INTERNATIONAL MARITIME DANGEROUS GOODS
(IMDG) CODE
The International Maritime Dangerous Goods or IMDG Code was adopted in 1965 as per the
SOLAS (Safety for Life at Sea) Convention of 1960 under the IMO. The IMDG Code was
formed to prevent all types of pollutions at sea. The IMDG code also ensures that the goods
transported through seaways are packaged in such a way that they can be safely transported.
The dangerous goods code is a uniform code. This means that the code is applicable for all
cargo-carrying ships around the world.
IMDG CODE
The dangerous goods code has been created as per the recommendations of the United
Nations’ panel of experts on transportation of hazardous goods along with the IMO
(International Maritime Organisation). This proposal by the UN was presented as a report in
the year 1956 after which the IMO IMDG Code was started to be drafted in the year 1961.
Since marine transportation has undergone a lot of development and changes, it becomes
essential that the code also keeps up with the changes. This is why there have been constant
amendments to the IMDG code. The amendments are proposed every two years, and the
adoption of the amendments takes place after two years of the proposal by the concerned
authorities. The amendments are proposed in this manner:
• The countries that are members of the IMO present the required proposal
• The UN’s expert panel then views and decides what proposals merit immediate attention in
the upcoming amendment
Importance of IMDG Code for seafarers:
All the crew members engaged on a ship and involved directly with dangerous cargo carried
on the ship must undergo dangerous goods course, which is based on STCW requirements
and prepared as per IMO guidance. There are several shore-based training centres which offer
dangerous goods training to handle the IMDG cargo on a ship. Following are important
points, which a seafarer must understand under IMDG code:
• The seafarer should be able to classify dangerous goods and identify the shipping names of
the dangerous goods.
• He/she should know how the particular IMDG cargo should be packed
• He should understand different types of markings, labels or placards used to address
various dangerous goods
• Must know safe practice to load/unload the cargo unit carrying the IMDG product
• The seafarer should understand the transport documents used for dangerous goods
• How to handle the dangerous goods when the ship is under voyage
• Inspector conduct survey, if needed, to comply with applicable rules and regulations
• To know the best procedure to contain and fight fire involving dangerous goods carried on
ship
• To prepare dangerous goods loading/stowage plans considering ship stability, safety and
emergency preparedness during an unfortunate incident.
• Understand the importance of correct dangerous goods declaration for port authorities and
land transit purpose
At present, the reach of the IMDG Code extends to about 150 countries around the world
with around 98% ships following the requirements of the code. This figure helps us to
understand the effectiveness of the code with respect to shipping dangerous goods across the
oceans and the marine life-forms that exist therein.
History of Dangerous Goods Regulations
In the preamble of IMDG Code we can see that the 1929 International Conference on
Safety of Life at Sea (SOLAS) recognized that there is a need for international regulation of
the transport of dangerous goods by sea.
1948 SOLAS conference adopted the classification of dangerous goods and certain general
provisions. The preamble further says that in the 60s further studies were done and in co-
operation with the UN Committee of Experts, the model regulations were established.
Through the decades it went through various changes and amendments.
From 1st January 2012 IMDG code 2010 edition ( 35th Amendment) will be mandatory for
transport of dangerous goods by Sea under Chapter VII part A of SOLAS, 1974, as amended.
In this article we are not going to dig out the entire history of maritime dangerous goods
transport regulations. It will be an enormous task
Let us look at an excerpt of proposal submitted by Dr. Julius Abby of Antwerp, Belgium at
the “Eighth International congress of Applied Chemistry, conducted at Washington/New
York, between September 4 to 13, 1912″.
THE TRANSPORTATION OF DANGEROUS GOODS BY WATER
In the two preceding Congresses, at Rome in 1906 and London in 1909, the question of the
transportation of dangerous goods by water has already been treated by Dr. C. A. von
Martius of Berlin. I therefore deem it unnecessary to particularly insist on the reasons in
favor of the solution of a problem equally interesting to chemical factories, navigation
companies, imderwriters and, last but not least, the passengers and crews of steamers and
sailing ships. It will be sufficient to study the two mentioned reports,^ but what I wish first of
all to point out is that, as far as I know. Dr. von Martius’ appeal for an international
regulation of the question, and the summoning of a conference to this effect, has not obtained
even the commencement of a solution, whilst, on the other hand, the number of accidents
increases, and the difficulties between manufacturers and shippers are augmenting. This is
forcibly brought to my notice in the course of a regular practice with the shipping companies
in Antwerp.
