volume 9. no 1 2008 - jaunumi | tsi · volume 9, no 1 - 2008 issn 1407-6160 issn 1407-6179...

Transporta un sakaru institūts (Transport and Telecommunication Institute)

Transport and

Telecommunication

Volume 9, No 1 - 2008

ISSN 1407-6160 ISSN 1407-6179 (On-line: www.tsi.lv)

Riga – 2008

05/J80 EDITORIAL BOARD: Prof. Igor Kabashkin (Editor-in-Chief), Transport & Telecommunication Institute, Latvia Prof. Irina Yatskiv (Issue Editor), Transport & Telecommunication Institute, Latvia Prof. Adolfas Baublys, Vilnius Gedeminas Technical University, Lithuania Dr. Brent Bowen, University of Nebraska at Omaha, USA Prof. Arnold Kiv, Ben-Gurion University of the Negev, Israel Dr. Nikolay Panin, Scientific and Research Institute of Motor Transport, Russia Prof. Andrzej Niewczas, Lublin University of Technology, Poland Prof. Lauri Ojala, Turku School of Economics, Finland T&T Personnel: Literary editor – Lucija Paegle, Ludmila Volodko Technical editor – Irina Mihnevich Host Organizations: Transport and Telecommunication Institute, Latvia – Eugene Kopytov, Rector Telematics and Logistics Institute, Latvia – Igor Kabashkin, Director Co-Sponsor Organization: PAREX Bank, Latvia – Valery Kargin, President Supporting Organizations: Latvian Transport Development and Education Association Latvian Academy of Sciences Latvian Operations Research Society Telecommunication Association of Latvia

All articles are reviewed. Articles can be presented in the journal in English.

EDITORIAL CORRESPONDENCE Transporta un sakaru institūts (Transport and Telecommunication Institute) Lomonosova iela 1, LV-1019, Riga, Latvia. Phone: (+371)67100594. Fax: (+371)67100535. E-mail: [email protected], http:// www.tsi.lv TRANSPORT and TELECOMMUNICATION, 2008, Vol. 9, No 1 ISSN 1407-6160 The journal of Transport and Telecommunication Institute (Riga, Latvia). The journal is being published since 2000.

Copyright © Transport and Telecommunication Institute, 2008

Transport and Telecommunication Vol.9, No 1, 2008

3

CONTENTS

Evolution Barriers for Intermodal Transport in Poland Tadeusz Cisowski, Andrzej Niewczas, Józef Stokłosa ................................................................... 4 Improvement of Dangerous Goods Transportation Technology and Reducing the Accidents Nijole Batarliene ........................................................................................................................... 8 Computer-Run Simulation of Rollover of the Motor Vehicle Olegas Prentkovskis, Edgar Sokolovskij ..................................................................................... 14 The Reduction of the Risk and Accident Probability on Carriage of Dangerous Goods Nijole Batarlienė ......................................................................................................................... 21 Actual Attitudes of Demands for Specialists in Transport Sector Kristina Ledauskaitė, Darius Bazaras ........................................................................................ 29 Authors’ index............................................................................................................................. 34 Cumulative Index ........................................................................................................................ 35 Preparation of Publications ......................................................................................................... 37


4

Transport and Telecommunication, 2008, Volume 9, No 1, 4–7 Transport and Telecommunication Institute, Lomonosov 1, Riga, LV-1019, Latvia

EVOLUTION BARRIERS FOR INTERMODAL TRANSPORT IN POLAND

Prof. Tadeusz Cisowski 1, Prof. Andrzej Niewczas 2, PhD Józef Stokłosa 3

High School of Economics and Innovation in Lublin

7/9 Melgiewska st., 20-209 Lublin, Poland 1 Ph.: +48 48 361-77-62, e-mail: [email protected]

2 Ph.: +48 81 538-42-58, e-mail: [email protected] 3 Ph.: +48 48 361-77-51, e-mail: [email protected]

Through completely lack of complex government regulation in the field of intermodal transport (e.g. subsidy for modernization terminals, purchase modern railway rolling stock) development of combined transport in Poland has slowed down since many years.

Keywords: combined transport, intermodal terminal, transshipment process in terminal, semi trailers, vertical transshipment

1. Introduction

In Europe in the last decade of the XX century, a high growth of combined transport took place. Combined transport has the features of the road transport such as: elasticity, the directness of deliveries from every place the conferment, adaptation vehicles to requirements of freights and the features of the railway transport like relative cheapness of transports on average and large distances, speed of deliveries, regularity of connections as well as their considerable frequency. The railway transport in comparison with road transport characterizes smaller number of damages and disappearances of freights. The railway transport provides services on large distances and at the same time it’s better for natural environment than the road transport because it’s emitting less pollution. Taking into consideration the mentioned advantages of railway transport the intensive development of intermodal transport is well founded. 2. The current state and perspective of development of combined transport

in Europe and Poland

Estimated share of railroad transport in different countries of Europe is 10–15% of freight transports totality. In such country as Switzerland, Norway yearly dynamics of growth of combined transport is about 5% [1]. It finds reflection in changes of irregular share of respective branches transport in market of freight transports. One of the forms of the development of harmonized transport in Europe is transfer the part of freight transport from road transport on rail. Fig. 1 shows growth of combined transports in last 15 years. The growth of combined transport encounters many problems, which don’t permit fully to develop this new part of transport [2]. Still the cost of transport of Intermodal Transport Unit (ITU) in combined transport is more expensive than cost of transport in road transport [3]. This is the major problem of combined transport.

The chance to change this situation may be solution using by put into practice new transshipment technology. Fig. 3 shows comparison of costs of transport semi trailers in combined transport, road transport with vertical transshipment on pocket wagons (operator Kombiverkher) and with use of modern technology of horizontal transshipment in Germany). We can notice that other railroad operators define similar costs.


5

Growth in combined transport by rail (in thousands of tonnes).

[source: UIC]

0

20

40

60

80

100

120

140

160

180

200

1988

1989

1990

1991

1992

1993

1994

1995

1996

1997

1998

1999

2000

2001

2002

2003

2004

thou

sand

s

Fig. 1. Growth in combined transport by rail (in thousands of tonnes). Total for EU + Switzerland and Norway [4]

Dependence of the average intermodal and road transport on the door-to-door mode

0

2

4

6

8

10

12

200 300 400 500 600 700 800 900 1000 1100 1200

Door-to-door distance [km]

Aver

age

cost

- E

URO

cent

s/t-k

m

Combined Transport - fullcostsCombined Transport -internal costsRoad transport - full costs

Road transport - internalcosts

Fig. 2. Dependence of the average costs of combined and road transport on the door-to-door distance [3]

122%100% 84%

0%20%40%60%80%

100%120%140%

Combinedtransport

Road transport CargoBeamersystem

Transportation cost (semitrailer)Munich-Leipzig

Fig. 3. Transportation cost semi trailers in Germany [5]


6

Stimulation transport operators to co-operation in frames of railroad transport also encounter many technical barriers. In countries such as France, Italy, Germany the share of road freight transport amounts suitably 76%, 84%, 70%. At the same time only about 1% of semi trailers is adapted to vertical transshipment in technology piggyback. Fig. 4 shows share of loading unit in road transport in Germany.

In Poland only 1% of ITU is transported by combined transport yearly. In Slovakia this indicator amounts 1.79% of total freight transports [6]).

There is no doubt that the most important advantages of combined transport in Europe are: reduction of road traffic (less congestion on road network), road safety and ecological aspect (air pollution (CO2 emissions)), noise, environment, development of urban space, energy consumption and raw materials.

Analysis made for Combined Transport Group (GTC), part of UIC and UIRR shows that international unaccompanied combined transport will have more than doubled by 2015, from 54.4 millions tons in 2002 to 116 millions tons in 2015 [7].

Customers are expecting from combined transport and especially from railway operators several significant changes, and especially [7]:

• about 50% shorter time of transport, • improvement of services quality (reliability and flexibility), • improvement transhipment process in terminals.

Road freight market in Germany (2004)

40% 14%

45%1%

Swap bodies Standard semi-trailerModified semi-trailers Other

Fig. 4. Performance and distribution of freight in Germany in 2004 [5] The searches of new transport technologies and the systems of organization of the transport and

the systems of financial subsidy from government, should be friendly for further intensive development of this branch of transport.

3. Basic reasons for low growth of combined transport in Poland

In 2003 share of intermodal transport amounted to 1,5% of freight transports traffic biggest railway

company in Poland PKP CARGO S.A. International traffic made up 84% of total intermodal transport, 37% - import, 36% - export, 12% transit. National traffic made up 19% of total volumes. Containers traffic is amount to 94% (2003), however other ITUs: swap bodies make up only 5,4%, semi-trailers – 0,4% intermodal traffic totally. In the next few years we will not expect significant increase both international and domestic combined transport traffic (table 1).

There exist opinions there are two basic reasons for low increase of CT in Poland: • railway operators, both independent and PKP CARGO SA doesn’t have insufficient platform

wagons for semi-trailers transport, • road transport company (like in Germany (fig. 4)) practically doesn’t have semi-trailers for

vertical loading. These semi-trailers are slightly more expensive to be bought than the so-called "normal" road vehicles.


7

Table 1. Intermodal transport traffic 1999 – 2003 (ITU) [8]

ITU Years 20’ 40’ Swap

body Semi-trailer Total

1999 59928 76880 19312 2434 158554

2000 89224 72370 36449 1259 199302

2001 70786 60183 32105 675 163749

2002 74997 71977 17540 430 164944

2003 78780 102204 10406 781 192171

Other reasons for insufficient growths of CT are: • accidental place of landing rail-road transshipment terminals during last 30 years, • insufficient length of railway tracks in terminals, necessity of additional shunting and as a

result, extending time for transshipment ITUs (average length of rail track is 300 – 350 m), • low quality services railway operators displaying:

• too long time flow ITU in rail mode, • often delayed trains, • lack schedule traffic trains due to irregular road traffic flow into terminal, • too long time waiting on borders due to sophisticated procedure customs control. • lack of information systems between actors of transport chains (especially between

transport modes). Consequence of low railway services quality is often loss of customers.

4. Conclusions

High cost of combined transport in comparison with road transport, too high cost to access to

railway infrastructure and strongly payment for transhipment on terminals without government subsidy like in other European countries are determining barriers to growth CT in Poland.

References

1. Study on infrastructure capacity reserves for combined transport by 2015. Prepared for International

Union of Railways Combined Transport Group (UIC-GTC). Final report Freiburg/Frankfurt am Main/Paris. May 2004.

2. Batisse F. Stagnation du transport combiné en Europe, crise en France. Le Rail. -2004 nr 110, p.26-33.

3. Janic M. Modelling the full costs of an intermodal and road freight transport network, Transportation Research Part D 12 (2007).

4. www.uic.asso.fr/tc/statistics.html 5. www.cargobeamer.de 6. Report of Ministry of Transport, post and telecommunication Republic of Slovakia:

www.telecom.gov.sk/index/open_ file.php?file=doprava/kombi/inter _tran_sr.pps. 7. Ballis, A., Golias J. Towards the improvement of a combined transport chain performance. European

Journal of Operational Research 152 (2004). 8. Transport innovation strategy for years 2007-13. Intermodal transport. Expertise prepared by prof.

Leszek Mindur and prof. Jerzy Wronka. www.mi.gov.pl.


