TDG
It’s The Standard – TP14850 Update Consultation – May 2017 Draft

Red semi truck on highway

Transport Canada’s Standard TP14850, “Small Containers for Transport of Dangerous Goods, Classes 3, 4, 5, 6.1, 8, and 9”

Transport Canada is well into the process of producing the 3rd Edition of TP14850. The current 2nd Edition (2010) has been in effect since it replaced the CGSB 43.150-97 standard in 2014. Changes to TP14850 are required to reflect current harmonization with the UN Recommendations, changes in the TDG regulations, improvements to ensure the integrity of standardized packaging, addition/clarification of Part 14 special cases, and simplify use of the standard.

Comments are welcomed until May 31, 2017.

An initial draft update was prepared for discussion in January 2016 and a committee of 30-40 stakeholders has been reviewing, discussing and proposing modifications between the initial draft and the May 2017 draft version of the 3rd Edition (by way of disclosure, the author of this Blog is one of the stakeholder representatives). The May 2017 draft follows these reviews and feedback from an initial 2016 public consultation.

Manufacturer’s Periodic Re-Test Obligation

A new requirement (Clause 7.1.7) requires the registered manufacturer to periodically, at least every 5 years, repeat performance tests on a representative sample. Typically, registration certificates are issued for 5 year periods.

One thing to note is that although TP14850 as currently written/proposed does not define “manufacturer” with respect to obligations under the standard, the application form for registration clarifies, in section 4 and Appendix C, that “…the manufacturer is considered to be the person or corporate entity applying for the Certificate of Registration, even if they do not actually manufacture the containers.

Currently registered manufacturers would have a 2-year transition period from the adoption of the 3rd Edition to comply with the periodic re-test requirement.

Organisation of Packing Instructions

As well as additions/deletions/modifications of packing instructions (PI) to include new or changed UN numbers, Appendix A has been simplified to make it easier for users to find information. Outer (Combination packaging) and single packaging limits, currently in Part B, Table A of Appendix A, will be incorporated into each PI. Also, the Substance Specific Provisions (SSP-currently in a separate Part C of Appendix A) will be listed at the end of each PI.

This follows the convention in both the UN Recommendations and IMDG Code publications.

Although Transport Canada does not currently include PI references in Schedule I, the SSP are listed in order of UN number (or the first UN number in a series when more than one UN number uses the same SSP) at the end of each PI.

Conditional Extension of Life for Plastic Containers

Current standards limit the period that a standardized plastic drum or jerrican can be used for DG, even if it has never been used, to 60 months post-manufacture. Clause 12.2(c) is proposed to be modified by special case (Clause 14.4) that would allow conditional use of fleets of drums or jerricans by a single operator up to 120 months post-manufacture- i.e. an extension from 5 years to 10 years.

The fleet operator would have to be registered with Transport Canada under a requirement in the new Clause 10.12.

Additional Additions – Clarification

The Part 1 proposed modifications include ambulatory references to certain standards (e.g. CSA standards), and additional definitions. Part 5 changes terminology from “markings” to “marks”, adds a requirement to identify salvage containers; Part 6 adds construction requirements for boxes made of metals other than steel or aluminum; new Clause 12.6 adds a reference to TDGR Part 11 regarding containers for marine transport; Clause 13.4 clarifies that salvage container absorbent must only be sufficient to eliminate free liquid present when the container is being closed; Part 14 re-defines special cases regarding waste, and adds Clause 14.3 regarding Mobile Process Units used under the Explosives Act/Regulations.

Next Steps

The committee will review a “final” draft following this consultation. Transport Canada then expects to do the final edit and publication of the 3rd Edition in Q4/2017 or Q1/2018.

Existing Manufacturer registrations issued under the current 2nd Edition would continue to be valid to their current expiry date, unless otherwise revoked.

Those interested can request a copy of the May 2017 draft, and/or submit comments by May 31 at:
http://www.tc.gc.ca/eng/tdg/clear-modifications-menu-261.htm#standard

WHMIS 2015
WHMIS 2015 Labelling: Imports – Direct Shipments

Warehouse with chemicals

Uniquely Canadian

A key difference that distributors of imported hazardous products are struggling with is the treatment of products that require re-labelling with Canadian-compliant labels.

