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Reliability Analysis of Dangerous Goods Transportation Network in Container Terminals

Reliability Analysis of Dangerous Goods Transportation Network in Container Terminals

Abstract. With the increasing throughput of dangerous goods and the frequent occurrence of dangerous goods accidents, the transport network in a terminal is facing more and more serious security problems. Therefore, it is urgent to study the transport network reliability under dangerous goods safety accidents in order to improve the capacity of the terminal to deal with the dangerous goods accidents. On the basis of reliability theory and the container terminal operating process, the Anylogic simulation model of the dangerous goods transportation network is established and applied to the case studies. The simulation results show that the reliability of road network is related to the radius of the dangerous goods accident. With the increase of radius from 40m to 200m, the road network is seriously damaged, and the reliability is reduced from 0.49 to 0.05 consequently.
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Stacking of Dangerous Goods in Accordance with United Nations Stacking Recommendation

Stacking of Dangerous Goods in Accordance with United Nations Stacking Recommendation

A pressure test is one of the other design type tests in the UN recommendations for the transport of dangerous goods. For this test a valve was inserted in to the side of the package, shown by Figure 17. Test Conditions 4, 6 and 12 were repeated with the attached valve. These tests were chosen because of the added positional control that the stacking fixture contributes to the swivel platen. To compare these results to the fixed platen and the slower compression rate, Test Conditions 4 and 6 were chosen. These tests showed an increase in pressure at the faster speeds along with an increase in the vertical component of the load. Since Condition 6 and 12 showed similar pressure profiles with a decreased load with Sample 12, it can be concluded that the resultant forces are also similar, since the area of the valve remains unchanged.
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Key factors for the implementation and integration of innovative ICT solutions in SMEs and large companies involved in the multimodal transport of dangerous goods

Key factors for the implementation and integration of innovative ICT solutions in SMEs and large companies involved in the multimodal transport of dangerous goods

customer. If the transport is contracted by the large company which does the loading of the freight, in addition to taking the information from the ERP system, the labelling system should also be implemented in the loading site and the drivers from the transport company should use the scanning application of the Track and Tracing module for the monitoring of the freight. Large chemical companies are very aware of the dangerous na- ture of hazardous goods and the need to have them con- trolled as much as they can. In order to have this control, those members of the supply chain not using the developed software solution would need access to some of the information generated by it. This informa- tion should therefore be available to them via a link to the Cloud sent to their e-mail which would give them information about the vehicle and driver suggested for a specific shipment, and the suggested low risk-route. In the second scenario, where the transport is contracted by the customer, then the system should send a link to the customer for the dangerous goods note and the spe- cial provisions needed for safe transport.
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Research on Road Dangerous Goods Transport System Risk Evaluation Method: Based on Translation Corrected Entropy Weight Method

Research on Road Dangerous Goods Transport System Risk Evaluation Method: Based on Translation Corrected Entropy Weight Method

used translation-corrected EWM to calculate the coupling degree, coordination degree and CCD, established the evaluation approach. We introduced the ILTC to control the data information loss in a reasonable range when we applied the translation-corrected EWM to obtain the weight, and we used both strict mathematical proof and case study to test our newly proposed approach. The results showed that the larger of the ILTC, the lager value range of the translation value; the smaller of the ILTC, the final weight was closer to the weight without translation-corrected. The newly proposed translation-corrected EWM could restrain the inherent defects of the EWM to a certain extent, make all indicators playing a role in the weight obtaining processes, reduce the uncertainty caused by human factors and improve the reliability of weight obtaining processes. Also the results of the case study showed that the two-factors coupling and the four-factors coupling of the road transport system in 2015 belonged to moderate coupling state, and the three-factors coupling showed strong coupling state. The two-factors CCD and the four-factors CCD of the road transport system in 2015 was lower than the three-factors CCD, which means the road dangerous goods transport system was safer in the second half of 2015. How to apply this approach into actual engineering practice, how to determine the ILTC, are the study works in the further.
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Quantitative operational risk analysis for dangerous goods transportation through cut and cover road tunnels

