The International Maritime Dangerous Goods (IMDG) Code is a comprehensive set of internationally recognised regulations developed by the IMO that governs the safe transport of dangerous goods by sea. It implements mandatory provisions under SOLAS Chapter VII to ensure that hazardous materials are classified, packed, labelled, documented, handled, and stowed in a way that protects the safety of the vessel, crew, other cargo, and the marine environment. For reefers, adherence to the IMDG Code is essential because many dangerous goods require specific packaging, temperature control, segregation, and documentation to prevent decomposition, polymerisation or other hazardous reactions during voyage. Reefers carrying such cargo must follow both general IMDG requirements and specific provisions for temperature‑controlled dangerous goods, as found in Chapter 7.3.7 of the IMDG Code. Reference: https://www.imo.org/en/ourwork/safety/pages/dangerousgoods‑default.aspx
Certain hazardous materials require temperature control during transport because they can undergo self‑accelerating decomposition, polymerisation, or other dangerous reactions if exposed to higher temperatures. These include self‑reactive substances (Class 4.1) and organic peroxides (Class 5.2) designated in the IMDG Dangerous Goods List, which carry temperature control provisions in Column 16a of the list. The IMDG Code’s Chapter 7.3.7 provides the conditions under which a reefer must maintain a specific control temperature and defines emergency temperature limits to prevent these reactions. These controls are not optional; failing to maintain them can create significant risks of fire or explosion during sea transport. Reference: http://moodle.lnu.se/pluginfile.php/7512192/mod_folder/content/0/07‑03_pdf.pdf
No. While the IMDG Code allows many classes of dangerous goods to be transported in containers, some are prohibited in reefers because of safety concerns. For example, most flammable gases (Class 2.1) — particularly those with low flashpoints or refrigerated liquids — are typically not accepted in live or non‑live reefer containers by carriers. Certain flammable liquids (Class 3) with low flashpoints must meet strict temperature or equipment requirements if transported in reefer units. Carriers’ own dangerous goods policies may further restrict acceptance beyond what the IMDG Code permits, making it essential to check both regulatory and carrier rules before booking such cargo. Reference: https://www.rclgroup.com/DGProbList
“Temperature control” under the IMDG Code refers to setting and maintaining specific temperature thresholds to prevent dangerous reactions such as self‑accelerating decomposition or polymerisation. For substances that require this control, the Code requires a control temperature (the upper limit at which the cargo must be kept) and an emergency temperature (a lower threshold triggering emergency response) on the dangerous goods declaration. These limits are based on chemical properties like self‑accelerating decomposition temperature (SADT) or self‑accelerating polymerisation temperature (SAPT). Reefers carrying such goods must be configured and monitored to maintain the appropriate control temperature throughout the voyage. Reference: https://shashikallada.com/2018/07/10/temperature‑setting‑for‑reefer‑carrying‑dangerous‑goods/
To legally transport dangerous goods by sea, including in reefers, a Dangerous Goods Declaration (DGD) must accompany the shipment. This document must include the UN number, proper shipping name, hazard class, packing group, quantity, and any special provisions or temperature control requirements. For temperature‑controlled dangerous goods, the control and emergency temperatures must be clearly stated on the DGD. Carriers, terminals, and the Master of the vessel rely on this declaration to verify compliance with the IMDG Code and to plan safe stowage and handling. Improper or missing documentation can lead to delays, fines, or refusal of the cargo. Reference: https://wwwcdn.imo.org/localresources/en/publications/Documents/Supplements/English/QM200E_180522.pdf
Under the IMDG Code, dangerous goods must be stowed and segregated so that incompatible materials are kept apart to avoid hazardous interactions or chemical reactions. The Code’s segregation tables (Chapter 7.2) and stowage requirements must be followed when planning container loading. While reefers can physically carry a variety of dangerous goods, certain classes may not be stowed adjacent to others or near foodstuffs without maintaining minimum segregation distances or meeting specific provisions. This prevents events such as fire, corrosion, or toxic reactions if containers leak or fail under temperature control conditions. Reference: http://moodle.lnu.se/pluginfile.php/7512192/mod_folder/content/0/07‑03_pdf.pdf
Carriers often impose additional operational controls for reefers carrying dangerous goods. Beyond IMDG Code compliance, they may require advance notification, specialised documentation, explosion‑proof reefer units for certain classes, and pre‑cooling to safe transport temperatures. Some carriers also restrict the number of units per vessel and require cleaning procedures after unloading to avoid contamination of future cargo (especially food). These policies go beyond the IMDG Code itself and reflect practical safety and liability considerations developed from past incidents. Always confirm specific carrier requirements before tendering a dangerous goods reefer. Reference: https://us.one‑line.com/sites/g/files/lnzjqr1451/files/2023‑11/ONE_DG_House_Rule_V.2.5.pdf
