Documents
-
view
215 -
download
3
Transcript of Carriage of Concentrated Loads In Intermodal Loading Units and Freight Wagons Eric Peetermans...
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