The operator plan should also meet any additional requirements in Part 24A or other maritime rules or marine protection rules.

Maritime Rules Part 24E sets out the requirements for offshore containers loaded and unloaded at offshore terminals, such as drilling rigs or oil/gas production facilities.

Within restricted limits, land transport standards for dangerous goods (as prescribed in the Land Transport Rule: Dangerous Goods (2005)) may be used as an alternative to the standards in the IMDG Code for dangerous goods in packaged form for:

If you are a maritime transport operator under Maritime Rules Part 19: Maritime Transport Operator – Certification and Responsibilities, you must develop an operator plan that describes your safety system.

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A passenger is defined as anyone who is not the master, a member of the crew, or someone employed or engaged in any capacity on the business of the ship. If the passenger is an employee and the vessel is his or her place of work, the Health and Safety at Work (HSWA) Act 2015 also applies in respect of employer and employee (and contractor, as applicable) responsibilities.

This document, sourced from the Ministry of Transport, gives guidance on the requirements for handling dangerous goods for all modes of transport including carriage by sea.

The standards in Part 24A that apply to the carriage of dangerous goods depend on where the ship operates. If you operate outside restricted limits, or across Cook Strait, the standards in the International Maritime Dangerous Goods Code (IMDG Code) will apply, irrespective of whether or not you operate under MOSS (Maritime Operator Safety System).

Operators must make passengers aware of the hazards of dangerous goods where carried, and have a system for advising passengers what they can and cannot bring aboard.

Part 24E also provides requirements for the manufacture and inspection, identification and marking of offshore containers.

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The rule sets limits as to the permitted classes and maximum quantities of dangerous goods that a passenger may bring aboard – see schedule 2 (dangerous goods permitted for passengers) and schedule 3 (dangerous goods permitted for driver of drive-on vehicle). However the operator and master are responsible for the safety of the vessel and its crew and passengers, and so should determine what (if any) dangerous goods may be safely carried by passengers. There should be a clear policy and procedures in the operator plan covering this.

The obligation on operators to ensure that dangerous goods hazards are properly managed and that operations are conducted safely is not new. SSM required operators to identify and address hazards from carriage of cargo (including dangerous goods). The preparation of an operator plan as part of obtaining an MTOC will provide an opportunity for operators to review their procedures and standards for carrying dangerous goods.

Where a vessel such as an unmanned dumb barge is not required to operate under a certified safety system, then the owner of the vessel will need to apply for a dangerous goods permit. The dangerous goods permit must address the same matters as the operator plan with respect to dangerous goods.

Where a vessel is capable of carrying vehicles (particularly roll on – roll off (or ro-ro) vessels), then the quantities and range of dangerous goods brought aboard can be significant. It may also be more difficult to determine which dangerous goods are being carried and to control what is in the vehicle.

The operator plan must address the particular characteristics of each vessel, such as size, whether it is a passenger or non-passenger vessel, the layout of cargo and passenger areas, stowage arrangements for dangerous goods and types of operation, where this is relevant to the carriage of dangerous goods. Some aspects of dangerous goods management, such as crew training or documentation requirements may be common to all vessels.

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Packaged dangerous goods are dangerous goods that are not carried in bulk. This includes dangerous goods in small packages, in shipping containers, in portable tanks, intermediate bulk containers (IBCs), and in road tankers and rail wagons.

Maritime Rules Part 24C sets out the requirements which ships carrying grain, solid bulk cargoes, timber deck cargoes and livestock are to comply with.

Dangerous goods carried in vehicles for domestic or recreational purposes, as tools-of-trade, for agricultural use, or for some other commercial purpose, are not considered to be dangerous goods freight (DG freight). However, there are limits to what can be brought on board a vessel in a vehicle for such a purpose.

Any dangerous goods carried in a vehicle are also subject to the requirements of Land Transport Rule: Dangerous Goods (2005) when driven on the road.

Shippers transporting Group A cargo must provide the master with a Document of Approval regarding the procedures for sampling, testing and controlling moisture content.

