Just after the World Cup in Brazil next month, right when the dog days of summer descend upon us, the RoboCup occurs from July 19-July 25 in Joaõ Pessoa, Brazil.

   In a country where skill, fitness, the thrill of victory, and the agony of defeat have made headlines, a 180-degree turn, or “chandelle” in aviation terms, will take place.
   Robots of all stripes—mostly developed by smart college types from various world universities—will travel to Brazil for a competition; a clear indication that we are moving ever closer to the union with artificial intelligence Stanley Kubrick predicted in the classic movie 2001:A Space Odyssey (explored even further in the Steven Spielberg-helmed AI Artificial Intelligence, originally developed by Kubrick before his death).
   Most if not all of these robots are powered by Lithium batteries, and since these batteries have been custom made for these experimental robots and subsequently in a small number, our guess is that they will not have been tested in accordance with part III, subsection 38.3 of the UN Manual of Tests and Criteria.

Website Gives No Clue

   While the RoboCup 2014 website features a lot of useful information for participating teams—from hotel accommodations and cargo shipping of their robots—nothing is said about the very particular requirements applicable to the transport of untested Lithium batteries, which require competent authority approval from the state of departure, the state of aircraft registration, and (more often than not) the state of transshipment and destination as well.
   Whether these requirements would make events like the RoboCup unfeasible is not the point—it is up to the stakeholders involved to provide internationally recognized exemptions for such purposes.
Everyone agrees that untested batteries pose a big risk; nevertheless, it seems that most teams participating in the RoboCup event will transport their batteries by carry-on baggage, which clearly is not covered by subsection 2.3 of the IATA Dangerous Goods Regulations.

Airport Security To The Rescue?

   At the IATA DGB meeting in Los Angeles during the March 2014 IATA WCS, it was decided greater focus would be placed on Lithium batteries carried by passengers.
   So maybe all these Robocup batteries will end up alongside the water bottles at an airport near you?

Regulatory Changes Lithium

   FT recently covered the regulatory changes pertinent to the transport of Lithium batteries.
   While we were pleased to see that our contributions have sparked some interest, it may be noteworthy that this interest was, by and large, limited to the ‘usual suspects’—mostly airline and dangerous goods professionals.
   While yours truly and PRBA (who submitted a number of letters to FT in order to make their opinion heard) have agreed to disagree, there is some doubt as to whether PRBA does provide a complete picture for the shippers of these commodities.
   The fact is that the majority of small- and large-sized corporate shippers are not aware of the regulatory requirements applicable to the transport of Lithium batteries, no matter whether of the Li-Ion or the Li-Metal type and no matter whether shipped as such, packed with, or installed in equipment.

Here Is An Example

   We are not talking robots here, but rather everyday, lithium-powered laptops and workstation computers.
   Many laptops are equipped with both battery types—a Lithium-metal cell to ensure the computer’s settings in its BIOS (Basic Input–Output System) are preserved even when the power is disconnected, and lithium-ion, a rechargeable battery that functions as the primary power source.
   A workstation computer system has only the small metal coin cell.
   Batteries of the “excepted” type falling under part II of either IATA Packing instruction 967 or 970 do not require marking and labeling when no more than four cells or two batteries are installed in equipment, and where the so-called ‘general requirements’ have been met.
   General requirements means that any and all batteries have undergone tests in accordance with Part III, subsection 38.3 of the UN Manual of Tests and Criteria.
   Now, as clearly stated in FT’s previous coverage, the stakeholders are working together to foster a safer environment for the transport of lithium batteries.
   For most batteries, a SDS (Safety Data Sheet) or MSDS (Material Safety Data Sheet) does exist.
   However, a significant number of batteries are incorrectly labeled, carrying words like:
   “Our lithium batteries are not subject to regulatory requirements” or some such language printed right on the battery, in plain sight.
   Here’s an example of how things can get out of hand based on lack of education concerning lithium batteries: a shipper of five computer workstations tells us that they were recently informed by the manufacturer (a large, U.S.-based IT outfit) that the “small coin cells contained in the workstation would not require a test certificate” (or certificate of conformity, which may be provided in lieu of the complete and often hard-to-read test report).
   Both IATA and the national competent authority from which regulatory guidance was sought disagreed on the matter.
   The result was the shipping of these workstations was stopped cold for more than two weeks, seriously tarnishing the relationship between the service provider preparing the equipment for shipping, who insisted at least a ‘certificate of conformity’ was required, and the shipper, who had been told by the IT manufacturer no such requirement existed.

And Now For Something Different

   With regards to Monty Python, another aspect of this issue is the warehouse staff and packers, who in many cases earn minimum salary, for manual labor, with minimal training.
   That situation is likely to remain (at least the training part), as lobbying actions of PRBA and NEMA have allowed shippers of “excepted” batteries to not require handlers to partake in formal lithium batteries handling training.
   This situation exists despite ICAO, IATA, and other stakeholders clearly identifying training as a key element to the safe shipping of dangerous goods.
   On the bright side, it must be noted that most of shippers either include fully regulated batteries (which do require formal training) or have decided to provide their own training anyway.
That’s the good news.
   Still, questions arise with respect to the efficiency of training, since more often than not training materials appear in a thick technical language not fully understood by the packer or warehouse staff.

Outsourcing Challenges

   Suppose that you are outsourcing your packing duties, which these days is common practice in some quarters.
   How do you communicate to an outsourced packing firm the need for a drop test and stacking test, and batteries with a certificate of conformity?
   And if you have shipped back any gadget with lithium batteries installed, were instructions regarding the proper closure of the package and its preparation in accordance with the Dangerous Goods Regulations provided to you?
   Issues also arise when, for one reason or another, the shipper is not focused on regulatory requirements as an issue of immediate attention.
   But maybe that’s another story.
Jens

Peter O'Neill, Director Cargo Aer Lingus & Anne Marie MacCarthy, Global Sales Manager Aer Lingus Cargo.
Irish Eyes Bigger U.S. Service . . . Here Anne Marie & Peter tell all about it.

   In case you missed it, United Cargo plugged Chengdu, China, into its ever-expanding global service network with thrice-weekly service from its hub in San Francisco.
   SFO is an interesting story. Not only has UA long enjoyed preeminence from that gateway, but a direct link can also be drawn back to the beginnings of TransPac air service, when Pan American Airways opened up the U.S.A. to Asia from San Francisco 81 years ago via the famous China Clipper.
   UA acquired Pan Am's Pacific Division—one of the greatest takeovers ever—in 1985. It made the boss at UA who led the buyout, Richard Ferris, (left) an instant legend.
   Mr. Ferris had less good fortune with labor at the carrier and when he changed the name of the parent company UAL Corp. to Allegis. As fast as Ferris departed the company in 1987, the company reverted back to UAL Corp.
   But what goes around comes around.
   From the same place that Pan Am flew the Martin M130, an advanced, four-engine, state-of-the-art flying boat in 1935, today UA takes off in the "airplane of tomorrow," the B787.
   "United Cargo begins nonstop service between our San Francisco hub (SFO) and Chengdu Shuangliu International Airport in Chengdu, China (CTU),” the carrier said, adding, " providing more nonstop trans-Pacific flights from SFO than any other U.S. carrier offers from any U.S. airport.
   "Today, United operates the largest hub on the U.S. West Coast at SFO with nearly 300 daily flight departures, including 260 daily departures to 70 domestic U.S. cities, as well as an extensive trucking network for transferring wide body shipments.”
More: www.unitedcargo.com.

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