02 IBC-Code International code for the construction and equipment of ships carrying dangerous chemicals in bulk - Netherlands Regulatory Framework (NeRF)

Ingangsdatum: 01-07-1986

Geldig tot en met: 31-12-2006

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Chapter 01 General

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2.3.1 The provision and control of valves fitted to discharges led through the shell from spaces below the freeboard deck or from within the superstructures and deckhouses on the freeboard deck fitted with weathertight doors should comply with the requirements of the relevant regulation of the International Convention on Load Lines in force, except that the choice of valves should be limited to:
.1 one automatic non-return valve with a positive means of closing from above the freeboard deck; or
.2 where the vertical distance from the summer load waterline to the inboard end of the discharge pipe exceeds 0.01 L, two automatic non-return valves without positive means of closing, provided that the inboard valve is always accessible for examination under service conditions.

2.3.2 For the purpose of this chapter "summer load waterline" and "freeboard deck", have the meanings as defined in the International Convention on Load Lines in force.

2.3.3 The automatic non-return valves referred to in 2.3.1.1 and 2.3.1.2 should be fully effective in preventing admission of water into the ship, taking into account the sinkage, trim and heel in survival requirements in 2.9.

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Ingangsdatum: 01-07-1986

Geldig tot en met: 30-06-1998

2.3.1 The provision and control of valves fitted to discharges led through the shell from spaces below the freeboard deck or from within the superstructures and deckhouses on the freeboard deck fitted with weathertight doors should comply with the requirements of the relevant regulation of the International Convention on Load Lines in force, except that the choice of valves should be limited to:
.1 one automatic non-return valve with a positive means of closing from above the freeboard deck; or
.2 where the vertical distance from the summer load waterline to the inboard end of the discharge pipe exceeds 0.01 L, two automatic non-return valves without positive means of closing, provided that the inboard valve is always accessible for examination under service conditions.

2.3.2 For the purpose of this chapter "summer load waterline" and "freeboard deck", have the meanings as defined in the International Convention on Load Lines in force.

2.3.3 The automatic non-return valves referred to in 2.3.1.1 and 2.3.1.2 should be fully effective in preventing admission of water into the ship, taking into account the sinkage, trim and heel in survival requirements in 2.9.

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2.4 Conditions of loading

Ingangsdatum: 01-07-1986

Ingangsdatum: 01-07-1986

Geldig tot en met: 31-12-2006

2.8.1 Ships should be capable of surviving the damage indicated in 2.5 with the flooding assumptions in 2.7 to the extent determined by the ship's type according to the following standards:
.1 A type 1 ship should be assumed to sustain damage anywhere in its length;
.2 A type 2 ship of more than 150 m in length should be assumed to sustain damage anywhere in its length;
.3 A type 2 ship of 150 m in length or less should be assumed to sustain damage anywhere in its length except involving either of the bulkheads bounding a machinery space located aft;
.4 A type 3 ship of more than 225 m in length should be assumed to sustain damage anywhere in its length;
.5 A type 3 ship of 125 m in length or more but not exceeding 225m in length should be assumed to sustain damage anywhere in its length except involving either of the bulkheads bounding a machinery space located aft;
.6 A type 3 ship below 125 m in length should be assumed to sustain damage anywhere in its length except involving damage to the machinery space when located aft. However, the ability to survive the flooding of the machinery space should be considered by the Administration.

2.8.2 In the case of small type 2 and type 3 ships which do not comply in all respects with the appropriate requirements of 2.8.1.3 and 2.8.1.6, special dispensations may only be considered by the Administration provided that alternative measures can be taken which maintain the same degree of safety. The nature of the alternative measures should be approved and clearly stated and be available to the port Administration. Any such dispensation should be duly noted on the International Certificate of Fitness referred to in 1.5.3.

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2.9 Survival requirements

2.9.1 Ships subject to the Code should be capable of surviving the assumed damage specified in 2.5 to the standard provided in 2.8 in a condition of stable equilibrium and should satisfy the following criteria.

2.9.2 In any stage of flooding:
.1 the waterline, taking into account sinkage, heel and trim, should be below the lower edge of any opening through which progressive flooding or downflooding may take place. Such openings should include air pipes and openings which are closed by means of weathertight doors or hatch covers and may exclude those openings closed by means of watertight manhole covers and watertight flush scuttles, small watertight cargo tank hatch covers which maintain the high integrity of the deck, remotely operated watertight sliding doors, and sidescuttles of the non-opening type;
.2 the maximum angle of heel due to unsymmetrical flooding should not exceed 2 5°, except that this angle may be increased up to 30° if no deck immersion occurs;
.3 The residual stability during intermediate stages of flooding should be to the satisfaction of the Administration. However, it should never be significantly less than that required by 2.9.3.

