Transport Canada and its partners conducted experiments from 2004 to 2006 to further develop an emergency response measure, “the vent and burn technique” for highway tanks, by using commercially available shaped explosive charges. This video presents the results of these experiments. It was produced with the goal to increase awareness of the vent and burn procedure among emergency responders who may be called to an accident scene where other removal techniques cannot be used.
Simply put, ‘Vent and Burn’ is a controlled burn of the contents of a liquefied petroleum gas (lpg) tank truck, rail car or storage tank when no other reasonable options exist. It is a technique of last resort, used to:

• prevent a catastrophic tank failure;
• avoid uncontrolled release of propane into the environment; and
• reduce the time required to handle such an emergency.

The video demonstrates, but does not endorse the vent and burn procedure. It is very dangerous and may not produce results as planned. It should be used only by persons highly trained to assess risk, to assess tank damage and to use explosives.
For more information or to order a DVD (containing the video, a brief summary of the project, and a technical report) please contact the Research, Evaluation and Systems Branch, Transport Dangerous Goods, Transport Canada at TDG-RD-TMD@tc.gc.ca.

Click on link to view video: http://www.tc.gc.ca/eng/tdg/publications-menu-1149.htm
Source: Transport Canada’s website.

Time flies. Can you believe that it has been 20 years since RSPA (now PHMSA) published docket HM-126F regarding training?

Final rule HM-126F is now incorporated into the 49 CFR regulations Part 172 Subpart H. Subpart H stipulates that:

1. A hazmat employer shall ensure that each of its hazmat employees is trained in accordance with the requirements prescribed in this subpart
2. Employees may not perform functions without appropriate training
3. Training may be provided by the hazmat employer or other public or private sources
4. A hazmat employer shall ensure that each of its hazmat employees is tested by appropriate means on the topics covered

Hazmat employee training must include the following:

1. General awareness/familiarization training
2. Function-specific training
3. Safety training
4. Security awareness training
5. In-depth security training

Often times both function-specific and in-depth security training is better done onsite by the employer. It is the employer’s responsibility to certify that the hazmat employee can perform their job, and do so safely.

For more than 25 years, ICC has provided companies with training that complies with these regulations. We offer training that complies with the general awareness/familiarization, security awareness, safety and some function specific topics.

Ask us about our scheduled public training for ground, air or ocean at our facilities across North American. We also offer GHS training, and new OSHA compliant safety training.

Call 888.442.9628 for more information. Have a problem? We have a solution.

Transport Canada publishes a Bulletin on Dangerous Goods Shipping Document

This Bulletin explains shipping document requirements. It does not change, create, amend or allow deviations from the Transportation Dangerous Goods (TDG) Regulations. Part 3 of the TDG Regulations contains the specific details. A “shipping document” which is defined under section 1.4 of the TDG Regulations is a paper document that contains required information about dangerous goods being handled, offered for transport or transported and identifies the dangerous goods being transported. A shipping document is always required, unless an exemption states otherwise. While you will find most exemptions to the TDG Regulations in Part 1 from sections 1.15 to 1.48, some exemptions appear in Schedule 2. Section 1.17 and special provision 37 in Schedule 2 are examples of when a shipping document is NOT required. To use any exemption, you must follow all the conditions listed, otherwise the TDG Regulations apply. The consignor (the shipper) must complete the shipping document before allowing a carrier to take the dangerous goods.

The TDG Regulations allow you to prepare shipping documents as set out in other Regulations for international shipments:

• For international marine shipments, you may complete the shipping document as set out in the International Maritime Dangerous Goods Code (IMDG) Code, and certain requirements from Part 11 (Marine) of the TDG Regulations.
• For international and domestic air shipments, you must complete the shipping document as set out in the International Civil Aviation Organization (ICAO) Technical Instructions; and
• For international road or rail shipments from the United States, you may complete the shipping document as set out in the:
• US Code of Federal Regulations, Title 49. (49 CFR), and
• Certain requirements from Part 9 (Road) and Part 10 (Rail) of the TDG Regulations
  The bulletin also includes a sample shipping document for most Canadian shipments of dangerous goods

Please follow this link to view the bulletin:
http://www.tc.gc.ca/eng/tdg/publications-bulletin-shipping-documents-1145.htm

The provisions in the Transportation of Dangerous Substances Regulation are now harmonized pursuant to Québec’s powers and jurisdiction in respect of road transportation with provisions in the Transportation of Dangerous Goods Regulations adopted by the federal Department of Transport. The elaboration of the Regulation stems from close collaboration between the provincial and federal governments and representatives of the industry concerned.

