143
1 INTRODUCTION
Dangerous goods (DG) have known in more
commonly as hazardous materials, (abbreviated as
HazMat). Dangerous goods include materials there
are flammable, explosive, radioactive, corrosive,
oxidizing,asphyxiating,toxic,pathogenic,orallergic.
DangerousgoodsinEuropeanUnionare carried
by transport in three manners: by road, rail and
inlandwaterway.
Dangerousgoodscancauseaccidentsandleadto
fires,explosionsand chemical poisoning orburning
with considerable harm to people and the
environment.
Accidents involving DG often require the
intervention of different emergency services and
procedures for the mutual exchange of information
andcoordinationshouldbeputinplace.
The
European Union has passed numerous
directivesandregulationstoavoidthedissemination
and restrict the usage of hazardous substances,
important ones being the restriction of Hazardous
Substances Directive. There are also long‐standing
European treaties [12, 18, 19], that regulate the
transportation of hazardous materials by road, rail,
riverandinland
waterways.
Directive 2008/68/EC [3] shall apply to the
transportofdangerousgoodsbyroad,byrailorby
inlandwaterwaywithinor between Member States,
includingtheactivitiesofloadingandunloading,the
transfertoorfromanothermodeoftransportandthe
stops necessitated by the circumstances of the
transport. It shall not apply to the transport of
dangerousgoods:
It shall not apply to the transport of dangerous
goods:
by vehicles, wagons or vessels belonging to or
under the responsibility of the armed forces,by
seagoingvesselsonmaritimewaterwaysforming
partofinlandwaterways,byferriesonlycrossing
an inland waterway or harbour, wholly
Dangerous Goods Transport Problems in the European
Union and Poland
G.Nowacki
M
ilitaryUniversityofTechnology,Warsaw,Poland
C.Krysiuk
M
otorTransportInstitute,Warsaw,Poland
R.Kopczewski
BrandTheFame,Warsaw,Poland
ABSTRACT:Thepaperrefers tothreatassessmentofdangerousgoods(DG)intransportationoftheEuropean
UnionandtheRepublicofPoland.DangerousgoodsintheEuropeanUnionarecarriedbyinlandwaterways,
railandroad.InPoland87.5%ofDGhavebeencarriedbyroad
and12.5%byrailin2014.DGcancausean
accidentandleadtofires,explosionsandchemicalpoisoningorburningwithconsiderableharmtopeopleand
the environment. There is not monitoring system in Poland to control in real time road transportation of
dangerousgoods.PropositionofNationalSystem
ofMonitoringDangerousGoodsinPolandwaspresented.
Realization of mentioned kind of system may significantly contribute to improving safety of people and
environment.
http://www.transnav.eu
the International Journal
on Marine Navigation
and Safety of Sea Transportation
Volume 10
Number 1
March 2016
DOI:10.12716/1001.10.01.16
144
performed within the perimeter of an enclosed
area.
Thetransportofdangerousgoodsbyroad,railor
inland waterway presents a considerable risk of
accidents. Measures should therefore be taken to
ensure that such transport is carried out under the
bestpossibleconditionsofsafety.
Dangerous goods in Poland are
transported
mainlybyroadandalittleamountbyrail.
Poland ratified the Regulations concerning the
InternationalCarriageofDangerousGoodsbyRail‐
RID and the European Agreement concerning the
InternationalCarriageofDangerousGoodsbyRoad‐
ADRin1975.
Even, ifthe RID andADR agreement is ratified,
unfortunately
therearestillproblemsinthetransport
sector,especiallyproblemsregardingthetransportof
dangerousgoods, thatoffers extensive deficiency at
streets. The most numerous group of dangerous
goods include items of class 3 (liquid, flammable
materials),especiallyliquidfuels.
Thereisnotmonitoringsystemtocontrolinreal
timedangerous
goodsvehicleinPoland.Theaimto
develop a cooperative system for dangerous goods
vehicles(DGV)throughroutemonitoring,re‐routing
(in case of need) enforcement and driver support,
based upon dynamic, real time data, in order to
minimizethreatsrelatedtomovementsofDGV.