8

Transport and Telecommunication, 2008, Volume 9, No 1, 8–13 Transport and Telecommunication Institute, Lomonosov 1, Riga, LV-1019, Latvia IMPROVEMENT OF DANGEROUS GOODS TRANSPORTATION

TECHNOLOGY AND REDUCING THE ACCIDENTS

Nijole Batarliene

Vilnius Gediminas Technical University (VGTU) Plytines Str. 27, LT-10105 Vilnius-16, Lithuania

Ph.: +370 2744778, Fax: +370 2745059 E-mail: [email protected]

Analysis of transportation of dangerous goods capacity according to different kinds of transport characterizes demands,

while transporting dangerous goods, development degree of the process and describes organizational means, for the purpose of scientifically motivated process of transportation of dangerous goods. It is noted that the solution of transport technology problems is based on the improvement of technological supply, the rational usage of informational modelling methodology of the whole transportation process. The main possibilities to reduce accident probability and to raise transportation safety are described. The summaries of regulations describe the main duties of the Consignor, Sender, the Carrier or Driver under the various Regulations and the ADR (European Inter-State) Rules. Keywords: dangerous goods, technology, transportation, accident

1. Introduction

Dangerous goods include explosives, gases, flammable solids or substances, oxidising and toxic

substances, radioactive materials, acrid materials and hazardous waste. It is impossible to do without dangerous materials for most branches of industry.

The transportation of dangerous goods is one of the most complicated spheres of transport and the one that requires the most safety measures because if there is an accident, dangerous goods can get into the environment and cause grave consequences.

In every day life from the viewpoint of road safety, the vehicle, which carries dangerous goods, is treated the same as every other mean of transport. It is not asked for any particular safety requirements. However, during vehicle crash or traffic accident, despite subsequence, which has every vehicle crash, adds after-effect when dangerous load gets into surrounding environment. If during the biggest accident several or many people dies, several or many people are being injured, when during the vehicle crash with the mean of transport, which carries dangerous load, hundreds or thousands of people can be killed or catch a disease. Besides, the consequences of traffic accident can’t be evaluated at once, because the impact on human health and life may appear even after many years. It looks like after eliminating the consequences of vehicle crash, it can’t be any effect of dangerous load spill to environment and directly to person. Though it isn’t so. Even having up-to-date achievements in research technologies, it very hard to estimate, how deep dangerous substance affected the soil, whether reached and how hard ground water is polluted, the concentration of the dangerous substance in the soil after the spill. The devices may not notice all these affects in the air or water, but who can predict the dangerous substance’s harm to plants, animals and eventually to the person?

There are regulations to deal with the carriage of dangerous goods, the purpose of which is to protect everyone either directly involved (such as consignors or carriers), or who might become involved (such as members of the emergency services and public). Regulations place duties upon everyone involved in the carriage of dangerous goods, to ensure that they know what they have to do to minimize the risk of incidents and guarantee an effective response.

The main task of my researches and the paper is to ensure safe transportation of dangerous goods, to manage and minimize risk of transportation of such cargo along the whole route by using the same technical measures and equipment.

An important part is grouping of dangerous goods according to transportation reliability criterion, the opportunity to assure service of customer independent of hazardous properties of transported goods [1].

Other analogical examples of dangerous goods grouping, may be listed but all of them have one disadvantage – they don’t have the criterion, which complementary could describe characteristics of dangerous goods.


9

While analysing all types of grouping, it is easy to see that their nature is based on one criterion – danger.

Methodology of technological processes and the listing of dangerous goods grouping have a big practical benefit, organizing safe transportation of hazardous groups.

2. Principles of Grouping Dangerous Goods According to Danger Features

Organizing dangerous goods transportation and establishing informational-technological models, it

is very important that the dangerous goods were distributed according to appropriate features. This may help to gather concrete information for separate parameters of transportation process.

Characteristics of dangerous goods transportation may be: • Physical-chemical properties of transported materials; • Running parameters of containers and packages; • Degree of danger; • Conditions that describes specific properties of good. Containers may be grouped according to different aspects: according to goods unit weight, goods

clearance, according to technique of loading-unloading, according to possible ways to load a transport unit, transportation and storage conditions, protection and outside influence conditions. Otherwise a united system, according to which dangerous goods may be safely transported, can’t be created according to this criterion. That’s way in this chapter principals of grouping dangerous goods are offered, according to which optimal criterion way be selected, which will be used to establish the probability model of car-accidents and to create informational system.

Legislative basis of dangerous goods transportation, analysis of carriage extend characterizes the demand of dangerous goods transportation, degree of development and describes organizational-technical means, when seeking to organize scientifically reasoned process of dangerous goods transportation.

While transporting dangerous goods it is important to insure safety, so that not bigger than minimal danger will be reached. Minimal danger – it is danger, which could be avoided wile transporting dangerous goods or in the case of the accident efficiency of working people is not harmed, technical means, buildings and road are not damaged, environment is not polluted. To insure safety of transportation and to select means, primary it is necessary to investigate factors, which has influence to danger of transportation. Organizing transportation of dangerous goods, it is necessary to consider such factors:

• Technology of transportation process, • Interaction with other ways of transportation, • Selection of technical means, • Estimation of courses, • Permission to goods transportation system, • Transportation control, • Elimination of accident results. All these factors depend on informational supply. The danger of transportation is determined by three main elements of dangerous goods

transportation: capacity of transportation, course of transportation and technology of transportation. Each of these elements has influence on danger of transportation, their parameters and various qualitative and quantitative compatibility features show their level and degree. It is advisable to arrange transportation danger according to degree of danger, which is determinedly choosing and estimating technological transportation processes. In this way we estimate danger degree of transportation, as mathematical expected loss magnitude, which can increase, while transporting dangerous goods [2, 3].

3. Selection of Parameters for Statistical Models

While analyzing a system of dangerous goods transportation by road transport, it is necessary to bring definition of traffic accident, as one of the basic terms in the theory of dangerous goods transportation. Such term can be used solving particular problems, as one of them: selection of exploitation parameters for specialized means of transport, estimation degree of danger and parameters of goods according to used technological processes, optimal organizational motivation of transportation process and etc. Analytical solution of these problems is complicated because of formalization of


10

dangerous goods transportation processes and assignment of experimental researches ask for plenty of time and finance or practically these problems are not solvable. That’s way it is advisable to use mathematical modelling methods for dangerous goods transportation processes. Created models can be basis of scientifically based methodic, which lets:

• To estimate exploitation parameters, which probability of traffic accident depends on and regulations which can diminish this probability;

• To offer typical prophylactic means and to estimate their effectiveness; • To evaluate probability of traffic accident this may happen depending on class of good. The following improvement of methodology, estimating the probability of traffic accident, are

used to find all and each optimal element parameters of transportation process, safest course of dangerous goods transportation.

According to methodology which is being created according to statistical models, the model of traffic accident is the most important, because it lets to estimate the probability of its appearance. For practical realization of estimation of traffic accidents probability it is necessary to estimate and classify parameters, which have influence on traffic accident probability. Conditionally we can divide parameters into 6 groups (table 1).

While gathering statistics of traffic accidents, it is necessary to notice every parameter, type of vehicle and type of dangerous goods. Table 1. Parameters which have influence on traffic accidents probability

1. Parameters of dangerous goods: type of goods, which shows its dangerous properties; physical state of goods.

2. Operating parameters of vehicles, means of mechanisms of loading-unloading operations, containers and packages, equipment of goods storage. Technical means of transport, loading-unloading operation mechanisms, containers and packages, parameters of equipment for goods storage (possible load, capacity, obstruction of dust and damp and etc.). Usage of other equipment.

3. Technological parameters: distances of transportation; time of the day; number of unloadings; conditions of storage; composite loading with other dangerous and not dangerous goods.

4. Parameters of road traffic: speed of traffic, special transportation service (accompaniment of goods, underlying train, “green street” and alike.); specialization and signs of danger, intensity of traffic; sort of road.

5. Parameters, which characterize drivers and operational personnel: professional classification, state of health, experience in working with dangerous goods, special training.

6. Parameters, which characterize surrounding environment: climate conditions, meteorology; character of course.

4. Safety Requirements for the Transportation of Dangerous Goods

Keeping experience in mind, the following safety requirements for dangerous goods transportation could be emphasized:

• Tunnels: limit transportation through tunnels. • Routes: routes should be selected according to the situation, because there are some roads

where transportation, without having a special permission, of dangerous goods is forbidden, if roads are not fitted for the transportation of dangerous goods. General statement indicates that dangerous goods should not be transported close to the habitable areas.

• Bad weather conditions: when visibility on the roads is bad, it is raining, snowing or foggy, the transportation of dangerous goods in major cases should be forbidden. Bad weather conditions are when visibility is less than 200 meters. Some dangerous materials should not be transported, when roads are slippery.

• Ferries: special requirements for the carriage by ferries should be set down. Corresponding ferriage requirements should be applied for every means of the transport, which carries dangerous goods. In some cases the ferriage of dangerous goods should be forbidden.

Effective and safe dangerous goods transportation is possible only by good provision of information [4].

Every two years computer variants for international transportation of dangerous goods by roads (ADR) and railways (RID) are already prepared, also regulation requirements for dangerous goods transportation by international roads are fitted for the transportation inside the country, requirements for dangerous goods transportation control are prepared for inspectors, according to the EU directives and other work. This work enables to improve the transportation process and to create an information system.


11

It describes the necessity of creating methodological basics for safer and more perfect transportation of dangerous goods. 5. The Main Requirement for Packing Dangerous Goods

Dangerous goods must be properly packed into a suitable container. Container must be credibly

closed. The dangerous goods should be protected from any outside influence during transportation. If the transportation circumstances are normal, the package should be protected against vibration, temperature variations, pressure variations and moisture. There are the least marginal amounts of dangerous goods transportation. If the current amount does not exceed the marginal amount, the goods are considered as not dangerous. However, even the goods of the least marginal amount must be kept separated from any other packages. This requirement is applied to all known and new packages too.

Packing part, which has a direct contact with dangerous material, must be protected against chemical or any other influence of this dangerous material. If necessary, the packing surface must be covered with special materials, which prevent it from any chemical influence.

Every packing must have a design. If the container contents liquid, there should be enough free space. This requirement is valid for a container of any capacity. Liquid expands when heating and there coming gas out which can damage the normal package. The amount of these spaces (if necessary) is set to any material and it is calculating in every specification of material. However, the main requirement is – that the material must not fill the free space fully on +550 C. The inside packing of different packages has to be packed that they shouldn’t be exposed, makes itself holes, should not allow the liquid to be spread outside. Inside packages should be protected by outside packing, because it is made of porcelain, glass, ceramics or plastics. Any leak from inside packing material should not damage outside packing carpet.

Dangerous goods could not be packed or kept closely to each other, because this contact can cause a dangerous reaction. Also it cannot be kept or packed with other innocuous goods. If the material can transform itself physical existence in particular conditions, it should be kept as any chemical reactions should not damage that physical existence. However, if the liquid can extricate harmful gas, there should be a special ventilator in a package, which could protect the package from an absolute damage. This package system is forbidden on air transport.

If the packing has been remade (has been installed or exchanged new facilities), this packing should be tried by following the primary requirements. Before loading such packages for transportation we make sure, that it has not been damaged by corrosion or damaged by any other way. If we detect that the resistance features have fallen down or the design has changed, we should stop using this packing and restore it until it gets primary features. However, after this repair we should check the design and attest it works properly. Liquids can be packed into packages, which can keep particular pressure of a normal transportation circumstances only. The liquid cannot spread outside of packing.

The empty packages, where dangerous goods have been packed, should be called than filled of the same dangerous goods. There are the same requirements for empty package as for full one. The main requirement for empty and unwashed containers: they must have the same safety features than full ones and make sure there is as little ability to leak or crumble away as possible.

