Transport Canada, in what has become a series of proposed amendments, has issued a consultation White Paper on updates to the Transportation of Dangerous Goods (TDG) Regulations (TDGR) Part 12 Air.
This part references the International Civil Aviation Organization (ICAO) Technical Instructions (TI) along with TDG-specific supplemental requirements and exemptions. Some ICAO references date back to 2002 and changes to the TI have made some TDG provisions redundant or in need of updating. Also, there are some clarifications proposed to better align with the Canadian Aviation Regulations under the Aeronautics Act.
In the interest of clarification, Transport Canada hopes to increase the “one window” approach, wherein material is incorporated into the Part 12 TDGR rather than simply referencing an external document. This self-contained approach will still have to consider that changes to external documents might make references a more practical approach in some areas. The objective is also to harmonize this proposal with the “dynamic” (aka “ambulatory”) approach taken with the TDG International Harmonization Amendment.
TP14850 Update Consultation – May 2017 Draft
The Clock is Ticking – 3 Recent TDG Proposals
TDG Update: Proposed Harmonization/
Geography Counts – Limited Access Exemptions
A potential improvement to Part 12 includes adding a definition of “Limited Access”. The proposed definition reads:
“a location to or from which the transport of dangerous goods by means other than by aircraft is not reasonably possible, for at least Continue Reading…
Updated State Variations
International shippers of dangerous goods by air have one advantage over shippers by other modes. The International Civil Aviation Organization (ICAO) includes in its Technical Instructions for the Safe Transport of Dangerous Goods by Air a list of “state variations”. These indicate which countries have additional restrictions and requirements placed upon dangerous goods traveling to, from, or through those countries. Being aware of such variations can save shippers significant time and money – if your goods must travel through, say, Norway, your shipment might be stopped or even seized if Norwegian regulations don’t allow it.
Of course, as regulations and related information develop over time, these variations will change, sometimes faster than the actual Technical Instructions themselves. On May 19th, ICAO published an addendum to the state variations that were published in the 2017-2018 edition of the Technical Instructions. While there have not been a lot of changes, some of these are significant for shippers who must obtain permits or exemptions from state authorities, and one eases the requirements for shipping engines by aircraft in the United States.
The changed variations in the Addendum include the following:
Belgium – Variations BE1 specifies the regulation in which to find the Belgian definition of “explosive.” BE2 gives new contact numbers for the government department responsible for prior authorization for shipments of explosives, while BE4 gives new contact numbers for authorization Continue Reading…
Common Errors When Shipping by Air
At a recent training, the group hosting invited someone from the Federal Aviation Administration (FAA) to come and speak. Throughout the brief discussion, the speaker mentioned things she sees most often while doing site audits. Listed below are a few of the main items. See if you can guess what the officer sees during audits that is not accurate.
- Retention of Shipping Papers: In IATA, the retention of documentation is found in Section 188.8.131.52. According to this section the declaration of dangerous goods “must” be maintained for a minimum of 3 months. There are no state or operator variations attached to this section which may be why people get caught. In United States’ variation USG-01 it clearly tells shippers the document must be maintained by not less than 2 years.
- Error Found: Only 3 months’ worth of documentation can be produced during an audit.
- Use of Technical Names: Entries in the blue pages listed with a star (*) symbol tells the shipper a technical name is needed. Section 184.108.40.206(d) outlines how to determine the name, the number or names, and the type of names allowed. “The technical name must be a recognized chemical or biological name or other name currently used in scientific and technical handbooks, texts and journals. Trade names must not be used.”
The Problem with Smart Luggage
Some of you may remember the old credit card commercial that featured the epic journey of a self-propelled suitcase seeking its lost owner. Well, it turns out this wasn’t so entirely fantastic. There’s a new generation of “smart luggage” hitting the market that can tell airlines electronically who it belongs to and where it’s going, trail after you down airport hallways without a handle, and charge your cellphone if you can’t make it to one of those electrical outlets airports seem to hide on purpose. Some will even double as transport devices themselves, allowing travelers to zip around terminals on their own electric suitcase-scooters.
But these modern technologies come with a problem that’s often overlooked. The energy sources for all these seemingly-magical functions are usually lithium batteries. Lithium batteries are one of the main causes of fires related to dangerous goods on aircraft. So travelling with the newest piece of high tech luggage can bring headaches both for the traveller and the airline he or she flies on.
The International Air Transport Association (IATA) has for many years established rules for equipment containing lithium batteries carried by passengers or crew, but dangerous luggage is a new area. To help, they’ve published a guidance document that covers the dangers associated with such luggage, and instructions on how it can be carried safely.
The document lists various Continue Reading…
Terminology in Regulatory Manuals
Language, as defined by the Merriam-Webster dictionary, is the formal system of words or signs that people use to express thoughts and feelings. Learning a new language is often a complex undertaking. It is also a time that lends itself to funny stories. While living in Austria for a few years taking German lessons was part of our visa process. We were encouraged to practice often. On one of my first attempts was to buy a certain pretzel. Somehow my request came out as asking for the “slow one” rather than the “long one”. My husband told a co-worker he “believed” he was a pencil. While neither request caused harm, it was confusing to the German speakers who heard us. I mention this because the language of transport regulations can be confusing as well until you have a good handle on the language used in them.
Let’s take a look at two simple words. We will compare their “everyday” usage with how they are used for transporting hazardous materials or dangerous goods. The two words will be “should” and “may”.
Word #1: Should
In normal usage, this word indicates certain obligations or expectations. Take for example the statement, “John should be ready by now.” By using the word “should” in the sentence, the expectation is that John is ready or prepared for whatever situation he finds himself. In Continue Reading…
What Are Infectious Substances?