2 CHARACTERIZATIONOFDANGEROUS
GOODS
2.1 Generalcharacterization
Hazardousmaterialisamaterial or objectwhich, is
notbeacceptedforcarriagebyroad,orisapproved
forsuch carriageundertheconditionslaiddownin
thoseprovisions[12,18,19].Therearenineclassesof
dangerousgoodsasfollows:
Class1.Explosivesubstancesand
articles;
Class 2. Gases, including compressed, liquefied
anddissolvedunderpressuregasesandvapours
(Flammablegasese.g.butane,propaneacetylene.
Non‐flammable and non‐toxic, likely to cause
asphyxiatione.g.nitrogen,CO
2 oroxidizerse.g.
oxygen.Toxice.g.Chlorine,Phosgene);
Class3.Flammableliquids:
Class 4.1. Flammable solids, self‐reactive
substancesandsoliddesensitizedexplosives;
Class 4.2. Substances liable to spontaneous
combustion;
Class4.3.Substanceswhich,incontactwithwater,
emitflammablegases;
Class5.1.Oxidizingsubstances;
Class5.2.Organicperoxides;
Class6.1.Toxicsubstances;
Class6.2.Infectioussubstances;
Class7.Radioactivematerial;
Class8.Corrosivesubstances;
Class9.Miscellaneousdangeroussubstancesand
articles.
2.2 Percentageshareofdangerousgoodsdelivery
The transport of dangerous goods in the EU‐28
slightly increased
[10] from 79 billion tonne‐
kilometres in 2010 to almost 81 billion tonne‐
kilometres in 2012, but felt to 74 billion tonne‐
kilometresin2013beforeincreasingagainin2014to
reach 75 billion tonne‐kilometres (+1.5% compared
to2013)–table1.
Table1. Transport of dangerous goods by reporting
country,2010‐2014(milliontonne‐kilometres)[10]
Between2010and2014,mostMemberStateshave
observed a decrease in the transport of dangerous
goods [10]. The highest falls were recorded in the
Netherlands and Bulgaria (‐29%), followed by
Ireland (‐25%) and Belgium (‐20%). On the other
side, very high increases of transport
of dangerous
goods were registered in countries like Slovakia
(+44%), Lithuania (+38%) and Slovenia (+31%)‐
table1.
Table 2 shows the share of the transport of
dangerousgoodsbetweennationalandinternational
transportin2014[10].Formostofthecountries,more
than half of the transport
of dangerous goods is
performed on national territory. Luxembourg has
aspecial pattern: as most of its transport is
international transport, more than 90% of the
transport of dangerous goods is performed in
internationaltransport.Formostcountries,theshare
ofdangerousgoodscarriedininternationaltransport
islinkedto
theshareofinternationaltransport(total
of all goods). Exceptions are Bulgaria, Croatia,
Estonia,Hungary,theNetherlands,Austria,Poland,
Portugal and Romania: international transport
represents more than half of these countries’
145
transport, but most of these countries’ transport of
dangerousgoodsisperformedonnationalterritory.
Table2. The share of the transport of dangerous goods
betweennationalandinternationaltransportin2014[10]
Figure 1 shows the types of dangerous goods in
roadtransportin2014[10].
Figure1. EU‐28 transport of dangerous goods by type,
2014(%intonne‐kilometres)[10]
Thelargestspecificproductgroupwasflammable
liquids,takingovermorethanhalfofthetotal.Two
other groups, gases (compressed, liquefied or
dissolvedunderpressure)andcorrosives,accounted
for14%and10%respectively.Thisrepresentsvery
littlechangecomparedwithpreviousyearsshowing
averysimilardistributionbetween
productgroups.
Themethodology beingused inthe collectionof
thedataimpliesconsiderableuncertaintiesaboutthe
figures, both in absolute values and in terms of
allocation by country and type of dangerous goods
[10].
According to statistics [1], dangerous goods in
EuropeanUnionin2004werecarried bytransport
inthreemannersasfollows(seefigure2):
byInlandWaterways–17%,
byRail–25%,
byRoad–58%.
0%
10%
20%
30%
40%
50%
60%
70%
80%
90%
100%
ADN
RID
ADR
Figure2. Transport of Dangerous Goods in European
Union[1]
In2011thereweresomechangesofDGstatistics
inEuropeanUnionasfollows(seefigure3):
byInlandWaterways–6.8%,
byRail–27.4%,
byRoad–65.8%.