The new Maritime Rules Part 24A: Carriage of Cargoes – Dangerous Goods was signed into law by the Minister of Transport on 8 April 2014. The new Part 24A comes into force on 1 July 2014 and replaces the existing Part 24A.

Where dangerous goods are being carried in a vehicle for hire or reward, this is considered to be DG freight. If it is DG freight for the purposes of road transport, then it is also DG freight for the purposes of carriage on a vessel.

Yes, if you carry any dangerous goods, you as the operator are responsible for managing the hazards from dangerous goods on your vessel(s). You must assess the risks and manage them accordingly. Even if you are only going to carry dangerous goods occasionally, you must still have systems for dealing with them when you do carry them, to ensure the safety of the vessels, your crew and passengers.

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Shippers or carriers of a consignment of dangerous goods must provide the following to the ship operator prior to loading the consignment of goods:

You will still need to comply with the new Maritime Rules Part 24A from 1 July 2014. If you are not applying for an MTOC straight away, but are continuing to use your existing SSM manual as your operator plan, you may need to update that SSM manual to reflect the changes in the rule.

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The carriage of dangerous goods is an ‘activity’ for the purposes of Part 19. If you do not carry dangerous goods currently but, at some stage in the future, will do so, you will need to get approval from the Director of Maritime NZ for an amendment to your operator plan to cover that change in activity before you begin to carry dangerous goods.

The hazards from such substances must be managed in accordance with the Health and Safety at Work (HSWA) Act 2015, the Hazardous Substances and New Organisms Act (HSNO Act) 1996 (if they exceed the HSNO thresholds for hazardous substances) and any applicable requirements in the maritime rules.

If your vessel is subject to section 1 of Maritime Rules Part 21: Safe Ship Management Systems, it will be operating under the ISM Code, and dangerous goods should be managed through the safety management system as required by the code.

Yes, but if you already have an effective safety system in place that meets the requirements specified in the rules, then developing the elements of your operator plan that address dangerous goods should not require a lot of additional work.

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The requirements for the transport of dangerous goods at sea are comprehensive and specific in order to effectively protect the lives of seafarers and passengers, the safety of vessels and the marine environment.

Yes, you must address all significant hazards in your MTOP (or operator plan). Incidents involving dangerous goods on a vessel have the potential to escalate rapidly, threatening the safety of passengers and crew, the integrity of the vessel and the marine environment. When dangerous goods are being carried, a collision, fire or grounding can lead to an uncontrolled release of those dangerous goods and exacerbate an already serious situation.

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“In bulk” means dangerous goods that are loaded directly into the cargo spaces or other spaces on a ship without any intermediate form of containment. Examples include oil or chemicals loaded into the cargo tanks of a tanker, or a solid cargo such as sulphur in the holds of a bulk carrier. “In bulk” does not refer to the volume, but to the method of containment.

Maritime Rules Part 24D sets out the requirements for carriage of cargoes – convention containers. The purpose of the rule is to implement the requirements of the International Convention for Safe Containers 1972 issued by the International Maritime Organization (IMO).

If you would like to apply to be an approving authority or authorised organisation that can approve and inspect offshore containers, you need to develop a procedure for the approval of offshore containers. Use the application form and template below.

If your vessel is covered by an SOP (safe operational plan) or a safety case, then that SOP or safety case should address the risks with regard to dangerous goods.

Dangerous goods freight means any dangerous goods that are carried for hire or reward, that is, someone is paying you to transport those dangerous goods in your vessel. Dangerous goods brought on board by passengers in their luggage for their personal use, for example an LPG bottle or a small container of diesel or petrol, is not dangerous goods freight for the purposes of Part 24A. However, restrictions still apply to such dangerous goods

Maritime Rule Part 24A: Carriage of Cargoes – Dangerous Goodssets out the responsibilities of seafarers, ship owners, shippers, consolidators and packers and anyone involved in the carriage of dangerous goods by sea.

Where an operator is unable to meet the standards in the guidance for their particular situation, they can propose alternative arrangements in their operator plan to mitigate the hazards, which will be considered by the Director of Maritime NZ. The Director will determine whether the plan adequately addresses the risks associated with the carriage of dangerous goods, taking into account the standards in the guidance and any alternatives proposed.

