Can you ship DG and non-DG Together in One Package?
Surprisingly this is pretty common. Normally the answer is, “Sure.”
However, that’s not always the case. Sometimes a dangerous goods commodity can react with a non-dangerous goods commodity. I do come across this type of situation occasionally.
Shipping from Canada to USA via Air
Earlier this week a client dropped off 2 different product samples going to USA via air transport. He provided the SDS for both products, one was DG and the other not. He asked if both samples can go together in one package. I told him, “Maybe.” Without consulting the SDSs and gathering more information I couldn’t be sure. If they are compatible, then I can package them together.
I used to work in the carrier industry so I know it’s better to consolidate than to have a multiple piece shipment. Most times all the pieces will arrive together, but there is a chance they may not. So for me, personally, I prefer to minimize the number of packages, which means using a bigger box if I need to.
So back to this. I checked the SDS for both and the one that was DG was a corrosive material.
The non-DG product requires a more thorough read-through to see which material this material was incompatible with and in Section 10: Stability and Reactivity it said incompatible with oxidizing materials Continue Reading…
What Happens When Watt-Hour is not Marked on Each Battery?
Well a few things – beginning with the shipment being stopped until the error is corrected by trained personnel like us.
It is mandatory to have the watt-hour marked on a lithium ion battery (unless it’s manufactured before January 1, 2009), and batteries that don’t display this mark are considered non-compliant for transport. To bring it in to compliance each battery must be marked with the watt-hour.
Doesn’t seem too bad, right? Wrong.
Imagine individually marking 11,600 little batteries.
These batteries were the size of AA batteries. Each individual battery was packaged in its own little box. Like a lipstick box. Then these little boxes (20 in total) were placed in a larger box. Then the larger boxes were placed inside a bigger cardboard box. Never had I done a job this tedious. Add to this trying not to break the small flap on the little boxes when opening these boxes.
The first day was a disaster as we weren’t prepared with the right tools. Finger nails were hurting from opening the little boxes. That night ideas were rolling in everyone’s head on how to efficiently do this job as it took 7 hours, and 2 people to finish 800 batteries. At this rate it would take 2 weeks to do this job.
I was forwarded an email from a very nice lady (let’s call her Jane), who is registered to take our public TDG training coming up in a couple of weeks at our Delta, B.C. office.
She said she has some product that needs to be shipped to Brazil, which she was told was dangerous goods. Jane wanted to know if we sell corrosive labels and if we can do up the dangerous goods document or if she would be able to do it herself after she takes her training. I asked Jane to call me; sometimes it is just easier to talk on the phone.
Training or Repacking?
While on a call I asked her if she is taking our public air (IATA) training and she said, “No. Just the TDG“. I explained to Jane that by completing the TDG training she will be certified to ship, handle, transport, and import dangerous goods within Canada via road, rail, and domestic marine; therefore, even after she takes her TDG training she can’t ship dangerous goods to Brazil.
After clarifying this with her I advised that if she wants to ship this product to Brazil she will need to either take an air training course or use our repackaging service.
I need to ship my motorcycle. What do I need to do?
Normally around this time of the year we start to get calls about shipping a motorcycle as folks are planning their vacations and motorcycle adventures.
To be honest, I enjoy receiving these motorcycle inquiry calls because it always had to do with someone either visiting our beautiful country and now returning back home or they will be traveling to a beautiful destination and need to ship their bike. It gives me a chance to chat with them about their travels, too! Which is exciting, as I am a world traveler myself. I thoroughly enjoy speaking to them about their travels and adventures before I get into discussing the “exciting” world of shipping dangerous goods.
Here’s All that is Involved with Shipping a Bike:
We can help you! It is a simple procedure and it involves very little stress.
1. You will need to complete the “Motorcycle Declaration Form”
This can be completely electronically in the comfort of your home. This form can be downloaded here (Kel-Ex Vancouver) or here (ICC Repacking). It’s a simple document which gives us the details of your bike (i.e., shipper and consignee address, how it will be packaged, weight, confirmation that the fuel tank will be drained to less than ¼ tank upon drop off). In most cases motorcycles are dropped off “as is” meaning Continue Reading…
It’s very common to hear this from our first-time clients whose dangerous goods shipment is delayed somewhere and now they are panicking to get it “unstuck”. I had a similar situation couple of weeks ago.
Delayed Shipment of Dangerous Goods
A gentleman was referred to us by an air carrier. Let’s call him Jack. Jack called asking if we can assist him with his package that is held up by the air carrier at the air carrier’s location. The air carrier was local to ICC; hence, they gave Jack our contact information. In an effort to understand what happened I asked him about what he was shipping and he told me very plainly, samples.
Now we all know “samples” can mean just about anything. Jack said that they were samples from their equipment and he was shipping them to the USA for testing. I asked him if he had the SDS for these samples and if he could email it to me along with the quantity per sample.
Apparently, there were two (2) 0.5 litre bottles inside this box. Jack is based in northern B.C. so his shipment was transported via ground and then it was supposed to go air from Vancouver, B.C. Jack mentioned that supposedly his shipment started to leak and it seeped to the outside of the package. The air Continue Reading…
What to do when you are moving and need to ship a whole lot of bullets?