IMDG requires that dangerous goods be packed in packaging that meets the Code’s test and certification criteria for that specific material. The packaging must maintain integrity under expected conditions (temperature, vibration, movement) and be suitable for the reefer environment. Where unit load devices or overpacks are used, orientation marking and securing measures must ensure the cargo remains stable and the packaging functions as intended. Reefers must also be inspected to ensure no residual damage or contamination could compromise the packaging efficacy or the reefer’s controlled‑temperature environment. Improper packaging can lead to cargo leaks, reactions, or regulatory non‑compliance. Reference: http://moodle.lnu.se/pluginfile.php/7512192/mod_folder/content/0/07‑03_pdf
Control and emergency temperatures are calculated from a substance’s physical properties, such as SADT or SAPT. For hazardous materials that can decompose or polymerise exothermically at elevated temperatures, the IMDG Code specifies how far below those thresholds the control and emergency temperatures must be set to ensure safety. These limits must be documented on the Dangerous Goods Declaration and maintained by the reefer throughout the voyage. Reefers carrying such goods often need monitoring systems and alarms to warn of any deviation from these specified temperatures, triggering corrective or emergency actions. Reference: https://shashikallada.com/2018/07/10/temperature‑setting‑for‑reefer‑carrying‑dangerous‑goods/
Reefers loaded with dangerous goods must be marked and placarded according to the IMDG Code’s specifications. This includes displaying the correct UN number, hazard class labels, and any supplementary placards required by special provisions. Placards must remain legible throughout transport and be positioned so they are visible to inspectors, handling personnel, and emergency responders. Reefers with temperature‑controlled dangerous goods should also display temperature control information when required. These markings provide critical hazard information and support safe handling at ports, on board vessels, and during emergency situations. Reference: http://moodle.lnu.se/pluginfile.php/7512192/mod_folder/content/0/07‑03_pdf.pdf
A CTU Packing Certificate is a document required under the IMDG Code to confirm that a container (including a reefer) has been packed in compliance with the Code’s packing, securing, and documentation requirements for dangerous goods. It certifies that the CTU is “fit for purpose,” that packages have been inspected and secured, and that dangerous goods have been properly declared and segregated. For reefers carrying dangerous goods, this certificate is often required by carriers or national authorities as part of the formal shipment documentation. Without it, the container might not be accepted for sea carriage. Reference: http://moodle.lnu.se/pluginfile.php/7512192/mod_folder/content/0/07‑03_pdf.pdf
The IMDG Code recognises that reefer containers — due to electrical components and control systems — can be potential sources of ignition. Because of this, certain dangerous goods that are highly flammable or explosive may face extra restrictions or prohibited carriage in live reefers unless explosion‑proof units and special precautions are used. This is important for flammable gases or liquids with low flashpoints, where heat or electrical sparks could present a fire risk. Regulators and carriers may impose specific stowage or equipment requirements to mitigate these risks. Reference: https://unece.org/DAM/trans/doc/2013/dgwp15ac2/WP15‑AC2‑23‑inf4e.pdf
Under the IMDG Code, anyone involved in packing, accepting, declaring, handling, and transporting dangerous goods must have appropriate dangerous goods training. This includes understanding hazard classification, packaging requirements, documentation, stowage and segregation rules, and emergency procedures. Personnel must be aware of specific requirements for reefers carrying dangerous goods, such as temperature control settings, control/emergency limits, and placarding obligations. Competency ensures compliance with regulations and reduces the risk of accidents, fines, or cargo rejection. Reference: https://www.imo.org/en/ourwork/safety/pages/dangerousgoods‑default.aspx
Certain dangerous goods shipped in limited quantities or under specific special provisions may have relaxed requirements compared to full dangerous goods consignments. For example, limited quantities of some materials may be exempt from certain segregation or documentation rules, as prescribed in the IMDG Code’s limited quantity provisions (Chapter 3.5). In reefers, these exceptions still require compliance with temperature control and placarding if the goods trigger those provisions. Always check the specific entry in the IMDG Dangerous Goods List and associated columns to determine if a limited quantity exception applies. Reference: https://wwwcdn.imo.org/localresources/en/publications/Documents/Supplements/English/QM200E_180522.pdf
The IMDG Code mandates that vessels carrying dangerous goods have emergency response plans, including procedures for leaks, fire, overheating, or other incidents. For reefers, monitoring systems to detect temperature excursions are crucial, as exceeding control or emergency temperatures can trigger emergency actions such as cooling adjustments, power isolation, or cargo removal at the nearest safe port. Labels and placards on the container provide essential hazard and contact information to first responders. Carriers, shippers, and port operators must coordinate emergency measures to safely manage incidents involving reefers with dangerous cargo, prioritising crew safety and environmental protection. Reference: https://wwwcdn.imo.org/localresources/en/publications/Documents/Supplements/English/QM200E_180522.pdf
One system, endless reefer control. Reefer Runner combines automation with insight, letting you integrate workflows or review operations effortlessly through offline data handling and centralised management.
