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1 INTRODUCTION

The transport of dangerous goods is a special type of

transport and is subject tohe specified legal

regulations, fulfilling and observing a number of

specific requirements. The safety of this type of

transport depends on the proper organization of its

transportand maximum involvement of the

participants of the whole process. The organization of

dangerous goods transport requires a comprehensive,

comprehensive view of the means of transport,

packaging and cargo (the vehicle and packaging

should be adjustedfor transported goods), as well as

for persons involved in the preparation of transport,

drivers with appropriate qualifications and training,

route designation, securing this route in terms of

maintaining safety in the event of an emergency.

Incorrect handling of dangerous goods during storage

or transport can cause a great risk of imbalance in the

functioning of living organisms (including deaths of

humans and animals) or be a serious threat to the

environment.

Transportation of dangerous goods through any

route of transport requires a lot of precautionary and

safety measures. Massive quantities of dangerous

goods are transported each day through maritime

transport modes. In order to enforce a proper method

of transporting such hazardous materials there is a

proper categorisation for them, which ensure utmost

safety and precaution. In terms of marine transport,

the dangerous goods classification is based on SOLAS

and MARPOL convention of the IMO which

ultimately finds its place in the International Maritime

Dangerous Goods (IMDG) Code [2].

Shipping hazardous goods is not an easy task.

There are many aspects to consider when it comes to

packaging and labeling as well as handling of the

goods in loading terminals, ports and on vessels. In

this article, I have summarised what dangerous goods

are, which international guidelines to follow and

Requirements Regarding Safety Maritime Transport of

Explosives Materials

M. Chmieliński

Polish Naval Academy, Gdynia, Poland

ABSTRACT: Author of this publication identifies safety requirements regarding maritime transport of

dangerous goods class 1. Various modes of transport are used to hazardous materials that often include

maritime transport of hazardous materials, such as explosives. Dangerous Goods’ refers to items that are

potentially dangerous during transportation. The above paper is based of techniques in ship operations, as well

as the desirability of having more comprehensive recommendations which included dangerous goods.

Dangerous goods have special transport requirements to eliminate or minimize the risk of injuring people or

damaging property and the environment. The Recommendations are aligned with relevant IMO codes and the

IMDG Code in particular. The above article is based on the results of safety research on maritime transport of

hazardous materials, as Sworn Expert of the Polish Chamber of Maritime Commerce.

http://www.transnav.eu

the

International Journal

on Marine Navigation

and Safety of Sea Transportation

Volume 14

Numbe

r 1

March 2020

DOI:

10.12716/1001.14.01.13

116

what kind of special treatment dangerous goods

require to enable safe transportation at sea. Shipments

requiring handling of dangerous goods in maritime

transport are specific character of carriage, require

individual solutions.

The term maritime or shipping industry is often

used to encompass many different maritime-related

industries, sectors or activities, including transport,

shipbuilding, insurance, classification, fishing, leisure

or cruising, brokerage, shipping agencies and many

more. Transport by water is described by different

terms, such as “shipping”, “marine/maritime

transport”, “sea transport”, “merchant marine” or

“waterborne transport.” Although used to express

different meanings in different contexts, these terms

are often used interchangeably. Maritime transport of

dangerous goods constitutes a system or subsystem in

its own right, in particular transport of bulk

dangerous cargoes. Many products are carried in

large quantities in a very specialized system for

dangerous cargoes only [1].

This publication deals with the maritime transport

system of dangerous goods.

Although dangerous goods are largely carried

together with other non-dangerous goods in cargo

ships and cargo/ passenger ships, given its distinct

technical and operational features the maritime

transport system of dangerous goods constitutes a

specific element or subsystem of the maritime

transport system. There are special handling

installations on the terminals, factory sites, ports and

docks for the dangerous goods. The applicable safety

rules, i.e. issued by the International Maritime

Organization, the Road Administration or Rail

Administration, should be strictly respected [3].

2 THE INTERNATIONAL MARITIME

DANGEROUS GOODS

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 [9].

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 [2].