Experimentations for leaking of packages are made: • before the first transportation; • after repair and technical changes. In order to make the experiments, packing must have installed closing devices Packages, which are used to heavy materials transportation, should pass the requirements of

packages of liquids transportation if it can change itself physical existence from heavy to liquid material in some temperatures.

6. The Regulations of Balance of Safety and Economy

All packages must be made and tested by quality requirements of insurance program, which is

made and ratified by competent government, which make sure that production and experiments would be made by recommendation rulebook. In this recommendation the main requirements for packages are claimed, because technological science is making new packages, which requires another testing condition. However, the safety requirements must be the same anytime: packages must be as save as possible and damage must be as little as possible then we use the least production expenditure.

In order to warrant the maximum safety we can recommend to pack it into the packages, which are suitable for explosives or radioactive materials. By this way there would not be such term as “dangerous


12

goods”. Also there would not be “dangerous” goods, because all kinds of materials should be packed good enough to be not damaged on the biggest emergency (except explosives and radioactive materials). However, the packages would cost much more than goods cost. By this way nobody would buy goods, it would cost too much. With a view to make economical efficiency, the recommendations introduce safety provisions, which let to reduce production expenditure for dangerous goods packing. For example, Sweden national testing and researching institute is researching for as cheaper as possible material, which pass requirements of recommendations. This institute (expect the scientific researches) performs packages testing (primary and permanent) for Sweden and foreign countries producers. The company is testing and trying examples, before starting the new kind of packages production. If experiments are successful, they start production of packages. Besides, these packages are marked by United Nations sign. 7. Managing the Risks from Dangerous Goods and Reducing the Accidents

Managing dangerous goods involves: • identifying dangerous goods and site classification; • providing information, training and supervision in evacuation and fire fighting procedures; • controlling ignition sources such as naked lights, sparks and mobile phones where flammable

atmospheres may exist; • segregating incompatible goods; • separating dangerous goods from ‘protected places’; • spills management; • selection, provision and maintenance of safety equipment and personal protective equipment; • placarding of sites with dangerous goods in packages stored or handled above the prescribed

quantities; • displaying a clearly visible information placard on tanks holding more than 500L of LPG or

450L of other classes of stated dangerous goods and combustible liquids; • using documented safety management systems; • keeping unused storage or handling systems clean and safe. To avoid the possibility of an explosion or the emission of toxic flammable or corrosive gases: • store two incompatible goods at least 3 m apart. • where the goods could react violently, store them at least 5 m apart. • consider storing some goods (especially highly pyrophoric or unstable goods e.g. Class 4.2 or

5.2) in separate fire rated enclosures or separate buildings with appropriate fire suppression equipment.

• separate enclosures or buildings may also be required for those goods with special fire suppression requirements (e.g. Class 4.3 goods react adversely with water).

8. Regulations for the Transport of Dangerous Goods

Regulations exist throughout the world to ensure the safe transport of dangerous goods, whether by road, rail, sea, or air. These are mostly based on the UN Recommendations, and are enforced by the Governments of individual States [5]. For Road Transport Regulations, the main responsibilities of the various parties are generally as follows:

The Consignor or Sender, must: • Correctly identify the goods; • Package the goods correctly; • Label the packages; • Provide the documents and declarations.

The Carrier or Vehicle Operator must: • Use a suitable vehicle; • Provide the vehicle equipment; • Mark the vehicle; • Provide the driver with documentation for the journey.

The Driver must: • Ensure that the cargo is correctly stowed;


13

• Maintain the vehicle marks; • Keep the documents available for the Emergency Services; • Carry out checks during the journey; • Supervise the vehicle and load during stops; • Take the correct action in an emergency situation.

9. Conclusions

1. Factors of transportation insecurity, principles and methods of grouping dangerous goods

according to danger features, selection of parameters for statistical models enables to differentiate all the requirements and to collect fundamental information for the carriage of dangerous goods.

2. For supply of no emergency transportation of dangerous goods an effective developed examination transportation process and methodology of management is needed. For this purpose it is necessary to go from partial, though gross problems, to complex solutions of problems.

3. In order to ship dangerous goods we must take into account and estimate these main aspects: • the technical base of type of transport; • length of the road; • the cost of the shipment; • chemical properties of the material and its quantity; • the preparedness and knowledge base of the staff; • route; • climate conditions; • the level of probable damage.

4. Only full understanding and wide knowledge will allow to safely and economically ship dangerous goods which will not cause danger.

5. The risk assessment gives an opportunity for carriers to choose the main transportation criteria, flexibility, to use alternative using the risk assessment it is possible to reduce accident probability and to raise transportation safety.

References 1. European road safety action programme mid-term review. Communication form the Commission.

Brussels, 22/02/2006 COM (2006) 74 final. 2. eSafety – Making Europe’s roads safer for everyone. eSafety support. Brussels, 2001, p. 2-10. 3. eSafety – Improving road safety using information & communication technologies. eSafety Factsheet

48, December 2006. 4. BAUBLYS, A.; BATARLIENĖ, N. et.al. Transport: technologies, economics, environment, health:

monograph. Vilnius: Technika 2003, 876 p. 5. Recommendations on the Transport of Dangerous Goods. UN New York and Geneva, 2001.


14


COMPUTER-RUN SIMULATION OF ROLLOVER OF THE MOTOR VEHICLE

Olegas Prentkovskis 1, Edgar Sokolovskij 2

Vilnius Gediminas Technical University

1Dept of Transport Technological Equipment Plytinės g. 27, LT-10105 Vilnius, Lithuania

Phone: (+ 370 5) 2744784, E-mail: [email protected] 2Dept of Automobile Transport

Jono Basanavičiaus g. 28, LT-03224 Vilnius, Lithuania Phone: (+ 370 5) 2370583, E-mail: [email protected]

The theoretical model of motor vehicle movement and rollover is presented. This model consists of three models: model of

the motor vehicle; model of the road pavement surface; model of the interaction between the motor vehicle’s wheel and the road pavement surface. The computer-run simulation of rollover of the motor vehicle with the help of the PC CRASH software is introduced. Keywords: motor vehicle, rollover, computer-run simulation, traffic accident 1. Introduction

One of the main tasks of transport is the increase of the amount of transported goods as well as retaining traffic safety.

All accidents, occurring in Lithuania, can be classified into the following types: collision; rollover; hitting an obstacle; hitting the parked vehicle; running on pedestrians; running on cyclists; other accidents. According to the statistical data, rollovers make up about 12 % of all accidents in our country [1-3]. There occur some 6500 road accidents per year in Lithuania [4].

Traffic safety is becoming not only a moral, social, economical, but also a political problem in Lithuania. This problem has to be solved as quickly as possible, because Lithuania is considered to be a country of greater risk, which is very important, when integrating road transport into the European transport system.

Rollover is a type of motor vehicle accident, where a motor vehicle turns over on its side or roof. The main cause for rolling over is turning too sharp while moving too fast.

The force of inertia (acting in the direction opposite to the one it is turning) is combined with the force of gravity (acting downwards). When the combined force as applied to the centre of motor vehicle’s mass falls outside of the rectangle formed by the wheels, the motor vehicle starts to turn over (Fig. 1). A rollover can also occur as a motor vehicle crosses a ditch or barrier rather than a flat road surface. Such an event can be triggered by a sudden turn to avoid a collision, or a loss of traction due to water or ice.

Figure 1. Scheme of rollover of the motor vehicle


15

Simulation of the rollover of the motor vehicle can be divided into three stages: 1. simulation of the motor vehicle and its movement; 2. simulation of the road pavement surface; 3. simulation of the interaction between the motor vehicle’s wheel and the road pavement surface.

At present many software for simulation of the movement of motor vehicles, which are usually meant for investigation of the traffic accidents, have been created in the world. These software become more and more improved, seeking to evaluate as many factors as possible so that the results of the computer-run simulation are brought closer to the results of the real experiments.

2. Theoretical Part

Movement of the motor vehicle and its rollover are simulated on a certain road section in the system of global coordinates X −Y − Z , which does not move in space. The road does not change its position (does not move) with respect to this system of coordinates. The motor vehicle moves with respect to the system of coordinates mentioned above. Together with the motor vehicle, local systems of coordinates of the motor vehicle move with respect to the system of coordinates X −Y − Z .

The investigated road section has certain known physical and mechanical properties (for example, vertical roughness of road pavement surface, traction coefficients of the wheel and the road pavement surface etc.).

A typical motor vehicle with known masses and geometrical parameters is selected for investigating its movement and rollover.

Road pavement surface model. Vertical roughness of road pavement surface (for example, pits, shoulders etc.) influence the movement of the vehicle during its rollover. The road pavement surface can have different heights of profiles in different places. Various traction coefficients of road pavement and motor vehicle wheel can be calculated in different spots of the road pavement surface under different climatic conditions (for example, water, snow, ice, ground, dry or wet asphalt etc. can be on the road pavement surface), which influence the movement of the motor vehicle.

To describe road pavement surface roughness and traction coefficients of road pavement and motor vehicle wheels on every spot of the road pavement surface, the Finite elements method is applied [1-3].

The total pavement surface of the road section is divided into finite elements, for example triangular finite elements (Fig. 2). A certain height of the road pavement surface and traction coefficients of road pavement and motor vehicle wheels in the longitudinal and transverse directions are selected in every node of finite element [2, 3].

Figure 2. Road pavement surface model: 1 – road carriageway; 2 – shoulder; 3 – triangular finite element

The roughness of the surface in every point ( x , y ) of finite element are approximated as follows: ( ) ( )[ ]{ }ξξ yxNyx ,, = ; (1)

where: ( )yx,ξ − road pavement surface roughness in finite element point x , y ; ( )[ ]yxN , − shape functions of triangular finite element; { }ξ − surface roughness in finite element nodes.


16

Traction coefficients of the wheel and the road pavement surface in any finite element point ( x , y ) are approximated as follows:

( ) ( )[ ]{ }maxmax ,, tractrac yxNyx ϕϕ = ; ( ) ( )[ ]{ }minmin ,, tractrac yxNyx ϕϕ = ; (2) where: ( )yxtrac ,maxϕ , ( )yxtrac ,minϕ − maximum and minimum traction coefficients of the wheel and the road pavement surface on finite element point ( x , y ); ( )[ ]yxN , − shape functions of triangle finite element;

{ }maxtracϕ , { }min

tracϕ − vectors of maximum and minimum traction coefficients on finite element nodes. Road pavement surface roughness and traction coefficients of the wheel and the road pavement

surface are divided linearly in the finite elements, therefore, the net of finite elements shall be denser in the places, where surface roughness or traction coefficients change rapidly (increase or decrease).

To perform fewer calculations, it shall be estimated to which of the finite element every wheel belongs and heights of road pavement surface roughness and traction coefficients of the every wheel and the road pavement surface are estimated only in four selected points (under four motor vehicle wheels).

Motor vehicle model. The motor vehicle is simulated by concentrated masses interconnected by elastic and dissipative links (Kelvin-Foight elements). The motor vehicle model consists of seven concentrated masses: body, front and rear suspension and four wheels (Fig. 3).

To describe the movement of the motor vehicle, the following generalized coordinates are introduced: { } [ ]43212211 wwwwzyxCCC

Tmv zzzzzzzyxq

CCCϕϕϕϕϕ= . (3)

Figure 3. Motor vehicle model

Movement of the motor vehicle, as movement of an intricate mechanical system, is described by second degree Lagrange equations [1-3], which can be written in the matrix form: [ ]{ } { }mvmvmv QqM =&& ; (4) where: [ ]mvM − motor vehicle masses matrix; { }mvq&& − motor vehicle generalized accelerations vector; { }mvQ − motor vehicle loading vector.