WHMIS 1988 and WHMIS 2015 both require a “supplier” (seller) to ensure that products have compliant labels- i.e. as outlined in the respective “controlled” or “hazardous” products regulations. Manufacturers and Distributors, as suppliers are usually comfortable in complying when they are preparing/consolidating shipments of products initially labelled in compliance with the Canadian regulations for GHS-based required wording, pictograms, etc.

However, when receiving imports other mandatory features such as bilingual English/French text, a Canadian Supplier name/address and “non-GHS” classifications may not always be present.

Do It Here or Do It There?

Ideally the foreign supplier will have the instruction and capability to address Canadian label requirements when fulfilling the order from a Canadian customer- be it the end user or a distributor.

If the foreign supplier is unable to reliably provide WHMIS-compliant labels, the Canadian importer may supply the labels for application before shipment.

Practically this may not always be possible depending on the sophistication of the foreign supplier, the volume ordered or the uniqueness of the product. The Canadian distributor may bring non-compliant product to their facility/agent and re-label the product before delivery to the final customer who will have employees handling and/or using the product.

The above options are possible under both the WHMIS 1988 and WHMIS 2015 regulations.

The Plot Thickens

A third option was available under WHMIS 1988 which most suppliers found most expedient, particularly for skid-load packages, and the only practical option when delivery requirements necessitated direct delivery to the user location- bypassing the distributor/importer’s facility.

The section in the WHMIS 1988 version of the Hazardous Product Act (HPA) dealing with labels required them to be applied to each container upon sale or import unless (HPA 14. (2)(a)(ii)) “the person to whom the controlled product is sold undertakes in writing to apply a label to the inner container“.

This provision is no longer contained in the equivalent sections (HPA 13.(1)(b) re “sell” & 14.(b) re “import”) of the current WHMIS 2015 legislation.

Lack of support for the customer labelling option of WHMIS 1988 is also reinforced in Health Canada’s 2016-12 “WHMIS 2015 Supplier Requirements Guide” (“Technical Guidance on the Requirements of the Hazardous Products Act and the Hazardous Products Regulations” – e.g. page 204 & 207).

A copy of the Guide may be ordered from Health Canada’s website.

It would appear that relying on the customer to label each container could be considered non-compliant. Importers may wish to review the situation with their legal counsel or petition Health Canada.

For re-instatement of the previous HPA 14.2(a)(ii) option before customers encounter issues with Labour Inspectors as the transition period begins at the “employer” (user) level.

TDG
The Clock is Ticking – 3 Recent TDG Proposals

Red semi truck on highway

An Easter Parade!

(Marine Amendment-Part 11, Rail Car Standard TP14877 Revision, ERAP- Part 7 Consultation)

Transport Canada is heading into what seems to be an ambitious spring/summer period with a variety of projects related to the Transportation of Dangerous Goods (TDG) regulations. The latest notices are open for comment until the end of April and cover aspects of Parts 5, 7 and 11 (with implications for other parts) of the TDG regulations (TDGR).

SHIP- NO!- “VESSEL” AHOY! – MARINE PROVISIONS

Significant changes are proposed to TDGR Part 11 and Part 1 Special Cases to reflect the current Canada Shipping Act (CSA) and associated regulations, as well as commercial considerations. These affect definitions, terminology and the ability to efficiently transport fuels or medical/diving gases on passenger vessels.

In addition to the changes highlighted in the notice, there are several other noteworthy changes in the proposal.

“Near coastal” versus “Home-Trade” Voyages

The current Part 11 has been the subject of confusion regarding what constitutes the use of the IMDG Code versus the TDGR, particularly with voyages between Nova Scotia and Newfoundland. Retailers in particular have had difficulty in determining when consumer commodities can continue on to NL under TDGR Special Case 1.17. The wording in the current TDGR implies that the voyage would fall under a Home-Trade Voyage Class 1 from the Home-Trade Voyage Regulations. At certain times, the Marine Safety branch of Transport Canada has indicated that, this voyage could be considered a Home-Trade Voyage (HTV) Class II (not referenced directly in the TDGR/old Canada Shipping Act wording) – i.e. within 120 nautical miles from shore and within 200 nautical miles of a port of refuge- and be considered a “domestic voyage” as described in §.11.2.