Reefer Runner by Identec Solutions
Temperature validation protocols are structured procedures that prove a cold chain system — including storage facilities, vehicles, and reefer containers — can consistently maintain the required temperature ranges for sensitive pharmaceuticals. They document how equipment performs under defined conditions to ensure product potency and safety from the manufacturer to the patient. Protocols typically outline test objectives, equipment calibration, sensor placement, acceptance criteria, and data recording methods. Validation not only identifies potential weaknesses (e.g., hot/cold spots) but also establishes documented evidence of compliance with regulatory expectations from authorities like WHO, FDA and EMA. This systematic approach protects product quality, meets regulatory obligations, and reduces the risk of costly temperature excursions. Reference: https://www.pharmavalidation.in/regulatory‑guidelines‑for‑cold‑chain‑validation‑fda‑who‑ema/
A robust temperature validation protocol should define clear user requirements (acceptable temperature ranges, conditions of use and data requirements), risk assessment (identifying potential failure modes), equipment qualification (inspection, calibration, and installation checks), and test execution procedures. It must describe monitoring methodology with precise sensor placement, data logging intervals, and acceptable excursions; acceptance criteria for determining whether the system performs as intended; and reporting — including deviations, corrective actions, and documentation. Validation ensures that the system reliably maintains conditions needed for product quality, allowing stakeholders to demonstrate compliance to authorities and auditors. Reference: https://www.pharmavalidation.in/regulatory‑guidelines‑for‑cold‑chain‑validation‑fda‑who‑ema/
Temperature mapping is a documented study of how temperature is distributed within a storage or transportation environment over time. The purpose is to identify “hot” and “cold” spots and ensure that all parts of a reefer or storage area remain within the specified temperature range throughout the intended use cycle. Mapping helps determine optimal sensor placement, verify uniform control, and demonstrate that the system can maintain stability even under worst‑case conditions (e.g., full load, extreme weather). It provides evidence for qualification and supports the ongoing monitoring and compliance framework for pharmaceutical cold chain logistics. Reference: https://cdn.who.int/media/docs/default‑source/medicines/norms‑and‑standards/guidelines/distribution/trs961‑annex9‑supp8.pdf
Temperature excursions occur when the observed temperature deviates outside the predefined acceptable range for a pharmaceutical product. Within a validation protocol, excursions must be anticipated and defined with acceptable deviation limits based on stability data. A validated cold chain must include procedures for detecting, documenting, and responding to excursions, including corrective and preventive actions (CAPA). These may involve alarms, repositioning of goods, cargo inspection, or notifications to quality and regulatory teams. In regulated environments, detailed excursion records are essential to prove product integrity or to justify product disposition decisions. Reference: https://www.moph.gov.lb/userfiles/files/HealthCareSystem/Pharmaceuticals/QualityAssuranceofPharmaceuticalProducts/GuidelinesonGoodColdChainManagementforTemperatureSensitivePharmaceuticalProducts‑Edition3‑2024‑.pdf
Several internationally recognised guidelines support temperature validation protocols for pharmaceuticals. The WHO Model Guidance for storage and transport of temperature‑sensitive products outlines principles for qualification and monitoring of cold chain systems. In addition, pharmacopeial standards such as USP <659> and USP <1079> provide best practices for packaging, storage, and transportation, while regulatory bodies like EMA and FDA reference good distribution practices (GDP) that require documented validation of temperature control processes. Aligning with these standards (often embedded in national regulations) ensures quality, safety, and regulatory compliance across markets. Reference: https://www.who.int/docs/default‑source/medicines/norms‑and‑standards/guidelines/distribution/trs961‑annex9‑modelguidanceforstoragetransport.pdf
Calibration ensures that temperature monitoring devices (e.g., data loggers, probes) accurately measure the environment they are monitoring. In validation protocols, calibration traceable to recognised standards confirms that recorded temperatures reflect true conditions, which is crucial for product quality decisions and regulatory audits. Without calibration, data integrity is compromised, and deviations cannot be reliably interpreted, undermining the entire validation exercise. Regular recalibration also helps detect sensor drift or equipment faults before they lead to significant excursions. Reference: https://www.moph.gov.lb/userfiles/files/HealthCareSystem/Pharmaceuticals/QualityAssuranceofPharmaceuticalProducts/GuidelinesonGoodColdChainManagementforTemperatureSensitivePharmaceuticalProducts‑Edition3‑2024‑.pdf
