THE DEFINITIVE TRUCKING SITE

July 2008

Anyone transporting hazardous materials, officially known as Dangerous Goods (DG), knows what a complicated exercise it is, specifically from a legal compliance point of view. It is a highly specialised business precisely because of the risks involved in moving flammable or toxic consignments across our roadways and DG legislation is constantly being fine-tuned to make the industry safer. This is a good thing of course but it does present DG hauliers with a number of challenges. And then there’s the issue of theft, reports Paul Collings. 

After almost a decade of trial and tribulation, training institutions specialising in equipping DG drivers with the necessary skills to safely and legally execute their work, have received official accreditation from TETA and the DoT. But, according to Russell Marais of Haztrans, one such institution, “only 13 accredited DG training schools now exist in the entire country.

” The big question – asked by Nonke Petroleum’s Ebrahim Badat - is: “Will the industry have enough trainers to meet the growing demand for drivers?” 

Badat says the round the clock delivery cycles characterising the fuel transport industry require three drivers per cycle. “A fleet of 25 trucks will need 75 drivers and this is not taking into account back-up crews to fill in during leave, AWOL and sick leave of permanent drivers,” he adds. 

The fact that well established DG trainers are still battling to get their course material accredited suggests once again that red tape and unrealistic requirements on the part of TETA are paving a path to disaster. 

“I’ve been in operation since the late nineties and despite umpteen submissions of course material for accreditation by TETA, my company is still not accredited,” says Eddie Crane of EC Logistics. “This even after spending R16 000 to get my course material formatted according to TETA’s Outcomes- Based Education (OBE) requirements by a specialist in this area.” 

Another eNatis crisis? 

As of 1st July 2008, any DG driver seeking to obtain or renew a PrDP D (the licence required to drive a DG truck) certificate will have to be on record as having obtained the necessary DG qualification from an accredited DG training institution. (See accompanying article headed Important Notice). This means that even those experienced DG drivers who may have acquired training from a non-accredited institution will not be granted a new licence to earn a living, explains Marais. 

“The DoT intends to link accredited courses to the eNatis system to immediately identify those drivers who do not have accredited training. What’s more, this grand scheme is supposed to be backed by a software system installed at accredited training institutions to automate this process. We are yet to see this software.” 

This does not paint a pretty picture for the DG industry’s immediate future. Qualified DG drivers are like hens teeth and this new policy looks set to disrupt the day-to-day operations of all DG transporters, Crane believes. 

“You simply have to compare the number of DG-registered

trucks with the number of accredited trainers out there to realise how critical the situation is,” adds Badat. “The industry is highly regulated. Driving hours are limited and optimum delivery is essential. Without qualified licenced drivers, the country could quite realistically come to a standstill.” 

POLICE NEED TRAINING A large number of traffic officials don’t know the specifics of DG legislation. Fines are often issued erroneously because proper training has not been done  Russell Marais Haztrans

Copping out?

These gloomy predictions are given with the proviso that law enforcement agencies actually implement and enforce the legislation. Given the current state of knowledge on all matters DG related among traffic officials, more confusion looks set to descend. 

“A large number of traffic officials don’t know the specifics of DG legislation,” says Marais. “Fines are often issued erroneously because proper training hasn’t been done.”

The fact that DG requirements differ from province to province only adds to the confusion, says Pierre Nelson of Chemical Specialities. “Documents like medical and fire certificates are being demanded of drivers by traffic officers in cases where they are not required. It’s a case of spot the diamond, pull the truck over and blindly issue the fine.” 

According to William Goibaiyer of Hazchemwize, “there is an urgent need to standardise the DG bylaws nation-wide. Permit prices vary from region to region as do expiry dates for fire permits. The long-awaited DG Inspectorate is now functioning and hopefully, this body will begin to iron out these problems.” 

A new danger 

Amid the legal pitfalls and physical risks confronting DG hauliers, a new threat is preying on tankers traversing the countryside in the form of fuel theft syndicates.

“Two of our tankers were hijacked in one week,” says Badat. “With fuel prices being what they are these days, our cargo is liquid gold and criminals are beginning to target fuel tankers. 

Obviously, this is one area of the road freight industry where risk comes with a capital ‘R’. Between legislative confusion, driver shortages, incompetent police and rampant banditry, DG operators have to make every effort to mitigate their on-road risk if they are to survive. 

Consignors and consignees, while being included in Chapter 8 of the Road Traffic Act as jointly liable for the safe conveyance of hazardous material, need perhaps to also join the fight against the very real threats to their respective businesses.