Around 25% of our total business is made up of the transport of dangerous goods. Many companies shy away from this niche market due to its complexity, so we find that many of our competitors make use of our specialism in this sector and utilise our services.
I decided that as Managing Director of Ital Logistics it was my duty to take on the role of Dangerous Goods Safety Advisor (DGSA) in April 2004. Since then I have continued to renew my qualification, and have been joined by Derek Heap as secondary DGSA to the Company. In addition to this, all members of our team involved in this area of our job are awareness trained and refreshed as regulations change.
There are many differences between the road, rail, sea and air regulations, even though with each revision the regulations come closer to alignment. The information contained in this section covers just a selection of topics and should be considered purely as a general guideline, so it is advisable to seek clarification on particular aspects from the relevant publications of ADR (Road), RID (Rail), IMDG (Sea) and IATA (Air).
The UK is an island. Therefore, even just to get into the closest European country, we must use a combination of modes, and as the regulations are not completely aligned, there are precedents. There are also derogations and variations by country within their own territories.
If you require any specific information or advice on the carriage of dangerous goods, please feel free to contact us, either by telephone, or email dgsa@Ital-logistics.com and we will be pleased to assist.
ADR (Road) is less stringent that IMDG (Sea) in respect of segregation of different classes and so under ADR there are fewer segregation requirements than under IMDG. It should be noted that there are some cases where chemicals of the same class cannot be loaded together (under IMDG in particular), so care should be taken, and the tables should be used as a general guideline only.
The segregation tables can be downloaded here.
Both IMDG and ADR require a ‘Dangerous Goods Transport Document’ (DGN as its common acronym), whereas ADR also requires ‘Instructions in Writing’. IMDG and ADR can use the same Dangerous Goods Transport Document as this can be in any form, provided it contains all of the information required by the provisions of the relevant Codes (5.4.1 ADR and IMDG). So, what do we need to put in the ‘DGN’? Below is the basic data required for both modes, unless stated otherwise.
How to complete a Dangerous Goods Note:
The particulars to be entered in the document shall be drafted in an official language of the forwarding country, and also, if that language is not English, French, or German, in English, French or German, unless international road carriage tariffs, if any, or agreements concluded between the countries concerned in the transport operation, provide otherwise.
Most common additional information:
Flashpoint: If the goods being transported have a flashpoint of 60°C or below, the minimum flashpoint shall be indicated (in °C closed-cup (c.c.))
Marine Pollutant: If the goods are known marine pollutants the words “MARINE POLLUTANT” shall be inscribed on the document
The order of the data formulating the transport document description should be 1, 2, 3, 4, 10 with no information interspersed, except as provided for in ADR or IMDG as relevant. For example:
This is by no means definitive as there are many other requirements depending on UN number, class, etc. If anyone has any specific questions, simply emails us at dgsa@Ital-logistics.com and we will be pleased to assist.
Aside of transport, with so many other regulatory requirements for marking and labelling, this is another of those aspects of transporting dangerous goods, both to Europe and beyond, that is often done wrong.
Focusing on the main two modes of transport of Road and Sea, whilst they are similar, there are differences nonetheless. The most stringent of these regulations is IMDG (sea) and I would always recommend that if you mark and label for IMDG as long as the journey is not a mainland movement only which would be subject to ADR (road) only, then you would meet all requirements. So, as a general rule of thumb, excluding any special marking and/or labelling that may be required for specific chemicals, here is a brief summary of the key requirements.Marking
The markings referred to in sections ‘a’ and ‘b’ above should be at least 12mm in height.Labelling
Whilst IMDG and ADR don’t request shippers name or consignee’s name and address, it is prudent to provide these also. After all, you wouldn’t put an envelope in the post without an address of where it’s going would you!
Mr Denton, I am writing to thank you for your company’s help in bringing a valuable (to us at least) new machine from Italy to our factory in Derbyshire. I must praise Kurtis for his dedication and sheer persistence in dealing with all the problems the shipment encountered; dodgy height measurements, broken trailer roofs, French ports, delayed sailings and a customer who didn’t really know what was doing but wanted to know everything. He was professional throughout and made sure we got our delivery as soon as was possible. In an age where people are often quick to criticise and slow to praise please pass on my thanks to Kurtis.