Thus, the voyage could fall under TDGR Special Case 1.17, Limited Quantity (LQ) exemption, which references a “domestic voyage” as eligible for the exemption, use TDGR placarding, etc.

However, the proposal- instead of maintaining this distinction- adopts the Vessel Certificates Regulations (VCR) terminology without providing an “equivalent” to a HTV Class II. The proposed version of 11.2 defines, in effect, a domestic voyage subject to TDGR (without any proposed amendment to 1.17).

The VCR terminology reference in the proposed 11.2 is for a “near coastal voyage, Class 2” to be the longest voyage to be considered “domestic”. This reduces the allowable voyage to one where the vessel is not more than 20 nautical miles from shore and within 100 nautical miles from a place of refuge.

Perhaps retailers might want to consider commenting to Transport Canada on this aspect- or start preparing to submit equivalency certificate requests (under TDGR Part 14).

Ferries

In addition to expanding some exemptions and increasing the distance from 3 to 5 km, exemptions in the current TDGR 1.6, 3.9 and 8.4(4)(d) are proposed to be dropped. These affect adherence to Schedule 1 Column 6 limits for passenger vessels, on-board access to shipping documents and reporting releases.

Flash Point Marking

The TDGR 4.13 to mark the flash point on packages is to be repealed, presumably since it’s not required in the IMDG Code.

Ammonium Nitrate-Explosives Notification

Notification of loading/unloading these commodities will no longer be required under the TDGR. Presumably this is considered a duplication of requirements under the CSA Cargo, Fumigation and Tackle Regulations.

A six-month transition period is proposed to follow publication date of the final amendment in Canada Gazette II.
The Canada Gazette I notice provides for comments until May 1, 2017 and may be obtained at:
http://www.gazette.gc.ca/rp-pr/p1/2017/2017-04-01/html/reg3-eng.php

Rail Car Standard TP14877

The first revision to this 2013 standard has reached a final (at 2016 12) draft stage and is available, on request, for review and comment by April 30, 2017:
http://www.tc.gc.ca/eng/tdg/clear-modifications-menu-261.htm#public

The major changes, as highlighted in the above reference, will incorporate the improvements in tank car design; and various other safety aspects covered in Protective Directions following the Lac Mégantic disaster in 2013. The draft also includes changes to further harmonize with the 19th Ed. of the UN model regulations and 49CFR.

Before Offering versus After Loading

One significant item in section 10 (Selection and Use of Containers…) is a change in the obligation for ensuring loaded containers are in safe condition for transport.

Section 10.8 has been changed from “Before Offering for Transport” to “After Loading”. This may be to reflect the desirability of discovering errors when they’re most likely to occur; but perhaps the former aspect should be maintained for situations where there is a delay between loading and offering. In section 10.9 (“Before Transporting”), the carrier is no longer specifically responsible for remediating deficiencies that could impact public safety.

ERAP Review

The TDGR Part 7 ERAP (registered “Emergency Response Assistance Plan”) requirements have been under a Task Force review for several years. Proposals for amending Part 7 include clarification on circumstances and parties’ rights/obligations with respect to accessing (for information) or activating an ERAP.

Also, the proposal would allow an ERAP holder to extend the right to third party to return “residue last contain” shipments under the holder’s ERAP without notifying Transport Canada, update the infectious substance ERAP list, and outline ERAP termination protocols when a holder no longer consigns the substances covered by the plan.

Transport Canada has established a comprehensive website to review and provide feedback on these and other aspects of ERAP requirements, by May 1, 2017, at:
http://www.letstalktransportation.ca/part7eraps

Considering that we’ve already seen consultations on an Harmonization amendment (expected to be finalized in Canada Gazette II in June/July); a review on possible changes to Part 6 “Training” requirements; and a pre-gazette “Canadian Update” amendment proposal- not to mention ongoing committee work to update standard TP14850 for small packaging and possible development of a large packaging standard- the balance of this year will be busy for both regulators and the regulated community.