The rule does not require drivers to tell the master about any dangerous goods that are carried in a vehicle before they board a vessel, provided the dangerous goods are within the limits specified in the rule. However, some operators may have a policy that requires you as the driver to declare any dangerous goods that you have in your vehicle. If the allowable limits are exceeded, the dangerous goods will need to be carried as freight, in which case you will need to declare them and also provide documentation for them.

If you would like your continuous examination programme for convention containers to be approved by the Director then you will need to apply using the form below. Your application will need to include a copy of your continuous examination programme. Use the template below to develop your programme.

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The rule specifies requirements for cargo containers handled in open seas, taking into account handling conditions and container type in the design approval, manufacture and testing of offshore containers.

This six-hour long hybrid training consists of asynchronous self-paced content and in-person physical training, which provides a two-year certification.

The driver of the vehicle is responsible for what is carried in the vehicle, including what is carried by their passengers. Passengers with a vehicle can only take certain classes of dangerous goods aboard in that vehicle for domestic, recreational or commercial purposes, and then only in small quantities as specified in schedule 3 of the rule.

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If operators intend to carry unaccompanied vehicles containing dangerous goods, there should be a procedure for this. These dangerous goods should be treated as freight and therefore must be declared by the vehicle owner.

The transportation, storage, importation, manufacture and use of explosives is regulated under the Hazardous Substances and New Organisms (HSNO) Act 1996. When explosives are carried by sea, the provisions of Part 24A also apply.

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If you intend to carry dangerous goods as part of your operation, even occasionally, you must assess the risks associated with those dangerous goods. In assessing the risks, you must consider the following:

These identifiers and dangerous goods classes are common to all transport modes. All consignments containing dangerous goods should be clearly marked or labelled with this information to identify their hazardous properties.

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Under the new MOSS (Maritime Operator Safety System) regime, an operator will be granted a deemed MTOC (Maritime Transport Operator Certificate) as of 1 July 2014 if they hold a current SSM (Safe Ship Management) certificate or certificates and they are certified as a Fit and Proper Person. They will need to have obtained a new MTOC by the expiry date of their SSM certificate. In the case of multiple vessels covered by a deemed MTOC, an operator must complete the transition into MOSS on the day their first SSM certificate expires.

Part 24A does not prescribe particular standards for these matters but instead requires that they be managed through the operator’s safety system as described in their operator plan. Maritime NZ will develop guidance setting out acceptable standards in respect of these matters. The guidance will be based on internationally recognised codes and accepted safe practice for the management of dangerous goods aboard vessels, specifically the standards in the IMDG Code.

However it may not be safe if every passenger were to take aboard their maximum “allowance” of dangerous goods, therefore the operator must determine what can be safely carried and set overall limits for each vessel. There are some dangerous goods that are not permitted to be taken on board by a passenger in any circumstances, such as any radioactive material or any corrosive substances. In any case, the master can refuse carriage of any particular dangerous goods, in accordance with the operator’s policy, or if he or she considers it is unsafe to carry them.

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Where hazardous substances are carried as part of the ship's stores or equipment, then these substances are not considered to be dangerous goods for the purposes of transport and are not covered by Part 24A. Examples include:

Section 3 of the rule prescribes requirements for the maintenance, examination and marking of approved convention containers. This includes provision for the Director to approve a continuous examination programme (ACEP) for convention containers developed by owners.

Operators and masters may refuse to accept any dangerous goods for carriage if they believe it is not safe to carry them.

As noted, foot passengers can only take aboard certain classes of dangerous goods as passenger luggage, and then only in small quantities, as specified in schedule 2 of the rule. This includes specified maximum amounts of ammunition, flammable gases, scuba dive tanks, flammable liquids, some flammable solids, toxic substances and diesel.

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The safety system described in the operator plan must reflect the risks identified in the risk assessment and also good practice as prescribed in Maritime NZ guidelines and other relevant industry guidance.

