Dangerous freight transit is one of the most profitable types of traffic, irrespective of the mode of transport used. Because of this, traffic safety often falls second in the list of priorities. Rail carriers demand the restriction of dangerous freight transit by road. The accident which took place at Mihăileşti stands proof of the consequences which may derive from the bad management of this type of transport. This situation has been fuelled by the indifference of the national authorities and overlooked by several authorities in Europe, including Italy. Here, the authorities plan to introduce tougher technical inspections in case of dangerous rail freight transport, following the accident which took place in Viareggio.
The decision made by the Italian railway safety agency (ANSF) to introduce tougher inspections for dangerous freight transit has been investigated by railway organisations. On March 12, 2010, CER Deputy Executive Director Libor Lochman met with ANSF Director Alberto Chiovelli in Rome, in order to find out how the new Italian safety rules will work without hindering the single wagon transport of dangerous freight.
Carriers fear that the Italian initiatives will be adopted by safety authorities from other countries as well and thus rail transport will lose even more ground compared to the other modes of transport, in the context in which there are more and more voices demanding the elimination of long and medium-distance road transport for dangerous goods. ANSF decided to introduce tougher inspections in order to limit risks stemming from trains with dangerous goods passing densely populated areas. Chiovelli assured that these additional inspections can be executed any time prior to reaching the Italian border. They only need to be properly demonstrated and proofed by the operator. There is therefore no need for a strict ban of single wagon transport carrying dangerous goods. During the meeting, CER official insisted that rail safety measures must strictly be managed at European level and that any initiative taken at national level must be discussed and analysed together with the other member states so as not to put any pressure on the Community legislative framework, nor influence the decision made by another member state.
CER believes that, although the decision of the Italian authorities will not affect directly the railway system, it might nevertheless result in a shift from rail to road concerning the transport of dangerous goods. CER warns its Italian partners, as well as other organisations that may adopt the Italian model that, “instead of using rail as the safest mode of transport, more and more explosive liquids, gas and other dangerous goods will be loaded on lorries and shipped through Italy on motorways”. Lochman said that ANSF’s initiative should have been presented to the European institutions and other national safety authorities to avoid potential competitive disadvantages for European rail freight.
CER believes that a harmonised European approach is needed and has the support of the European Commission, the rail sector, and the national safety authorities. Following the accident in Viareggio last year, the European Commission set up a special task force to work on a further improvement of railway safety. After the discussions in Rome, CER appreciates the readiness of the ANSF to consult the European task force’s recommendations, which should be applied across the European Union and supersede any national measures.
Romanian rail carriers expect tougher regulations and inspections for dangerous goods road transport
In Romania, the authorities don’t seem to stimulate dangerous goods transport by rail. The accident which took place in Mihăileşti in 2004, which caused 18 victims and 13 injured, hasn’t determined a tougher control for dangerous goods transport by road as it was hoped, even by the public opinion, revolted by the conditions in which this type of transport is made. Even today, road carriers use outdated vehicles for dangerous goods transport, with unauthorized personnel and without entirely obeying the safety norms. Irregularities continue to characterise the activity at Doljchim, the company which contracted the transport which caused the accident in Mihăileşti. Doljchim will be shut down by the end of the year, announced the main stakeholder at Petrom. According to the central press, Doljchim continues to make chemical fertilizer transport using outdated vehicles. Repairs are made either ad-hoc, or at the scene, without RAR supervision.
Since 2004, several incidents occurred, involving dangerous goods road transport. What is surprising is that the authorities haven’t taken drastic measures to restrict this type of transport on roads and highways, especially seeing as the tank car involved in the accident was carrying a relatively small load. A similar explosion of an auto-train in a densely populated area could have caused a real disaster. Through its nature and characteristics, road transport, especially in Romania, is not proper for dangerous goods transport. Because of the poor state of road infrastructure which, unlike rail infrastructure, doesn’t impose speed restrictions for road vehicles, there is a constant risk of tyre explosion or the explosion of fuel tanks which are poorly insulated. These malfunctions can cause major accidents, depending on the quantity carried. What is especially dangerous is when a vehicle carrying ammonium nitrate flips over or catches on a fire, similar to the accident in Mihăileşti. Ammonium nitrate is a fertilizer frequently carried by road and rail.
Equipment thefts – major disadvantage in railway transport
Equipment thefts represent a major disadvantage for railway transport. This phenomenon determines customers to choose road transport to the detriment of railway transport. Most of the time, equipment thefts cause minor material damages to trains carrying dangerous goods, only small parts being stolen, but which cause major technical damages, leading to the immobilization of an entire convoy, resulting in a series of negative consequences (traffic disruption on the respective line, the need for additional signalling which generate additional costs etc.). All these elements affect the quality and regularity of a transport service for dangerous goods. Both operators and wagon owners complain about the lack of special facilities. In many European countries, the switchyards used for dangerous goods transport are completely restricted when they are used by trains carrying special freight. The operators and wagon owners also complain about the lack of involvement of the local authorities in preventing and eliminating equipment thefts.
Nucu Morar, General Manager of the National Association of Private Wagon Owners in Romania, said that, in order to ensure safe transport, the local decision-makers and competent institutions should become more involved. He gave as example the Rural Police, which could introduce periodical inspections and controls in switchyards and depots. The authorities in Romania, as well as in all European countries, should join efforts and stimulate this type of transport. Equipment thefts increase the risk of accidents. Statistics show that most illegal acts occur inside the railway stations, where the impact of an explosion would be even deadlier. Studies elaborated by the Transport Security and Contingencies Directorate (TRANSEC) show that the signs placed on wagons warning about the high level of danger of the load carried don’t seem to discourage thieves. Drastic measures should be taken in order to secure trains which carry dangerous goods.
by Alin Lupulescu
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