0%
10%
20%
30%
40%
50%
60%
70%
80%
90%
100%
ADN
RID
ADR
Figure3. Transport of Dangerous Goods in European
Union[10]
According to Commission Recommendation [2]
Member States should followthe guidelines setout
intheAnnexwhencompletingtheannualreporton
checksconcerningthetransportofdangerousgoods
byroadasfollows:
Numberoftransportunitscheckedonthebasisof
thecontentsoftheload(andADR),
Number of transport units not conforming to
ADRNumberoftransportunitsimmobilised,
Numberofinfringementsnoted,accordingtorisk
category(RiskcategoryI,II,III);
146
Number of penalties imposed, according to
penaltytype(Caution,Fine,Other).
In Poland, according to statistics [20], 87.5% of
dangerous goods are carried by road transport and
only12,5%byrailin2014.
AccordingtodataprovidedbyM.Różycki andP.
Grzegorczyk the largest amounts transported
concern
liquidmaterials(table3,4).
Table3. Percentage share of the dangerous goods
transported[4,5,6,7,11]
_______________________________________________
Class SharePercentage
_______________________________________________
Class1 Explosivesubstancesandarticles 0.95%
Class2 Gases,includingcompressed,25.17%
liquefiedandvapours
Class3 Flammableliquids66.19%
Class4.1 Flammablesolids,self‐reactive 1.50%
substances
Class8 Corrosivesubstances1.62%
Class9 Miscellaneousdangeroussubstances 2.93%
andarticles
Rest Class4.2,4.3,5.1,5.2,6.1,
6.2,71,64%
_______________________________________________
Table4.Percentagesharearrangedaccordingtotheformof
transport[4,5,6,7,11]
_______________________________________________
TransportmeansPercentage
_______________________________________________
Tankers79%
Containers20%
Goodsinbulks1%
_______________________________________________
To make a right choice of packag ing for the
transport of dangerous goods, some materials
classified as hazardous classes ADR, may be
includedintheso‐calledpackinggroupsaccordingto
thedegreeofdangertheypresent.Inmostcases,the
degreeofriskisassessedonathree‐stagescale:
Packing group I: Substances presenting high
danger,
PackinggroupII:Substancespresentingmedium
danger,
Packing group III: Substances presenting low
danger.
3 ORGANIZATIONOFCARRIAGEOF
DANGEROUSGOODS
3.1 SEEMarinerproject
The South Eastern Europe (SEE) area is a sea and
river transit space of vessels
carrying hazardous
freight which constitutes many potential
environmentalrisksforcoastsandinlandwaterways.
Economic development and a strong growth of
transport and increased traffic in the SEE area
aggravatethe already increased threats of pollution
and thus require a good management and high
performance of observation, communication and
monitoringresponse
systems(figure4).
Therefore the SEE MARINER (South Eastern
Europe Marine and River Integrated System for
MonitoringandTransportationofDangerousGoods)
project was developed [13] from February 2011 to
December 2013 (overall project budget:
2.188.000,00€).
Figure4.SouthEastEurope marineandriver information
systems,http://www.seemariner.eu
It wasfocusing on mitigating environmental
risks arising from the transportation of dangerous
goods in marine areas and rivers by applying an
integrated system for the joint prevention and
response procedures, enhanced monitoring of
maritimeandrivertrafficandincreasedcoordination
capacity for the mobilization of the relevant
authoritiesandstakeholder
groups.
SEEMarinerprojectresults:
Improved coordination, harmonization and
availability of data on the transportation of
dangerouscargoes;
Enhanced managerial skills and equipment for
handlingdangerouscargoes;
Developed and tested common management
structures and tools for the monitoring of
dangerousgoodstransportation;
Streamlined procedures and protocols
for
emergency situations or disasters caused by the
transportationofdangerousgoods.
3.2 ResponsibilityofdangerousgoodsinPoland
Road transport of dangerous goods, means any
movement of dangerous goods by the vehicle on
public road or other generally accessible roads,
including stops required during the transportation
andactivitiesrelatedto
thishaulage[14].
Roadtransportofdangerousgoodsisacomplex
process,which is whymany sectorsare responsible
foritsimplementation[14,15,16,17]:
theministerresponsiblefortransport, supervises
the transport of dangerous goods and the entity
executingtasksassociatedwiththistransportwith
theexception
ofthearmedforcesvehicles,
Minister of National Defence, supervises the
transport of dangerous goods by the transport
meansbelongingtothearmedforces,
Ministerresponsiblefortheeconomy,dealswith
themattersoftechnicalconditionsandtestingof
packagingofdangerousgoods,
147
Minister responsible for health, deals with the
mattersoftheconditionsofcarriageofinfectious
substances,
Provincial Inspector of Road Transport‐in the
mattersoftheroadtransportsafetyinspectionsof
hazardousmaterials,
PresidentoftheNationalAtomicEnergyAgency,
on in the matters concerning conditions of
carriageofradioactivematerial.