Validation is fundamental to GDP because it demonstrates that temperature‑controlled storage and transport environments are fit for their intended purpose and can reliably keep pharmaceuticals within specified conditions. GDP mandates documented evidence of controls, monitoring, and associated corrective actions to protect product integrity throughout the supply chain. Successfully executed validation protocols, with mapping, calibration, and CAPA procedures, help organisations meet regulatory expectations during inspections and reduce the risk of compliance failures and product recalls. Reference: https://www.pharmavalidation.in/regulatory‑guidelines‑for‑cold‑chain‑validation‑fda‑who‑ema/
Documentation for temperature validation should include a detailed protocol (scope, methods, acceptance criteria), data logs showing every recorded temperature over the test period, calibration certificates for all measurement devices, mapping reports identifying hot/cold spots, deviation records with justification and corrective actions, and a final validation report summarising results and confirming compliance. This suite of documents provides traceability and transparency for regulatory audits and quality assurance. Reference: https://www.pharmavalidation.in/regulatory‑guidelines‑for‑cold‑chain‑validation‑fda‑who‑ema/
Revalidation is typically required after significant changes to the system, such as new equipment, changes in packaging or product type, modifications to processes, or after corrective actions for deviations. It may also be scheduled periodically based on risk assessments. Revalidation ensures that the validated state is maintained over time and continues to meet regulatory and product‑specific requirements. Reference: https://www.pharmavalidation.in/regulatory‑guidelines‑for‑cold‑chain‑validation‑fda‑who‑ema/
Environmental factors such as humidity, external weather conditions, and power stability influence how refrigeration systems perform and must be considered during validation. Protocols often include simulated worst‑case conditions (e.g., hot summer, cold winter) to ensure the system’s robustness. Recording these variables helps verify that temperature control can be maintained despite external stresses, ensuring that pharmaceuticals remain within acceptable limits end‑to‑end. Reference: https://www.moph.gov.lb/userfiles/files/HealthCareSystem/Pharmaceuticals/QualityAssuranceofPharmaceuticalProducts/GuidelinesonGoodColdChainManagementforTemperatureSensitivePharmaceuticalProducts‑Edition3‑2024‑.pdf
Qualification and validation are related but distinct. Installation Qualification (IQ) verifies that equipment has been installed according to design; Operational Qualification (OQ) confirms it operates within specified limits; and Performance Qualification (PQ) demonstrates consistent performance under real‑world conditions. Validation encompasses this entire lifecycle and ensures the entire system — processes, equipment, and monitoring — works together to maintain the required conditions for pharmaceutical products. Reference: https://cdn.who.int/media/docs/default‑source/medicines/norms‑and‑standards/guidelines/distribution/trs961‑annex9‑supp8.pdf
Validation includes subjecting reefer containers and packaging to conditions they will encounter in actual transport: start‑up, full load, door cycles, external temperature extremes, vibration, and power fluctuations. Sensors record how temperature varies during these conditions to ensure that the system can maintain the target range with adequate safety margins. Simulating real conditions validates that transit environments will not compromise the product. Reference: https://assets.hpra.ie/data/docs/default‑source/external‑guidance‑document/ia‑g0011‑guide‑to‑control‑and‑monitoring‑of‑storage‑and‑transportation‑conditions‑v3.pdf
Stability studies, often required by regulatory filings, provide scientific data about how a drug responds to temperature over time. These data establish acceptable temperature ranges and excursion tolerances used in validation protocols. Without stability data, there’s no evidence-based foundation for determining the conditions needed to maintain product identity, strength, quality, and purity. Reference: https://database.ich.org/sites/default/files/Q1A%28R2%29%20Guideline.pdf
Digital tools — cloud monitoring, IoT sensors, real‑time dashboards, and automated reporting — enhance validation by providing real‑time visibility and traceable records. They help detect excursions instantly, reduce manual data handling (improving data integrity), and support documentation aligned with ALCOA+ principles required by regulators for audit trails. Reference: https://www.pharmavalidation.in/regulatory‑guidelines‑for‑cold‑chain‑validation‑fda‑who‑ema/
If validation fails to demonstrate control within specified ranges, the system cannot be considered compliant. Organisations must investigate root causes, adjust system design or processes (e.g., improve insulation or calibration), re‑test, and document corrective actions. Persistent failure may require redesign of the cold chain or different transport solutions to protect product quality and meet regulatory requirements. Reference: https://www.pharmavalidation.in/regulatory‑guidelines‑for‑cold‑chain‑validation‑fda‑who‑ema/
With up to 7-year battery life, Reefer Runner eliminates the need for charging. Competing solutions can’t operate without frequent maintenance. Designed with IP67 hardware and low installation effort, Reefer Runner delivers strength without complication.