Quantitative operational risk analysis for dangerous goods transportation through cut and cover road tunnels

The aim of the QRAM is to quantify the risks due to transport of dangerous goods on given routes of the road system and to evaluate the effect of the mitigation measures carried out in a specific road tunnel (Safe-T, 2008). A complete assessment of the risks involved in transporting dangerous goods would require consideration of all kinds of dangerous materials and other general variables such as meteorological conditions. As the coverage of all circumstances is very difficult in practice, simplifications are made. Thus, the QRAM considers 13 accident scenarios which are representative of the groupings of dangerous goods as described in the proposed regulations of PIARC (OECD, 2001) and have been chosen to examine different severe effects such as overpressure, thermal effect and toxity (Knoflacher et al, 2002).
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Technological and economic estimation of efficiency of a route choice for transportation of dangerous goods

Technological and economic estimation of efficiency of a route choice for transportation of dangerous goods

Leading scientists of the world have been engaged in raising the safety level and reducing costs caused by the onset of transport emergencies during transportation of DG. In [1], emergencies during transportation of dangerous goods were assessed. The analysis of the causes of emergencies demonstrated that they mostly include commercial failures, critical wear-out of fixed assets and violation of safety requirements, which leads to significant material damage; however, the specific place of an emergency is not taken into account.

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Legal Framework for the Transportation of Dangerous Goods in Kosovo

Legal Framework for the Transportation of Dangerous Goods in Kosovo

The purpose of our law, which supports and is in harmony with RID and ADR, is to ensure the traffic during the transportation of dangerous goods, and to prevent the risk, by increasing the supervision and securing the traffic during the transportation of dangerous goods, which by their combustible, toxic, explosive, vaporous, infectious, and radioactive nature, present danger to the safety of people and the environment. So as it is seen, our law wants to influence preventively, by requiring the fulfilment of certain conditions for transport that will create a greater safety in traffic and in the environment in general.
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Lack of Storage Space for Dangerous Goods: Case Study of the Pristina International Airport "Adem Jashari"

Lack of Storage Space for Dangerous Goods: Case Study of the Pristina International Airport "Adem Jashari"

As with every existing airport, there may be occasions when dealing with goods that are in an unavoidable emergency, and we understand that shipment must necessarily be delivered at the designated destination. During our research, we realized that in the future there will be an extension space of Pristina International Airport to increase the capacity needed for any new airlines. Therefore, during the interview with Mr. Seferi on the question "What happens in the event of an emergency landing of any aircraft carrying a cargo of dangerous goods?" Sefer responds "if an airplane needs emergency landing because of any possible flow of cargo with dangerous goods, then it operates on an emergency plan that defines actions on how to operate depending on the class and risk of shipment, and if any another reason is that there is an emergency landing of planes then the cargo shipments are not unloaded because they have to be transported to the designated destination before departure and because our airport doesn't have a warehouse designed for dangerous goods. ” So, we understand that identifying the classification of dangerous goods is very important and to know the type of dangerousness if touched, spilled, changed the orientation of the packaging that could lead to different incidents, etc., anyway there should be an immediate evacuation of those packages and check for the time to deliver them into the appropriate destination. Usually in the case of evacuations, as at various airports and also at the PIA, near the aircraft parking platform, there is a unit of the fire-fighter. Fire-fighters are well trained and always ready to deal with different incidents or in case of emergency landings from other destinations by diverting in Kosovo, then fire-fighters assist and are on alert in the event of an explosion from any dangerous goods.
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Proposal for a Council Directive on uniform procedures for checks on the transport of dangerous goods by road. COM (93) 665 final, 15 December 1993

Proposal for a Council Directive on uniform procedures for checks on the transport of dangerous goods by road. COM (93) 665 final, 15 December 1993

vehicles comply with ADR standards; to provide the driver with a ~ of the results of the checks carried out, in order to avoid a succession of such checks during a journey, wherever poss[r]