3.3 ControlservicesofdangerousgoodsinPoland
The participant of carriage of dangerous goods is
required to send a copy of the annual report on its
activities in the carriage of dangerous goods and
related activities, hereinafter referred to asʺannual
reportʺbeforetheFebruary
28ofeachyearfollowing
the year covered by the report, to the voivodship
road transport inspector appropriate for the seat or
place of residence for the participant of dangerous
goodscarriage.
If, a serious accident or breakdown occurred in
connection with the carriage of dangerous goods,
within the meaning of
ADR, the tra nsport
participant,within14daysfromthedayoftheevent,
istosubmitthereport:
to the appropriate, for the place of the event,
RegionalRoadTransportInspector‐inthecaseof
roadtransportofdangerousgoods,
HeadoftheArmedForcesSupportInspectorate‐
in
thecaseoftransportofdangerousgoodsbythe
transportmeansbelongingtothearmedforcesor
means of transport, for which the armed forces
areresponsible.
Information about a serious incident or accident
inthe carriage ofdangerous goodsis transferred to
the Minister responsible for transport by these
authorities,
immediatelyuponreceiptbythemofthe
accidentreport[14,15,16,17].
The inspection of the transport of dangerous
goodsisconductedby:
Road Transport Inspectorate officer – on the
roads,parkinglotsandattheplaceofbusinessof
the participantin the carriage of dangerous
goods,
Policeofficers‐ontheroadsandpa rkinglots,
BorderGuardofficers‐ontheroadsandparking
lots,
Customsofficers‐onPolishterritory,
Military Police Soldiers – with respect to the
carriage of dangerous goods performed by the
armedforces.
In carrying out inspection, the officers work
together,
totheextentnecessary,withtheauthorized
representativesof:
Nuclear regulatory bodies‐on the conditions of
carriageofradioactivematerial,
Transport Technical Supervision‐on the
conditionsofcarriageofdangerousgoods,
Inspectorate for Armed Forces Support and the
MilitaryTechnicalInspection–onthecarriageof
dangerous
goodsperformedbythearmedforces,
Inspection of Environmental Protection – on the
matters relating to compliance with
environmentalregulations.
RoadTransportChiefInspectorreportsseriousor
repeatedinfringements,jeopardizingthesafetyofthe
transport of dangerous goods, carried out by the
vehicle or company from another Member State of
theEuropeanUnion,tothecompetentauthoritiesof
the MemberState of the European Union, in which
thevehicleorthecompanyisregistered.
Accordingtothecompetencepossessed,theRoad
Transport Chief Inspector, provides the Minister
responsible for transport matters the information,
beforeMarch31of each calendaryear,
onpenalties
imposed for violations relating to the carriage of
dangerous goods and the number of checks on the
transportof dangerousgoods,observed breachesof
regulations, relating to the carriage of dangerous
goods.
Road Transport Chief Inspector conveys to the
European Commission each calendar year, and not
later than 12
months from the end of this year,
areport on the inspection of road transport of
dangerous goods which contains the following
information:
If possible, the actual or estimated volume of
dangerous goods by transported by road (in the
tonstransportedorinton‐kilometres),
Thenumberof
checkscarriedout,
The number of vehicles checked at registration
location (vehicles registered in this country, in
otherEUMemberStatesorothercountries),
Thenumberandtypesofinfringements.
3.4 Problemsofdangerousgoodsmonitoring
Road transport of goods within the EU, including
Polandisgrowingconstantly,as
isevidencedbythe
datapresentedintable5.
According to the of Central Statistical Office
(CSO), about 10 percent of cargo transported by
trucksonthePolishroadsaredangerousgoods.