17

The system of equations (4) is solved by the method of Runge-Kutta [2, 3, 5]. For this purpose, it has to be rearranged from 14 differential equations of the second order to 28 differential equations of the first order:

{ } { }

{ } [ ] { }⎪⎩

⎪⎨

⎧

=

=

− .

;

mvmvmv

mvmv

QMqdtd

qqdtd

1&

& (5)

Model of interaction between the motor vehicle’s wheel and the road pavement surface. When solving system of equations (5), contact between the wheel and road pavement surface has to be evaluated in every time step.

The following conditions of contact between the motor vehicle wheel and road pavement surface are selected (Fig. 4):

⎩⎨⎧

<≥

=;,;,

jwjj

jwjwjwj zwhen

zwhenzz

ξξξ

⎩⎨⎧

<<≥≥

=;0,0;0,

wjjwj

wjjwjwjwj zandzwhen

zandzwhenzz

&

&&&

ξξ

⎪⎩

⎪⎨⎧

<<≥≥

=+

++

;;

0,00,

10

1010

jeqjwj

jeqjwjjeqwj Fandzwhen

FandzwhenFz ξ

ξ&& (6)

where: jξ − heights of road pavement surface roughness under motor vehicle wheels, 41÷=j ;

10+jeqF − motor vehicle movement equations right side obtained with respect to wjz& .

Figure 4. Identification scheme of the contact between motor vehicle wheel and road pavement surface 3. Results of Computer-Run Simulation

The PC CRASH is one of the software’s, meant for simulation of the motor vehicles movements [6-9]. PC CRASH™ is a WINDOWS™ collision and trajectory simulation tool that enables the accurate analysis of a wide variety of motor vehicle collisions and other incidents. Results are viewed as 3D-animations and detailed reports, tables and graphs.

While simulating with the help of the PC CRASH software, firstly the definite model of the motor vehicle, the movement of which is to be simulated, together with its appropriate characteristics is selected from the database.

Various regimes of the movement (braking, acceleration) of the motor vehicles, parameters of the deceleration and acceleration of the movement can be set.


18

There is a possibility to select and, while simulating, to evaluate such parameters of the motor vehicle as the parameters of suspension, the degree of loading of the motor vehicle, the type of the tires, distribution of the braking forces etc.

The traction coefficient is set for the whole surface, afterwards the other traction coefficient can be introduced for separate sections of road.

After having selected the traction coefficient, the software automatically selects the maximal possible deceleration of the motor vehicle. It’s possible, on the contrary, to introduce the value of deceleration, afterwards the traction coefficient is to be recalculated. Besides, there is a possibility to introduce deceleration, as the function, from the speed. In this case, deceleration is simulated as the hyperbolic function, the parameters of which are calculated by introducing the values of deceleration, with taking into consideration the speed of movement of the motor vehicle, equal to 20 and 80 km/h. This model mostly suits for braking on a wet section of the road, when the speed is larger. However, it does not suit for simulating the movement of the motor vehicle after the crash, when dependence of the deceleration upon the speed may be of a completely different nature.

However, while simulating with the help of the PC CRASH software, it’s possible not only to ascertain the speed of the motor vehicle prior to its rollover, but to restore the movement of the motor vehicle while rollover as well.

The possibility to simulate the movement of the motor vehicle in the space (i.e. of the movement in the three planes) with taking into consideration such parameters as the profile of the road, including the cross profile, location of the centre of gravity of the motor vehicle is one of the advantages of the PC CRASH software. It’s very important because, without this possibility (for example, while simulating in the plane), it would be impossible to restore such a complex movement of the motor vehicle as the rollover of the motor vehicle.

There rollover of AUDI-100 is investigated. Figs. 5-7 reflect the simulated rollover of the motor vehicle, when the latter moves down from the

slope of the road. Besides, the PC CRASH software provides the possibility to observe the view in the space (Figs. 6-7). In this case, while simulating the movement of the motor vehicle according to the available data, the cross profile of the definite road section was introduced (Fig. 7). Without having evaluated the latter, the motor vehicle would be moving further on, without rollover.

Figure 5. The view of rollover of the motor vehicle from above


19

a)

b)

Figure 6. The view of rollover of the motor vehicle in the space: a – from the front; b – from the back

Figure 7. The cross profile of the road

The computer-run simulation of rollover of the motor vehicle, which was carried out, proves that the results of simulation depend upon the introduced parameters very much. In this case, having not evaluated the cross profile of the road, the height of the centre of gravity of the motor vehicle and the other parameters, a completely different result may be obtained.

Thus, seeking for reliability of the results of simulation of the course of the traffic accidents, it’s very important that the experienced expert, having the appropriate qualification in introducing the necessary parameters and having enough skills of work with the computer-run simulation software, carries out the computer-run simulation. Only in this case the results of simulation will be reliable and can be used in the expert assessment of the traffic accidents. 4. Conclusions 1. The theoretical model of motor vehicle movement and rollover is presented. The model consists of

three models: model of the motor vehicle; model of the road pavement surface; model of the interaction between the motor vehicle’s wheel and the road pavement surface.


20

2. Computer-run simulation software PC CRASH makes the work, carried out by the experts of investigation of the traffic accidents, easier, especially wishing to model several possible variants. The software permits to evaluate various parameters, such as the parameters of the surface of the road (the traction parameters), the parameters of the motor vehicle (the parameters of suspension, the degree of loading of the motor vehicle, the type of the tires, distribution of the forces of braking, etc.) and provide the possibility to model various regimes of the movement of the motor vehicle and such complex processes as rollover of the motor vehicle.

3. The computer-run simulation of rollover of the motor vehicle, which was carried out, proves that the results of simulation depend upon the introduced parameters very much. In this case, having not evaluated the cross profile of the road, the height of the centre of gravity of the motor vehicle and the other parameters, a completely different result may be obtained.

References 1. Baublys, A.; Bogdevičius, M.; Prentkovskis, O. et al. Transport: technologies, economics,

environment, health: Monograph (Transportas: technologijos, ekonomika, aplinka, sveikata: monografija). Vilnius: Technika, 2003, 876 p. (in Lithuanian).

2. Prentkovskis, O. Interaction between the vehicle and obstacles: Summary of doctoral dissertation (technological sciences, transport engineering). Vilnius: Technika, 2000, 56 p.

3. Bogdevičius, M.; Prentkovskis, O.; Vladimirov, O. Engineering solutions of traffic safety problems of road transport, Transport, Vol. 19, No 1, Vilnius: Technika, 2004, pp. 43-50.

4. Sadauskas, V. Investigation of road accidents on Lithuanian state roads, Transport, Vol. 21, No 4, Vilnius: Technika, 2006, pp. 289-292.

5. Mathews, J. H. Numerical methods for mathematics, science, and engineering. Prentice Hall College Div: 1992, 592 p.

6. Sokolovskij, E. Investigation of interaction of the wheel with the road and its elements in the context of examination of traffic accidents of traffic accidents: Summary of doctoral dissertation (technological sciences, transport engineering). Vilnius: Technika, 2004, 36 p.

7. Danner, M.; Halm, J. Technical analysis of road accidents (Technische Analyse von Verkehrsunfällen). Eurotax: 1994, 520 p. (in German).

8. PC CRASH 6.2: A simulation program for vehicle accidents: Analysis & brief manual. By Jasper Traets. Eindhoven University of Technology: 2004, 46 p.

9. Wach, W. PC CRASH: A Simulation program for vehicle accidents (PC CRASH: Program do symulacji wypadków drogowych. Poradnik užytkownika). Cracow: Wydawnictwo IES, 2001, 353 p. (in Polish).


21


THE REDUCTION OF THE RISK AND ACCIDENT

PROBABILITY ON CARRIAGE OF DANGEROUS GOODS

Nijole Batarlienė

Vilnius Gediminas Technical University Plytines 27, Vilnius, LT-10105, Lithuania

E-mail: [email protected]

The article points out the ways of reducing the risk of possible damage and probability of accident. The conditions to ensure safe transportation of dangerous goods, managing and minimising risk on carriage of such goods along the whole route are introduced. This article presents the probabilities in transport of dangerous goods, probability of a possible damage and that of a possible accident, when transporting dangerous goods and a method of calculating costs of damage to environment and that of calculating accident probability. The main possibilities to reduce accident probability and to raise transportation safety are described.

Keywords: dangerous goods, risk, accident, transport, safety 1. Introduction

Dangerous goods are a specific part of all goods. In Lithuania about 50 percent of goods are dangerous goods. That is mostly an import and transit from Russia to Germany, the Netherlands. Everybody who deals with dangerous goods have to solve two additional problems: to select kind of transport and to reduce the risk of an emergency/accident and a possible damage to people and environment during carriage.

There are much dangerous goods in Lithuania transported as transit goods and also inside of the country: by road transport – approximately 25%, by railroad transport – approximately 55%, by pipe transport – 100%, by water transport – approximately 55%, air transport about 1% among all goods carries with the corresponding means of transport.

The approximately quantities of dangerous goods among all goods transported with various transport means are illustrated on Figure 1.

0% 20% 40% 60% 80% 100%

Water transport

Air transport

Pipe transport

Railroad transport

Road transport

Figure 1. Quantities of dangerous goods among all goods in percent


22

Most goods are not considered sufficiently dangerous to require special precautions during carriage. Some goods, however, have properties which mean they are potentially dangerous if carried.

Dangerous goods are liquid or solid substances and articles containing them, that have been tested and assessed against internationally-agreed criteria – a process called classification – and found to be potentially dangerous (hazardous) when carried. Dangerous goods are assigned to different classes depending on their predominant hazard.

Carrying goods by road or rail involves the risk of traffic accidents. If the freight carried is dangerous, there is also the risk of an incident, such as spillage of the goods, leading to hazards such as fire, explosion, chemical burn or environmental damage.

There are regulations to deal with the carriage of dangerous goods, the purpose of which is to protect everyone either directly involved (such as consignors or carriers), or who might become involved (such as members of the emergency services and public). Regulations place duties upon everyone involved in the carriage of dangerous goods, to ensure that they know what they have to do – to minimise the risk of incidents and guarantee an effective response.

The main task of the researches of the author and that exact paper is to ensure safe transportation of dangerous goods, to manage and minimise risk of transportation of such cargo along the whole route by using the same technical measures and equipment.

2. Analysis of Safety Elements According to the ADR/RID

Safety elements could be defined as a composition of components, which create a whole complex of means with the aim to ensure the safety of transportation in normal conditions. Ten safety elements are selected such as:

1. Packaging; 2. Filling degree of tare/cistern; 3. Marking and labelling; 4. Mixed loading; 5. Technical equipment; 6. Special safety equipment; 7. Fixing of shipment; 8. Driver training; 9. Loading/overloading/unloading actions; 10. Documents and their informative [1].

Not all of ten safety elements have the same link to an accident with regard to their intense impact. According to the approach and their elasticity the links of safety elements could be divided as follows:

• One side – only one side dependence without back connection; • Both sides – two way connection between two safety elements; • Multi-side – the existing connection between several safety elements which could be

related by horizontal links; • A direct link depends on other safety elements directly; • An indirect link shows that safety elements are connected with each other but not

stipulate this connection directly; • Conditional links show that there are no direct links between safety elements but in

some cases they can create dangerous conditions so those links should not be ignored absolutely. The biggest parts of accidents are related to insufficient technical conditions of vehicles and

technical conditions of vehicles and technical issues have big influence on accident probability.