To fully comprehend the question, it will be necessary, first of all, to briefly enumerate the
principal authors who have occupied themselves with it, and the publications relating to
same. In chronological order:
………..
All these studies are certainly very interesting and useful, but they do not give entire
satisfaction to the shippers, for the following reasons:
(1) They are only published in one language.
(2) They are not complete, and, in some cases, lack a convenient index.
(3) They do not indicate in a sufficiently clear and concise manner those properties of goods
with which shippers ought to be familiar.
In my book “Dangerous Goods” (quoted under N°7) published in 1910, I have endeavored to
comply with the above-mentioned points, and the fact that it is now used regularly by many
shipping companies in Europe, may be counted as a proof of its utility to this side of the
interested parties. From the other side, i.e., the chemical industry, I have been sharply
criticized on this work by certain German parties (Chemische Industrie, 1911, pp. 146- 238
and 605) and this appears to me an additional reason for urging that the representatives of
the chemical industry of all coimtries here present should not underestimate the importance
of this question.
As a result of the last annual meeting at Stuttgart, in 1911, of the “Union for the
protection of the interests of the chemical industry in Germany,” a commission was
appointed of three members in order to study the question of the transportation of dangerous
objects. This is a beginning, and with confidence we may await the results. But in the great
country whose hospitality we are at present enjoying, there exists a perfected institution, too
little known in Europe, and to which I wish to draw attention; I mean the “Bureau for the
safe transportation of explosives and other dangerous articles” at Washington.
Great benefit would be derived from a study of the organization and the publications of this
Bureau.
I have mentioned at the beginning of this report that the importance of the question of the
transportation of dangerous merchandise can no longer be ignored. If I cite a few examples
hereafter, it is only because nothing else would more forcibly
justify the conclusions and resolutions which I desire to put before this Congress.
1. Bleaching Powder. Cases of decomposition accompanied by elevation of temperature
have been observed, and fires on board of ships attributed to them. Bleaching powder,
according to information from manufacturers, is capable of decomposition when freshly
prepared, but, they say, only for three days after fabrication. Under these circumstances it
will easily be imderstood that bleaching powder cannot be classified among the absolutely
safe products, and it is only just to demand that the manufacturers should take necessary
measures to avoid accidents.
2. Permanganate of Potassium. This compound was considered absolutely dangerless until
the occurring of the following case: some of this salt, escaping from the packing, and mixing
with dust of a combustible nature, caused the beginning of a fire under the influence of
friction. In this respect, permanganate of potassium resembles peroxide of barium. The
natural conclusion to be drawn from this fact is that the packing of this product should be
very carefully supervised.
3. Arsenic Acid. This is a liquid regularly transported in iron drums to America, and one
could hardly have foreseen the accident which happened at New York about a year ago. The
explanation was found in the fact that the arsenic acid in question still contained traces of
nitric acid. The latter burst the iron drums, and the contents sprayed over the men, causing
the death of one of them. It will be necessary in future, therefore, to ensure that the arsenic
acid does not contain an excess of nitric acid, and that it should be preserved against heat
and the rays of the sun.
4. Metallic Sodium. In contact with water, this product is inflammable, and it is therefore
quite evident that it should never be loaded on deck. The ignoring of this fact has, this year,
caused the loss of a vessel, and the death of two of the crew.
5. Cyanamide of Calcium. Three years ago I already called attention to the danger of this
manure, because, when badly manufactured, it still contains carbide of calcivun, which, by
the moisture in the air, gives ofE acetylene. My previsions have recently (in May last)
received a sad confirmation in the blowing up of a Norwegian steamer loaded with
cyanamide of calcium. Eight men were killed in this catastrophe, which would have been
prevented if it had been known that the approach of a naked flame had to be strictly avoided.