Shipping by Road
TDGR US Import Cross-Docking – All We Want are the FAQs…*

Cross-Docking is Reshipping

On February 8 Transport Canada issued an addition to FAQ regarding the Transportation of Dangerous Goods Regulations (TDGR) Part 9, s. 9.4. This section deals with the re-shipping of dangerous goods (DG) received by road from the US when safety marks differ from those specified in the TDGR. In general, (more on this later**), TDGR 9.1 allows receipt of US shipments to first destination with the safety marks that were legally applied under 49 CFR at the US shipping point.

Cross-Docking

The FAQ defines “cross-docking” as “the process of transferring dangerous goods from one vehicle to another before reaching their final destination”. Changing drivers or tractor units does not trigger the term. When DG are cross-docked, Transport Canada considers this to be “re-shipping” and the provisions of TDGR 9.4 apply (note: although the FAQ refers to “reshipping” in quotes, the term is not specifically defined in the TDGR other than as described by s. 9.4).

Reshipping

Basically, the requirements in s. 9.4 are to remove placards which do not meet TDGR requirements and replace them with TDGR-compliant versions. Examples of these could be US “DANGEROUS” placards; or those with the midline adjusted (e.g. Class 7, 8, 9); or worded and “combustible” placards.
In addition, if means of containment (soon to become “packaging” we hope!) have labels or other safety marks differing from TDGR requirements, then the shipping paper must be annotated accordingly as indicated in s. 9.4 (2).

Part 10 is not referenced in the FAQ, but presumably similar logic will apply to cross-docking rail car shipments (TDG s. 10.4) – or to transfers between rail/road vehicles.

Just the FAQs

Although the author hasn’t seen anything in official consultation documents, statements in casual conversations on two occasions indicate that the current practise of including interpretative guidance as italicised text within the body of the regulations will likely be discontinued. Apparently, this very useful (in my humble opinion) practise is at odds with regulatory convention that expects only the mandatory legal requirements to appear in the regulation. FAQ are the preferred vehicle for the type of information we currently see italicised within the TDGR.

The FAQ referred to in this Blog is available at:
http://www.tc.gc.ca/eng/tdg/awareness-materials-and-faq-1159.html#a99_0

* with apologies to Sgt. Joe Friday/Jack Webb’s often misquoted statement:
http://www.snopes.com/radiotv/tv/dragnet.asp

** Reciprocity has its limits
Although we often hear of “reciprocity” for shipments inbound from the US, we must remember that it has limits. As referenced in the above-mentioned FAQ, the “inhalation hazard” version of Class 2.3 and 6.1 labels or placards are not acceptable even to first destination. The “regular” versions, applied with qualifying marks as required by TDGR SP 23 also need to be present. Similarly things done by US special permit- although potentially to be accepted to first destination under the CG I International Harmonization proposal- will not necessarily be approved for reshipping. Perhaps once the CG II is finalised we’ll have another Blog on this aspect…

TDG
HO! HO! HO! TDG Under the Tree – Proposed Harmonization

The November 26th Canada Gazette I provides an early “gift” to the regulated community which may help relieve boredom over the holiday season.

Harmonization Transportation Style

Although the DG world (unlike WHMIS/OSHA) has been fairly well harmonized under the UN Recommendations for some years now, there have been issues from time to time with; the editions standards referenced in the TDG regulations (TDGR); differences between DOT/TDG requirements for pressure receptacles; and confusion in the status of cross-border shipments when special permits (DOT) or equivalency certificates (TDG) are applied to consignments (for brevity, we’ll refer to these both under the generic term “permit for equivalent level of safety”- PELS).

Ambling Along

An example of the former is the Table of Safety Standards in TDGR 1.3. The recognized edition of the UN Recommendations is the 17th Ed. (2011)- despite the fact that we’re currently looking at the 19th Ed. (2015) and are on the verge of the 20th (2017). This can lead to confusion since the modal regulations are usually consistent with the current edition of UN Recommendations.

To help resolve this issue, and presumably to reduce the amount of catch-up amending necessary, Transport Canada proposes to expand the listing of “ambulatory references” – refer to the latest edition (i.e. “as amended from time to time” rather than a specific date)- for equivalency of other regulations and some selected technical standards.

Canada-US Regulatory Cooperation

Issues reviewed at the joint Canada-US Regulatory Cooperation Council are also appearing in this harmonization proposal.