Reefer Runner by Identec Solutions
In the IMDG Code, segregation describes the process of separating two or more substances or articles that are considered mutually incompatible, meaning that if they were to come into contact (e.g., due to leakage, spillage, or container breach), they could react dangerously, increase fire or explosion risk, or generate toxic gases. The goal of segregation is to prevent these hazards during transport and handling, whether on a vessel, in a container, or at a terminal. The IMDG Code prescribes how segregation is determined — primarily by consulting the Dangerous Goods List and the segregation table — and it is a mandatory safety measure under the Code’s provisions for carriage of dangerous goods by sea. Reference: https://www.serpac.it/en/insights/useful‑information/dangerous‑goods/transport‑of‑dangerous‑goods‑by‑sea‑imdg/
To determine whether two classes of dangerous goods must be segregated, you consult the IMDG Code’s generic segregation table in Chapter 7.2. This table shows relationships between hazard classes, where the table entry indicates a segregation code or “X,” the goods must not be stowed together. Numbers in the table correspond to specific segregation distances or physical separations (for example, “away from,” “separated from,” or “in separate compartments”). In addition to this generic table, column 16b of the IMDG Dangerous Goods List might specify substance‑specific segregation requirements that take precedence over the generic rules. Reference: https://www.thecompliancecenter.com/help‑center/articles/segregating‑dangerous‑goods‑under‑the‑imdg‑code/
When a dangerous good has a subsidiary risk — a secondary hazard beyond its primary class — these subsidiary risks may impose stricter segregation requirements than the primary class alone. The IMDG Code states that the segregation provision for a subsidiary hazard takes precedence if it is more stringent than that for the primary hazard. This ensures that all potential reactive interactions, including those stemming from secondary hazards, are accounted for when planning stowage and segregation. Failure to consider subsidiary risks could lead to inadequate separation and an elevated risk of hazardous reactions if containers leak or are damaged. Reference: https://shipsbusiness.com/dgcgo.html
The IMDG Code uses specific segregation terms such as “away from”, “separated from”, “separated by a complete compartment or hold from”, and “separated longitudinally by an intervening complete compartment or hold from”. These terms define progressively stricter physical separation standards between incompatible goods on a vessel or within stowage plans. For example, “away from” might involve a minimum horizontal distance between cargo, while “separated by a complete compartment or hold” means goods must be in distinct cargo spaces with structural barriers. These definitions help planners apply consistent segregation rules to protect people, the environment, and the ship structure. Reference: https://shashikallada.com/2021/02/24/how‑dangerous‑goods‑are‑segregated‑on‑general‑cargo‑ships/
Under the IMDG Code, dangerous goods that require segregation cannot be transported in the same Cargo Transport Unit (CTU) unless an explicit exception or a permit from the competent authority is obtained (generally rare). The Code’s segregation rules (in Section 7.2) are designed to prevent dangerous interactions if goods leak or during accident scenarios. If the segregation table indicates that two classes must be segregated, they cannot be packed together in the same container; instead, they must be placed in separate units or stowed with sufficient separation on board. Reference: https://www.thecompliancecenter.com/help‑center/articles/segregating‑dangerous‑goods‑under‑the‑imdg‑code/
The Dangerous Goods List in the IMDG Code includes specific information (e.g., class, packing group, and special provisions) that influences segregation decisions. Column 16b of the list contains detailed segregation codes for individual substances; when present, these codes override the generic segregation table. In practice, this means that planners must consult both the general class‑based segregation guidelines and the specific entries in the Dangerous Goods List to determine the correct separation requirements for each substance involved in a consignment. Reference: https://www.serpac.it/en/insights/useful‑information/dangerous‑goods/transport‑of‑dangerous‑goods‑by‑sea‑imdg/
If segregation rules indicate that two dangerous goods cannot be stowed together, consignment planners must adjust packing or routing so that incompatible items do not share the same container. The IMDG Code is clear that goods requiring segregation under Chapter 7.2 must not be transported in the same CTU. If requirements conflict with packing needs, planners may need separate containers, use alternative transport modes, or engage authorities for special permits (if allowed). Ultimately, safety takes precedence over packing convenience for dangerous goods. Reference: https://www.thecompliancecenter.com/help‑center/articles/segregating‑dangerous‑goods‑under‑the‑imdg‑code/