It is useless to prolong the list of these examples. They prove sufficiently, I think, that no one,
more so than the manufacturer himself, should indicate the necessary precautions to be taken
in the transportation of certain goods. If the manufacturers do not themselves consider this
question in an efficacious manner, it is probable that the shipping companies will have to
take measures, or else the authorities whose duty it is to safeguard the following resolutions:
1. It is desirable that this Congress should appoint an international commission of
representatives of the chemical industry, in order to establish, and keep up to date, a list of
dangerous goods; to centralize all communications on this subject; to study the special
literature; to collect and examine samples; and, perhaps, organize an information service for
governments, shipping companies, insurance companies, etc.
2. It is further desirable that this commission should ,invite to join them authorized
representatives of shipping companies.
While reading above we will understand what concerns were there 100 years before
regarding transport of dangerous goods and after one hundred years how fortunate we are to
have an established international rule available to ensure safe transport.
But still the concern is ignorance!!!
Picture of IMDG code that use until this time :
CLASSIFICATION OF DANGEROUS GOODS
The International Maritime Dangerous Goods (IMDG) Code was developed as a uniform
international code for the transport of dangerous goods by sea covering such matters as
packing, container traffic and stowage, with particular reference to the segregation of
incompatible substances.
The Carriage of dangerous goods and marine pollutants in sea-going ships is respectively
regulated in the International Convention for the Safety of the Life at Sea (SOLAS) and the
International Convention for the Prevention of pollution from Ships (MARPOL).
Relevant parts of both SOLAS and MARPOL have been worked out in great detail and are
included in the International Maritime Dangerous Goods (IMDG) Code, thus making this
Code the legal instrument for maritime transport of dangerous goods and marine pollutants.
As of 1st January 2004, the IMDG Code will become a mandatory requirement.
For all modes of transport (sea, air, rail, road and inland waterways) the classification
(grouping) of dangerous goods, by type of risk involved, has been drawn up by the UNITED
NATIONS Committee of Experts on the Transport of Dangerous Goods (UN).
Class 1:Explosives
Subclass 1.1: Explosives with a mass explosion hazard
Consists of explosives that have a mass explosion hazard. A mass
explosion is one which affects almost the entire load instantaneously.
Subclass 1.2: Explosives with a severe projection hazard
Consists of explosives that have a projection hazard but not a mass
explosion hazard.
Subclass 1.3: Explosives with a fire
Consists of explosives that have a fire hazard and either a minor blast
hazard or a minor projection hazard or both but not a mass explosion
hazard.
Subclass 1.4: Minor fire or projection hazard
Consists of explosives that present a minor explosion hazard. The
explosive effects are largely confined to the package and no
projection of fragments of appreciable size or range is to be expected.
An external fire must not cause virtually instantaneous explosion of
almost the entire contents of the package.
Subclass 1.5: An insensitive substance with a mass explosion
hazard
Consists of very insensitive explosives with a mass explosion hazard
(explosion similar to 1.1). This division is comprised of substances
which have a mass explosion hazard but are so insensitive that there
is very little probability of initiation or of transition from burning to
detonation under normal conditions of transport.
Subclass 1.6: Extremely insensitive articles
Consists of extremely insensitive articles which do not have a mass
explosive hazard. This division is comprised of articles which contain
only extremely insensitive detonating substances and which
demonstrate a negligible probability of accidental initiation or
propagation.
Class 2 :Gases
Subclass 2.1: Flammable Gas
Gases which ignite on contact with an ignition source, such as
acetylene and hydrogen. Flammable gas gas means any material
which is ignitable at 101.3 kPa (14.7 psi) when in a mixture of 13
percent or less by volume with air, or has a flammable range at 101.3
kPa (14.7 psi) with air of at least 12 percent regardless of the lower
limit.