The US DOT is following a parallel track, with proposed amendment HM-215N published in September, to include similar provisions in 49 CFR. (see Barbara’s Blog of Oct. 13, 2016)

U.S. Publishes Proposed Rule HM-215N on International Harmonization

Key aspects of this initiative include expanding the reciprocity provision to fill and use US DOT pressure receptacles in Canada rather than only accepting those which had been filled within the US. Requalification, repair, marking, etc. must be in accordance with the country where it’s done.

TDGR Parts 9 and 10 also would extend recognition of US PELS regardless of the existence of a Transport Canada-issued corresponding permit, reducing the need to apply for, or determine the existence of, a similar provision. The PELS number would have to appear on the shipping document. Application of the reciprocity would continue to be disallowed for things that are forbidden in TDGR or are not regulated under 49CFR. Each country’s regulations would still have to be reviewed regarding general special case/special provision exemptions.

Additionally, “one-time movement approvals” (OTMA) for moving damaged tank cars, for example, would be recognised in each country to facilitate dealing with situations where the car must be moved to safely empty and repair the means of containment.

Safety Marks, Labels, and Placards

Lithium Battery Mark, Label and Placard

The adoption of the “new” lithium battery mark will replace the provision for marking equivalent wording on packages subject to SP 34. This includes indicating the UN number of the contents instead of just the battery type by name. All SP34 packages will require the mark, but a notation on documentation will no longer apply.

The TDGR also will adopt the new lithium battery Class 9 label for packages requiring this hazard label. As with the other modal/US regulations/proposals, the mandatory use will have a 2-year transition period.

Placarding May not be Harmonized

The TDGR amendment as proposed will require the use of a placard corresponding to the lithium battery Class 9 label instead of a standard Class 9 placard when means of containment require placards.
This is at odds with the 49CFR HM-215N proposal to maintain the use of a “regular” Class 9 placard despite the new lithium battery Class 9 label (“…Class 9 placards, when used, must conform to the existing requirements in …172.560”).
Ditto final (i.e. adopted) IMDG Code Amendment 38-16 -see 5.3.1.1.2: “For dangerous goods of class 9 the placard shall correspond to the label model No. 9 as in 5.2.2.2.2; label model No. 9A shall not be used for placarding purposes.” – i.e. must use the standard Class 9, not the lithium version.

Updating to Current International Regulations

Other proposals will “catch up” the TDGR with many of the changes in the UN Recommendations regarding classifications and listings in TDGR Schedule 1 with applicable editing of special provisions (e.g. specific entries for the various types of combustion engines, solid/liquid polyester resin kits, etc.).

Overpack Marking Clarified

Included in 2 dozen or so “typographical corrections and minor miscellaneous changes” is the removal of the need to mark “Overpack” when the DG marks are visible; but when it is required it must be in minimum 12 mm high characters.

Other Safety Marks (in addition to lithium batteries discussed above)

The proposed amendment will adopt the international standard Class 9 convention of underlining the “9” on both labels and placards.
Also the new “fumigation” label is included in the Appendix to Part 4, presumably to catch up with the information included in the amendment in SOR/2014-159.

Missing from this proposal however, is the requirement for a 2 mm thickness for the inner border line on labels, as currently specified in the UN Recommendations, 49 CFR, IATA DGR and the IMDG Code.

The amendment will not, of course, be finalized until published in Gazette II, with a proposed 6 month general transition period (but until Dec.31, 2018 for the lithium battery mark and lithium battery Class 9 label). There is a 60 day comment period on the proposal and the detailed version may be consulted at:

http://www.gazette.gc.ca/rp-pr/p1/2016/2016-11-26/html/reg3-eng.php


If you have any questions about these changes and how they can affect your operations, please contact us here at ICC Compliance Center at 1-888-442-9628 (USA) or 1-888-977-4834 (Canada).

IATA
IATA DGR 2017 FedEx Limitations Re-organized

FedEx Changes Style & Substance

The 2017 IATA DGR Limitations (Section 2) has a bit of a curve ball thrown to those who have become familiar with the common FedEx (FX) limitations found throughout the Section 5 packing instructions (PI).