2.9.3 At final equilibrium after flooding:
.1 The righting lever curve should have a minimum range of 20° beyond the position of equilibrium in association with a maximum residual righting lever of at least 0.1 m within the 20° range; the area under the curve within this range should not be less than 0.0175 metre radians. Unprotected openings should not be immersed within this range unless the space concerned is assumed to be flooded. Within this range, the immersion of any of the openings listed in 2.9.2.1 and other openings capable of being closed weathertight may be permitted; and
.2 the emergency source of power should be capable of operating.

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Ingangsdatum: 30-10-1988

Geldig tot en met: 31-12-2006

2.9.1 Ships subject to the Code should be capable of surviving the assumed damage specified in 2.5 to the standard provided in 2.8 in a condition of stable equilibrium and should satisfy the following criteria.

2.9.2 In any stage of flooding:
.1 the waterline, taking into account sinkage, heel and trim, should be below the lower edge of any opening through which progressive flooding or downflooding may take place. Such openings should include air pipes and openings which are closed by means of weathertight doors or hatch covers and may exclude those openings closed by means of watertight manhole covers and watertight flush scuttles, small watertight cargo tank hatch covers which maintain the high integrity of the deck, remotely operated watertight sliding doors, and sidescuttles of the non-opening type;
.2 the maximum angle of heel due to unsymmetrical flooding should not exceed 2 5°, except that this angle may be increased up to 30° if no deck immersion occurs;
.3 the residual stability during intermediate stages of flooding should be to the satisfaction of the Administration. However, it should never be significantly less than that required by 2.9.3.

2.9.3 At final equilibrium after flooding:
.1 the righting lever curve should have a minimum range of 20° beyond the position of equilibrium in association with a maximum residual righting lever of at least 0.1m within the 20° range; the area under the curve within this range should not be less than 0.0175 metre radians. Unprotected openings should not be immersed within this range unless the space concerned is assumed to be flooded. Within this range, the immersion of any of the openings listed in 2.9.2.1 and other openings capable of being closed weathertight may be permitted; and
.2 the emergency source of power should be capable of operating

Ingangsdatum: 01-07-1986

Geldig tot en met: 31-12-2006

3.3.1 Cargo pump rooms should be so arranged as to ensure:
.1 unrestricted passage at all times from any ladder platform and from the floor; and
.2 unrestricted access to all valves necessary for cargo handling for a person wearing the required personnel protective equipment.

3.3.2 Permanent arrangements should be made for hoisting an injured person with a rescue line while avoiding any projecting obstacles.

3.3.3 Guard railings should be installed on all ladders and platforms.

3.3.4 Normal access ladders should not be fitted vertical and should incorporate platforms at suitable intervals.*

* Reference is made to the Recommendation on Safe Access to and Working in Large Tanks (resolution A.272(VIII)) as amended by resolution A.330(IX). Relevant extract of the Resolutions are reproduced at Annex...

3.3.5 Means should be provided to deal with drainage and any possible leakage from cargo pumps and valves in cargo pump rooms. The bilge system serving the cargo pump room should be operable from outside the cargo pump room. One or more slop tanks for storage of contaminated bilge water or tank washings should be provided. A shore connection with a standard coupling or other facilities should be provided for transferring contaminated water to on-shore slop tanks.

3.3.6 Pump discharge pressure gauges should be provided outside the cargo pump room.

3.3.7 Where machinery is driven by shafting passing through a bulkhead or deck, gas-tight seals with efficient lubrication or other means of ensuring the permanence of the gas seal should be fitted in way of the bulkhead or deck.

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3.4 Access to spaces in the cargo area

Ingangsdatum: 01-07-1986

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3.4.1 Access to cofferdams, ballast tanks, cargo tanks and other spaces in the cargo area should be direct from the open deck and such as to ensure their complete inspection. Access to double bottom spaces may be through a cargo pump room, pump room, deep cofferdam, pipe tunnel or similar compartments, subject to consideration of ventilation aspects.

3.4.2 For access through horizontal openings, hatches or manholes, the dimensions should be sufficient to allow a person wearing a self-contained air breathing apparatus and protective equipment to ascend or descend any ladder without obstruction and also to provide a clear opening to facilitate the hoisting of an injured person from the bottom of the space. The minimum clear opening should be not less than 600 mm by 600 mm.

3.4.3 For access through vertical openings, or manholes providing passage through the length and breadth of the space, the minimum clear opening should be not less than 600 mm by 800 mm at a height of not more than 600 mm from the bottom shell plating unless gratings or other footholds are provided.

