International Maritime Dangerous Goods (IMDG) codes

The International Maritime Dangerous Goods

(IMDG) Code was developed by the International
Maritime Organization (IMO) as a uniform
international code for the transport of dangerous
goods by sea covering such matters as packing,
container traffic and stowage.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 :
A. The IMDG Code is intended to:
• Prevent injury or damage to ships and cargoes
• Prevent harm to the marine environment
• Enhance the safe transport of dangerous goods
• Facilitate the free unrestricted movement of such
Goods
B. History of the IMDG Code
 Recognition of need - 1929 (SOLAS)
 Classification of goods - 1948 (SOLAS)
 Report on classification, listing, labeling, documentation -1956 (UN Expert
Committee)
 Rule development -1960 (SOLAS)
 IMDG developed and recommended to governments -1965 (IMOs MSC)
 MARPOL 73/78 initial development - 1973
 Scope of rules developed - 1974 (SOLAS)
 Revisions and amendments - 1986, 1992, 1994(M), 1996(M), 2000
 Mandatory - 2004
 Future - Continued revisions
C. ENVIRONMENT IMPACT
Hazardous substances (such as fireworks and gasoline) can cause major
damage if an accident occurs. Furthermore, emissions of chemicals into the
air and water can cause long-term negative effects on human health or the
environment.organisms also come into contact with chemicals by using
pesticides, cleaning agents or paint, for example.
D. PREPARING DANGEROUS GOODS BEFORE SHIPMENT
When preparing to ship goods that are classified as dangerous, you must
make certain that you have properly packed them. Anything that could be
potentially harmful to any person or animal that comes into contact with the
package or anything that could damage the environment around it is
considered dangerous. This definition applies to many goods, including
empty containers that have been used to store anything dangerous. These
packages must be durable enough to ensure that the item will not leak,
break, or otherwise cause harm to anyone or anything. They must also be
properly marked, labeled, documented, and classified. Nefab can assist you
with packaging any goods that fall into this category.
E. 9 Classes of IMDG Code Classification System
1. Class 1 – Explosives
1.1 Mass explosion hazard (dynamite, TNT)
1.2 Projection hazard(aerial flares, detonating cord)
1.3 Predominately a fire hazard(liquid fueled rocket motors, propellant
explosives)
1.4 No significant blast hazard(practice ammunition, signal cartridges)
1.5 Very insensitive explosives; blasting agents(pilled ammonium nitrate
fertilizer-fuel oil mixtures)
1.6 Extremely insensitive detonating substances(items with a negligible
probability of accidental initiation or propagation)

2. Class 2 – Gases
2.1 Flammable gases(methyl chloride, propane)
2.2 Non-flammable compressed gases (anhydrous ammonia, carbon
dioxide, compressednitrogen)
2.3 Poisonous gases (chlorine, arsine, methyl bromide)

3. Class 3 – Flammable and Combustible Liquids

Flammable - Flashpoint at
or below 60oC (140oF)
(acetone, gasoline)
 Combustible – Flashpoint
above 60oC (140oF) and below 93 °C (200 °F)
(No. 6 fuel oil, mineral oil)

4. Class 4 – Flammable Solids

4.1 Flammable Solids (magnesium pellets, nitrocellulose)
4.2 Spontaneously Combustible(charcoal briquettes, phosphorous)
4.3 Dangerous When Wet(magnesium powder, sodium hydride)

5. Class 5 – Oxidizing Agents & Organic Peroxides

5.1 Oxidizers(ammonium nitrate, calcium hypochlorite)
5.2 Organic Peroxides(dibenzoyl peroxide, peroxyacetic acid)
 6. Class 6 – Toxic & Infectious Substances
6.1 Toxic or Poison(arsenic compounds, carbon tetrachloride, tear gas)
6.2 Infectious Substance (Etiologic Agent)(anthrax, botulism, rabies,
tetanus)

7. Class 7 – Radioactive Materials

Dangerous goods regulations define
radioactive material as any material
containing radionuclides where both the
activity concentration and the total activity
exceeds certain pre-defined values. A
radionuclide is an atom with an unstable
nucleus and which consequently is subject to
radioactive decay.

8. Class 8 – Corrosive Materials

Examples
Acids
(nitric acid, sulfuric acid, batteries)
Alkalis
(sodium hydroxide)

9. Class 9 – Miscellaneous Hazardous Materials

A material which presents a hazard during transportation but which does not
meet the definition of any other hazard class, including:
Elevated Temperature Material
Hazardous Substance
Hazardous Waste
Marine Pollutant
Examples
Lithium batteries
Hot liquid asphalt
PCBs
Molten sulfur

INTERNATIONAL MARITIME DANGEROUS GOODS (IMDG) CODE

 Directed by :
I Made Yogi Agastya
Satria Iswahyudi
Satrio Adi Wibowo

PROGRAM STUDI KETATALAKSANAANANGKUTAN LAUT DAN

KEPELABUHANAN
POLITEKNIK ILMU PELAYARANSEMARANG
2019