The “state-of-the-art” regulatory system governing

maritime transport of dangerous goods is also

described. The chapter focuses on technical and

operational aspects of maritime transport. It is mainly

organised based on the transport model and the

IMDG Code (Figure 1).

Figure 1. The International Maritime Dangerous Goods

or IMDG Code. Source: https://www.amazon.com/IMDG-

Code-2018-39-18-Volumes/dp/9280116827

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.

In this paper described the main components of

the maritime transport system are defined and

described the main components of the maritime

transport dangerous goods traffic and the physical

environment. 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 [4].

The author the paper is an independent Surveyor,

sworn Expert Polish Chamber of Maritime Commerce

(PCMC). PCMC is a nationwide, voluntary and self-

government organization of business entities running

activities under broadly defined maritime economy.

The principal purpose of the activities of the Chamber

is to create conditions for using the sea as a natural

factor of economic development and also supervises

the activities of the team of sworn experts that consist

of 150 specialists of different branches [6].

2.1 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

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based on STCW requirements and prepared as per

IMO guidance. DG training is in Part B of STCW

Code, i.e. the course is not mandatory. It is Flag

Administration requirement.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.

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 [2].

− Must know safe practice to load/unload the cargo

unit carrying the IMDG product.

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.

3 CLASIFICATIONS OF DANGEROUS GOODS

Shipping dangerous goods is a very tricky business.

This is why to avoid complications or problems while

categorizing the aspect and level of danger; there is a

set of classification for the dangerous goods [5]. There

are nine clauses in which the dangerous goods are

classified (Figure 2).

Figure 2. Appropriate labels indicating the hazard

(Flammable, toxic, Corrosive etc.) are also pasted over the

package. The label must be water resistant such that even in

case of immersion, it should be readable for at least 3

months. Source: https://www.portsecuritycenter.eu/

handling-imdg-cargo/

The dangerous goods labels and dangerous goods

certificate for the cargo are issued as per the nine

clauses which are explained as follows:

− − Classification 1 is for explosives (Fig. 3). The

same classification has six sub-divisions for

materials which pose high explosive risk, low

explosive risk, to name a few;

Figure 3. Reloading of a container with explosives materials

in a seaport. Source: Pol-Mare Ltd.

− Classification 2 is for gases. This claus has three

sub-categories that talk about gases that are highly

inflammable, that are not inflammable and gases

that neither inflammable nor toxic;

− Classification 3 is for liquids and has no sub-

divisions;

− Classification 4 is for solids. There are three sub-

categories that deal with highly combustible

solids, self-reactive solids and solids that when

interact with water could emit toxic gases;

− Classification 5 is for substances that have the

chances of oxidization;

− Classification 6 is for all kinds of substances that

are toxic and that could prove to be infective;

− Classification 7 is specifically for materials that are

radioactive;

− Classification 8 is for materials that face the threat

of corrosion and erosion;

− Classification 9 is for those substances that cannot

be classified under any of the above heads but still

are dangerous goods [7].

Dangerous goods The SOLAS 74, regulation 1,

(part A, Chapter VII), as amended, and the MARPOL

73/78, regulation 1, (Annex III), as amended, which

are incorporated into the IMDG Code (2018, Chapter

1, pp 18-28), define dangerous goods for the purpose

of the respective Conventions as follow:

− Dangerous goods classified under regulation 2

which are carried in packaged form or in solid

bulk, in all ships to which the present regulations

apply and in cargo ships less than 500 tons gross

tonnage.

− Harmful substances are those substances which

are identified as marine pollutants in the IMDG

Code. Packaged form is defined as the forms of

containments specified for harmful substances in

the IMDG Code.

Regulation 2 (Classification) of SOLAS 74

describes 9 classes of dangerous goods, which are

further defined and described in greater detail in the

IMDG Code (2002) [10].

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3.1 Primary Hazard Class and Subsidiary Class for

Dangerous Goods

Some dangerous goods have multiple hazards. The

primary class is the class of dangerous goods that

takes precedence over any other class. The subsidiary

class is the other class that further identifies the

hazards of the dangerous goods. More than one

subsidiary class is possible. For most of dangerous

goods, the primary class and subsidary class can be

found in Dangerous Goods List.