3.4.4 Smaller dimensions may be approved by the Administration in special circumstances, if the ability to traverse such openings or to remove an injured person can be proved to the satisfaction of the Administration.

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Ingangsdatum: 01-07-1986

Geldig tot en met: 31-12-2006

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5.1 Piping scantlings

5.1.1 Subject to the conditions stated in 5.1.4 the wall thickness (t) of pipes should not be less than:

t ₀ =theoretical thickness

t ₀ = PD/20 (Ke + P) (mm)
with
P = design pressure (bar) referred to in 5.1.2
D = outside diameter (mm)
K = allowable stress (N/.) referred to in 5.1.5
e = efficiency factor equal to 1.0 for seamless pipes and for longitudinally or spirally welded pipes, delivered by approved manufacturers of welded pipes, which are considered equivalent to seamless pipes when non-destructive testing on welds is carried out in accordance with recognized standards. In other cases, an efficiency factor of less than 1.0, in accordance with recognized standards, may be required depending on the manufacturing process.

b = allowance for bending (mm). The value of b should be chosen so that the calculated stress in the bend, due to internal pressure only, does not exceed the allowable stress.
Where such justification is not given, b should be not less than:

r = mean radius of the bend (mm).
c = corrosion allowance (mm). If corrosion or erosion is expected, the wall thickness of piping should be increased over that required by the other design requirements.
a = negative manufacturing tolerance for thickness (%).

5 1.2 The design pressure P in the formula for t 0 in 5.1.1 is the maximum gauge pressure to which the system may be subjected in service, taking into account the highest set pressure on any relief valve on the system.

5.1.3 Piping and piping system components which are not protected by a relief valve, or which may be isolated from their relief valve, should be designed for at least the greatest of :
.1 for piping systems or components which may contain some liquid, the saturated vapour pressure at 45 °c;
.2 the pressure setting of the associated pump discharge relief valve;
.3 the maximum possible total pressure head at the outlet of the associated pumps when a pump discharge relief valve is not installed.

5.1.4 The design pressure should not be less than 10 bar gauge except for open ended lines where it should be not less than 5 bar gauge.

5.1.5 For pipes, the allowable stress to be considered in the formula for to in 5.1.1 is the lower of the following values:

where:
R_m = specified minimum tensile strength at ambient temperature (N/㎟)
R_e = specified minimum yield stress at ambient temperature (N/㎟). If the stress-strain curve does not show a defined yield stress, the 0.2 per cent proof stress applies.
A and B should have values of at least
A = 2.7 and B = 1.8.

5.1.6.1 The minimum wall thickness should be in accordance with Recognized Standards.*
______________
* Recognized Standards for the purpose of this chapter are standards laid down and maintained by a classification society recognized by the Administration.

5.1.6.2 Where necessary for mechanical strength to prevent damage, collapse, excessive sag or buckling of pipes due to weight of pipes and content and to superimposed loads from supports, ship deflection or other causes, the wall thickness should be increased over that required by 5.1.1 or, if this is impracticable or would cause excessive local stresses, these loads should be reduced, protected against or eliminated by other design methods.

5.1.6.3 Flanges, valves and other fittings should be in accordance with recognized standards, taking into account the design pressure defined under 5.1.2.

5.1.6.4 For flanges not complying with a standard the dimensions of flanges and relative bolts should be to the satisfaction of the Administration.

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Ingangsdatum: 01-07-1986

Geldig tot en met: 30-06-1998

5.1.1 Subject to the conditions stated in 5.1.4 the wall thickness (t) of pipes should not be less than:

t ₀ =theoretical thickness

t ₀ = PD/20 (Ke + P) (mm)
with
P = design pressure (bar) referred to in 5.1.2
D = outside diameter (mm)
K = allowable stress (N/.) referred to in 5.1.5
e = efficiency factor equal to 1.0 for seamless pipes and for longitudinally or spirally welded pipes, delivered by approved manufacturers of welded pipes, which are considered equivalent to seamless pipes when non-destructive testing on welds is carried out in accordance with recognized standards. In other cases, an efficiency factor of less than 1.0, in accordance with recognized standards, may be required depending on the manufacturing process.

b = allowance for bending (mm). The value of b should be chosen so that the calculated stress in the bend, due to internal pressure only, does not exceed the allowable stress.
Where such justification is not given, b should be not less than:

r = mean radius of the bend (mm).
c = corrosion allowance (mm). If corrosion or erosion is expected, the wall thickness of piping should be increased over that required by the other design requirements.
a = negative manufacturing tolerance for thickness (%).