In addition to the substantive changes in lithium battery shipment acceptance, the complete FX series has been re-arranged. The restrictions in the previous (57th) edition are still there but have been largely consolidated as sub-items; often within a different FX number. The change results in going from 18 FX numbers, 17 of which were active (FX-08 was “Not used”) to essentially the same topics covered in a list of 9 active FX numbers (FX-01 through FX-08 & FX-18)- i.e. FX-09 through FX-17 are currently not in use.

A quick reference guide for those who had memorised the common FedEx exemptions appears below:

FedEx-Changes in IATA DGR Limitations

TOPIC 57th Ed 2016 58th Ed 2017
Class 1 FX-01 FX-01 (a), (b)
Class 6.1, PIH, Class 2 with sub. FX-02 FX-02 (a), (b)
Class 7…+ excepted pkg FX-03 FX-03 (a)- (d) + (e)
Nitrating acids FX-04 FX-04 (a)
Haz waste FX-05 FX-04 (b)
PCBs FX-06 FX-02 (c)
Li Batteries FX-07 FX-05 (a) – (d)
not used FX-08
Class 6.2, WHO RG4 FX-09 FX-04 (c)
Class 4.3 FX-10 FX-02 (d)
Pkg must accommodate labels FX-11 FX-06
Typed ShDec FX-12 FX-07
Compressed oxygen FX-13 FX-02 (e)
Shipper’s Dec, 3 copies… FX-14 FX-08
Acetylene; DiMeDiClsilane; Zr suspension FX-15 FX-04 (d)
Sp A2, A183 not recognised FX-16 FX-04 (e)
IE/IEF require “V-pkg” FX-17 FX-02 (f)
Software for ShDec FX-18 FX-18

Note: Although there are several “FX-” limitations relating to, for example, marking and documentation; the majority of limitations are referenced in the PI. For details on FedEx’s current approach to lithium batteries, see Paula’s Blog of Nov. 3:

New Lithium Battery Rules for FedEx

Canada!
Transport Canada Consults on Revised Packaging Standard TP14850

A draft version of the 3rd Edition of Transport Canada’s TP14850- Small Containers for Transportation of Dangerous Goods, Classes 3, 4, 5, 6.1, 8 & 9” is available for public review and comments will be considered when received by October 13.

Transport Canada began planning the review in Q3 2015 and announced the formation of a Technical Committee in a public notice in early 2016.

The Committee was formed in April; consisting of participants representing interests from production, marketing, distribution, sales, use and/or regulation of dangerous goods packaging. The Committee met initially by phone and, following the review of a preliminary draft, followed up with a meeting in Ottawa in May to provide input for the aforementioned first draft.

The intent of the 3rd Edition is to incorporate updates from the 19th (2015) Edition of the UN Recommendations and possibly prepare for inclusion of aspects of the 20th Edition expected in 2017.

Some features of the first draft, in addition to the harmonization with the 2015 model UN Recommendations, include:

  • clarification of the requirements for packaging distributors to provide instructions on assembling and closing packages;
  • removal of some redundant provisions that are already in the regulations;
  • clarification of special cases and expanding some Substance Specific Provisions (SSP) removing the need for certain Equivalency Certificates (e.g. UN3268);
  • locating SSP within the packing instruction (PI) applicable to the UN number, similar to the UN Recommendations & the IMDG Code practise;
  • requiring Transport Canada “acceptance” of alternative leakproofness testing procedures;
  • consideration of using plastic containers beyond the 5-year limit when the use is under the control of a fleet operator registered with Transport Canada;
  • mandating a periodic (5 year) retest by manufacturers of prototypes from production of approved containers

Following the comments received on the first draft of the 3rd Edition of TP14850, the Committee will meet again in Q4-16 to review the comments and provide input for a 2nd draft. The 2nd draft is expected to be released for additional public comment in the Spring of 2017. The objective is to release the final 3rd Edition in October 2017.

To obtain a copy of the first draft click here »

Lithium
Lithium Batteries Explode (Again) on the Scene

Samsung Galaxy Note 7 Recall is a Counterpoint to IATA Joint Petition

The announcement of a recall of Samsung Galaxy Note 7 phones due to a possible defect in the assembly of the batteries (remember that batteries are a collection of “cells”) followed a bit of online chatter on discussion groups a week or so ago. IATA, in concert with battery manufacturers, users, and shippers, sent a letter to various governments urging increased enforcement of the enhanced regulations in effect since April 1, 2016 (see previous Blogs for summaries of changes).