Table5.Roadtransport‐transportofgoods[20]
_______________________________________________
Year DGroadtransportweightDGrailtransport
(millionton)weight(millionton)
_______________________________________________
2005107.9826.96
2010149.1323.46
2013155.3123.26
2014154.7922.79
_______________________________________________
In 2013, it was 155.31 million tons of dangerous
goods transported by road and only 23.26 million
tons by rail, often representing lethal threat. 155.3
milliontonsperyear,is425thousandtonsaday‐to
carry the load on standard semi‐trailers with a
capacityof18tons,ittakes
23.6thousandtrucksper
day. There was a little decrease in 2014, 154.79
milliontonsofdangerous goodstransportedbyroad
andonly22.79milliontonsbyrail,oftenrepresenting
lethalthreat.
AccordingtotheRoadTransportInspectiondata,
in 2011, inspectors checked more than 16 thousand
vehicles carrying hazardous
materials. The most
common violations consisted of by passing
restrictionsondriversʹdrivingtimesandmandatory
rest periods, lack of fire‐fighting equipment in
148
vehicles,poorlabellingofgoodsandlackofrequired
transportcertificatesanddocuments.
Similar data can be found in the report of the
Supreme Audit Office (SAO). Irregularities lead to
asituation in which entrepreneurs, advisors for the
safety matters and drivers are not adequately
prepared to organize and carry
out transport of
dangerous goods. Hazardous materials are
transported in Poland often during peak traffic
hours,nearpublicbuildingsandgreen areas. There
are more and more frequent accidents and crashes
involving their transport. Provincial governors and
marshalsarenotawareofthepotentialrisks,andthe
personsdirectlyresponsible
forthetransportofthese
materialsarepoorlypreparedforthat.
Every day on the Polish roads, one can meet
thousandsoftruckscarryingexplosives,corrosive,or
radioactive materials. They drive virtually
unattended.
Improper handling of them can result in death,
the huge material losses and environmental
contamination.
Accordingtostatistics
[9],threatsofDGdelivery
inPolandweregainedseriousnumberfrom2005to
2007(seetable6).
UndertheADRagreement,inthecaseofvehicles
carryingdangerousgoodsathighrisk,thereshould
be monitoring devices used for dangerous goods
(telemetrysystems,trackingdevicesformovementof
goods),
effectively prevent the theft of vehicles and
cargo.
In addition, following the tragic events of
September11,2001inNewYork,andMarch11,2004
in Madrid, the EU directive was adopted, which
drew attention to the possibility of terrorist attacks,
including the use of dangerous goods, which are
subjectto
theobligationofmonitoring(tracking).
Therefore,toensurethemonitoringofdangerous
goods in Poland, it is necessary to design and
implementnationalmonitoringsystemofDG.
Table6. Local threats No of DG delivery in Poland from
2005to2007[9]
_______________________________________________
CategoryChemical Ecological Total(No)
threats threats
_______________________________________________
Mandeliberateactivity 336
Defectsandimproperusage617
ImproperstorageofDG 628
Manunintentionalactivity 4711
Defectsofmechanical 61521
devices
Improperoperationof 52025
transportmeans
Unidentified256691
Defectsoftransportmeans 37
78115
Lackofcondition6787154
monitoringofDG
UnlawfulofRoad104 446 550
TransportSafety
Total263 725 988
_______________________________________________
4 PROPOSITIONOFNATIONALSYSTEMOF
MONITORINGDANGEROUSGOODSVEHICLES‐
NSMDGV
4.1 Structureofsystem
To decrease the risk during transportation, there is
acomplex information system which will monitor
theoversizedanddangerousgoodsinrealtime,and
which will be interconnected on‐line with an
integratedemergencysystem.
Todeterminethiskind
of system there should be taken into consideration
the following architecture qualities: modularity,
flexibility, possibility to be used in heterogeneous,
environment,interoperability,useofopenstandards,
performance, language independency, system
reliability, information security and safety, user
interfaceusability,serviceintelligence[8].
Itintendstocarryout
thefollowingtasks:
Analysis of legislative, international, EU and
nationaldocumentsonthetransportofdangerous
goods,
Analysis of operating and implemented ITS
solutions in the EU countries and Poland,
associated with the process of monitoring
dangerousgoods,
Analysis of the functional, communication and
physical(transportlayer)structure
ofthesystems
monitoringvehiclescarryingdangerousgoods,
Identifying the needs for interoperability,
reliability, security, and mobility of the ITS
solutionsatdifferentuserlevels,
Identification of monitoring systems for vehicles
carrying dangerous goods in the world and the
EU,
Developing a model of the national monitoring
system for vehicles carrying dangerous goods‐
NSMDGV(seefigure5),
Developing technical specifications for the
demonstrator of the national monitoring system
for vehicles carrying dangerous goods –
NSMDGV,
Producing the national monitoring system
demonstrator for vehicles carrying dangerous
goods‐NSMDGV.
