Overview
The main ojbective of the project is a development of a general framework for the management of transports of dangerous goods on roads. Further aim is a development of methods for recognition and diminution of risks for transports of dangerous goods, elaboration of quick, efficient and effective management of events.
Funding
Results
A draft standard could not be developed as part of this research because of the standardization requirement on CH level is low, the CEN standardization work has not yet started and the Traffic Management Switzerland at the time of the processing nor too little concrete.
It has also been shown that the introduction of VT systems outstanding issues needs to be resolved for dangerous goods and the normalization. The issue should be pursued at the level of ITS CH.
Further project results can be summarized in these most important conclusions in terms of hazards and risks in the transport of dangerous goods. From risk modeling, the following observations arise:
• A few dangerous categories dominate the risk in transporting dangerous goods by road (combustible liquids, pressure-liquefied gases, toxic gases). This expectation is supported by the statistical statement that around two thirds of dangerous accidents with tankers.
• Due to the higher traffic densities are expected to more serious accidents on motorways and expressways.
• For incidents with TGG on the road most of the personal injury attributable to road users. The proportion of deaths among residents is comparatively low. The evaluation of the German accident statistics further provides the following findings:
• Only a small proportion of personal injury caused by the release of the transported dangerous goods. The majority of personal injury resulting from direct consequences of an accident.
• Dangerous accidents occur each about one-third built-up areas, on country roads and on motorways.
• TGG in packaging falls terms of risk is not significant (statistically insignificant). The causes of accidents are broken down by the statistics as follows:
• Large contributions to personal injuries resulting from rear-end collisions and other driver-related accidents. Approximately half of the dangerous accidents caused by the driver of dangerous transport.
• The factors that negatively affect the driver's ability to drive dominate the fatigue.
• Non-accidental releases of dangerous play hardly any role. In cross-comparison to freight transport on the road the following picture emerges: Based on the number of journeys and the transport performance occur in the transport of dangerous goods about six times fewer accidents than in freight transport as a whole.
• The consequences of an accident (personal injury, primar