Segregation minimises the risk that incompatible dangerous goods will interact if a container leaks, is damaged, or is exposed to fire or marine incidents. By physically separating such goods — either through compartmentalisation, distance, or dedicated holds — the likelihood of violent reactions, release of toxic gases, or escalation of fires is reduced. This gives crew, terminals, and emergency responders more time to isolate incidents and mitigate compounding effects that could endanger personnel, the vessel, or the environment. Reference: https://www.thecompliancecenter.com/help‑center/articles/segregating‑dangerous‑goods‑under‑the‑imdg‑code/
Yes. The IMDG Code prohibits dangerous goods that require segregation from being stowed with foodstuffs or other non‑dangerous cargo where mixing could pose risks such as contamination. This includes substances toxic to humans or the environment. The Code’s segregation provisions thus extend beyond just incompatible hazardous materials and also protect non‑hazardous cargo that could be compromised by hazardous interactions or contamination during carriage. Reference: https://www.dgg.bam.de/dgginfo/detailinfo/imdg/elngibgptahkjjz
The IMDG Code organises many dangerous goods into segregation groups based on similar chemical properties. These groups help determine whether goods can be stowed together: if two substances are in incompatible segregation groups, they must be separated according to the segregation rules. Shippers may need to assign a segregation group to an n.o.s. (not otherwise specified) entry based on knowledge of its properties, ensuring appropriate separation and avoiding unintended hazardous interactions. Reference: https://jjkellercompliancenetwork.com/institute/introduction‑2656883997
Segregation refers specifically to separating incompatible dangerous goods from one another to prevent hazardous interactions, whereas stowage refers to the broader planning of where dangerous goods are positioned within a vessel or cargo stack (above deck, below deck, etc.) to meet all safety provisions under the IMDG Code. Both stowage and segregation work together to ensure safe transport — segregation handles incompatibility, while stowage manages space, environmental exposure, and compliance with other rules. Reference: https://owaysonline.com/imdg‑code‑introduction/
The shipper (consignor) is primarily responsible for identifying the hazardous class, segregation requirements, and for declaring these accurately in shipping documents. However, the carrier and vessel operator must verify compliance during acceptance and cargo planning, ensuring that segregation requirements are reflected in the stowage plan. Regulations require that both parties meet IMDG segregation standards to maintain overall transport safety. Reference: https://www.safetytrainingplus.com/en/blog/02‑instruction‑for‑safe‑transport‑by‑sea‑according‑to‑imdg‑code/
The IMDG Code allows rare exceptions when scientifically proven that two goods, although appearing incompatible under general criteria, do not react dangerously upon contact. Specific tables (e.g., IMDG section 7.2.6.3) list examples where segregation may not be required if documented evidence supports compatibility. This must be substantiated and accepted by competent authorities and does not apply automatically — careful risk assessment and documentation are essential before relying on such exceptions. Reference: https://www.thecompliancecenter.com/help‑center/articles/segregating‑dangerous‑goods‑under‑the‑imdg‑code/
Segregation requirements guide how CTUs containing dangerous goods are placed on a vessel’s stowage plan. When goods require segregation, planners ensure incompatible CTUs are spaced according to regulatory distances or placed in separate compartments or holds. This planning prevents proximity that could lead to hazardous interactions, helps in emergency access routes, and supports compliance with the ship’s overall safety strategy under SOLAS and IMDG Code rules. Reference: https://www.thecompliancecenter.com/help‑center/articles/segregating‑dangerous‑goods‑under‑the‑imdg‑code/
Segregation rules (like the rest of the IMDG Code) are updated on a biennial cycle by the International Maritime Organisation (IMO), with amendments published and subsequently adopted by member states. Industry and training organisations disseminate these changes to shippers, carriers, and regulatory bodies. Staying current with the latest IMDG amendment ensures segregation requirements and classifications reflect the latest hazard data and safety research. Reference: https://en.wikipedia.org/wiki/International_Maritime_Dangerous_Goods_Code
Once connected to Reefer Runner, all reefer performance information — including power usage — is displayed in real time. Automated tracking replaces manual routines, cutting delays and costs from human mistakes.