For goods having multiple risks which are not

specifically mentioned by name in Dangerous Goods

List, you have to follow the following hazard

precedence rules to determine their primary hazard

class and subsidiary class.

When shipping dangerous goods by sea it is

necessary not only to placard and mark each single

package but it is necessary to correctly placard also

the unit of transport, as for example the container

(Fig. 4) [10].

Figure 4. Marking on a container with dangerous goods -

Class 1 explosives. Source: Pol-Mare Ltd.

Placards (enlarged labels) (minimum size 250 mm

x 250 mm) and, if applicable for maritime transport,

"MARINE POLLUTANT" marks (minimum size of a

side 250 mm) and other signs should be affixed to the

exterior surfaces of a CTU or unit load or overpack to

provide a warning that the contents of the unit are

dangerous cargoes and present risks, unless the

labels, marks or signs affixed to the packages are

clearly visible from the exterior of the unit. This type

of marking can be omitted on unit loads and

overpacks if the hazard labels, markings or warning

symbols are clearly visible from the outside.

A Cargo transport unit containing dangerous

goods or residues of dangerous goods shall clearly

display placards as follows:

1 A freight container, semi- trailer or portable tank:

one on each side and one on each end of the unit;

2 A railway wagon: at least on each side;

3 A multiple-compartment tank containing more

than one dangerous substance or their residues:

along each side at the positions of the relevant

compartments; and

4 Any other cargo transport unit: at least on both

sides and on the back of the unit.

According to the kind of goods and quantities, the

labels, marks, placards and panels to use on the

container will be different.

4 TRANSPORT OF DANGEROUS GOODS

An explosive material, or simply an explosive, is a

reactive substance that contains a great amount of

potential energy that can produce an explosion if

released suddenly, usually accompanied by the

production of light, heat, sound, and pressure.

The key element in the circulation and transport of

dangerous goods type of explosives material is their

safety, which depends largely on the sender, and in

particular on the packaging they make and marking

of the material and of the carrier obliged to properly

adapt the vehicle for transporting specified materials

as dangerous. Improper approach to issues related to

ensuring security in the transport of goods may be the

cause of events or crisis situations [7].

Threats arise primarily in cases where a dangerous

load is handled during transport or to a road accident

in which a vehicle transporting such goods is

involved. Serious threats to port security also result

from penetration into the area of vehicle ports under

control or being a potential hazard due to technical

condition, poorly fixed load or for employees without

appropriate qualifications [8].

The subject of research, the results of which are

presented in the paper referred to above, was the

process of transporting high-risk goods in seaports

and decisions taken at particular stages of these

transports in the context of seaport security. The

results presented in the paper are the result of several

years of research carried out using various methods,

techniques and research tools, and based on available

source materials referring to theory and practice.

It is very important primarily concerned with the

diversity of approaches and positions related to the

safety of transloading hazardous materials in seaports

and the specificity of individual users.

Today the lack of contemporary scientific studies,

which would clearly indicate to what extent decisions

taken at particular stages of transport of high-risk

goods have an impact on the safety of seaports (Fig.

5).

Figure 5. Loading Class 1 explosives into a container.

Source: Pol-Mare Ltd.

Therefore, appropriate measures should be taken

in a wide range to obtain the necessary level of

security (Fig. 6). Awareness of the existing threats and

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their potential effects forces the necessity of interest in

these issues of various entities, both in the national

and international dimension. The evolution of views

in this matter, as well as the growing awareness

among decision-makers, show significant progress in

the European transport of dangerous goods.

Figure 6. Securing the closure of the container with a bottled

seal. Source: Pol-Mare Ltd.

Cargo transport units containing IMDG classified

cargo (according to the IMDG Code) shall have

appropriate IMDG placards and markings for the sea

voyage and the proper shipping name and the UN

number shall be displayed when required.(IMDG

Code chapter 5.3).

According to the ADR regulations (paragraph

5.3.1.) it is fully acceptable and recommended to have

the IMDG placards affixed to the unit in the place of

loading before haulage to the port [10].

The gate control in the ports will be tightened to

ensure that the units have the required placards. The

transport company is to ensure that the unit is

marked and labeled according to requirements.