3. Accident Probability and Risk Assessment on Carriage of Dangerous Goods in Lithuania

According the analysis of statistical data the number of accidents seems to be relatively high in comparison with the rates in other countries. The fleet of vehicles, carrying dangerous goods on domestic routes is old and the reasons of the accidents mainly related to poor technical condition of vehicles.

The consequences of accidents with such cargo could be minimised and it is possible to achieve a decrease in accidents’ number or at least to make those figures stable while the volumes of dangerous goods transported by rail and road are increasing.


23

All the accidents with dangerous goods in Lithuania could be divided into two big groups. The first group covers the accidents occurred because of human errors and the second group of accidents is related to the infringement of technical issues or technological processes of transportation of dangerous goods. Among other could be mentioned the following reasons: old vehicles fleet used for domestic transportation, poor railroad conditions, poor maintenance of wagons, especially tank-wagons and unreasonable exploitation of vehicles/wagons used for transportation of dangerous goods. The recent situation in transportation of dangerous goods requires paying the biggest attention to the technological process of carrying dangerous goods and demands to prepare relevant transport condition, ensuring certain safety level for this specific kind of transportation. 4. Methodical Analysis of the Accidents in Transport of Dangerous Goods

The shipper first faces an important issue of dangerous goods transfer when determining the type of transport to be used.

The three most important criteria are in order of importance: 1. Reliability/punctuality – the chance of delivery at destination being on time. 2. Flexibility – ability to adapt to the customer’s changing requirements or to fluctuating factors

outside. 3. Journey time – time needed for goods transport from door to door [2].

It is known that the most effective way to transfer goods over large distances and long routes is railway transport. But the high risk probability of possible harm to nature and people arises immediately. Accordingly, the costs of special insurance and other related cost increase. The shipper is faced with a dilemma, what is better, large quantity per one run using railway transport, or the same quantity in smaller shipments, suffering road expenses while using road transportation. If the second choice is taken, another risk factor arises – the possibility of road accidents. So there are two main risk factors while transferring dangerous goods:

• Possible road accidents; • Possible harm.

We can calculate the probability of a possible road accident in such two ways: 1. By number of trips:

Number of accidents while transferring dangerous goods Total number of dangerous goods transfer shipments

The acquired result indicates the probability of accident for one trip. 2. By number of goods shipped per wanted time interval

Quantity of goods, transferring which an accident has happened Total quantity of goods shipped

The acquired number shows the probability of accident per 1 weight measurement. Using this we

can regulate the quantity of goods transferred on one shipment, because the larger the quantity of goods, the higher the probability of the accident.

Possible damage is calculated using other methods when oil is splashed into water or soil and so on. As an example we can calculate monetary damage to polluted water reservoirs. It can be calculated using the following formula:

cataltat KNN ×= ,

where Nat – the monetary loss of spilling pollutants in a prohibited area, territorial waters or economic

zones, evaluating the category of the reservoir; Nalt – the monetary loss, which is taken from tables after assessment of the type and quantity of the

pollutant; Kcat – coefficient evaluating the category of the reservoir. As we can see, the harm and losses depend on many factors, such as number and type of splashed

materials, size of pollution and so on.


24

Both dangerous goods shipment risk factors are related, because when you have an accident, harm will incurred, but harm is not always a straightforward reason of an accident, thus the first factor is more important and plays a bigger part in the reasoning of the transportation choice problem; but the second factor should not be forgotten, as it also plays an important role. The harm possibility factor directly intertwines with monetary loss because much attention is now paid to the protection of environment and the money’s worth harm to the surroundings is large, directly influencing the cost of the transportation [3, 4].

Both these factors are the probabilities. The possibilities of reducing the first risk factor are as follows:

• increase the quantity of goods per one shipment, because increase in the quantity transferred reduces the number of shipments, and less shipments means smaller number of road accidents;

• reduce the number of shipments thus reducing the probability of accident; • ensure the quality of dangerous goods packaging, loading, reloading and goods fastening, as

this reduces the harm and influence to people and environment, also can help avoid negative consequences;

• correctly choose a route, which has less inhabited areas and no reservations, where driving conditions are good, which reduces the probability of an unexpected accident, where no traffic-jams or other accident stimulating conditions occur;

• notice the climate conditions and season; materials which are entailed with the danger of inflaming at a specific temperature should not be transferred at very hot temperatures. Also transportation of dangerous materials should be avoided in winter on slippery roads, when the chance of accident is twice as high;

• the drivers’ and transportation workers’ preparation, experience and knowledge play a vital role in their work with dangerous goods.

Quality systems are also very important in the shipping of dangerous goods. As it is mentioned already, quality systems help reduce the probability of an accident [5].

Risk factor opportunities of possible harm are closely related in many fields, so the risk can be diminished by:

• reduction of goods quantity in one shipment – this is the opposite action from the reduction of an accident possibility, but a smaller amount of dangerous material directly results in reduced level of harm, influence on people and surroundings;

• increasing the number of shipments in order to maintain the same amounts of goods transfers; decreasing the goods quantity for one shipment, the total number of those shipments should increase, but it is not an economic solution, and the effect of this risk possibility reduction is fairly equal to the decrease in the probability of an accident;

• ensure the quality of the packaging, loading, reloading and fastening of dangerous goods; • correctly chosen route. After analyzing the conditions of risk factor possibility diminishment, they can be classified as

qualitative and quantitative – according to transferred goods amount and shipment frequency. The risk factor of accidents is included into the quantitative factors, since it directly depends on the number of shipments. The risk factor of harm is a qualitative factor, because the harm directly depends on the material, that is on the quality of the transferred material (in this context quality is understood as the hazard level of the material).

It is noticeable that the first two methods of accident and harm risk reduction are contradicting each other, so here the leading role of choosing the means of transportation will be delegated to other criteria – one of them is price. There are dangerous materials which do not cost much, like wastes, but are very large in quantity. It is possible that the price of transportation will exceed the price of the material, and in this case the shipper will most likely choose the cheaper transport. It is not an easy task to choose the right transport vehicle for dangerous goods, so the manager or forwarder of the firm must have good knowledge of logistics, economics and transport politics. Every slightest misstep can bring large losses to the firm.

While shipping dangerous goods all the transportation process must be thoroughly thought-out, taking into consideration the warehousing, resting time and place, reducing to a minimum the standstill and warehousing time. In the case of multimodal transport much attention is granted to planning the route with minimum number of reloads or warehousing and stoppage time, using up-to-date packaging methods and ways, such as containers. It is convenient not only for multimodal but also for intermodal transport.

Summarizing all that is said above, it is stated that three main problems can be written in this way:


25

∑

∑∑

=

=

=

n

n

ijij

pf

cf

xtf

13

12

1

min

;min

;min

where:

y.probabilitaccident 3

expences;delivery 2

ime;delivery t1

−

−

−

f

f

f

Each of these problems should be solved separately and the best results with the minimal value

should be detected. Consequently a comparative analysis should be performed and optimal results selected.

In order to ship dangerous goods we must take into account and estimate: • the technical base of type of transport (for example the base in road transport is better than in

railway transport), • safety guaranties, • length of the road, • the cost of the shipment in comparison to the cost of goods, • chemical properties of the material and its quantity, • the preparedness and knowledge base of the staff, • route, • climate conditions, • probability of accident, • the level of probable damage, and if needed change it into monetary expression [6]. Shippers, forwarders and other transportation participants (loaders, warehouse workers and so on)

must comprehend that only full understanding and wide knowledge will allow to safely and economically ship and carry dangerous goods, which according to previously stated aspects will have higher risk, but will not cause danger. 5. Risk management: the 5 step process

A systematic risk management process is a legal obligation. Implemented right it can improve workplace safety and business performance generally. It is simply a documentation of what is done in a workplace and what can go wrong [7].

The five basic steps in the workplace health and safety risk management process must be followed to manage exposure to risks. The steps are illustrated on Figure 2.

The five step risk management process is as follows:

Preparation • define the context • identify activity/task/work area/personnel to be assessed

Step 1: Identify all hazards by: • observing, inspecting, investigating, communicating and consulting; and • making a record of the hazards identified.

Step 2: Assess the risks these hazards create by: • assessing and prioritising the risks; • dealing with the highest priority risks first; and • dealing with less risks or least significant risks last.

Step 3: Decide on measures to control the risks by: • eliminating the risk;


26

• if elimination of the risk is not possible, select these control measure in the following order of preference - substitution;

• isolation (not administrative); • minimisation by engineering means; • application of administrative measures; and • use of personal protective equipment (PPE).

Figure 2. The five-step risk management process

Step 4: Implement appropriate control measures should to do the following: • adequately control the risks; • not create other risks; and • allow workers to do their work without undue discomfort or distress.

Step 5: Monitor the control measures and review the process: A: Monitor

• Have the control measures been implemented as intended? • Are the control measures adequate? • Does the implementation of control measures create other hazards or risks?

B: Review • Has anything changed over time since the risk process is being implemented? • Is the control of risks still adequate? • Is the risk management process conducted effectively?

The five steps can be applied in all types of workplaces, but in some cases it may be more

effective to perform more than one step at a time. The way the risk management process is implemented can depend on the type of business activity and tasks involved at the workplace. For example, a small business may deal with its hazards differently to a very large business.

Consultation should take place at every stage of the risk management process including when: • new work processes, equipment or tools are being designed, purchased or modified (consult if

to allow the changes to be incorporated); • identifying problem jobs which require assessment; • establishing priorities for the assessment of problem jobs and during the risk assessment

process;

Preparation: 1- Define the Context

2- Identify tasks, activities, work processes and practices for assessment

Step 1: Identify hazards

Step 5: Monitor and review

Step 2: Assess and prioritize

risks Consultation should be carried out at each step

of this process

Step 4: Implement control

measures

Step 3: Decide on control measures

including hierarchy of control


27

• deciding on control measures to manage exposure to risk factors; • reviewing the effectiveness of implemented control measures and identifying whether further

risks of injury have been created by the chosen controls; and • deciding the contents of procedural documents, as experienced workers can help make sure they

are as relevant as possible to the actual work situation.

Defining the context It is important to consider the context in which the risk management process takes place before the

five steps are undertaken. Defining the context includes looking at the business objectives of the activity being assessed. Are there interactions with other risks? One of the major difficulties in conducting effective risk management occurs when the activity associated with the hazard is not clearly defined. Each activity can have many hazards and each hazard can have many potential risk events.

Defining the context involves identifying the following: • work processes, practices, activities and tasks that will be analysed in the risk management

process and the steps involved; • the people involved in carrying out those work processes and in what capacity; • whether the people involved are sufficiently competent/skilled/experienced; and • what items of plant or materials are used. To define the context it is essential to ensure extensive consultation, which includes all workers

doing the tasks, employers, safety officers and experts regarding all hazards to be identified. 6. Managing the risks from dangerous goods

Managing dangerous goods involves as follows: • identifying dangerous goods and site classification; • providing information, training and supervision in evacuation and fire fighting procedures; • controlling ignition sources such as flame, sparks and mobile phones where flammable

atmospheres may exist; • segregating incompatible goods; • separating dangerous goods from ‘protected places’; • spills management; • selection, provision and maintenance of safety equipment and personal protective equipment; • placarding of sites with dangerous goods in packages stored or handled above the prescribed

quantities; • displaying a clearly visible information placard on tanks holding more than 500L of LPG or

450L of other classes of stated dangerous goods and combustible liquids; • using documented safety management systems; • keeping unused storage or handling systems clean and safe. To avoid the possibility of an explosion or the emission of toxic flammable or corrosive gases: • store two incompatible goods at least 3 m apart. • where the goods could react violently, store them at least 5 m apart. • consider storing some goods (especially highly pyrophoric or unstable goods e.g. Class 4.2 or

5.2) in separate fire rated enclosures or separate buildings with appropriate fire suppression equipment.