The Regulation governs the handling and transportation of dangerous substances on Québec roads from the place of manufacture or distribution to the place of delivery or unloading. In some instances, it provides for exemptions depending on the type or quantity of dangerous substances in question. Here is a review of the changes:

• Applied since January 12, 2012
• Addition to the definition of a consignor
  • “consignor” means a person who is present in Canada and who
    1. is designated as the consignor in the shipping document;
    2. imports or will import dangerous substances in Canada;
    3. has possession of dangerous substances immediately before they are transported where paragraphs 1 and 2 do not apply; or
    4. is the operator or the carrier of dangerous substances where paragraphs 1 to 3 do not apply; (expéditeur).
• Modification of the definition of ‘offer for transport:
  • ‘’offer for transport” means, with respect to dangerous substances not being transported,
    1. to choose an operator or a carrier, or to allow such choice, with a view to transporting the substances;
    2. to prepare the substances, or to allow their preparation, so that an operator or a carrier takes possession of them for transportation purposes;
    3. to allow an operator or a carrier to take possession of the substances for transportation purposes;
• Contaminated Soils Articles 9, 11 and 17 were modified
• Article 19 – addition of three petroleum products – Kerosene; Petroleum Crude Oil; Ethanol and Gasoline Mixtures
• Repeal of some requirements for Petroleum products
• Articles 31.4, 31.5, 31.6 –new requirements for Liquefied Petroleum Gases
• Modification of Training requirements in article 32.
• Modification of Article 38 on load securement.
• Modification of Article 39 for double train tank trucks
• Modification of Article 40 for tank trucks monitoring systems
• Addition of prohibited products in tunnels –Article 43.

One of the conundrums of the Transportation of Dangerous Goods Regulations (TDG) is the requirement to have an ERAP for a UN number that is not listed in Schedule 1 of TDG.

The problem we run into is that Schedule 1 is only up to the 11th Edition of the UN Recommendations on the Safe Transport of Dangerous Goods (model regulations). In section 1.3.1, item 39 in the table of standards indicates that TDG is at the 14th Edition of the model regulations. But since the 13th Edition of the model regulations, the UN has issued over 130 new classifications.

But section 1.10 of TDG states:

A person may use the appropriate classification set out in the ICAO Technical Instructions, the IMDG Code or the UN Recommendations to transport dangerous goods within Canada by a road vehicle, a railway vehicle or a ship on a domestic voyage if these Regulations or the document from which the classification is taken does not forbid their transport.

This means that if the consignor cannot find a classification in TDG, then the consignor can use a classification from the model regulations, ICAO Technical Instructions (TIs) or the IMDG Code. And this is where the conundrum lies. TDG section 7.1(12) states:

Any substance that would require an ERAP if its classification were determined in accordance with Part 2, Classification, requires an approved ERAP if its classification from the ICAO Technical Instructions, the IMDG Code or the UN Recommendations is used as permitted under section 1.10 of Part 1, Coming Into Force, Repeal, Interpretation, General Provisions and Special Cases.

For example, as the consignor, you have an IBC (1,500 L) of sodium cyanide solution, UN3414 to ship. As UN3414 is not listed in TDG, you go to the model regulations for the classification. But the model regulations don’t have an ERAP index, so how do you determine if an ERAP is required? Or, you have 2 x 20 L drums of iodine, UN3495, to be shipped and you use the TIs for your classification. The TIs don’t have an ERAP index, so how do you determine if an ERAP is required?

To determine if an ERAP is required for your shipment where the classification is not in TDG, go to: http://www.tc.gc.ca/eng/tdg/clear-newerapnumbers-87.htm and scroll to the table at the bottom of the page to see if your product is listed and what the ERAP index is. Please bear in mind that all the requirements of Part 7 apply to the numbers listed in this table.