Maritime Rules 24A sets out the requirements for the transport of dangerous goods at sea. These requirements are in place to effectively protect the lives of seafarers and passengers, the safety of vessels and the marine environment.

It may not be safe if every passenger with a vehicle were to take aboard their maximum “allowance” of dangerous goods, therefore the operator must determine what may be safely carried and set overall limits for each vessel. There are some dangerous goods that a passenger will not be able to take on board in a vehicle such as toxic gases, most explosives and any radioactive material. In any case, the master can refuse carriage of dangerous goods in accordance with the operator’s policy, or if he or she considers it is unsafe to do so.

The rules around managing hazardous substances that affect human health and safety in the workplace have transferred from the Hazardous Substances and New Organisms (HSNO) Act 1996 to the Hazardous Substances Regulations under Health and Safety at Work (HSWA) Act 2015.

Operators must make drivers aware of the hazards of dangerous goods where carried, and have a system for advising drivers what they can and cannot bring aboard.

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For example, where fuel is carried in a road tanker, it is considered to be DG freight if it is classified as dangerous goods for the purpose of carriage on the road. Similarly, a sucker truck carrying sewage waste will be considered to be DG freight if it is classified as dangerous goods when on the road.

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SOLAS Chapter VI Regulation 1-2 requires that carriage of solid bulk cargoes (other than grain) must comply with the relevant provisions of the IMSBC Code. The code can be purchased through the IMO website.

For transport, all dangerous goods are assigned a four-digit UN number, and proper shipping name (written in capital letters), which uniquely identifies them, and a dangerous goods class or classes, which indicates the nature of the hazard. For example, petrol is identified and classified as: UN1203 MOTOR SPIRIT or GASOLINE or PETROL Class 3 PG II (flammable liquid, packing group II).

Any dangerous goods that drivers carry in their vehicles must be in the manufacturer’s original packaging or in approved refillable containers, and must not be damaged or leaking. It is the driver’s responsibility to correctly identify what they are carrying and ensure that it is safely and securely stowed in the vehicle. Drivers already have these responsibilities when carrying those dangerous goods on the road.

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Maritime Rules Part 24B sets out the requirements for the stowage and securing of all cargoes other than liquid, gas or solid bulk cargoes, grain, timber deck cargoes and livestock.

The HSNO calculator will help you work out what controls you need to have in place to ensure you have a safe working environment.

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Dangerous goods can also include articles such as lead-acid batteries and vehicle airbag inflators when these are carried as cargo.

However, the land transport rule does not address the stowage and securing of dangerous goods on board a ship including:

Dangerous goods are those substances, materials and articles classified as dangerous goods in the International Maritime Dangerous Goods Code (IMDG Code). Commonly carried dangerous goods include:

The shipper of solid bulk cargo (except grain) must check if the goods meets the criteria in the document below. If the goods meet the criteria, declare the dangerous goods as harmful to the marine environment on the relevant documentation.

Foot passengers must tell the master about any dangerous goods that they intend to take on board before they board a vessel, and they may be required to hand them over for stowage during the course of the voyage. Any dangerous goods they carry must be in the manufacturer’s original packaging or in approved refillable containers, and must not be damaged or leaking. It is the passenger’s responsibility to correctly identify what they are carrying and advise the master accordingly.

Where dangerous goods are to be carried, an operator must document their safety system and how they will manage the risks associated with those dangerous goods in their operator plan. A Maritime Transport Operator Certificate (MTOC) will be issued once the Director of Maritime NZ is satisfied that the operator meets the requirements of Maritime Rules Part 19: Maritime Transport Operator – Certification and Responsibilities, including completion of a satisfactory operator plan.

The following information is for operators working under the new Maritime Operator Safety System (MOSS) framework, which replaces the Safe Ship Management (SSM) system from 1 July 2014. It explains how the new dangerous goods rules will work under MOSS and how these should be addressed in your safety system, as described in your Maritime Transport Operator Plan (MTOP).

A vessel may have different modes of operation, for example, passenger or non-passenger, and may operate in different limits at different times, so the Operator Plan should take account of those different modes when addressing the carriage of dangerous goods.