Some observations from behind the wheel:

• why do some carriers mount their rear placard holders as a square, instead of the square on point as required by the TDG regs?
• why does Canada use the DANGER placard? Other than the US, no other country has it.
• why is the limited quantity (LQ) mark changing? (see 16th Ed. UN model regs, figure 3.4.1) What was the matter with the UN number in a diamond? From an emergency responder viewpoint, the UN number in the diamond is the common sense way to do it.
• why do transit buses drive to the end of a turn lane and force their way into traffic? Under the Highway Traffic Act (HTA), the bus bay is where the bus stop is – not the end of the turn lane.
• why do transit buses force their way into the adjacent lane? The HTA only requires drivers to yield to buses exiting a bus bay.
• why do two (2) fully loaded trucks drive side by side up an incline?
• why does the driver behind you get upset when you stop for the changing light? Remember—a yellow light does not mean race through the intersection to beat the red light. (see HTA section 144)
• why do construction companies move their heavy equipment on public roads when not in compliance with the HTA for slow moving vehicles?
• why are drivers still using their electronic devices while behind the wheel?
• why don’t people use the parking spaces at a gas station? why do they have to park in front of the door blocking everyone else?
• why is the price of gasoline cheaper in the Maritimes than in the Toronto area?

Why, why, why???

PHMSA has published HM-215K "Hazardous Materials: Harmonization with the United Nations Recommendations, International Maritime Dangerous Goods Code, and the International Civil Aviation Organization Technical Instructions for the Safe Transport of Dangerous Goods by Air; Proposed Rule."

The rule maintains alignment with international standards by incorporating amendments which include changes to proper shipping names, hazard classes, packing groups, special provisions, packaging authorizations, air transport quantity limitations, and vessel stowage requirements.

The amendment’s intention is to enhance the safety of international hazardous materials transportation through better understanding of the regulations, an increased level of industry compliance, the smooth flow of hazardous materials from their points of origin to their points of destination, and effective emergency response in the event of a hazardous materials incident.

Shippers of hazardous materials should review all changes for a complete understanding of the various amendments.

The comment period is open until October 25, 2010. The document can be accessed online at http://edocket.access.gpo.gov/2010/pdf/2010-19952.pdf

The packing instructions in the International Civil Aviation Organization (ICAO’s) Technical Instructions for the Safe Transport of Dangerous Goods by Air and consequently the IATA Dangerous Goods Regulations have been the subject of an extensive review by the ICAO Dangerous Goods Panel (DGP) over the last four years. This will result in significant revisions to their design and content.

These reformatted packing instructions:

• Removed the inconsistencies apparent in the existing packing instructions
• Introduce a systemic allocation of substances and articles to packing instructions within each class or division. This included for the majority of substances a clear separation of substances by packing group, passenger aircraft or CAO, liquid or solid. Some substances had characteristics that set them apart from these standard groupings, e.g. mercaptans, chloroform, wetted explosives. These substances were assigned to a “special” packing instruction
• Removed the PPR and instead introduced, when required, clear "Additional Packing Requirements" that apply to all substances or articles in that packing instruction

This information is provided in the 2009-2010 edition of the ICAO Technical Instructions and in the 51st edition of the IATA DGR. The DGP agreed to a 3-month transition period to allow shippers to take care of any "in-stock" dangerous goods shipments. The transition period will allow for shipments prepared on or before December 31st, 2010 to be accepted for transport until March 31st, 2011.

IATA Dangerous Goods Regulations, 52nd Edition

Available as of October 2010 and recognized by the world’s airlines for over 50 years, the latest versions of IATA’s DGR are the most complete, and up-to-date reference materials available to the industry.

Staying in compliance with the latest regulations is critical for safely shipping dangerous goods by air. This year’s changes to the regulations incorporate substantial changes that will have a direct impact to all involved in the transport of dangerous goods by air. These changes include:

• All new reformatted packing instructions for Classes 3, 4, 5, 8 and 9 and Division 6.1, as well as changes to the new and existing packing instructions;
• New entries in the list of dangerous goods;
• Revisions to the provisions for magnetized materials;
• Provisions to allow for the air transport of solid environmentally hazardous substances in intermediate bulk containers (IBC);
• Completely revised marking for limited quantity packages to more closely align to the provisions for surface transport as set out in the UN Model Regulations.

Transport Canada has issued an EMERGENCY AIRWORTHINESS DIRECTIVE for the certain Bell helicopters. This EAD is marked urgent.

Please see this PDF provided by Transport Canada for more information.

In the last two weeks, I have received several calls about the requirement to add a UN number when shipping more than 4000 kg of one UN number.

There has been a change made by Amendment 6 to the TDG Regulations which was published in February 2008 in the table of 4.15 1(b). The word "must" has been changed to "may".

Therefore whenever a consignor is shipping more than 4000 kg of one UN number, the consignor may display the UN number.

See this page on Transport Canada’s website for complete text of section 4.15.