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Security
X-ray specs
The increase in international rail freight has raised implications for security and taxation
considerations as goods pass across international borders, says Andrew Goldsmith
Intermodal freight volumes have been growing over the last
decade as Europe imports more and more of its consumer
goods from Asia. This has facilitated the integration of
rail into logistic chains and has helped rail to benefit from
the dynamic growth of container-based sea traffic between the
continents. This intermodal network is becoming a more fluid and
efficient system of delivering cargo around the world.
UK forecasts show the potential to double tonnes carried
by 2030 including a fivefold increase in container rail freight,
according to RFG (Rail Freight Group) and FTA (Freight Transport
Association). This pattern is reflected across Europe, which
means that high-throughput screening solutions are becoming an
increasing priority for customs teams around the world.
There are other reasons to scan rail freight too – terrorism or
sabotage could have a significant economic impact, and rail cargo,
as well as the infrastructure, is a target for criminals and terrorists.
The ability for rail operators and security organisations to quickly
assess rail cargo is vital to protecting rail infrastructure. The fastest
and most effective method is X-ray scanning with the detection
of dangerous and illegal cargo a priority – tax revenues can be
securitised and consumers protected by the seizure of contraband
such as narcotics and weapons.
New developments within the world of X-ray inspection have
now enabled the effective screening of rail cargo to become not
only possible, but highly effective.
Manufacturers are developing solutions that focus on enhanced
inspection capabilities and increased operational effectiveness
in order to make high speed scanning a reality. One of the key
challenges of developing a rail inspection system is the variation
in operation modes, meaning there can be requirements to scan
single or multiple tracks, trains going in one or either direction,
various types of cargo – some needing to be scanned, others not
– and different speeds of the train at the point of inspection. Rail
scanning systems are not ‘off the shelf’ products.
Another key requirement for rail scanning systems is for them
to be fully automated operationally, with no associated personnel
required to physically operate the system on site, reducing both the
manning and associated infrastructure costs, and meeting health
and safety requirements. Communications technology means
that the resulting X-ray image analysis can be performed by image
inspectors, either within a nearby inspection office, or at a securely
networked remote inspection location anywhere in the country.
Sophisticated operational and safety systems guarantee the
solution is both secure and safe for the train drivers and crew. An
array of failsafe systems and processes ensure that only confirmed
and verified cargo, such as freight containers, are scanned by
the system.
This kind of technology is already in action within Europe,
with technology in operation that is capable of scanning rail
containers moving at 60 kilometres per hour.
Images are obtained when the train’s cargo moves through the
system between the X-ray generator on one side of the track and
the X-ray detector array on the opposite side, generating a high
quality X-ray of a 40-foot shipping container in 0.8 of a second,
enabling the scanning of hundreds of thousands of containers
a year without slowing the flow of commerce. By electronically
linking the cargo manifest and container number against the
relevant X-ray image, tracking and analysis becomes efficient
and effective.
So far, the UK has not introduced a comparable X-ray system,
but security concerns may soon see such systems implemented
here. The ability for rail operators and security organisations to
assess rail cargo quickly is vital to protecting rail infrastructure and
the global supply chain, as increasing amounts of UK freight are
bound for mainline Europe via
the Channel Tunnel.
Andrew Goldsmith is vice president of global marketing at Rapiscan
Systems: www.rapiscansystems.com
A GB Railfreight unit at Barking
www.railimages.co.uk
SEPTEMBER 2012 Page 53