The gist of the letter is that the majority of problems in transport are caused by the “wilful disregard of the regulations by rogue manufacturers and shippers” that is leading to “overwhelming” pressure on airlines to stop carrying lithium batteries altogether. The industry position is that the development of “increasingly draconian regulation” will not significantly improve safety but will disadvantage the majority of law-abiding parties. The letter goes on to urge increased cooperative government enforcement and imposition of fines and, “where appropriate” incarceration as the solution to the issue.

The letter includes alleviation of “consumer safety issues” as a point in support of the petition, which no doubt is valid, but may not be as significant as “non-wilful” defects, carelessness, or ignorance of the regulations.

The preliminary report on the Galaxy Note 7 recall is available from “AppleInsider” »

http://appleinsider.com/articles/16/09/01/samsung-galaxy-note-7-bursting-battery-shipment-stop-may-escalate-to-a-recall

Although only one aspect, the recent expansion of incident reporting in Canadian TDG Regulation Part 8.14, to include undeclared and misdeclared dangerous goods incidents with air cargo will assist in the ongoing effort to improve safety in transporting lithium batteries.

See Barbara’s Blog:

Transport Canada Amends TDG Reporting Requirements

Although the utility of enforcement- particularly at the source of counterfeit and wilfully supplied non-compliant batteries- may be underutilized, continued promotion of awareness of requirements to those not intimately involved in routine DG/Hazmat issues will be key to reducing incidents affecting public safety.

WHMIS 2015
Bulletin – Saskatchewan Puts WHMIS 2015 in Force

Saskatchewan Joins the Fold- WHMIS 2015 Implementation Starts August 17

The “Land of Living Skies” (SK) has become the 6th province to finalize regulatory amendments to implement WHMIS 2015 in workplaces under their jurisdiction.

REG 6, officially named “The Occupational Health and Safety (Workplace Hazardous Materials Information System) Regulations, takes effect August 17, 2016 –as published in the June 17 Saskatchewan Gazette.

The regulation supplements The Saskatchewan Employment Act WHMIS requirements (Part III, DIVISON 7 of Statute S-15.1). As long as employers comply with the WHMIS 1988 requirements during the transition period, full compliance with WHMIS 2015 labelling/SDS at a worksite does not become mandatory until December 1, 2018.

The requirements mirror those in the model regulation which have been included to varying degrees in the FPT (federal/provincial/territorial) workplace regulations issued to date.

As with most OHS (occupational health & safety) regulations, training must be provided for hazards in the workplace- so employers receiving WHMIS 2015 labeled products/SDS will be expected to have trained workers in using the new system before they are able to be introduced to a worksite or place of employment (the defined terms for what other FPT refer to as a “workplace”).

Oh – “Land of Living Skies”?:
Saskatchewan is called the Land of Living Skies for a reason »

But if you visit, beware of Captain Tractor:

WHMIS 2015
WHMIS 2015 Update – Ontario Joins the Fold

UPDATE – The June 29 Canada Gazette II contains the Federal Canada Labour Code adoption of WHMIS 2015 into the various CLC OHS Regulations (SOR 2016/141).

The amendments are effective immediately with an employer operating transition period until Nov. 30, 2018 – i.e. WHMIS 1988 or WHMIS 2015 may be used for products in/entering the workplace.

WHMIS 1988 may be used for products already present in the workplace at Dec. 1, 2018 until May 31, 2019.

Details can be found:
http://www.gazette.gc.ca/rp-pr/p2/2016/2016-06-29/html/sor-dors141-eng.php

Watch our Blog site for more information


Formal Transition to WHMIS 2015

July 1st Ontario begins the formal transition to WHMIS 2015- Ontario Gazette June 25, 2016 –O.Reg. 168/16 amends O. Reg. 860

Ontario employers must prepare to convert their workplace programs to WHMIS 2015 during the period from July 1, 2016 through May 31, 2018. Stock under WHMIS 1988 already in the workplace may continue to be used until Nov. 30, 2018. Product received under WHMIS 1988 must comply with supplier labeling requirements (e.g. hatched borders/symbols) and MSDS requirements (e.g. 3 year “expiry” date) under the WHMIS 1988 (CPR) regulations.