An unplacarded unit poses a safety risk during the

sea voyage. The unit cannot be loaded until the

appropriate placards and markings are properly

attached to the unit.

Old placards and markings must be removed from

non-hazardous units before arriving in the port [7].

5 SECURITY OF EXPLOSIVES MATERIALS IN

MARITIME TRANSPORT

The European Commission Communication provides

for the adoption of storage, transportation and

traceability measures for explosives at all stages of the

supply chain. The ultimate goal remains the fight

against terrorism and, in particular, preventing

explosives from falling into the hands of terrorists.

The European Commission has identified a

number of security measures for explosives,

detonators, bomb-making equipment and firearms

with the aim of ensuring the security of citizens by

reducing and eliminating the possibility of their

misuse. These measures concern the storage,

transportation, production and detection of

explosives, and are designed to encourage

cooperation between the parties concerned, in

particular industry, the Member States and Europol.

Class 1 explosives need to be handled safely by

people who have sufficient knowledge and practical

skills and meet certain character requirements.

The IMO Dangerous Goods Declaration form

multimodal dangerous goods form is used by

shippers who offer hazardous materials for shipping

by cargo or passenger ships. It offers information on

the hazard, the shipper and much more. This form

meets the requirements of SOLAS 74 [9], chapter VII,

regulation 4; MARPOL 73/78, Annex III, regulation 4

and the IMDG Code, Chapter 5.4.

For this reason, most people (except certain

persons carrying out their official duties must hold a

controlled substance licence (CSL) to possess certain

class 1 explosives. These substances must not be

supplied to anyone who does not hold a CSL.

However, a quantity no greater than 15 kg of black

powder (gunpowder UN0027), can be supplied to a

person holding a firearms licence or firearms dealer’s

licence. If you have not properly prepared your

hazardous cargo and the appropriate documents for

shipping dangerous goods by sea, you risk having

your shipment delayed or denied entry at port.

When your business depends on the safe delivery

of this cargo, you can’t afford that kind of risk.

Safety Requirements Port requirements apply to

the handling and transport of explosives in port areas,

but not limited to:

1 Adequate warning notices advising the public not

to enter the restricted area while explosive are

present.

2 Adequate measures are in place to prevent the

public from entering the protected place

separation distance as required by the Class 1 Net

Explosive Quantity (NEQ) from the wharf when

explosive are present.

3 Explosives shall not be unloaded from a ship

unless the means of transport, by which they are to

be removed from the port area, are on the terminal

and ready to receive them.

4 Explosives of Divisions shall be taken directly to or

from a ship, and not be held on a berth for more

than 2 hours

5 Explosives of Divisions shall be taken directly to or

from a ship, and not be held on a berth for more

than 12 hours

6 Explosives shall be unloaded as soon as reasonably

practicable.

7 Explosives shall not be brought to a berth for

loading onto a ship unless the ship is ready to

receive them.

8 Explosives shall not be brought to a berth for

loading onto a ship unless the ship is ready to

receive them within 12 hours of being on the

terminal.

9 The area of the berth where explosives are being

handled, and a space of at least 15m beyond the

immediate handling area, shall be excluded of

non-essential personnel involved in the

loading/unloading of explosives while the

explosives are being loaded/unloaded from the

vessel.

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10 The handling of explosives, once commenced,

shall proceed without delay or interruption.

Except during an electrical storm, such operations

shall be suspended and not resume until the storm

has passed.

11 Explosives shall not be handled unless they have

been classified in accordance with the IMDG Code.

12 Explosives shall be handled in a safe, efficient and

secure manner.

13 On completion of loading of the explosives onto a

vessel, the loaded ship shall depart from the port

area as soon as practical.

14 On completion of the vehicle being loaded with

explosives, the vehicle must leave the port area as

soon as possible being within 2 hours of the

explosive being unload from the vessel.

15 On completion of the vehicle being loaded with

explosives, the vehicle must leave the port area as

soon as possible (within 12 hours) of the explosive

being unload from the vessel [11].

