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"This book explores the allocation of risk and liability of dangerous goods between the seller and the buyer under CIF (Cost, Insurance and Freight) and FOB (Free on Board) contracts, providing an in-depth study of the issue of carriage of dangerous goods in the context of international trade law. In addition to offering specific solutions to issues arising in the context of the contract of sale, the book provides a non-contractual angle, putting forward suggestions under non-contractual mechanisms. Importantly, the book incorporates case law examples from the Commonwealth and the US. Dangerous goods that are carried by sea carry with them potential risks of losses and damages to the vessel, other cargoes and lives on board. The allocation of liability arising out of the carriage of dangerous goods has recently attracted unwelcome attention because of mis-declared cargoes leading to fires on board ships. Thus the book fills a gap in the literature by addressing the issue in detail with examples from multiple jurisdictions, and proposing solutions. In particular, the book analyses whether and to what extent the law of international sale of goods can provide any assistance in the re-allocation of liability between the buyer and the seller. This book will be of great interest to all those involved in the research as well as legal practice of international trade law and carriage of goods by sea law"--

Quantitative risk assessment (QRA) models are used to estimate the risks of transporting dangerous goods and to assess the merits of introducing alternative risk reduction measures for different transportation scenarios and assumptions. A comprehensive QRA model recently was developed in Europe for application to road tunnels. This model can assess the merits of a limited number of "native safety measures." In this article, we introduce a procedure for extending its scope to include the treatment of a number of important "nonnative safety measures" of interest to tunnel operators and decisionmakers. Nonnative safety measures were not included in the original model specification. The suggested procedure makes use of expert judgment and Monte Carlo simulation methods to model uncertainty in the revised risk estimates. The results of a case study application are presented that involve the risks of transporting a given volume of flammable liquid through a 10‐km road tunnel.

Health service providers in developed nations are responsible for 5% of their national carbon emissions, much of which originate from transport and supply chains. Connected autonomous freight vehicles (CAV-Fs) offer the potential to reduce this impact and enable lower cost operations, with trials being explored across the world. Transportation and carriage regulations, particularly in relation to the movement of dangerous goods (DG) such as medicines and diagnostic specimens, have not been developed for and applied to this new transport mode, particularly where loads are unaccompanied. Through an audit of current legislation and practice, this paper evaluates current DGs regulations applied to the transportation of medical products and medicines by autonomous road vehicles. Where existing regulations are not appropriate for CAV-Fs, recommendations and adaptations have been proposed to support safe and practical application. Remote monitoring and tracking of vehicles are critical for ensuring load security, quick and effective incident response, and management of documents and communications between parties. Loading/unloading procedures are significantly more important than in crewed vehicles, with load segregation and recording of all activity being of key importance. Other recommendations relate to training provision, vehicle specifications, and product health monitoring.

A quantitative risk analysis (QRA) regarding dangerous goods vehicles (DGVs) running through road tunnels was set up. Peak hourly traffic volumes (VHP), percentage of heavy goods vehicles (HGVs), and failure of the emergency ventilation system were investigated in order to assess their impact on the risk level. The risk associated with an alternative route running completely in the open air and passing through a highly populated urban area was also evaluated. The results in terms of social risk, as F/N curves, show an increased risk level with an increase the VHP, the percentage of HGVs, and a failure of the emergency ventilation system. The risk curves of the tunnel investigated were found to lie both above and below those of the alternative route running in the open air depending on the type of dangerous goods transported. In particular, risk was found to be greater in the tunnel for two fire scenarios (no explosion). In contrast, the risk level for the exposed population was found to be greater for the alternative route in three possible accident scenarios associated with explosions and toxic releases. Therefore, one should be wary before stating that for the transport of dangerous products an itinerary running completely in the open air might be used if the latter passes through a populated area. The QRA may help decisionmakers both to implement additional safety measures and to understand whether to allow, forbid, or limit circulation of DGVs.

Dangerous goods are substances with hazardous properties and products that can harm people, the environment or property. Incorrect transport or storage of such cargo can lead to human or animal disease, poisoning, burns, as well as explosion, fire, damage to other cargo, rolling stock, structures and equipment, contamination of the environment and water. It is not possible to avoid the risk of transporting dangerous goods, but it can be controlled and minimized.A study on the possibilities for improving the transport of dangerous goods in the European Union countries was carried out. The study was conducted using a survey method. Questionnaires were sent to transport companies carrying dangerous goods. These companies are based in the European Union countries. The purpose of the study was to find out what security measures the relevant transport company is taking to ensure the safe transport of dangerous goods, the modes of transport of the most dangerous goods, the countries where the dangerous goods transported by the respective carrier are mostly transported, the information means used by the company for fast and safe transportation to the consignee of this type of cargo.The article presents the results of the study on the transport of dangerous goods in the EU countries. The questionnaire analysis showshow respondents in the European Union countries evaluate the transport of dangerous goods, what dangerous goods are usually transported, what are the causes of accidents and what is being done to reduce the risks of transporting dangerous goods.After analysis of the results of the study it can be stated that the EU countries have a variety of security measures to reduce the risk of dangerous goods transport. Therefore, Lithuanian carriers can be offered various means of safe transportation of these goods.The article provides guidance measures to ensure the safe transport of that cargo.

