Managing hazardous cargo across Gulf borders
Sonia Sali
When chemicals and hazardous materials are transported, they require more than just precision. Companies need to go beyond and ensure that every step of the process is carefully managed — from packing and government approvals to transportation. Speaking to CargoTalk Middle East, Aaron Smith, CEO, ACI Logistics, talks about the process of moving hazardous materials across the Gulf.
What are the key regulatory challenges in moving hazardous materials across GCC borders?
Regulatory fragmentation is the biggest hurdle. Individual GCC states layer their own rules on top of international standards such as the UN Recommendations on Transport of Dangerous Goods. The UAE applies Federal Law No. 24 of 1999 on hazardous materials alongside its own import and export permits, while the UAE and Saudi Arabia require separate civil defence approvals for transport and storage not uniformly mandated elsewhere, and road standards like ADR are now being considered in parts of the region. For multi-border shipments, we plan around that variation rather than assuming one approval carries across every crossing.
How do you prevent leaks, spills and contamination during hazardous-material transport?
Safety starts with layered controls rather than a single safeguard. Our vehicles, packaging and containers meet UN and IMDG/ADR-equivalent standards, compatible loading, and leak-detection checks built into every handover. Warehouse teams follow strict segregation and labelling protocols for incompatible substances, and every site carries spill-response kits and emergency shutdown procedures. Drivers and warehouse staff complete certified training covering packaging, labelling, and emergency response and refreshed annually or after any incident.
What technologies do you use to monitor hazardous shipments in real time?
We rely on GPS on every hazardous consignment, giving real-time visibility into location, route adherence, and unplanned stops. Temperature and humidity sensors monitor sensitive cargo continuously, with automated alerts if readings drift outside safe thresholds and tamper-evident seals confirm the load hasn't been opened in transit. All of this feeds into our operations team who watches around the clock, so any deviation, from a temperature excursion to an unscheduled route detour, triggers an immediate response.
How does extreme heat affect hazardous-material transport, and is regional infrastructure equipped to handle growing volumes?
Extreme heat is a genuine operational constraint. Many chemicals have narrow stability ranges, and summer road and container temperatures can exceed safe limits within hours, so temperature-controlled vehicles and insulated packaging aren't optional for sensitive cargo, they're essential. Loading and unloading windows are scheduled around peak heat where possible. Regionally, infrastructure is improving but uneven: major hubs and highways are well equipped, while some border facilities and secondary routes still lack dedicated hazardous cargo bays, climate-controlled storage, or rapid inspection lanes. As regional trade volumes continue growing, continued investment in purpose-built hazmat infrastructure will be essential to keep pace safely.
How do you plan routes for hazardous-material shipments, and which routes or facilities must be avoided?
Route planning for hazardous cargo starts well before the vehicle leaves the yard. Depending on the Class of DG, routes are mapped to avoid densely populated urban centres, tunnels, and sites with restricted hazardous transit permissions, favouring roads specifically approved for dangerous goods movement. For some DG goods, we need to factor in proximity to hospitals, schools, and water sources when selecting alternatives, and coordinate timing to avoid peak traffic where an incident would have greater impact. Certain border crossings and facilities without proper hazmat handling infrastructure are excluded entirely. Every route is reviewed against current permits, seasonal restrictions, and local conditions before dispatch, not assumed valid from a previous shipment, globally.
What certifications, permits and approvals are required to transport dangerous goods by air, and how do they vary by degree of hazard?
Handling dangerous goods by air requires IATA Dangerous Goods Regulations (DGR) certification for staff in acceptance, handling, and documentation, backed by a qualified Dangerous Goods Safety Advisor. Beyond that, civil aviation authority approvals and shipment-specific permits apply, and requirements shift with the material: standalone lithium batteries, for example, are barred from passenger aircraft entirely, while devices with inbuilt batteries need individual airline approval. Explosives, flammable liquids, toxic substances, and corrosives each carry distinct classification, packaging, and documentation obligations under the UN Recommendations and IATA DGR, so no two hazard classes clear the same way.
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