Identify the rules for the journey
International transport agreements address different questions: whether and how goods may be carried, what information must accompany them, and the contractual obligations between the parties. For dangerous goods, begin with the actual route, transport modes, goods and packaging. A commercial agreement does not determine the complete safety requirements.
This overview identifies the principal modal dangerous goods frameworks and two important contracts-of-carriage regimes. Its edition references were checked on 12 October 2026.
Road and rail: ADR and RID
ADR 2025, applicable from 1 January 2025, sets dangerous goods requirements for road transport, including classification, consignment procedures, packaging, vehicles and participant duties. Check the relevant national implementation and any specific transitional provisions.
RID 2025, effective from 1 January 2025, is the dangerous goods regulation for rail transport and forms Appendix C to COTIF. OTIF explains that EU law extends RID to national transport through Directive 2008/68/EC. Rail requirements must be assessed for the wagon, substance and operation concerned.
Use the official editions with their published corrections. A future amendment notice is not evidence that its provisions already apply.
Sea and air: IMDG and ICAO Technical Instructions
For packaged dangerous goods at sea, the IMDG Code, 2024 edition incorporating amendment 42-24, became mandatory on 1 January 2026. Maritime bulk cargoes can involve other IMO instruments; identify the form of carriage before selecting the reference.
For air transport, the ICAO Technical Instructions, Doc 9284, 2025–2026 edition, apply to operations from 1 January 2025 through 31 December 2026. Consult addenda, corrigenda and applicable State variations. Air transport requirements need their own assessment; an exemption used for a road leg does not establish permission for an air leg.
CMR and CIM: contracts, documents and liability
CMR addresses international carriage of goods by road for reward when the contractual collection and delivery places are in different countries and at least one is a contracting country, subject to its scope and exclusions. It standardises contractual and carrier-liability conditions. The CMR consignment note records the carriage information; electronic use requires checking the applicable e-CMR framework.
CIM, Appendix B to COTIF, governs international rail contracts within its scope. It addresses the contract, consignment note and responsibilities between consignor, carrier and consignee.
Contractual allocation and dangerous goods duties need separate review. The parties arranging payment or delivery can differ from those performing consigning, filling, packing, loading, carriage or unloading. Record both sets of roles.
Prepare a review of the complete route
List each transport leg, transfer point and responsible organisation. Gather product and classification information, quantities, packaging details, planned modes, consignment documents and contract terms. Check that the information remains consistent when goods pass from road to rail, sea or air.
Identify unresolved requirements before accepting a proposed arrangement. A familiar UN number, supplier SDS or standard consignment-note template cannot demonstrate compliance for every transport mode or decide a liability dispute. Specific approval, customs and carrier-acceptance questions may also require review.
DGSA advisory services can help identify dangerous goods questions for operations involving Spain. Contact DGSA with the route, goods, packaging and parties involved.