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Transport of dangerous goods and wastes. Final report from the Commission. COM (87) 182 final, 16 June 1987

Transport of dangerous goods and wastes. Final report from the Commission. COM (87) 182 final, 16 June 1987

RECO""ENDATIONS FOR SPECIFIC ACTIONS BY THE CO""UNITY The Commission intends to make proposals to the Council on the following matters to achieve the objectives of greater harmonization [r]

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Proposal for a Council Directive on the approximation of the laws of Member States with regard to the transport of dangerous goods by rail. COM (94) 573 final, 9 December 1994

Proposal for a Council Directive on the approximation of the laws of Member States with regard to the transport of dangerous goods by rail. COM (94) 573 final, 9 December 1994

- 13 - ' whereas all Member States of the' Community are Contracting Parties to the Convention concerning International Carriageby R9-il COTIF, Appendix B constituting the Uniform Rules [r]

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Proposal for a Council Directive on the approximation of the laws of Member States with regard to the transport of dangerous goods by road. COM (93) 548 final, 24 November 1993

Proposal for a Council Directive on the approximation of the laws of Member States with regard to the transport of dangerous goods by road. COM (93) 548 final, 24 November 1993

- 16 Whereas for the purposes of this Directive Member States should be allowed to apply more stringent, or more lenient requirements on certain transport operations performed on their t[r]

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Ranking Port State Control Detention Remarks: Professional Judgement and Spatial Overview

Ranking Port State Control Detention Remarks: Professional Judgement and Spatial Overview

All in all, the spatial analysis presents us that SOLAS Convention indeed is an essential regulation that causes detention. Besides, further analysis indicates, remaining countries have different approaches and characteristics on regulations. Belgium Port State Control Officers apparently considers Load Line related deficiencies more than the rest of the states. The FSS Code is an important detention deficiency, even more than SOLAS Convention. Italy and Finland have the same approach on Dangerous Goods related deficiencies and the United Kingdom detains the vessels because of ISM Code deficiencies. LSA Code deficiencies are essential for Greece, Sweden, and Ireland to detain the ships. Netherlands have utmost importance on MARPOL Convention and the majority inspection records indicates, the root cause of the detention is a violation of Air Pollution Regulations. Denmark detention deficiencies shows, Maritime Labor Convention (formerly ILO) deficiencies are more likely to bring a detention for ships.
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Documents July 1997 June 1998

Documents July 1997 June 1998

ISBN 92-78-55385-X CB-CO-98-275-HN-C COM98 273 final Amended proposal for a European Parliament and Council Directive on the transport of dangerous goods by road and amending Directive 7[r]

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Research of protectionism in shipping policy

Research of protectionism in shipping policy

The purpose of the IMO Port Recommendation is to serve as a standard framework for use in the preparation of Port Regulations to ensure the safe transport, handling and storage of dangerous sabstances in port areas. The IMO Port Recommendations are not supposed to be copied un­ changed since they take into consideration the fact that prevailing special conditions on local or national level would not allow a totally uniform set of rules. They are a guide, and the Ports Authority has to revise its own safety rules in line with the IMO Port Recommendations. The revised Port Regulations must adopt the IMDG Code, as the principal code of practice which should be used as a guide where applicable and be made mandatory where requi­ red ( e.g. classification, packing, marking, labelling, and placarding and documentation ). In addition, the regulations must subdivide dangerous goods as to direct delivery, quantity limitation, allocation of special handling and storage spaces, documentary and administra­ tive requirements, operational procedure and other crite­
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New legislation of republic of Kosovo in thefield of transport