5 1.2 The design pressure P in the formula for t 0 in 5.1.1 is the maximum gauge pressure to which the system may be subjected in service, taking into account the highest set pressure on any relief valve on the system.

5.1.3 Piping and piping system components which are not protected by a relief valve, or which may be isolated from their relief valve, should be designed for at least the greatest of :
.1 for piping systems or components which may contain some liquid, the saturated vapour pressure at 45 °c;
.2 the pressure setting of the associated pump discharge relief valve;
.3 the maximum possible total pressure head at the outlet of the associated pumps when a pump discharge relief valve is not installed.

5.1.4 The design pressure should not be less than 10 bar gauge except for open ended lines where it should be not less than 5 bar gauge.

5.1.5 For pipes, the allowable stress to be considered in the formula for to in 5.1.1 is the lower of the following values:

where:
R_m = specified minimum tensile strength at ambient temperature (N/㎟)
R_e = specified minimum yield stress at ambient temperature (N/㎟). If the stress-strain curve does not show a defined yield stress, the 0.2 per cent proof stress applies.
A and B should have values of at least
A = 2.7 and B = 1.8.

5.1.6.1 The minimum wall thickness should be in accordance with Recognized Standards.*
______________
* Recognized Standards for the purpose of this chapter are standards laid down and maintained by a classification society recognized by the Administration.

5.1.6.2 Where necessary for mechanical strength to prevent damage, collapse, excessive sag or buckling of pipes due to weight of pipes and content and to superimposed loads from supports, ship deflection or other causes, the wall thickness should be increased over that required by 5.1.1 or, if this is impracticable or would cause excessive local stresses, these loads should be reduced, protected against or eliminated by other design methods.

5.1.6.3 Flanges, valves and other fittings should be in accordance with recognized standards, taking into account the design pressure defined under 5.1.2.

5.1.6.4 For flanges not complying with a standard the dimensions of flanges and relative bolts should be to the satisfaction of the Administration.

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5.2 Piping fabrication and ioinirtg details

5.2.1 The requirements of this section apply to piping inside and outside the cargo tanks. However, relaxations from these requirements may be accepted in accordance with recognized standards for open-ended piping and for piping inside cargo tanks except for cargo piping serving other cargo tanks.

5.2.2 Cargo piping should be joined by welding except:
.1 for approved connections to shutoff valves and expansion joints; and
.2 for other exceptional cases specifically approved by the Administration.

5.2.3 The following direct connections of pipe lengths, without flanges may be considered:
.1 Butt welded joints with complete penetration at the root may be used in all applications.
.2 Slip-on welded joints with sleeves and related welding having dimensions in accordance with recognized standards should only be used for pipes with an external diameter of 50 mm or less. This type of joint should not be used when crevice corrosion is expected to occur.
.3 Screwed connections in accordance with recognized standards should only be used for accessory lines and instrumentation lines with external diameters of 25 mm or less.

5.2.4 Expansion of piping should normally be allowed for by the provision of expansion loops or bends in the piping system.
.1 Bellows in accordance with recognized standards may be specially considered.
.2 Slip joints should not be used.

5.2.5 Welding, post weld heat treatment and non-destructive testing should be performed in accordance with Recognized Standards.

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Ingangsdatum: 01-07-1986

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5.2.1 The requirements of this section apply to piping inside and outside the cargo tanks. However, relaxations from these requirements may be accepted in accordance with recognized standards for open-ended piping and for piping inside cargo tanks except for cargo piping serving other cargo tanks.

5.2.2 Cargo piping should be joined by welding except:
.1 for approved connections to shutoff valves and expansion joints; and
.2 for other exceptional cases specifically approved by the Administration.

5.2.3 The following direct connections of pipe lengths, without flanges may be considered:
.1 Butt welded joints with complete penetration at the root may be used in all applications.
.2 Slip-on welded joints with sleeves and related welding having dimensions in accordance with recognized standards should only be used for pipes with an external diameter of 50 mm or less. This type of joint should not be used when crevice corrosion is expected to occur.
.3 Screwed connections in accordance with recognized standards should only be used for accessory lines and instrumentation lines with external diameters of 25 mm or less.

5.2.4 Expansion of piping should normally be allowed for by the provision of expansion loops or bends in the piping system.
.1 Bellows in accordance with recognized standards may be specially considered.
.2 Slip joints should not be used.

5.2.5 Welding, post weld heat treatment and non-destructive testing should be performed in accordance with Recognized Standards.

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5.3 Flange connections

5.3.1 Flanges should be of the welded neck, slip-on or socket welded type. However, socket welded type flanges should not be used in nominal size above 50mm.