Introducing new products under WHMIS 2015 will require training workers in WHMIS 2015 before they are used.

This information is referenced in the amended O. Reg. 860 s. 25.1 “Transition”; and the enforcement policy as last reviewed December 2015:

https://www.labour.gov.on.ca/english/hs/faqs/whmis2015.php

ON OHS ACT

As before, the majority of details are contained in the amended O. Reg. 860 (WHMIS) under the ON Occupational Health & Safety (OHS) Act. However readers are reminded that Part IV “Toxic Substances” of the OHS Act itself, deals with WHMIS issues in s.37-41.

In addition to the requirement to the general requirements in making available SDS to the workplace parties, the amended OHS Act requires making them “readily available to those workers who may be exposed”. The same section (38) also clarifies that SDS may be in an electronic format, while stipulating that the JHSC/Rep must be consulted on the means of making them available. Instruction and training requirements remain unchanged from the existing provisions in s. 42(3).

O. REG. 860

O.Reg. 860 has modified the definition of hazardous waste (subject to workplace labelling) to include that which is “acquired or generated” rather than “sold” for recycling or recovery. In keeping with the “may be exposed” in SDS provision in s. 38 of the Act; s. 6.(2) of O. Reg. 860 requires education of “workers who may be exposed…” rather than only those who work “in proximity”.

The revised s. 17(1) appears to remove some (not all!) of the responsibility from the employer to research for new information, presumably due to the potential reduction in ingredient disclosure presented by the elimination of the Federal IDL. Also the obligation to solicit an updated – i.e. “current” SDS is no longer in O. Reg. 860 (This contrasts with other jurisdictions- e.g. BC, NT-NU, YT- where the employer is expected to check the status of a 3 year old SDS with the supplier.).

FPT STATUS RUNDOWN

As most readers are aware, Canada’s 2 –tiered constitution results in a division in workplace hazard communication regulations. The Federal government, via Health Canada establishes the requirements for manufacturers, importers & distributors to have (among other things) the information available for employers to have to use in their hazard communication programs- but what employers are required to do with the information depends on the jurisdiction of each particular workplace.

Consequently full implementation of WHMIS 2015, incorporating elements of the GHS, requires each province, territory and (for workplaces governed by Federal jurisdiction) Labour Canada to amend the hazard communication regulations that apply to their workplaces.

Since the adoption of the amended Hazardous Products Act/new Hazardous Products Regulations (“WHMIS 2015”) in February 2015, five provinces and the territories have amended their occupational health & safety (OHS) Acts/Regulations to harmonize with the Health Canada WHMIS 2015 provisions.

QC, BC, MB, NB (provinces) & NU/NT, YT (territories) all amended their regulations effective between June 2015 (QC) & April 2016. Ontario’s amended OHSA & WHMIS Regulation were published earlier in June, to take effect on July 1, 2016.

At the time of writing, SK & Labour Canada have published draft amendments which have yet to finalized/adopted; while AB, NL, NS & PE have yet to circulate their proposed amendments.

While, in the majority of cases, the changes largely recognize basic changes in terminology (i.e. references to SDS, HPR, updated HMIRA, etc.), some changes will require employers to re-visit training, availability of SDS and workplace labeling. Representatives from Health Canada, the Federal/Provincial/Territorial (“FPT”) partners and other stakeholders have developed a “model” WHMIS regulation which is intended to form the basis for all FPT workplace regulations.

The common elements deal with use of Health Canada mandated labels/SDS as the primary hazard communication vehicle- supplemented with the education, training and labelling required for effective protection of workers in FPT workplaces. This model (as with other “harmonization” processes!) still allows for variances among the final FPT regulations for application within the regulatory schemes in use.

Employers should also remember that products “exempt” from the WHMIS supplier label/SDS requirement still usually require workplace hazard identification/communication when decanted (or “transfilled”) into other containers.

Readers are advised to verify the status of WHMIS 2015 regulations in their jurisdiction.