98% of our repackaging clientele are businesses, but there are 2% of our clientele that are regular people. At least, this is how I refer to them. These folks are a “Mr. or Mrs. Smith” who have absolutely no idea about the dangerous goods world, but what they wish to send is considered dangerous goods. These folks are referred to us from carriers, freight forwarders, and sometimes by internet search results.
Recently I had a Mr. Smith call us to ask about packaging cartridges as recommended by his freight forwarder. He is moving to Europe and is packing up his entire house, which includes his firearms and the cartridges that go with them. He already had all his ducks in a row meaning his export/import documentation and certification for the firearms and whatever else was needed to ship the firearms and cartridges, but he needed to get the cartridges packaged up for transport. That’s where ICC comes in.
What Are We Really Dealing With?
Mr. Smith didn’t have any transport information such as UN number or shipping name. So, I asked him to email me pictures of the cartridges, because he mentioned they were all in their original retail packages. I was able to call the manufacturer directly and ask for the shipping info. Continue Reading…
How should you provide quantity on a shipper’s declaration for an engine?
Generating a shipper’s declaration for an engine isn’t exactly new to me. I have been creating shipper’s declarations for engines since the very first time I stepped into the DG packaging world, and that was a long time ago. Therefore, it hit me pretty hard when a client’s shipment, containing an engine, was rejected by their air carrier.
Engines and UN Numbers
For many years the UN number for engines and vehicles were the same and it was classified as hazard class 9. Just recently it was changed so that each type of engine has their own UN number and hazard class. Therefore, internal combustion engines containing flammable liquid is classified as UN3528 and falls under hazard class 3.
My client said there was a small amount of diesel fuel inside (it wasn’t drained). Based on this I classified his engine as UN3528. He provided me with the completed shipment detail form which provided me with all the details of the shipment including net weight of the engine and the amount of fuel inside the engine.
Quantity of the Engine on the Shipper’s Declaration
I started to work on the shipper’s declaration and had to stop at the “Quantity and type of packing” section. There wasn’t an immediate measurement I could use for the engine. As per column “J” and Continue Reading…
A freight forwarder contacted me to get some help on shipping perfume to Hong Kong. I asked him how he is sending it and he replied, “Air.” I said, “That’s simple.” It would fall under ID8000, Consumer Commodity. Explained to him what that actually meant. Basically, it’s goods that are “packaged and distributed in a form intended or suitable for retail sales for purposes of personal care or household care”; however, there are a few restrictions such as only certain hazard classes and packing groups are permitted. Perfume definitely falls within the criteria.
He came by our office and dropped off 8 decent sized boxes of these goods. I asked the forwarder if he plans on shipping the boxes individually or will be consolidating them (e.g, on a pallet). He said his plan was to take the boxes back to the office once I prepare the boxes and he will palletize it. I advised him he can’t do that, because that would be considered an “overpack” and would require marking and labeling on the outside of the shrink wrap (assumed it would be shrink wrapped). He said “Oh”. I told him we could help him. We will provide the shrink wrap and prepare the shipment completely at our location. He said he already had a heat-treated pallet (all wooden pallets must be heat-treated Continue Reading…
If you were to ship a laptop 5 years ago, all you would need to do was pack it up and ship it. Like shipping socks. But now that same laptop is considered a dangerous good due to the lithium battery it contains.
I had a customer drop off 2 laptops going to Australia. He wanted me to prepare the shipment for air transport as he isn’t certified to ship dangerous goods via air. He said he received about 6 pallets of marine vessel equipment returning from Canada to Australia and he said someone put these 2 laptops in one of those pallets thinking it can all go as general cargo. He knew that there are restrictions on shipping lithium batteries via air so he knew he had to call in the expert!
I removed the battery from the laptop to see the watt hour rating. It was 41-watt hour and the total net quantity of lithium was below 5 kg (well below). Which meant these laptops are classified as Section II for UN3481, Lithium ion batteries contained in equipment; therefore, does not require a shipper’s declaration. It’s always good news for the client when it falls in Section II as it saves the client money.
I placed both laptops inside a good strong box (each laptop was initially Continue Reading…
Now doesn’t that sound interesting. When you want to ship different dangerous goods in one outer packaging, you have to calculate something called a “Q value” using a formula. The Q value ordeal is only applicable to air shipments and seldom used as most prefer to put the dangerous goods in separate packaging.
Last week a customer requested to have 2 different dangerous goods packaged and shipped to Brazil via air. Since the quantities for each product was less than 200 ml I thought I might be able to apply the “Q” value and besides it’s always better to consolidate your shipment if you can to prevent loss/delay of packages. Especially this time of the year.
I ensured the dangerous goods met all the requirements of Section 188.8.131.52 of the IATA Regulation. I calculated the “Q” value and it was less than 1.0. So, everything seemed to be a go. For packaging, I used a 4GV box and lots of vermiculite to:
separate the two dangerous goods and
more than enough absorbent in case there was a leak (only one product was liquid)
Applied all the labels and markings, created the shipper’s declaration and added the Q value as required per Section 184.108.40.206.2(f), then shipped it out with Fedex.