Reefer Runner by Identec Solutions
To ship dangerous goods by sea, the IMDG Code mandates accurate and complete documentation that describes the hazardous nature of the cargo and how it’s being transported. The key document is the Dangerous Goods Declaration (DGD), which must include the UN number, Proper Shipping Name, hazard class, packing group, quantity, and any special provisions such as temperature controls or segregation. Additional required documents include the Cargo Transport Unit (CTU) Packing Certificate confirming that the container was packed in compliance with IMDG and the Multimodal Dangerous Goods Form when transport involves other modes. These documents provide essential hazard information to carriers, port authorities, and emergency responders. Reference: https://www.chemtrec.com/resources/blog/breaking‑down‑imdg‑regulations‑what‑every‑shipper‑needs‑know
The DGD is a foundational regulatory document that legally declares that the dangerous goods consignment meets IMDG requirements. It communicates critical details such as the UN number, Proper Shipping Name, hazard class, packing group, quantity of goods, type of packaging, and emergency contact information. For temperature‑controlled or other special cargo, the DGD must also include relevant control conditions. The carrier verifies this declaration to ensure compliance before acceptance for carriage, and it is essential evidence in audits, inspections, and incident investigations. Reference: https://www.chemtrec.com/resources/blog/breaking‑down‑imdg‑regulations‑what‑every‑shipper‑needs‑know
A Cargo Transport Unit (CTU) Packing Certificate documents that the container (or other cargo unit) has been packed and secured in accordance with IMDG and, where applicable, the CTU Code. It confirms items are properly secured, packaged, and free from contamination or damage that could compromise safety. Shippers must provide this certificate along with the DGD when offering dangerous goods for transport. Without it, carriers and terminals may refuse the shipment until compliant packing is confirmed. Reference: https://www.chemtrec.com/resources/blog/breaking‑down‑imdg‑regulations‑what‑every‑shipper‑needs‑know
Dangerous goods packaging must carry labels and marks that clearly communicate hazard information. These include the UN number, Proper Shipping Name, hazard class diamond label, and any subsidiary risk labels. Labels must be durable, legible, and weather‑resistant so they remain intact throughout handling and transport. Colour‑coded hazard diamonds and symbols provide visual cues to handlers and emergency responders about the type of danger posed (e.g., flammable, corrosive, toxic). These markings are essential for safe handling, segregation, and emergency response. Reference: https://english.ilent.nl/topics/sea‑shipping/safe‑transportation‑of‑dangerous‑goods‑by‑sea
Labels are applied directly to individual packages and indicate specific hazard classes (e.g., flammable liquid, class 3). Placards, on the other hand, are larger signs affixed to the outside of cargo transport units (like containers or vehicles) when dangerous goods exceed certain thresholds. Placards provide a broader hazard indication at a distance and are critical for vessel planners, terminal staff, and emergency responders to quickly assess the nature of the cargo in a CTU without inspecting each individual package. Both labels and placards must conform to IMDG specifications for size, colour, and symbol placement. Reference: https://english.ilent.nl/topics/sea‑shipping/safe‑transportation‑of‑dangerous‑goods‑by‑sea
A Safety Data Sheet (SDS) provides comprehensive chemical hazard and handling information about the substance. While the SDS is not a transport document per se, it supports the dangerous goods documentation by clarifying classification, hazard properties, emergency handling, and compatibility data. Carriers, handlers, and emergency responders rely on SDSs to understand risks, appropriate personal protective equipment (PPE), first‑aid measures, and spill response procedures. Including SDSs in shipment packages helps ensure that downstream handlers have the detailed safety information they need. Reference: https://www.icicilombard.com/blogs/online‑insurance/article/safe‑transport‑of‑hazardous‑materials‑classes
Transport documents such as the DGD should reflect not only classification and quantity but also relevant stowage and segregation instructions. This ensures that carriers and vessel planners know whether particular goods must be separated from others (e.g., keep away from certain classes) and aids in preparing a compliant stowage plan. Clear documentation of segregation needs supports safe cargo planning and reduces the risk of dangerous interactions during transit. Reference: https://www.chemtrec.com/resources/blog/breaking‑down‑imdg‑regulations‑what‑every‑shipper‑needs‑know
Incorrect or incomplete documentation and labelling can lead to immediate refusal of cargo acceptance, regulatory fines, shipment delays, and liability exposure in the event of an incident. Misleading labels could cause improper handling or bypassed safety precautions, increasing the risk of accidents. Port and maritime authorities rely on accurate documentation to assess risk, apply segregation rules, and ensure safe stowage — all of which hinge on the integrity of the information provided. Reference: https://www.msc.com/en/lp/blog/industries/shipping‑dangerous‑goods‑guide