• separate enclosures or buildings may also be required for those goods with special fire suppression requirements (e.g. Class 4.3 goods react adversely with water) [8].

7. Conclusions

1. The transportation of dangerous goods can be mathematically expressed using probability theory and express and calculate costs based on this information. These methodological assignment solutions are important, since they allow lowering the risk factors to a minimum in different situations and shipment stages.

2. The solution of the risk assessment assignments enables to find the minimal risk by using the same technical and technological means.

3. In order to ship dangerous goods we must take into account and estimate these main aspects:


28

• the technical base of type of transport; • length of the road; • the cost of the shipment; • chemical properties of the material and its quantity; • the preparedness and knowledge base of the staff; • route; • climate conditions; • the level of probable damage.

4. The 5 basic steps that will help to systematically manage workplace health and safety by including a process to identify hazards assess risks and manage exposure to the risks. It is important to consider the following when implementing risk management process:

• identify responsibility of each worker; • make every work activity safe (in consultation with workers); • develop work procedures and provide training for workers; and • monitor and review the procedures to make sure the system is working.

5. The risk assessment gives an opportunity for carriers to choose the main transportation criteria, flexibility, to use alternative using the risk assessment it is possible to reduce accident probability and to raise transportation safety.

References 1. Recommendations on the Transport of Dangerous Goods. UN New York and Geneva, 2001. 2. Rail International, Annex A. December, 2001. 3. European road safety action programme mid-term review. Communication form of the Commission.

Brussels, 22/02/2006 COM (2006) 74 final. 4. eSafety – Improving road safety using information & communication technologies. eSafety Factsheet

48, December 2006. 5. Jarašūnienė, A., Jakubauskas, G. Improvement of road safety using passive and active intelligent

vehicle safety systems, Transport, Vol. XXII, No 4, 2007, pp. 284-289. 6. Approved methods for the classification, packaging and labelling of dangerous goods for carriage by

road and rail. London: Health and Safety Commission, 1994, pp. 3-75. 7. OECD studies in risk management. Denmark: Assessing societal risks and vulnerabilities. Paris.

France: OECD Publications, 2006. 8. Weick, K. E., Sutcliffe, K. M., Obstfeld, D. Organizing for high reliability: processes of collective

mindfulness, Res. Organizational Behav., Vol. 21, 1999. pp. 23-81.


29


ACTUAL ATTITUDES OF DEMANDS FOR SPECIALISTS

IN TRANSPORT SECTOR

Kristina Ledauskaitė1, Darius Bazaras2

Vilnius Gediminas Technical University, Admission Office of Applicants

Plytines 27, Vilnius, LT-10105, Lithuania E-mail: 1 [email protected], 2 [email protected]

Competitive ability of the companies is closely bound with effectiveness of company’s management activity to have new opinions of management. If the transport companies actually care for to form competitive companies personal, they must consequently apply all opportunities to change the manner of managers’ management. Nowadays the main attention must be concentrated on the qualitative personal preparation. Reaching this purpose, high schools must appreciate market’s demands and regularize them with studies programs. In this article demands of transport market for preparation of qualified personal are studied.

Keywords: transport market, transport management, specialist, demands, preparation 1. Introduction

Transport is a significant sector of the Lithuanian economy and its importance continues to grow with Lithuania becoming a “border” country of the EU. This is reflected also in national long-term strategic objectives of economic development. The increasing number of transport companies and their capacity are creating favourable prospects for specialists, who are able to manage the resources in this field. Also, in the public sector, both at municipal and national level, there is a need for proper coordination, planning and control of transport-related services [1].

Everybody understands that education and training process is really difficult and has relations with different problems and challenges. Understanding that people have to learn not only in the one's early days but all the life becomes more actually. And it is normal situation because the rising technologies require new knowledge and skills from workers. Situation changes really quickly and knowledge which were acquired in the past become scarce. Some authors are saying that new 21st century is a century of knowledge and person who can use knowledge is more acceptable. This task is very important for the transport activities because recognition of situation, technology and possibilities made correct decision in the fast situation is very important [2].

Nowadays economic is twisted by liberty of the activity and personal initiative. Work – means human resource, i.e. human’s possibilities to create manufacturing and other functions; labour market is integral part of social factors’ [3]. Gap between demand of specialists’, preparation of them, study process organization and systematic teaching programs topicality are the main problems with which enterprises and universities are confronted. Thus transport companies are lack of various kind management specialists, and at the same time 30-40 % of these specialists after graduation can’t find work according to speciality. This situation causes young people migration [4].

One should not leave out of consideration that substantial elements of European knowledge’s society are people education, development of lifelong learning system, creation and spreading of knowledge and technologies, international cooperation in all information networks. Mission of higher education is to promote to lifelong learning, preparing qualified specialists and responsible citizens, which are able to respond to demands of well-informed society. It is necessary to develop abilities concerned with employment and enterprise, not only the ability for the graduates getting job but also to keep it and change it according to the increasing working mobility in EU labour market [5]. The results of labour market working depend on reciprocity of the offer and demand of labour force. Inadequacy of these structures is one of the main reasons of unemployment. Trying to decrease it, the main role must be given to form quantitative and qualitative labour force not only at this moment, but also in the future. Thus one of the fields that must be appreciated analysing demands of market of transport management specialists’ is opinion of transport companies.


30

2. The topics of transport specialists’ preparation and the results of the study of transport companies

The ranks of reasons which stimulate training processes in transport management and logistics are

as follows [1]: • Integration into EU and globalisation; • Company’s management structures; • New technologies; • Business performance; • Better relationships with the customers and competitors; • Competitive advantage; • Logistics service development. When we are talking about the problems in the transport management and logistics training

processes, especially when this process is organized for adult or employee, we can find four groups of problems which arise in this process [1]:

• psychological influence and life experience; • person’s relations with other persons; • commercialisation of the training activity; • motivation. These problems are related with the following [1]: • insufficient teaching methodology; • insufficient flexibility; • bad understanding of the structured knowledge’s role in the education process; • bad understanding of knowledge’s benefits in the practical life. Nowadays it is very important to analyse labour market and to see what the main demands of

labour market are for young transport management specialists. The main purpose of the transport companies’ researching is the analysis of what is the point of

view of transport companies in the preparation transport management specialists and what characteristics they have to describe, that transport management specialists can satisfy expectation of transport companies’ owners.

In the research (which took part in 2007-2008 years), first of all, it was important to clear up, if the transport companies owners were satisfied with qualification of transport specialists. According to the results, 75 % of owners were satisfied with their personal employees’ qualification, but analysing the problems about the transport specialists’ preparation level, the results were as follows (see Figure 1).

25%31,25%

37,50%

6,25%

0%

5%

10%

15%

20%

25%

30%

35%

40%

Good Worse Hard to say Can be better

Figure 1. This indicates the preparing level of transport specialists

The biggest part of transport companies’ owners note that it isn’t good enough for transport specialists’ preparation level, so, they agree that high schools preparing specialists have to cooperate with transport companies’ owners and foresee what the main demands are (see Figure 2) for transport specialists’ qualification.


31

37,50% 31,25% 12,50%

31,50% 50% 6,25%

12,50% 62,50% 18,75%

18,75% 25% 37,50% 12,50%

31,50% 62,50%

18,75% 43,75% 25%

31,50% 62,50%

6,25% 25% 62,50%

6,25% 25% 62,50%

0 0,1 0,2 0,3 0,4 0,5 0,6 0,7 0,8 0,9 1

Drive license

Speciality or specialization

Graduated university

Academic degree

Foreign languages know ledge

Work experience

Computer litaracy

Personal characteristics of employee

Professional skills

Unnecessary Little necessary Necessary Very necessary

Figure 2. The main criteria that are important for the transport specialists’ qualification

As we can see, the main criteria that are very important (62,50 %), are the following: • work with computer, • personal characteristics of employee; • professional skills. Considering to this, transport companies’ owners indicate the main characteristics of employees

(see Figure 3).

31,50% 56,25%

12,5

0% 25% 56,25%

6,25

% 62,50% 25%

6,25

% 37,50% 50%

25% 68,75%

6,25

% 18,75% 68,75%

25% 68,75%

6,25

% 25% 62,50%

31,50% 81,25%

12,50% 62,50%

81,25%

0 0,2 0,4 0,6 0,8 1 1,2

Leader skills

Oratory

Sociability

Orderliness

Punctuality

Ingenuity

Diligence

Communicativeness

Dutifulness

Enterprisingness

Honesty

Unnecessary Little necessary Necessary Very necessary

Figure 3. The indicators of the main characteristics of employees


32

Without all these positive characteristics, which must be typical to good transport specialists, transport companies’ owners have mentioned the main lacks, which make difficulties in business:

• Inability to find and analyse, and solve the arising problems (75 %); • Inability to plan activity (50 %); • Poor knowledge about company’s practical activity (31,25 %); • Unformed some personal peculiarities (12,5 %); • Insufficient knowledge of the foreign languages (37,5 %); • Inability to work with computer (12,5 %); • Lack of theoretical speciality skills (6,25 %). Also transport companies’ owners indicate that practical skills the students are mostly missing are

as follows: • Negotiation practice (81,25 %); • Business ethics (68,75 %); • Speaking practice (18,75 %); • Behaviour manners (18,75 %). As a lack one transport company owner mentioned that the students graduating universities are not

able to understand the real work in transport companies at all, because they are missing practical skills and they want to earn much money immediately, but don’t want to work hard. Transport companies’ owners understand that if they want to have well-prepared transport specialist in the company, they have to motivate them. This could be done by the following:

• Giving good working conditions and motivation; • High payment; • Well-projected work; • Carrier possibilities, etc. Looking to the future perspectives, companies see problems with mobility of employees: old

personal, vicissitude of personal, lack of young employees. It seems that in future, demands of employers can’t correspond to qualification of employees and that’s why, some of the companies can confront with the lack of particular specialists. Thus employers marked actual problem for them – keeping the qualified specialists from outgoing to other Lithuania companies, also – abroad. Value judgment, the obstacle of employees keeping from the outgoing can be a tendency of payment in our country, limited opportunities of companies to pay high salary, lack of employees’ motivation, problems of companies inside organization, etc. Therefore to keep good specialist companies must motivate them.

So, the employers quite critically appreciated graduates of high school, their preparation to work in modern economical labour market and especially their practical preparation. Practical preparation for labour market is a topical subject for employers, and for graduates. So employers’ free workplaces, graduates with higher education, try to fill up employees’ with experience. Moreover for the higher school graduates it is necessary to have much time for getting experience. This inadequacy of high qualification specialists’ supply and demand has paradoxical sense: the essence of high schools is to give universal (theory) knowledge, but not practical skills. Considering to this, it’s necessary for Lithuania to study other countries’ experience in specialist preparation and their integration into the labour market. This problem can be solved by personal graduates’ features, such as: enterprisingness, organization, responsibility, intercourse, self-confidence, creativeness, independence, loyalty, honesty, motivation, fast adaptation to the company’s activity and innovation.

