Carriage, Handling and Storage of Dangerous Goods along

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122 RECOMMENDATIONS With regard to guidelines for ports and terminals, reference should be made to the ILO Code of Practice on Safety and Health in Ports, 2003 (see Chapter 6.2.4 of Volume I) and IMO Revised Recommendations on the Safe Transport of Dangerous Cargoes and Related Activities in Port Areas, 2006 (see Chapter 6.2.5 of Volume I). The relevance of each of these instruments for the Upper Mekong and the Lower Mekong as well as the feasibility of implementing these instruments should be investigated further. In Europe, a general tendency towards harmonisation of rules on the transportation of dangerous goods by inland waterways has emerged, with a key role for the European Agreement concerning the International Carriage of Dangerous Goods by Inland Waterways (ADN). The ADN was drafted by the United Nations Economic Commission for Europe (UNECE), in close cooperation with the Central Commission for the Navigation of the Rhine (CCNR). Currently, 17 countries are party to the ADN. The advantages of using the ADN as a basis for harmonised rules are: • international transportation of dangerous goods is permitted if the conditions of the annexed Regulations are met; • riparian States retain the right to regulate or prohibit entry on their territory for reasons other than safety during carriage; • other regulations applicable to carriage of goods in general remain applicable; • a possibility exists for derogations through bilateral/multilateral agreements; and • a possibility exists for special authorisations. The example of the Draft Prakas on Technical Requirements for Carriage of Dangerous Goods by Inland Waterway in the Kingdom of Cambodia moreover shows that at least some countries in the Mekong Basin are already familiar with the ADN. The suitability of implementing the ADN Code should be investigated further, taking into account the differences between the Upper Mekong and the Lower Mekong, institutional capacity, technical standards of existing fleets and socio-economic development. The implementation of the ADN Code would need to be undertaken in a feasible and practical manner. As a separate action, capacity building with a view to raising awareness of international standards is recommended. 5.3.4 Elaboration of Technical Guidelines RECOMMENDATION In addition to legally binding rules, harmonised non-binding technical guidelines for the transport of dangerous goods along the Mekong River should be developed. CHALLENGE The Risk Analysis indicated that the current technical capacity, budget and resources of Member Countries might stand in the way of the adoption of an elaborate set of binding rules. Therefore, it is recommended that in addition to legally binding harmonised rules, harmonised non-binding technical guidelines for the transport of dangerous goods along the Mekong River are developed. These guidelines could set out best practices, referring to international standards. Also, they should be updated on a regular basis.
5.3.5 Institutional Capacity Building RECOMMENDATIONS 123 RECOMMENDATION The institutional capacity of national line agencies for compliance and monitoring should be enhanced. CHALLENGE The risk analysis revealed that one of the main problems with the transport of dangerous goods is the limited capacity of institutions and national line agencies to implement and enforce rules and regulations. Viet Nam, for example, has an extensive legal framework on IWT, however there is limited guidance on how to effectively apply and implement these laws and regulations in a practical manner. With limited budgets and resources, national line agencies face difficulties on how to control, implement and monitor the implementation of the rules and standards. Moreover, it is reported that there is a lack of qualified inspectors. Capacity building is required for all Member Countries to ensure a better understanding of how the rules and regulations are to be implemented. The technical capacity and resources required of the line agencies to effectively monitor and enforce the rules and regulations should also be determined. It is also noted that national line agencies raised concerns about accessing private ports and petroleum terminals. This issue needs to be looked into further. Capacity building with a view to attain equal capacity among all MRC Member Countries is considered a matter of urgency. 5.3.6 Public Information and Promotion Campaigns RECOMMENDATION Public information and promotion campaigns for all waterway users on dangerous goods, oil spill pollution and safety should be undertaken. CHALLENGE From the Risk Analysis it was determined that a lack of awareness on dangerous goods contributes significantly to the increased risks of fire, explosion, injury, loss of life and pollution. Awareness was determined as a very high priority area in all of the Member Countries at ports and vessels and on terminals, and the importance was again stressed at National Consultation Meetings. The level of understanding of the risks associated with dangerous goods needs to be improved significantly for all waterway users. Public information campaigns should be directed at key stakeholders (including port authorities, shipping operators, petroleum companies and waterway users) in order to improve understanding and awareness of dangerous goods, environmental protection and waste management. The campaigns should be conducted in all four languages of the Member Countries and be tailored towards national line agencies, key stakeholders and all waterway users. For example, promotion campaigns and industry forums should be established to encourage petroleum and shipping companies to invest more budget and resources towards safety and environmental protection. For operators of small vessels, awareness programs could focus on correct disposal of solid and liquid wastes and the risks of fire and pollution. Public information and promotion campaigns should also focus on raising awareness of the legal framework as well as international standards regarding transportation of dangerous goods.
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2 3 5.1 CARRIAGE, HANDLING AND STOR
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ACKNOWLEDGMENTS Key MRC staff, memb
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CONTENTS ACRONYMS AND ABBREVIATIONS
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CONTENTS III 3.3.3.2 Safety Managem
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ACRONYMS AND ABBREVIATIONS ADN Acco
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ILO International Labor Organisatio
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PPE Personal Protective Equipment P
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DEFINITIONS Administration: means t
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DEFINITIONS XIII Loading arm: an ar
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EXECUTIVE SUMMARY RECOMMENDATIONS (
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1. FROM RISK ANALYSIS TO RECOMMENDA
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FROM RISK ANALYSIS TO RECOMMENDATIO
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FROM RISK ANALYSIS TO RECOMMENDATIO
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1.3.3 Enforcement and Compliance FR
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2. PORTS AND TERMINALS 2.1 INTRODUC
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HAZARD HOT WORK RECOMMENDATIONS FOR
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2.3 RECOMMENDATIONS FOR PREVENTION
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PORTS AND TERMINALS 15 The ISPS Cod
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ACTIONS Technical and Management PO
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PORTS AND TERMINALS 19 • OISD-STD
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ACTIONS Technical and Management (c
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PORTS AND TERMINALS 25 Fire and gas
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References ILO Code of Practice on
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For the segregation table the follo
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2.3.4.3 Monitoring and Control of D
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References International Safety Gui
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2.3.4.6 Drug and Alcohol Policy REC
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Tier 1 PORTS AND TERMINALS 41 • S
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PORTS AND TERMINALS 43 • Planning
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PORTS AND TERMINALS 45 • Dangerou
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Technical and Management (continued
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2.4.2.2 Portable and Mobile Firefig
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3. VESSELS 3.1 INTRODUCTION RECOMME
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VESSELS 59 Priority levels are base
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References VESSELS 61 • ADN (Euro
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VESSELS 63 collisions. If a VTS sys
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VESSELS 65 important cause was "mai
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Drip Trays VESSELS 67 Suitable drip
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Page 134 and 135: 114 RECOMMENDATIONS Ship's skipper
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