Figure5.SchemeofNSMDGV(ownstudy)
The final effect of project will be model and
demonstrator of the National Monitoring System of
Dangerous Goods Vehicles consists of following
elements:
demonstratorofsystemcentre,
149
five demonstrators of on‐board unit (OBU) for
DGV,
five demonstrators of terminals for Crises
Management Centre, Control Services, PSAP
(PublicSafetyAnsweringPoint),RescueServices
andTransportCompany,
demonstrator of innovation sensor for detecting
chemicalandgasesthreats.
DemonstratorofSystemCentrewillbeperformas
aformofcommunicationsserverwithinterface,that
provides:
communicationswithobjects,
randomconfigurationofobjects,
monitoringofobjectsonmap,
configurationofalarmstateofobjects,
creatingofstandardrotes.
DemonstratorofOBUforDGVcanprovidesome
functionsasfollows:
localizationof
DGV,
communicationstoSystemCentre,
identificationandconfigurationofOBU,
data collection from sensors, meters and logical
inputs.
Demonstrator of terminal will be perform as
aform of client applications connected to
communicationsserver.The applications provide as
follows:
monitoringofactualpositionsofobjectsonmap,
configurationofalarmstateofobjects,
creatingofstandardrotes.
4.2 Technicalcharacteristicsofsystem
TheuseofGPSandGSMtechnology,supportedbya
specializedsoftwarepackageenablesthelocationof
vehicleson thePolish territory aswell as theentire
Europe. This solution not only enables
the precise
locationofthevehicle,butallows:
monitoring the cargo, its physical and chemical
state,whichsubstantiallyaffectthesafetyofthose
involved in transport as well as members of the
public
localising the vehicle transporting dangerous
goodsandothervehiclesontheroad,
more efficient management
of the fleet of
transportcompanies,whichhasadirectimpacton
reducingthecostoftransport,
remote immobilisation of the vehicle, in case of
e.g.theft,
acquisitionofavehicleoperatingdata,
acquisition of the prevailing meteorological data
fromthevehicle,
maintaining constant communication, vehicle
–
base,andsendingmessages,
intheeventofabreakdownordisasterautomatic
notificationoftheappropriatecrisismanagement
centreandemergencyservices,
selection of the optimal and economical routes
(defining route and maximum deviation from it
for safety reasons such as traffic, weather
conditionsandsurfacecondition).
The accidents of transport dangerous goods are
caused mainly by changes in the tankers and
containers environment during transportation (such
astemperature,humidity,pressure,etc.)oramixture
ofgoods causedby a chemical reaction and leadto
combustion, explosion, toxic gas leaks and so on.
Therefore,ithasgreat
significanceofimproving the
safetyofroadtankersandcontainerinthereal‐time
state can be monitored during whole the
transportation of dangerous goods. Early and
accuratedetection,characterizationandwarningofa
chemical and gas event are critical to an effective
response. To achieve these objectives, an integrated
system
of sensors is needed and asupporting
informationtechnologynetwork.
Demonstrator of NSMDGV (National System of
MonitoringDangerousGoodsVehicles)shouldbein
line with all specifications (environmental, physical
and electromagnetic compatibility) determined by
EU directives and standards defined by CEN, ISO
andETSI.Themainoftemarefollowing:
CouncilDirective73/23/EECof19February 1973
on the harmonization of the laws of Member
States relating to electrical equipment designed
forusewithincertainvoltagelimits,
Council Directive 89/336/EEC of 3 May 1989 on
the approximation of the laws of the Member
Statesrelatingtoelectromagneticcompatibility,
Directive 1999/5/EC of the European Parliament
and of the Council of 9 March 1999 on radio
equipment and telecommunications terminal
equipment and
the mutual recognition of their
conformity,
PN‐ETS 300 135:1997/A1:1999. Radio Equipment
and Systems. Angle‐modulated Citizens’ Band
radio equipment. Technical characteristics and
methodsofmeasurement,
PN‐ETS 300673;2005. Radio Equipment and
Systems RES. Electromagnetic Compatibility
(EMS),
PN‐ETSI EN 300 433‐2 V1.1.1:2003. PN‐ETSI
EN
301 489‐1 V1.6.1:2006. PN‐ETSI EN 301 489‐13
V1.2.1:2003.Electromagneticcompatibility(EMC)
andRadioSpectrumMatters,
PN‐EN 60950‐1:2007/A1:2011. Information
technologyequipment–Safety.