One of the main recommendations in specialists preparing is to particularize the labour market demands and tendencies in the country. To reach this purpose it must be harmonized high and professional education, and in this process the high schools and employers must participate. Various study programs must be offered, in which the missing graduates’ knowledge and skills (foreign languages, economical, management, law skills, analytical thinking etc.) should be considered. Also, one of the recommendations could be – investiture of qualification degree only after one year practical work after graduation.

Together observed, that high schools must not attach to the present labour demands. Because, as tendencies of nowadays show, escalation of situation in transport sector, transport companies and transport sector in Lithuania are entering to the crisis. That’s way, presumptive, that demand of specialists’ will decrease. To protect high schools of students’ number decreasing, it is necessary to be orientated to various competences such as: general competencies, management competencies and logistic competencies. If we want that students after graduating transport speciality are able to work in other fields, it is necessary to educate competencies of wide spectrum.


33

4. Conclusions

1. The results of the study show that transport specialist don’t have enough practical knowledge, which is the main lack in the labour market. So trying to solve this problem, study programs must be revised and the possibilities of teaching new subjects (foreign languages, economical, management, law skills, analytical thinking etc.) discussed, considering to new technologies, demands of labour market and tendencies in our country. Also by solving this problem it’s necessary for high schools to prepare specialists, cooperate with transport companies’ owners (accept 81,84 % of respondents).

2. Practices must be regularized and organized and thus their quality should be improved. It can be made by using various means: encouragement employers for accepting students to practice, in other way, stimulate students responsibly during their practical training.

3. The results of the study show the main causes of the lack of transport specialists, which rise problems in business, and they are as follows: inability to find, analyse and solve the arising problems (75 %), inability to plan activity (50 %), poor knowledge of company’s practical activity (31,25 %), unformed some personal peculiarities (12,5 %), insufficient foreign languages knowledge (37,5 %), inability to work with computer (12,5 %), lack of theoretical speciality skills’ (6,25 %). For the solving this problem, transport companies’ owners suggest to involve negotiation practice (81,25 %), business ethics (68,75 %), speaking practice (18,75 %), behaviour manners (18,75 %) disciplines into the study programs.

4. Considering to existing and prognosis of labour demand of transport management specialists, expedient to do higher schools and transport companies cooperation, for preparing of transport specialists: evaluate labour market demands and tendencies, actively cooperating with social partners, improving quality of studies, creating conditions for the students at the study process to get practical knowledge, more to inform employers about preparing specialists, so secure for specialists placement and preservation. These purposes can be done by motivating financially, and using organization and administrating implements.

5. It is necessary to educate specialists with wide spectrum of competencies, for possibilities to adjust in another business fields, because it depends on non-stable situation in the transport business field.

References 1. Palšaitis, R., Bazaras, D. Theoretical aspects of logistics training process management, Transport,

Vol. XXII, No 1, 2007, pp.14-18. ISSN 1648-4142 print / ISSN 1648-3480 online Transport (Vilnius, Technika).

2. Bazaras, D. Challenges of education and training process. In: International Conference "Innovative Vocational Education and Training in the Transport Area" IVETTA. 24-25 February 2005. Riga, Latvia: Proceedings. Riga: Riga Managers School, 2005, pp. 104-115. ISBN 9984-9820-0-9.

3. Palčiauskienė, R., Garšvinė, L. Knowledge of graduates’ helps to find place in labour market. In: Material of Republican research-practical conference: Adequacy of preparing specialists to the demands of labour market. Vilnius, December 14, 2005.

4. Jaskelevičius, K. Problems of professional specialists‘ preparation and their solution. In: Material of Republican research-practical conference: Adequacy of preparing specialists to the demands of labour market. Vilnius, December 14, 2005.

5. Janiūnienė, R. Competences of manager: demands of labour market and assessments of employers. In: Material of Republican research-practical conference: Adequacy of preparing specialists to the demands of labour market. Vilnius, December 14, 2005.

Transport and Telecommunication, 2008, Volume 9, No 1 *** Authors’ index

34

Transport and Telecommunication, Vol. 9, No 1, 2008 Transport and Telecommunication Institute, Lomonosov 1, Riga, LV-1019, Latvia

Authors' index

Cisowski T. 4 Niewczas A. 4 Stokłosa J. 4 Batarliene N. 8, 21 Prentkovskis O. 14 Sokolovskij E. 14 Bazaras Darius 29 Ledauskaitė Kristina 29

Transport and Telecommunication, 2008, Volume 9, No 1 *** Cumulative Index

35

CUMULATIVE INDEX

TRANSPORT and TELECOMMUNICATION, Volume 9, No 1, 2008 (Abstracts)

Tadeusz Cisowski, Andrzej Niewczas, Józef Stokłosa. Evolution Barriers for Intermodal Transport in Poland. Transport and Telecommunication, Vol. 9, No 1, 2008, pp. 4-7.

Development of combined transport in Poland has slowed down for many years because of a complete lack of complex government regulation in the field of intermodal transport (e.g. subsidy for modernization terminals, purchase modern railway rolling stock).

Keywords: combined transport, intermodal terminal, transshipment process in terminal, semi trailers, vertical transshipment

Nijole Batarliene. Improvement of Dangerous Goods Transportation Technology and Reducing the Accidents. Transport and Telecommunication, Vol. 9, No 1, 2008, pp. 8–13.

Analysis of transportation of dangerous goods capacity according to different kinds of transport characterizes demands, while transporting dangerous goods, development degree of the process and describes organizational means, for the purpose of scientifically motivated process of transportation of dangerous goods. It is noted that the solution of transport technology problems is based on the improvement of technological supply, the rational usage of informational modelling methodology of the whole transportation process. The main possibilities to reduce accident probability and to raise transportation safety are described. The summaries of regulations describe the main duties of the Consignor, Sender, the Carrier or Driver under the various Regulations and the ADR (European Inter-State) Rules.

Keywords: dangerous goods, technology, transportation, accident Olegas Prentkovskis, Edgar Sokolovskij. Computer-Run Simulation of Rollover of the Motor Vehicle. Transport and Telecommunication, Vol. 9, No 1, 2008, pp.14–20.

The theoretical model of motor vehicle movement and rollover is presented. This model consists of three models: model of the motor vehicle; model of the road pavement surface; model of the interaction between the motor vehicle’s wheel and the road pavement surface. The computer-run simulation of rollover of the motor vehicle with the help of the PC CRASH software is introduced.

Keywords: motor vehicle, rollover, computer-run simulation, traffic accident Nijole Batarlienė. The Reduction of the Risk and Accident Probability on Carriage of Dangerous Goods. Transport and Telecommunication, Vol. 9, No 1, 2008, pp.21–28.

The article points out the ways of reducing the risk of possible damage and probability of accident. The conditions to ensure safe transportation of dangerous goods, managing and minimising risk on carriage of such goods along the whole route are introduced. This article presents the probabilities in transport of dangerous goods, probability of a possible damage and that of a possible accident, when transporting dangerous goods and a method of calculating costs of damage to environment and that of calculating accident probability. The main possibilities to reduce accident probability and to raise transportation safety are described.

Keywords: dangerous goods, risk, accident, transport, safety Kristina Ledauskaitė, Darius Bazaras. Actual Attitudes of Demands for Specialists in Transport Sector. Transport and Telecommunication, Vol. 9, No 1, 2008, pp.29–33.

Competitive ability of the companies is closely bound with effectiveness of company’s management activity to have new opinions of management. If the transport companies actually care for to form competitive companies personal, they must consequently apply all opportunities to change the manner of managers’ management. Nowadays the main attention must be concentrated on the qualitative personal preparation. Reaching this purpose, high schools must appreciate market’s demands and regularize them with studies programs. In this article demands of transport market for preparation of qualified personal are studied.

Keywords: transport market, transport management, specialist, demands, preparation

Transport and Telecommunication, 2008, Volume 9, No 1 *** Cumulative Index

36

TRANSPORT and TELECOMMUNICATION, 9.sējums, Nr.1, 2008 (Anotācijas)

Tadeušs Cisovskis, Andrejs Nivčas, Jozefs Stoklosa. Evolūcijas barjeras starpmodālajam transportam Polijā. TRANSPORT and TELECOMMUNICATION, 9.sēj., Nr.1, 2008, 4.–7. lpp.

Kompleksā transporta attīstība Polijā ir gandrīz pilnīgi apstājusies līdz ar valdības likumdošanas nepilnībām valsts starpmodālā transporta jomā (e.g. subsīdijas termināļu modernizācijai, mūsdienīgu dzelzceļa ritošo sastāvu iegāde).

Atslēgvārdi: kompleksais transports, starpmodālais terminālis, iekraušanas-izkraušanas procesi terminālī, daļēji treileri, vertikālā pārkraušana

Nijole Batarliene. Bīstamo kravu pārvadājumu tehnoloģijas uzlabošana un nelaimes gadījumu novēršana. TRANSPORT and TELECOMMUNICATION, 9.sēj., Nr.1, 2008, 8.–13. lpp.

Bīstamo kravu pārvadājumu kapacitātes analīze saskaņā ar transporta dažādiem veidiem, raksturo pieprasījumu, transportējot bīstamo kravu, procesa attīstības pakāpi un parāda organizācijas līdzekļus bīstamo kravu pārvadāšanas zinātniski motivētā procesa nolūkā.

Rakstā tiek atzīmēts, ka transporta tehnoloģijas problēmu risināšana pamatojas uz tehnoloģisko piegāžu uzlabojumu un visa transportēšanas procesa informācijas modelēšanas metodoloģijas racionālo izmantošanu. Bez tam autore pievērš uzmanību arī galvenajiem cēloņiem nelaimes gadījumu rašanās iespējamībai. Instrukciju kopsavilkums apraksta Kravas nosūtītāja, Nosūtītāja, Kurjera un Vadītāja galvenos pienākumus, kas apvienoti dažādos norādījumos un ADR (Eiropas starpvalstu automaģistrāle) likumos.

Atslēgvārdi: bīstamā krava, tehnoloģijas, nelaimes gadījums Oļegs Prentkovskis, Edgars Sokolovskis. Automašīnas vadāmrīku vienlaicīgas iedarbināšanas modelēšana ar datora palīdzību. TRANSPORT and TELECOMMUNICATION, 9.sēj., Nr.1, 2008, 14.–20. lpp.

Rakstā tiek izskatīts automašīnas kustības un iedarbināšanas teorētiskais modelis. Šis modelis savukārt sastāv no trīs modeļiem: automašīnas modelis; ceļa virsmas klājuma modelis; savstarpējās saiknes starp automašīnas riteņiem un ceļa virsmas klājumu modelis.

Autori rakstā veic automašīnas vadāmrīku vienlaicīgas iedarbināšanas modelēšanu ar datora palīdzību.

Atslēgvārdi: automašīna, modelēšana ar datora palīdzību, satiksmes nelaimes gadījums Nijole Batarliene. Riska un negadījuma varbūtības samazināšana bīstamo kravu pārvadāšanā. TRANSPORT and TELECOMMUNICATION, 9.sēj., Nr.1, 2008, 21.–28. lpp.

Autore rakstā uzsver iespējamo risku un negadījumu varbūtību. Bīstamo kravu transportēšanas nodrošināšana, riska samazināšana, vides piesārņošanas izmaksu aprēķini, pārvadājot bīstamās kravas, ir šī raksta izpētes mērķis. Rakstā tiek iztirzātas riska un iespējamā negadījuma varbūtības, kā arī tiek veikti aprēķini varbūtību noteikšanā.