New legislation of republic of Kosovo in thefield of transport

Through this Law and other sub-legal acts there is aimed to reach the purpose of institutions of the state of Kosovo, to prevent danger and to increase supervision and insurance of communication during the transport of dangerous goods, which with their self-firing, poisonous, exploding, steamy, infectious and radioactive features present danger for safety of people and environment, regulates conditions for the transport of dangerous goods in individual sector of transport, obligations of persons included in the transport of dangerous goods, competences and responsibilities of respective authorities about the supervision regarding the implementation of this Law.
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Second report from the Commission    on the integration of health protection requirements in Community policies (1995)  COM (96) 407 final, 4 September 1996

Second report from the Commission....on the integration of health protection requirements in Community policies (1995). COM (96) 407 final, 4 September 1996

3.5.5 European Environment Agency 3.5.6 Energy policy 3.6 Transport 3.6.1 Ships 3.6.2 Transport of dangerous goods 3.6.3 .Road transport 3.7 International cooperation, relations with thi[r]

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Health risks in international container and bulk cargo transport due to volatile toxic compounds

Health risks in international container and bulk cargo transport due to volatile toxic compounds

The framework international agreement is the United Nations IMO Safety of Life at Sea (SOLAS) Convention that stems from the first, never enacted agreement of 1914. It was only as late as 1960 that the long sought for UN International Maritime Organization started to de- velop and maintain a comprehensive regulatory frame- work for shipping that includes maritime security, safety and environmental concerns, enacting obligation on all Governments to ensure all activities on ships showing their flag are carried out safely. The SOLAS Convention specifically deals with shipping of hazardous items in two of its Chapters, VII and IX. Chapter VII – Carriage of dan- gerous goods requires that transport of all kinds of dan- gerous goods comply with the International Maritime Dangerous Goods Code (IMDG Code). Chapter IX - Man- agement for the Safe Operation of Ships, establishes as mandatory the International Safety Management (ISM) Code, which in turn requires the ship owner to estab- lish a safety management system and to empower the ship’s Master to maintain the security of the ship with- out constraints by the Company, the charterer or any other person.
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The influence of educational technology on affective education in maritime education and training (MET)

The influence of educational technology on affective education in maritime education and training (MET)

Although the shipper was awarded the right of claim by law, when exercising the right of claim certain prerequisites should also comply. Firstly, the contract of carriage of dangerous goods at sea should be valid. Secondly, the carrier failed to properly fulfill the provisions of applied laws or the agreement reached in the contract. Thirdly, the shipper suffered a loss because the carrier failed to fulfill its responsibility. Fourthly, the carrier was not in a situation of exemption. The shipper of ordinary cargo is able to claim com- pensation when conforming with the foregoing 4 points, but as to dangerous goods, the right of claim of the shipper is limited by the right of appeal. That is, when the carrier is exercising the right of disposal of dangerous goods as per applied law, the shipper can- not exercise the right of claim on cargo damage. For example, Article 4.6 of the Hague Rules says if dangerous goods became a danger“…they may in like manner be landed at any place, or destroyed or rendered innocuous by carrier without liability on the part of carrier…”. In this regard, the Hamburg Rules has rules with same meaning, basically that “…the goods may at any time be unloaded, destroyed or rendered innocuous, as the circumstances may require, without payment of compensation.” 5 , while, compared with the Hague Rules and Hamburg Rules, the Rotterdam Rules have more broad limitations on the right of disposal, that is “if the goods are, or reasonably appear likely to become during the carrier’s period of responsibility, an actual danger to persons, property or the environment”, “the carrier or a performing party may decline to receive or to load, and may take such other measures as are reasonable, including unloading, destroying, or rendering goods harmless”. 6 Basically all present codes have similar regulations on the right of disposal, among which the Rotterdam Rules do not clarify whether the carrier
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Survival in a globalised economy : maintaining the competitiveness of Kingston as a transhipment port

Survival in a globalised economy : maintaining the competitiveness of Kingston as a transhipment port

the International Maritime Dangerous Goods Code International Maritime Organisation International Mobile Satellite Organisation International Association of Dry Cargo Shipowners Internat[r]

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