Whilst explosives are being handled, ignition

sources shall not be permitted in or near handling

areas, smoking shall be strictly prohibited on the ship

and on the berth (except in safe areas).

Please follow normal safety procedures and be

alert to the following:

− Identify potential hazards and make the work area

safe before proceeding.

− Follow instructions from the Foreman and

Supervisor.

− No Smoking on Board or near the vessel. Signs to

be placed.

− No naked flames near containers.

− Supervisor to have ready, written evacuation and

emergency response plan.

− Identify escape routes and safety zones in the

event of a leak.

− Copy of Stow Plan to be placed at the top of the

gangway and a copy on wharf.

− Do not work alone and be alert to the location of

fellow workers [12].

Notices shall be displayed on the ship and on the

berth bearing the words DANGER-NO SMOKING-

NO NAKED LIGHTS and repairs involving hot work

shall be prohibited on the ship and on the berth.

The vessel pre departure and operational checks

must be completed prior to receiving explosives and

the ship’s engines and ancillary equipment shall be

kept ready at all times, so that the ship can leave the

berth immediately.

6 CONCLUSIONS

Proper maritime transport of hazardous materials is

important to avoid compromising personal or

environmental safety.

Every day, thousands of shipments containing

hazardous materials are safely transported over on

the water.

The transport of hazardous materials is very

important for the continuance of strong national and

international economies.

Shipping hazardous materials can be both risky

and rewarding. However, making a successful

transport of hazardous material is difficult if you

don’t have a clear understanding of the rules and

regulations surrounding the practice. Alternately,

ignorance to legal rulings for hazardous material

shipping can lead to some serious financial and

license penalties.

However, there are still a handful of companies

who ship these materials without complying by legal

regulations – some statistics displaying surprising

numbers. The general rule of thumb is to be on guard

with everything when shipping hazardous materials.

Everything from routing options, storage,

transportation, to documentation and labeling all

matter.

REFERENCES

[1] Chmieliński M., K. Pałucha, Logistics activities imple-

important for the safety of the transport equipment

province-tem and explosives carried out by specialist

tangential civilian operator Material Management and

Logistics 09/2016 ISSN: 1231-2037.

[2] Chmieliński M., Pałucha K., Identification of activities in

the charge of the safety of transport of cargo requiring

special conditions in terms of logistics, forwarding port

wo sea. Material Management and Logistics 12/2016

ISSN: 1231-2037.

[3] EC (European Commission) (1995) The trans-European

Transport Network. European Commission Document.

[4] Shipper's Guide to Loading and Securement of

Hazardous Materials/Dangerous Goods in Intermodal

Equipment-Highway, Rail and Water, October 1999,

Institute of Packaging Professionals.

[5] Strategic importance and hazardous cargo http://

http://pol-mare.pl/en/oferta/strategic-importance-and-

hazardous-cargo/ (online access 01/28/2019).

[6] Act of 20 December 1996. Ports and harbors. (Dz. U. of

2010. No. 33, pos. 179).

[7] The Act of 18 August 2011. On maritime safety. (Dz. U.

No. 228, item. 1368, as amended).

[8] Recommendations regarding the transport of hazardous

materials and operations related to ports. Annex II -

transport and handling of loads dangerous k1.1 / IMO.

MSC.Circ.675 from 09/12/1994.

[9] Regulation of the Minister of Transport, Construction

and Maritime Economy of June 17, 2013. on determining

additional requirements regarding the transport of

dangerous goods by ships not subject to the SOLAS

convention (Journal of Laws of 2013 Pos. 798).

[10] Convention CSC (Convention for Safe Containers),

International Convention on Safe Containers, drawn up

in Geneva on. December 2 1972 (Journal of Laws of 1984

No. 24, item 188, as amended).

[11] Marking of containers carrying dangerous cargoes

http://www.rishishwarlogistics.com/documents/Markin

g%20of%20containers%20carrying%20dangerous%20car

goes.pdf (online access 01/28/2019).

[12] Dangerous Goods Explosives Guidelines - https://

www.portauthoritynsw.com.au/media/1338/explosives_i

n_port_of_eden_final_v1_0_2_july_2014_doc.pdf