Infectious Substances are defined as substances which are known or are reasonably expected to contain pathogens, or micro-organisms including bacteria, viruses, parasites, or fungi which can cause disease in humans or animals. Section 1.4 TDG, IATA 220.127.116.11.1. They are split up into two separate categories. Category A which is capable of causing permanent disability, life-threating or fatal disease in otherwise healthy humans or animals. Category A infectious substances are either assigned UN2814 or UN2900 and are class 6.2. IATA 18.104.22.168. Category B substances are any other infectious substances that do not meet the criteria for inclusion of Category A. They are assigned the UN number 3373.
Packaging Infectious Substances
For Category A substances, Infectous Substances Affecting Humans or Animals Only, strict performance criteria should be met on the packaging including drop testing, puncture testing, a pressure testing, and a stacking test. The configuring is often referred to as the triple packaging system. When packaging Category A substances, you must start out with a leak-proof primary receptacle. If the substances are shipped at room temperature or higher, these receptacles must be made of glass, metal, or plastic. The primary receptacles must then be placed into a leak-proof secondary packaging, either wrapped individually or separated to prevent any contact.
Both the primary and secondary packaging must be able to withstand an internal pressure of at least 95 kPa. If Continue Reading…
Lithium Batteries on IATA Shipper’s Declaration
One of my favorite cartoons growing up was “Scooby Doo”. Nothing made me laugh more than when Scooby would say, “Ruh roh, Raggy” when he was trying to say, “Uh oh, Shaggy”. This was usually in situations where things had gone terribly wrong. I had one of those moments recently and it was in regards to lithium batteries.
In one of my recent training classes, we were digging into the IATA Shipper’s Declaration and how to complete it. Anyone that handles these knows there are lots of things to include. As the discussion moved to the “Nature and Quantity of Goods” section, we were cruising. Everyone understood the process and how great IATA is about explaining what goes where. The examples in Chapter 8 are awesome!
The “Ruh roh” moment came as we were discussing the inclusion of the Packing Instruction number. Most of us are familiar with the first part of that step. It tells us that for all of our shipments, we add the number of the Packing Instruction we followed for said shipment. In Section 22.214.171.124.3 of IATA, it says the following:
Step 8. Number of Packing Instruction or Limited Quantity Packing Instruction (with its “Y” prefix) (Columns G, I or K). For lithium batteries prepared in accordance with Section IB of Packing Instruction 965 or Packing Instruction 968 the letters “IB” must be added Continue Reading…
Recent Airline Laptop Ban
On March 25, 2017, the United States government implemented a ban on passengers bringing carry-on electronic devices such as laptops on board certain airlines. This ban will affect electronics that exceed the size of a cellphone—typical products that will be banned include laptop computers, tablets such as the iPad and Android versions, gaming devices larger than a cellphone, DVD players, and portable printers and scanners. These devices may still be carried by travelers, but must be stowed in checked luggage during the flight. Medical devices will be exempted from the restrictions.
The ban affects flights leaving from ten airports in eight Middle Eastern countries.
Airports Involved in the Ban:
- Abu Dhabi International Airport, Abu Dhabi, United Arab Emirates
- Ataturk International Airport, Istanbul, Turkey
- Cairo International Airport, Cairo, Egypt
- Dubai International Airport, Dubai, United Arab Emirates
- Hamad International Airport, Doha, Qatar
- King Abdulaziz International Airport, Jeddah, Saudi Arabia
- King Khalid International Airport, Riyadh, Saudi Arabia
- Kuwait International Airport, Kuwait City, Kuwait
- Mohammed V Airport, Casablanca, Morocco
- Queen Alia International Airport, Amman, Jordan
The ban affects flights of the following airlines leaving from any airports listed above:
- Etihad Airways
- Kuwait Airways
- Qatar Airways
- Royal Air Maroc
- Royal Jordanian Airlines
- Turkish Airlines
The ban is intended to only apply to direct flights from these locations to the U.S., which would total just about 50 flights a day. Continue Reading…
PHMSA Withdraws Final Rule
—PHMSA Update HM-215N
The Pipelines and Hazardous Materials Safety Administration (PHMSA) of the Department of Transportation (DOT) has withdrawn a Final Rule that was intended to be published in the Federal Register on January 26.
The Final Rule, HM-215N, would have updated the U.S. “Hazardous Materials Regulations” to reflect international standards. This was due to the new administration’s Regulatory Freeze executive memorandum, issued January 20, 2017.
HM-215N would have harmonized the 49 CFR regulations to the latest version of the UN Recommendations on the Transport of Dangerous Goods, the ICAO Technical Instruction’s on the Safe Transport of Dangerous Goods, the International Maritime Dangerous Goods Code.
New marks and labels introduced in the upcoming international regulations.
This delay has made it particularly confusing for shippers of lithium batteries, who have transitioned to the new handling mark, and hazard class 9 label, shown in these international regulations.
Last week, PHMSA issued a Notice that allows offerors and carriers to use the 2017-2018 versions of the international regulations without fear of enforcement. In addition, it is allowing users to mark and label packages in accordance with either the 2015-2016 or 2017-2018 IATA/ICAO and IMDG regulations.
This notice is limited to 49 CFR Parts 171.4(t) and (v). This notice is expected to be in place until HM-215N is release, or this notice is otherwise rescinded or otherwise modified.
For a full version of the Continue Reading…
UPDATE: The download link has been updated to current regulatory standards for August 1, 2017.
Please see: Lithium Battery Marks and Labels August 2017
Both 49 CFR and TDG are expecting to harmonize lithium battery labels into the regulations; however, both regulations are pending. HM-215N (49 CFR) was recalled, and will not be reissued for at least 60 days.
Transport Canada has not provided an ETA on the harmonization.
Find out the correct labels to use below:
Lithium Battery Labels as of August 1, 2017