Ingangsdatum:
04-06-1999
Geldig tot en met:
02-12-2004
1 Brown coal (lignite) briquettes are
manufactured by pressing dried coal particles into compressed blocks.
2 Briquettes are subject to
oxidation, leading to depletion of oxygen and an increase in carbon dioxide in
the cargo space (see also section 3 and Appendix F).
3 Brown coal briquettes are liable
to self-heating that can lead to spontaneous combustion in the cargo space. If
this occurs, flammable and toxic gases, including carbon monoxide, may be
produced. Carbon monoxide is an odourless gas, slightly lighter than air, and
has flammable limits in air of 12% to 75% by volume. It is toxic by inhalation,
with an affinity for blood haemoglobin over 200 times that of oxygen.
4 Brown coal briquettes do not emit
methane under normal stowage conditions.
Segregation and stowage
requirements1 Boundaries of cargo spaces where
briquettes are carried should be resistant to fire and liquids.
2 Briquettes should be ’separated
from’ goods of classes 1 (division 1.4), 2, 3, 4, and 5 in packaged form (see
IMDG Code) and ’separated from’ solid bulk materials of classes 4 and 5.1.
3 Stowage of goods of class 5.1 in
packaged form or solid bulk materials of class 5.1 above or below a briquette
cargo should be prohibited.
4
Briquettes should be ’separated longitudinally by an intervening complete
compartment or hold from’ goods of class 1 other than division 1.4.
Note: For interpretation of the
segregation terms, see section 9, paragraph 9.3.3.
General requirements1 Prior to loading, the shipper, or
their appointed agent, should provide in writing to the master, the
characteristics of the cargo and the recommended safe handling procedures for
loading and transport of the cargo. As a minimum, the cargo’s contract
specifications for moisture content, sulphur content and size should be stated.
2 It is recommended that briquettes
be stored for 7 days prior to loading. This substantially reduces the risk of
spontaneous combustion in subsequent transport, storage and handling.
3 Before loading briquettes the
master should ensure the following:
.1 weather
deck closures to the cargo space should be inspected to ensure their integrity.
Such closures should be closed and sealed before loading is commenced;
.2 all cargo spaces and bilge wells
should be cleaned and dry. Any residue of waste material or previous cargo
should be removed, including removable cargo battens, before loading;
.3 all electrical cables and
components situated in cargo spaces and adjacent spaces should be free from
defects. Such cables and electrical components should be safe for use in a
flammable and/or dusty atmosphere or positively isolated;
.4 the briquette cargo should not
be stowed adjacent to hot areas;
.5
the ship should be suitably fitted and carry on board appropriate instruments
for measuring the following without requiring entry into the cargo space:
.5.1 concentration of methane in the
atmosphere above the cargo;
.5.2
concentration of oxygen in the atmosphere above the cargo;
.5.3 concentration of carbon
monoxide in the atmosphere above the cargo; and
.5.4 pH value of cargo hold bilge
samples.
These instruments should be regularly serviced
and calibrated. Ship personnel should be trained in the use of such
instruments. Details of gas monitoring procedures are given in Appendix G;
.6 it is recommend that means be provided for
monitoring the temperature of the cargo in the range of 0ºC to 100ºC. Such
arrangements should enable the temperature of the briquettes cargo to be
measured during the voyage without requiring entry into the cargo space; and
.7 the ship should carry on board
the self-contained breathing apparatus required by SOLAS regulation II-2/17.
The self-contained breathing apparatus should be worn only by personnel trained
in its use (see also section 3 and appendix F).
4 Loading
the briquette cargo:
.1 Smoking and the use of
naked flames should not be permitted in the cargo areas and adjacent spaces and
appropriate warning notices should be posted in conspicuous places. Burning,
cutting, chipping, welding or other sources of ignition should not be permitted
in the vicinity of cargo spaces or in other adjacent spaces.
.2 Briquettes should not be dropped
more than one metre during loading to minimise the production of dust and
fines.
.3 Individual cargo spaces
should be loaded without interruption where possible. Hot spots can be expected
to develop in a hold that has been kept open for more than six days (or less in
weather over 30° Celsius).
.4
Individual cargo spaces should be closed and sealed as soon as possible after
each has been loaded. The hatch covers can also be additionally sealed with a
suitable sealing tape.
.5 Prior to
departure, the master should be satisfied that the surface of the material has
been trimmed reasonably level to the boundaries of the cargo space to avoid the
formation of gas pockets and to prevent air from permeating the body of the
briquettes. Casings leading into the cargo space should be adequately sealed.
The shipper should ensure that the master receives the necessary co-operation
from the loading terminal (see also section 5).
5 After
loading, sealing the cargo space and during the voyage:
.1 The master should ensure, as far as
possible, that any gases which may be emitted from the cargo do not accumulate
in adjacent enclosed spaces, e.g.. store-rooms, carpenter’s shop, passage ways,
tunnels, etc. Such spaces should be adequately ventilated and regularly
monitored for methane, oxygen and carbon monoxide.