5 CONCLUSIONS
DGV can cause an accident and lead to fires,
explosions and chemical poisoning or burning with
considerableharmtopeople
andtheenvironment.
There is not monitoring system in Poland to
controlinrealtimeroadtransportationofdangerous
goods.
Developingthemodelandtheimplementationof
thenationalmonitoringsystemdemonstratorforthe
vehicles carrying dangerous goods‐NSMDGV can
significantlycontributeto:
improving the safety of people and
the
environment,
developing methods to minimize the damages
andcosts,
improving the exchange of information between
the centres of production, transport, collection
andrescue,
developing methods of cooperation at the
breakdownsite.
150
REFERENCES
[1]BojarP,Assessmentofthreatsconnectedwithtransport
ofhazardousmaterialsbytrain.LogisticsNo6/2011.
[2]CommissionRecommendationof21.2.2011onreporting
ofchecksconcerningthetransportofdangerousgoods
byroad.Brussels,C(2011)909.
[3]Directive2008/68/ECoftheEuropeanParliamentandof
the Council of 24 September
2008 on the inland
transport of dangerous goods. Official Journal of the
EuropeanUnion,L260/13,30.9.2008,
[4]Grzegorczyk, K., Hancyk, B., Buchcar R., Dangerous
GoodsinRoadTransport.ADR2007‐2009.BUCH‐CAR.
Błonie2007.
[5]Grzegorczyk, K., Buchar, R, Dangerous Goods.
Transportinpractise.ADR2011‐2013.
BUCHCH‐CAR.
1Issue2011.
[6]Grzegorczyk, K., Changes in Dangerous Goods
Transport. Dangerous Goods (Towary Niebezpieczne),
No1/2011.
[7]Grzegorczyk, K., Transport of Dangerous Goods.
DangerousGoods(TowaryNiebezpieczne),No3/2011.
[8]Kršák, E., Herkt, P., Technical Infrastructure for
Monitoring the Transportation of Oversized and
Dangerous Goods. Proceedings
of the Federated
Conference on Computer Science and Information
Systems.2012.
[9]Michalik,J.,Gajek,A.,GrzegorczykK.&others.Threats
reasonsofDGinroadtransport.BezpieczeństwoPracy.
NaukaiPraktykanr10/2009.CIOP,Warsaw2009.
[10]Roadfreighttransportbytypeofgoods.EC,Eurostat
statistics explained,
http://ec.europa.eu/eurostat/
statistics‐explained/index.php/Road_freight_transport_
by_type_of_goods,10February2016.
[11]Różycki, M., Safety Transport of Dangerous Goods.
PPHUMoritzMarekRóżycki,2009.
[12]Regulations concerning the International Carriage of
DangerousGoods by Rail (RID), http://www.cit‐
rail.org/en/rail‐transport‐law/cotif.01.01.2013.
[13]Squillante,P.,SouthEasternEuropeMarineandRiver
integratedMonitoringSystem
fortheTransportationof
DangerousGoods,Italy,31/1/13,http://www.southeast‐
europe.net/en/projects/approved_projects/?id=147.
[14]Theactfrom15November2011.OJ.2011,No227,pos.
1367.
[15]The act from 15 November 1984. Transport Law. OJ.
2000,No50,pos.601.
[16]The act from 29 November 2007.Atomic Law. OJ.
2007,No
42,pos.276.
[17]The act from 21 December 2000 refers Technical
Inspection.OJ.2000,No122,pos.1321.
[1]The European Agreement concerning the International
Carriage of Dangerous Goods by Road (ADR), 1
January 2013,
www.unece.org/trans/danger/publi/adr/adr_e.html.
[18]TheEuropeanAgreementconcerningtheInternational
Carriage of Dangerous Goods by Inland
Waterways
(ADN). ADN 2013: Annexed regulations,1 January
2013, http://www.unece.org/trans/danger/publi/adn/
adn2011/13files_e.html,1January2013.
[19]The statistics of Central Statistical Office from June
2015. Concise Statistical Yearbook of Poland. Warsaw
2015.