For temperature‑controlled pharmaceuticals that qualify as dangerous goods, the documentation must include the required control and emergency temperature limits alongside the standard DGD data (UN number, proper shipping name, hazard class). This ensures the carrier can configure reefers appropriately and monitor conditions throughout transit. The documented temperatures become part of the compliance evidence and emergency handling instructions if temperature excursions occur. Reference: https://www.chemtrec.com/resources/blog/breaking‑down‑imdg‑regulations‑what‑every‑shipper‑needs‑know
The Multimodal Dangerous Goods Form is required when a dangerous goods shipment involves more than one mode of transport (e.g., sea plus road or rail). It harmonises documentation across different regulatory regimes to ensure safety information (classification, packaging, quantity, hazard communication) travels with the goods throughout the journey. This prevents gaps in hazard communication during mode changes. Reference: https://www.chemtrec.com/resources/blog/breaking‑down‑imdg‑regulations‑what‑every‑shipper‑needs‑know
Transport documentation must include emergency contact information for the shipper or responsible party. This contact should be reachable 24/7 and can provide guidance to emergency responders in the event of an incident. Having reliable contact details speeds up incident management and helps responders obtain necessary safety data or operational plans. Reference: https://www.chemtrec.com/resources/blog/breaking‑down‑imdg‑regulations‑what‑every‑shipper‑needs‑know
Shippers, carriers, and terminals must maintain records of all dangerous goods documentation (DGD, packing certificates, labels) for a specified period as required by national or international regulations. These records are used for compliance verification during audits, inspections, and incident investigations, and they demonstrate that correct procedures were consistently followed. Reference: https://www.imo.org/en/ourwork/safety/pages/dangerousgoods‑default.aspx
The IMDG Code requires that labels and marks be durable, legible, and weather‑resistant so they remain intact throughout handling, shipment, and environmental exposure. Labels must be placed on at least two opposing sides of the package, be visible when stacked, and meet size, colour, and design specifications aligned with the Code’s hazard communication standards. Reference: https://english.ilent.nl/topics/sea‑shipping/safe‑transportation‑of‑dangerous‑goods‑by‑sea
In addition to primary documentation, shipments may require supplementary Emergency Response Guides (EmS codes) and Safety Data Sheets (SDS) that provide guidance on firefighting, spill response, and hazard mitigation. IMDG‑mandated documentation ensures that emergency responders have the information needed to take appropriate action quickly, reducing risk to people and the environment. Reference: https://www.reloadlogistics.com/news/shipping‑dangerous‑goods‑by‑sea‑a‑comprehensive‑guide
The shipper is responsible for preparing and providing accurate documentation and correct labelling. However, the carrier and terminal operators also verify that documentation and labelling comply with IMDG rules before accepting the cargo for transport. This multi‑party verification ensures checks and balances, reinforcing safe carriage and compliance with international maritime regulations. Reference: https://www.safetytrainingplus.com/en/blog/02‑instruction‑for‑safe‑transport‑by‑sea‑according‑to‑imdg‑code
Reefer Runner monitors every reefer in your terminal, no matter the scale. Access insights wherever you are, and connect it to your TOS for maximum operational potential.
Reefer Runner by Identec Solutions
Technology & Equipment: Reefer Container Types | Refrigeration and Airflow Systems | Power Supply and Electrical Systems | Energy Efficiency and Power Optimisation | Sensors, Controls, and IoT Integration | Monitoring and Automation Systems | Maintenance, Lifecycle, and Reliability | Standards, Compliance, and Certification
Transport & Modalities: Overview of Refrigerated Transport | Reefer Vessels and Maritime Operations | Stowage | Intermodal and Inland Reefer Transport | Trade Routes and Global Flows | Cold Corridor and Regional Infrastructure | Reefer Flow Management and Balancing |
Chronology & Operations: Chronology of the Cold Chain | Initial Cargo Conditioning | Pre-Cooling | Staging, Storage, and Cold Integrity | Reefer Handling at Terminals | Empty Reefer and Return Operations | Reefer Maintenance and Technical Inspections |
Monitoring, Data & KPIs: Reefer Monitoring Systems and Infrastructure | Parameters and Data Collection | Alarm Management and Response | Data Management and Analytics | Performance and KPI Measurement |
Cargo & Commodity Handling: Cargo Categories and Industry Applications | Cargo Preparation and Pre-Loading | Packaging and Protection Technologies | Dangerous and Sensitive Goods Handling | Quality Assurance and Traceability |
Sustainability & Environmental Impact: Energy Efficiency and Power Optimisation | Refrigerants and Cooling Sustainability | Carbon Footprint and Emission Tracking | Packaging and Waste Reduction | Infrastructure Efficiency and Green Design |