Atslēgvārdi: bīstamās kravas, risks, negadījums, transports, drošība Kristina Ledauskaitė, Darius Bazaras. Faktiskā prasību ievirze transporta sektora speciālistiem. TRANSPORT and TELECOMMUNICATION, 9.sēj., Nr.1, 2008, 29.–33. lpp.

Firmu konkurētspēja ir cieši saistīta ar to pārvaldības efektivitāti, kā arī ar to spēju uzturēt vadības novitāti. Ja transporta kompānijas patiešām ir ieinteresētas veidot konkurētspējīgu personālu, tad tām ir jāprot mainīt vadības stils un jāprot pieņemt viss jaunais. Mūsdienās galvenajai vērībai ir jābūt veltītai kvalitatīva personāla sagatavošanai. Lai sasniegtu iepriekšminēto, augstskolām ir jāprot izvērtēt tirgus pieprasījums un līdz ar to savienot to ar studiju programmām. Rakstā galvenokārt vērība ir veltīta minētajām problēmām.

Atslēgvārdi: transporta tirgus, transporta vadība, speciālists, prasības, sagatavošana

Transport and Telecommunication, 2008, Volume 9, No 1 *** Preparation of publication

37

TRANSPORT &

TELECOMMUNICATION

ISSN 1407-6160 & ISSN 1407-6179 (on-line) EDITORIAL BOARD: Prof. Igor Kabashkin (Editor-in-Chief), Transport & Telecommunication Institute, Latvia Prof. Irina Yatskiv (Issue Editor), Transport & Telecommunication Institute, Latvia Prof. Adolfas Baublys, Vilnius Gedeminas Technical University, Lithuania Dr. Brent Bowen, University of Nebraska at Omaha, USA Prof. Arnold Kiv, Ben-Gurion University of the Negev, Israel Dr. Nikolay Panin, Scientific and Research Institute of Motor Transport, Russia Prof. Andrzej Niewczas, Lublin University of Technology, Poland Prof. Lauri Ojala, Turku School of Economics, Finland T&T Personnel: Literary editor – Lucija Paegle, Ludmila Volodko Technical editor – Irina Mihnevich Host Organizations: Transport and Telecommunication Institute, Latvia – Eugene Kopytov, Rector Telematics and Logistics Institute, Latvia – Igor Kabashkin, Director Co-Sponsor Organization: PAREX Bank, Latvia – Valery Kargin, President Supporting Organizations: Latvian Transport Development and Education Association Latvian Academy of Sciences Latvian Operations Research Society Telecommunication Association of Latvia

All articles are reviewed. Articles can be presented in the journal in English.

EDITORIAL CORRESPONDENCE Transporta un sakaru institūts (Transport and Telecommunication Institute) Lomonosova iela 1, LV-1019, Riga, Latvia. Phone: (+371)67100594. Fax: (+371)67100535. E-mail: [email protected], http:// www.tsi.lv TRANSPORT and TELECOMMUNICATION, 2008, Vol. 9, No 1 ISSN 1407-6160 The journal of Transport and Telecommunication Institute (Riga, Latvia). The journal is being published since 2000.


38

PREPARATION OF CAMERA-READY TYPESCRIPT: COMPUTER MODELLING AND NEW TECHNOLOGIES

1. In order to format your manuscript correctly, see the Page Layout Guideline for A4 (21 cm x 29,7 cm)

paper size. Page Layout should be as follows: Top – 3 cm, Bottom – 3 cm, Left – 3 cm, Right – 3 cm. 2. Maximum length for the article is 10 pages. 3. Using of other Styles with the exception of Normal is not to be allowed! 4. Articles should be Times New Roman typeface, single-spaced. 5. The article should include:

– title; – author’s name(s) and information (institution, city, country, the present address, phones, and

e-mail addresses); – abstract (100-150 words); – keywords (max. 6); – introduction – clear explanation of the essence of the problem, previous work, purpose of

the research and contribution; – description of the research; – conclusion section (this is mandatory) – should clearly indicate on the advantages,

limitations and possible applications; – references. Attention! First name, last name, the title of the article, abstract and keywords must be

submitted in the English and Latvian languages (in Latvian it is only for Latvian authors) as well as in the language of the original (when an article is written in different language).

6. The text should be in clear, concise English (or other declared language). Please be consistent in punctuation, abbreviations, spelling (British English), headings and the style of referencing.

7. The title of the article – 14 point, UPPERCASE, style Bold and centred. 8. Author’s names – centred, type size 12 point, Upper and lower case, style Bold Italic. 9. Author’s information – 10 point, Upper and lower case, style Italic, centred. 10. Abstract and keywords – 8 point size, style Normal, alignment Justify. 11. The first level Headings – 11 point, Upper and lower case, style Bold, alignment Left. Use one line

space before the first level Heading and one line space after the first level Heading. 12. The second level Headings – 10 point, Upper and lower case, style Bold, alignment Left. One line

space should be used before the second level Heading and 1/2 line space after the second level Heading.

13. The third level Headings – 10 point, Upper and lower case, style Italic, alignment Left. One line space should be used before the second level Heading and 1/2 line space after the third level Heading.

14. Text of the article – 10 point, single-spaced, alignment Justify. 15. The set of formulas on application of fonts, signs and a way of design should be uniform throughout

the text. The set of formulas is carried out with use of editors of formulas MS Equation 3.0 or MathType. The formula with a number – the formula itself should be located on the left edge of the text, but a number – on the right one. Font sizes for equations are the following: 11pt – full, 7pt – subscripts/superscripts, 5pt – sub- subscripts/superscripts, 16pt – symbols, 11pt – subsymbols.

16. All Figures – must be centred. Figure number and caption always appear below the Figure, type size 8 point.

Figure 1. This is figure caption

Diagrams, Figures and Photographs – must be of high quality, in format *.TIFF, *.JPG, *.BMP with resolution not less than 300 dpi. Also formats *.CDR, *.PSD are possible. Combination of Figures in format, for instance, *.TIFF with elements of the in-built Figure Editor in MS Word is prohibited.


39

17. Table Number and Title – always appear above the Table. Alignment Left. Type size 8 point. Use one line space before the Table Title, one line space after the Table Title and 1/2 line space after the Table.

Table 1. This is an example of a Table

Heading Heading Heading

Text Text Text Text Text Text

18. References in the text should be indicated by a number in square brackets, e.g. [1]. References should be numbered in the order cited in the manuscript. The correct format for references is the following:

Article: author, title, journal (in italics), volume and issue number, year, inclusive pages Example: 1. Amrahamsson M., Wandel S. A Model of Tearing in Third – Party Logistics with a

Service Parts Distribution Case Study, Transport Logistics, Vol. 1, No 3, 1998, pp. 181-194.

Book: author, title (in Italics), location of publishers, publishers, year, whole pages Example: 2. Kayston M. and Fried W. R. Avionic Navigation Systems. New York: John Wiley and

Sons Inc, 1969. 356 p. Conference Proceedings: author; title of an article; proceedings (in italics); title of a conference, date and

place of a conference; publishing house, year, concrete pages Example: 3. Canales Romero J. A First Step to Consolidate the European Association of Aerospace

Students in Latvia (Presented by the Munich Local Group). In: Research and Technology – Step into the Future: Programme and Abstracts. Research and Academic Conference, Riga, Latvia, April 7–11, 2003, Transport and Telecommunication Institute. Riga: TTI, 2003, p. 20.

19. Authors Index Editors form the author’s index of a whole Volume. Thus, all contributors are expected to present personal colour photos with the short information on the education, scientific titles and activities.

20. Acknowledgements Acknowledgements (if present) mention some specialists, grants and foundations connected with the presented paper. The first page of the contribution should start on page 1 (right-hand, upper, without computer page numbering). Please paginate the contributions, in the order they are to be published. Use simple pencil only.

21. Articles poorly produced or incorrectly formatted may not be included in the proceedings.

The 8th International Conference RELIABILITY and STATISTICS

in TRANSPORTATION and COMMUNICATION (RelStat’08) 15-18 October 2008. Riga, Latvia

PURPOSE

The purpose of the conference is to bring together academics and professionals from all over the world to discuss the themes of the conference: • Theory and Applications of Reliability and Statistics • Reliability and Safety of Transport Systems • Rare Events and Risk Management • Modelling and Simulation • Intelligent Transport Systems • Transport Logistics • Education Programmes and Academic Research in Reliability

and Statistics

DEDICATION

The Conference is devoted to the memory of Prof. Kh.Kordonsky.

OFFICIAL LANGUAGES English and Russian will be the official languages of the Conference.

SUPPORTED BY:

Transport and Telecommunication Institute (Latvia) and The K. Kordonsky Charitable Foundation (USA) in co-operation with: Latvian Transport Development and Education Association (Latvia) Telecommunication Association of Latvia (Latvia) Latvian Academy of Science (Latvia)

SPONSORED BY Transport and Telecommunication Institute (Latvia) The K. Kordonsky Charitable Foundation (USA) Latvian Operations Research Society PAREX bank (Latvia)

HOSTED BY Transport and Telecommunication Institute (Latvia)

ORGANIZATION COMMITTEE Prof. Igor Kabashkin, Latvia – Chairman Mrs. Inna Kordonsky-Frankel, USA – Co-Chairman Prof. Irina Yatskiv, Latvia – Co-Chairman Mrs. Elena Rutkovska, Latvia – Secretary

DEADLINES AND REQUIREMENTS Submission of abstracts: 1 July 2008 Acceptance of abstracts: 15 July 2008 Submission of final papers: 20 August 2008 Acceptance of final papers: 4 September 2008

Abstracts submitted for review should be about 600 words in length, should present a clear and concise view of the motivation of the subject, give an outline, and include information on all authors (the full name, affiliation, address, telephone number, fax number, and e-mail address of the corresponding author). Submitted abstracts and papers will be reviewed. Accepted and invited papers will be published in the electronic proceedings of the conference and in the journal “Transport and Telecommunication”. Instruction for papers preparing can be found on the conference WWW page: RelStat.tsi.lv.

INVITED SESSIONS (workshops) Proposals for invited sessions (workshops) within the

technical scope of the conference are accepted. Each proposal should describe the theme and scope of the proposed session. The proposal must contain the title and theme of the session and a list of paper titles, names and email addresses of the corresponding authors. Session proposals and paper must be submitted by 21 May 2008.

REGISTRATION FEE

The registration fees will be Euro 100 before 10 September 2008, and Euro 150 after this date. This fee will cover the participation in the sessions, coffee breaks, daily launch, hard copy of the conference abstracts with conference proceedings on CD ROM, hard copy of the journal with papers from conference (the journals will be mailed to the delegates after the conference).

VENUE

Riga is the capital of the Republic of Latvia. Thanks to its geographical location, Riga has wonderful trade, cultural and tourist facilities. Whilst able to offer all the benefits of a modern city, Riga has preserved its historical charm. It's especially famous for its medieval part – Old Riga.

Old Riga still preserves many mute witnesses of bygone times. Its old narrow streets, historical monuments, organ music at one of the oldest organ halls in Europe attract guests of our city. In 1998 Old Riga was included into the UNESCO list of world cultural heritage.

ACCOMMODATION

A wide range of hotels will be at the disposal of participants of the conference and accompanying persons (http://eng.meeting.lv/hotels/latvia_hotels.php).

FURTHER INFORMATION Contact: Elena Rutkovska, Secretary, RelStat’08 Transport and Telecommunication Institute Lomonosova iela 1, Riga, LV-1019, Latvia Telephone: +(371)67100619 Fax: +(371)67100619 E-mail: [email protected], [email protected] http:// RelStat.tsi.lv

The K. Kordonsky

Charitable Foundation