.2 Under no circumstances should
the hatches be opened or the hold ventilated or entered during the voyage.
.3 The atmosphere in the space
above the cargo in each cargo space should be regularly monitored for the
presence of methane, oxygen and carbon monoxide.
.4 The frequency of the monitoring
should depend upon the information provided by the shipper and the information
obtained through the analysis of the atmosphere in the cargo space. The
readings should be recorded at least daily and as close as practical to the
same time of day. The shipper may request more frequent readings, particularly
if there is evidence of significant self heating during the voyage.
.5 The oxygen level in the hold
will fall from an initial 21% over a period of days to stabilise at levels of
the order of 6-15% in a sealed hold. If the oxygen level does not fall below
20%, or rapidly increases after an initial fall, it is possible that the hold
is inadequately sealed and is at risk of spontaneous combustion.
.6 Carbon monoxide levels will
build up to concentrations which fluctuate in the 200-2000 parts per million
(ppm) range in a safe, well sealed hold. A rapid increase of approximately 1000
ppm in carbon monoxide levels in a brown coal briquette cargo over a 24 hour
period is a possible indicator of spontaneous combustion, particularly if
accompanied by an increase in methane levels.
.7 The methane composition in
briquette cargoes is normally low, less than 5 ppm and does not constitute a
hazard. However, a sudden and continuing rise in methane levels, to
concentrations above 10 ppm, is an indicator of the occurrence of spontaneous
combustion in the hold.
.8 The
temperature in a brown coal briquette cargo in a well sealed hold normally
remains at 5-10ºC above sea water temperature, the increase being due to normal
diurnal breathing of small quantities of air into the hold. Checking of the
hold seals to minimise air leakage is essential. A rapid increase in
temperature of approximately 20ºC over 24 hours is evidence of spontaneous
combustion.
.9 Regular hold bilge
testing should be systematically carried out. If the pH monitoring indicates
that a corrosion risk exists, the master should ensure that all bilges are kept
dry during the voyage in order to avoid possible accumulation of acids on tank
tops and in the bilge system.
.10 If
the behaviour of the cargo during the voyage differs from that specified in the
cargo declaration, the master should report such differences to the shipper.
Such reports will enable the shipper to maintain records on the behaviour of
the brown coal briquette cargoes, so that the information being provided to the
master can be reviewed in the light of the transport experience.
6 Prior to, and during discharge:
.1 Cargo spaces are to be opened immediately
prior to the commencement of discharge of that space. The cargo can be sprayed
with a fine water spray to reduce dust.
.2 Personnel are not to enter the
cargo space without having tested the atmosphere above the cargo. If the
atmosphere contains oxygen levels below 21%, self-contained breathing apparatus
is to be worn. Carbon dioxide and carbon monoxide gas levels should also be
tested. The recommended Threshold Limit Value (TLV) for carbon monoxide is 50
ppm.
.3 During the discharge,
attention should be paid to the cargo for signs of hot spots (i.e. steaming).
If a hot spot is detected, the area is to be sprayed with a fine water spray
and the hot spot removed immediately to prevent spreading. The hot spot
material is to be spread out on the wharf away from the remainder of the cargo.
.4 If the discharge is interrupted
for more than eight hours, the hatch covers and all other ventilation should be
closed.
Response to self-heating concernIf the ship’s master is concerned that the cargo is
showing any signs of self heating or spontaneous combustion, such as an
increase in the concentration of methane, carbon monoxide or oxygen or an
increase in temperature, as described above, the following actions should be
taken:
1 The ship’s agent at the
loading port, and the person designated under the ISM Code who is responsible
for the safety aspects of the ship's operation, should be advised immediately.
2 The ship personnel should
immediately check if the hatches have been opened or the seals broken. If this
is the case, they should immediately be closed and the cargo space resealed.
3 Personnel should not enter the
cargo space and the hatches should not be opened, unless expressly instructed
by the ship’s agent or if the master considers access is critical to the safety
of the ship or safety of life. In this situation, the personnel must wear
self-contained breathing apparatus and this should be worn only by personnel
trained in its use (see also section 3 and Appendix F). The cargo space must be
re-sealed immediately after the personnel vacate the cargo space.
4 The frequency of monitoring the
gas composition and temperature of the cargo should be increased.
5 As soon as possible, the
following information should be sent to the ship’s owner or agent at the
loading port to obtain expert advice:
.1 the
number of holds involved;
.2
monitoring results of the carbon monoxide, methane and oxygen concentrations;
.3 if available, temperature of the
cargo, location and method used to obtain results;
.4 the time the gas analyses were
taken (monitoring routine);
.5 the
quantity of briquettes in the hold(s) involved;
.6 the description of the cargo as
per the shippers declaration, and any special precautions indicated on the
declaration;
.7 the date of loading,
and ETA at the intended discharge port (which should be specified); and .8 any
other comments or observations the ship’s master may consider
relevant."