Maritime Transportation of Dangerous Goods [DG] and Hazardous Materials [HAZMAT]

In commercial terms, Dangerous goods [DG] and Hazardous Materials [HAZMAT] pose considerable risks to the safety, health, and lives of human beings. Such materials, if not handled safely may cause damage to property or environment during transportation, storage, and handling. They may be flammable, corrosive, toxic or poisonous, radioactive, cause violent allergies, etc. Containers they are packed in, even when empty, can pose a danger.

Though the two terms – Dangerous goods and Hazardous materials are used interchangeably by most shippers, experts view them differently; dangerous goods carry the risk of fire and explosion, corrosion, or poisoning while hazardous materials may cause potential health problems that could linger for a short while, or stay on longer. Generally, risk in the case of the former may be through physical or chemical effects while the latter is through contact. Another definition from experts is that goods that pose a risk during transport are classified as Dangerous Goods while those that pose a danger even during storage or usage are termed Hazardous Materials.

In maritime transportation, dangerous goods are classified and transported under the International Maritime Dangerous Goods Code or IMDG code. This code is regulated by the International Maritime Organization [IMO].

While preparing dangerous and hazardous goods for sailing, based on the declaration, those handling the goods should be able to effectively segregate, load, and stow these safely in their allotted places, on board the ship.

The consignor has the responsibility of displaying the correct dangerous goods labels on the cargo as well as providing accurate details on the Dangerous Goods Declaration for the cargo. The cargo carrier should also exercise due diligence in this matter.

Instructions for transport, storage, and handling of such goods must be very clear, avoiding any confusion. It should be shown on the transport documents as well as on the packages.

Besides instructions, the dangerous goods signage must also be shown. These are usually diamond-shaped signs of different colours depending on the hazard. The Globally Harmonized System of Classification and Labelling of Chemicals [GHS] is a safety standard that is managed by the United Nations. The GHS unifies the various dangerous and hazardous goods classifications and labelling systems of the world. It is in charge of universal hazard testing criteria, the creation of hazard pictograms, and safety data. GHS hazard pictograms, words, and hazard statements are usually located together on the label.

Safety Data Sheets [SDS] have a fixed layout and section format. Staff handling dangerous or hazardous goods must be aware of the GHS signage as well as the appropriate safety equipment to be used.

Dangerous goods, as specified by the IMDG code, are generally divided into nine main classifications. B

As we know, not all dangerous and hazardous goods are handled in the same manner. Specific goods have specific handling methods. Maritime staff should be aware of this and should know how each of these goods is to be handled.

Those employed in maritime operations both onshore and offshore, must be trained to handle dangerous goods and hazardous materials as per IMO guidelines. They should understand the importance of the IMDG code.

Shipping containers are generally resistant to fire to a large extent. Their corten steel body acts as an effective barrier to fire. Almost all modern oil tankers have fixed foam fire-fighting systems on board to contain fire hazards. In this, a fire-smothering foam from a central tank inside the ship is directed onto the area that is affected by the fire, using fixed pumps. The pumps are stationed to cover most of the ship’s deck, the engine room, etc.

As per IMO mandate, single-hulled cargo vessels above 5,000 DWT are getting phased out, to be replaced with double-hulled vessels. Double-hulled vessels prevent flooding and sinking in the event of minor collisions or in the case of a ship running aground.