One overpack, a multimodal shipment and the errors our team and our network picked out.
This overpack arrived in our office a few weeks ago. A prospective customer had packed, marked and labelled the shipment. The plan was that we would inspect it, complete the documentation for it, and then it could be on its way. But even before we opened the outer box, the alarm bells had started ringing.
We decided to make it a learning exercise. We challenged our own team to see what mistakes they could notice without picking up a copy of the regs or pulling up an acceptance checklist. We also put the photographs up on LinkedIn to see what errors our network would pick out. The overlapping labels drew the most comments, along with the missing consignor and consignee addresses. Others picked up the absent UN number, and an overpack that was neither marked nor labelled properly.
Our team compiled a list of snags. To narrow the focus, we assumed the smaller fibreboard boxes were intended to be individual LQ packages and the outer box was an overpack. The shipment would travel by road and then by air. Here is the full list:
ADR specific errors- considering the errors for the road leg in isolation
- Unauthorised Hazard Label Display: Under ADR Chapter 3.4, packages prepared under Limited Quantity provisions must bear only the LQ diamond mark. The inner boxes display standard Class 8 Corrosive hazard diamonds; displaying Class 8/etc. hazard labels on an LQ package creates a direct regulatory conflict and invalidates the LQ exemption for labelling and UN specification packaging.
- Missing Overpack mark- overpacks require OVERPACK marking at least 12mm in height.
IATA DGR specific errors- considering the errors for the air leg in isolation
- The required UN number and Proper Shipping Name marks, as well as the Shipper and Consignee’s name and address are missing from the inner cartons. They are also missing from the overpack.
- The Class 8 label and orientation marks were partially covered, which invalidates them.
- Missing Overpack mark- overpacks require OVERPACK text at least 12mm in height. Class 8 Corrosive labels applied to the inner cartons have not been replicated on the overpack.
A note on shipping multimodally:
Both the ADR and the IATA DGR address how multimodal shipments, particularly the difference between the Air LQ mark (with the additional ‘Y’) and the Road/Sea/Rail LQ mark. ADR will accept packages that have been prepared according to the requirements for the ICAO TI or the IMDG Code if the shipment’s journey includes an air or sea leg (ADR 1.1.4.2.1). The IATA DGR, on the other hand, will accept packages that have been marked with the Road/Sea/Rail LQ mark, but requires that the packages are in full compliance with the IATA DGR. (IATA DGR 7.1.5.6)
Packaging and preparation errors for both modes:
- Packaging Integrity & Drop Capability Failure: ADR and IATA DGR both require packaging to meet general packaging provisions (ADR 4.1.1.1, 4.1.1.2, and 4.1.1.4 to 4.1.1.8 and IATA DGR 5.0.2 to 5.0.4). The packaging shows structural buckling, crushed corners, torn seams, and compromised fibreboard, failing the basic standard to withstand normal transport handling.
- Absence of Cushioning & Void Fill: Significant voids inside the overpack without dunnage/cushioning allow inner receptacles to shift, impact each other, and suffer mechanical rupture during transport.
- Defective Closure & Sealing: The top and bottom carton flaps display popped seams, irregular folding, and inadequate tape adhesion, failing the requirement that packagings be closed in accordance with the manufacturer’s closure instructions.
- Internal Orientation Direct Conflict: The overpack carries vertical orientation arrows, but the inner liquid packs are laid flat horizontally on their sides inside the carton, increasing the chance of closure failure.
- Overpack is upside down judging by the print on the carton to the left side.
- Obscured Markings / Conflicting Product Stamps: The outer carton displays conflicting factory/internal markings (HMS-69014) near the arrows and labels, with adhesive tape running directly across marked faces.
- Improper Label Display & Application: Labels are applied across fold creases, obscured by tape/correction material, and placed at skewed angles. On the inner cartons, the LQ marks and Class 8 corrosive labels that have been applied overlap. Orientation arrows on the overpack are covered with a label of some sort.
How it ended:
We took the dangerous goods out of the original packaging and started again. We repacked the consignment according to the limited quantity requirements in the IATA DGR, using packaging that we supplied. We fitted the correct absorbent material, cushioning and a pressure-tested liner. We supplied and applied the correct labels and marks, completed the documentation, and the shipment went on its way.
Had the shipment been presented as it arrived, the best case is that it would have been rejected and returned to the shipper. The shipment would be days late and the shipper would carry the extra cost. The worse case is that it slips through; if a package is improperly prepared and something goes wrong, the investigation and the legal liability come back to the shipper, because responsibility for offering dangerous goods correctly sits with whoever prepared the consignment.
If any of this sounds familiar:
We can help with your multimodal shipments in the way that works for your organisation.
- Consultancy. We review how your consignments are prepared and tell you where road and air diverge on your specific routes.
- Pack and repack. If a consignment is wrong now, it doesn’t have to stay wrong. We will repack it to specification and get it moving.
- Call-outs. When something is sitting on the tarmac and the plane can’t wait, we come to you.
Contact us today, we look forward to helping you with your compliance needs.