Subclass 2.2: Non-Flammable Gases
Gases which are neither flammable nor poisonous. Includes the
cryogenic gases/liquids (temperatures of below -100°C) used for
cryopreservation and rocket fuels. This division includes compressed
gas, liquefied gas, pressurized cryogenic gas, compressed gas in
solution, asphyxiant gas and oxidizing gas. A non-flammable,
nonpoisonous compressed gas means any material which exerts in the
packaging an absolute pressure of 280 kPa (40.6 psia) or greater at
20°C (68°F), and does not meet the definition of Division 2.1 or 2.3.
Subclass 2.3: Poisonous Gases
Gases liable to cause death or serious injury to human health if
inhaled. Gas poisonous by inhalation means a material which is a gas
at 20°C or less and a pressure of 101.3 kPa (a material which has a
boiling point of 20°C or less at 101.3kPa (14.7 psi)) which is known
to be so toxic to humans as to pose a hazard to health during
transportation, or in the absence f adequate data on human toxicity, is
presumed to be toxic to humans because when tested on laboratory
animals it has an LC50 value of not more than 5000 ml/m3.
Class 3:Flammable Liquids
A flammable liquid means a liquid which may catch fire easily or any
mixture having one or more components whith any flash point. As
example: acetone, diesel, gasoline, kerosene, oil etc. There is strongly
recomended for transportation at or above its flash point in a bulk
packaging. There are three main groups of flammable liquid.
• Low flash point - liquids with flash point below -18°C
• Intermediate flash point - liquids with flash point from -18°C. up to
+23°C
• High flash point group - liquids with flash point from +23°C
Class 4:Flammable solids or
substances
Subclass 4.1: Flammable solids
Solid substances that are easily ignited. Self-reactive materials, which
are thermally unstable and that can undergo a strongly exothermic
decomposition even without participation of air. Readily combustible
solids that can cause a fire through friction and show a burning rate
faster than 2.2 mm (0.087 inches) per second, or metal powders that
can be ignited and react over the whole length of a sample in 10
minutes or less.
Subclass 4.2: Spontaneously combustible solids
Solid substances that ignite spontaneously. Spontaneously
combustible material is a pyrophoric material, which is a liquid or
solid that can ignite within five minutes after coming in contact with
air or a self-heating material that when in contact with air and without
an energy supply is liable to self-heat.
Subclass 4.3: Dangerous when wet
Solid substances that emit a flammable gas when wet. Dangerous
when wet material is a material that when it makes contact with water
is liable to become spontaneously flammable or give off flammable
or toxic gas at a rate greater than 1 L per kilogram of the material per
hour.
Class 5: Oxidizing substances and
organic peroxides
Subclass 5.1: Oxidizing agent
Oxidizing agent means a material that may, generally by yielding
oxygen, cause or enhance the combustion of other materials.
Subclass 5.2: Organic peroxide oxidizing agent
Organic peroxide means any organic compound containing oxygen in
the bivalent structure and which may be considered a derivative of
hydrogen peroxide, where one or more of the hydrogen atoms have
been replaced by organic radicals.
Class 6:Toxic and infectious
substances
Subclass 6.1: Poison
Toxic substances which are able to cause death or serious hazard to
humans health during transportation.
Subclass 6.2: Biohazard
Infectious Substance material is known to contain or suspected of
containing a pathogen. Infectious substances are substances which are
known or are reasonably expected to contain pathogens. Pathogens
are defined as micro-organisms (including bacteria, viruses,
rickettsiae, parasites, fungi) and other agents such as prions, which
can cause disease in humans or animals.
Class 7:Radioactive substances
Radioactive
Radioactive substances comprise substances or a combination of
substances which emit ionizing radiation
Class 8:Corrosive substances
Corrosive
Corrosive materials means a liquid or solid that causes full thickness
destruction of human skin at the site of contact within a specified
period of time. A liquid that has a severe corrosion rate on steel or
aluminum is also a corrosive material.
Class 9:Miscellaneous dangerous
substances and articles
Miscellaneous
A material which presents a hazard during transportation but which
does not meet the definition of any other hazard class. This class
includes: any material which has an anesthetic, noxious or other
similar property which could cause extreme annoyance or discomfort
to a flight crew member so as to prevent the correct performance of
assigned duties or material for an elevated temperature material, a
hazardous substance, a hazardous waste, or a marine pollutant