Dangerous goods are substances with hazardous properties and products that can harm people, the environment or property. Incorrect transport or storage of such cargo can lead to human or animal disease, poisoning, burns, as well as explosion, fire, damage to other cargo, rolling stock, structures and equipment, contamination of the environment and water. It is not possible to avoid the risk of transporting dangerous goods, but it can be controlled and minimized.A study on the possibilities for improving the transport of dangerous goods in the European Union countries was carried out. The study was conducted using a survey method. Questionnaires were sent to transport companies carrying dangerous goods. These companies are based in the European Union countries. The purpose of the study was to find out what security measures the relevant transport company is taking to ensure the safe transport of dangerous goods, the modes of transport of the most dangerous goods, the countries where the dangerous goods transported by the respective carrier are mostly transported, the information means used by the company for fast and safe transportation to the consignee of this type of cargo.The article presents the results of the study on the transport of dangerous goods in the EU countries. The questionnaire analysis showshow respondents in the European Union countries evaluate the transport of dangerous goods, what dangerous goods are usually transported, what are the causes of accidents and what is being done to reduce the risks of transporting dangerous goods.After analysis of the results of the study it can be stated that the EU countries have a variety of security measures to reduce the risk of dangerous goods transport. Therefore, Lithuanian carriers can be offered various means of safe transportation of these goods.The article provides guidance measures to ensure the safe transport of that cargo.

Intro -- Transport of Dangerous Goods -- Foreword -- Contents -- Chapter 1: Dangerous Goods Transportation and Biophysical Vulnerability: The Contribution of GIS and Simulation Softwares -- 1.1 Introduction -- 1.2 The Transport of Dangerous Goods by Road: A General Framework -- 1.3 TDG Road Accidents and Associated Phenomena -- 1.4 The Hazards Arising from a TDG Accident -- 1.4.1 Explosions -- 1.4.1.1 The BLEVE Explosion -- 1.4.1.2 The UVCE Explosion -- 1.4.2 Toxic Atmospheric Releases -- 1.4.2.1 The Source of the Release -- 1.4.2.2 The Weather -- 1.4.2.3 The Immediate Environment -- 1.5 The Concept of Vulnerability -- 1.6 Biophysical Vulnerability Thresholds -- 1.6.1 Vulnerability Thresholds: Temperature -- 1.6.2 Vulnerability Thresholds: Overpressure -- 1.6.3 Vulnerability Thresholds: Toxic Substances -- 1.6.3.1 Ethylene Oxide -- 1.7 Case Study of a Vulnerable Area: Nice - Imperia - Savona -- 1.7.1 Savona -- 1.7.2 Imperia -- 1.7.3 Alpes-Maritimes -- 1.7.4 Traffic Flows -- 1.8 A Proposed Model for Damage Estimation -- 1.8.1 The Damage Estimation Model -- 1.8.2 Simulation of the Atmospheric Dispersion of a Toxic Substance in the City of Nice -- 1.8.2.1 General Approach to Toxic Waste Simulation -- 1.8.2.2 Crisis Management: Assets Exposed to Instantaneous Air Releases of Ethylene Oxide -- 1.8.3 Simulation of a BLEVE and UCVE-Type Explosion in Savona -- 1.8.3.1 The BLEVE Scenario -- 1.8.3.2 The UCVE Scenario -- 1.9 Conclusion -- References -- Chapter 2: Legislative Context and Governance Principles for Dangerous Goods Transportation (DGT) Integrated Risk Management -- 2.1 Introduction -- 2.2 The Current Regulatory Context -- 2.2.1 Spotting - Placarding - Marking -- 2.2.2 Limitations of the Current Legislation -- 2.2.3 Tracking and Tracing -- 2.3 Transportation of Dangerous Goods Based on GNSS -- 2.4 The Future in an Increasing 'ITS' Environment.

Inštitút " bezpečnostného poradcu" sa preberá z smernice Rady 96/35/ESa smernice Európskeho parlamentu a Rady 2000/18/ES. Ustanovuje sa, ktorá fyzickáalebo právnická osoba je povinná určiť bezpečnostného poradcu na prepravunebezpečného tovaru a ktoré fyzické alebo právnické osoby sú vyňaté z tejtopovinnosti. ; The "safety adviser" institute is adopted from the Council's regulation no.96/35/ES and from the regulation of the European Parliament no. 2000/18/ES. Itdefines a natural body or a corporate body obliged to appoint a safety adviser fortransportation of dangerous goods and the natural bodies or corporate bodies that areexcluded from this obligation