5.3.2 Flanges should be selected an to type and manufacture and tested in accordance with a standard acceptable to the Administration.

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Ingangsdatum: 01-07-1986

Geldig tot en met: 30-06-1998

5.3.1 Flanges should be of the welded neck, slip-on or socket welded type. However, socket welded type flanges should not be used in nominal size above 50mm.

5.3.2 Flanges should be selected an to type and manufacture and tested in accordance with a standard acceptable to the Administration.

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5.4 Test requirements for piping

5.4.1 The test requirements of this section apply to piping inside and outside cargo tanks. However, Administration may accept relaxations from these requirements for piping inside cargo tanks and open ended piping.

5.4.2 After assembly, each cargo piping system should be subject to a hydrostatic test to at least 1.5 times the design pressure. However, when piping systems or parts of systems are completely manufactured and equipped with all fittings, the hydrostatic test may be conducted prior to installation aboard the ship. Joints welded on board should be hydrostatically tested to at least 1.5 times the design pressure.

5.4.3 After assembly on board, each cargo piping system should be tested for leaks to a pressure depending on the method applied.

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Ingangsdatum: 01-07-1986

Geldig tot en met: 30-06-1998

5.4.1 The test requirements of this section apply to piping inside and outside cargo tanks. However, Administration may accept relaxations from these requirements for piping inside cargo tanks and open ended piping.

5.4.2 After assembly, each cargo piping system should be subject to a hydrostatic test to at least 1.5 times the design pressure. However, when piping systems or parts of systems are completely manufactured and equipped with all fittings, the hydrostatic test may be conducted prior to installation aboard the ship. Joints welded on board should be hydrostatically tested to at least 1.5 times the design pressure.

5.4.3 After assembly on board, each cargo piping system should be tested for leaks to a pressure depending on the method applied.

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5.5 Piping arrangements

5.5.1 Cargo piping should not be installed under deck between the outboard side of the cargo containment spaces and the skin of the ship unless clearances required for damage protection (see 2.6) are maintained; but such distances may be reduced where damage to the pipe would not cause release of cargo provided that the clearance required for inspection purposes is maintained.

5.5.2 Cargo piping, located below the main deck, may run from the tank at serves and penetrate tank bulkheaks or boundaries common to longitudinally or transversally adjacent (longitudinally or transversally) cargo tanks, ballast tanks, empty tanks, pump rooms or cargo pump rooms provided that inside the tank it serves it is fitted with a stop valve operable from the weather deck and provided cargo compatibility is assured in the event of piping failure. As an exception, where a cargo tank is adjacent to a cargo pump room, the stop valve operable from the weather deck may be situated on the tank bulkhead on the cargo pump room side. As an exception, where a cargo tank is adjacent to a cargo pump room, the stop valve operable from the weather deck may be situated on the tank bulkhead on the cargo pump room side, provided an additional valve is fitted between the bulkhead valve and the cargo pump. A totally enclosed hydraulically-operated valve located outside the cargo tank may, however, be accepted, provided that the valve is:
.1 designed to preclude the risk of leakage;
.2 fitted on the bulkhead of the cargo tank which it serves;
.3 suitably protected against mechanical damage;
.4 fitted at a distance from the shell, as required for damage protection; and
.5 operable from the weather deck.

5.5.3 In any cargo pump room where a pump serves more than one tank, a stop valve should be fitted in the line to each tank.

5.5.4 Cargo piping installed in pipe tunnels should also comply with the requirements of 5.5.1 and 5.5.2. Pipe tunnels should satisfy all tank requirements for construction, location and ventilation and electrical hazard requirements. Cargo compatibility should be assured in the event of a piping failure. The tunnel should not have any other openings except to the weather deck and cargo pump room or pump room.

5.5.5 Cargo piping passing through bulkheads should be so arranged as to preclude excessive stresses at the bulkhead and should not utilize flanges bolted through the bulkhead.

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Ingangsdatum: 01-07-1986

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5.5.1 Cargo piping should not be installed under deck between the outboard side of the cargo containment spaces and the skin of the ship unless clearances required for damage protection (see 2.6) are maintained; but such distances may be reduced where damage to the pipe would not cause release of cargo provided that the clearance required for inspection purposes is maintained.

5.5.2 Cargo piping, located below the main deck, may run from the tank at serves and penetrate tank bulkheaks or boundaries common to longitudinally or transversally adjacent (longitudinally or transversally) cargo tanks, ballast tanks, empty tanks, pump rooms or cargo pump rooms provided that inside the tank it serves it is fitted with a stop valve operable from the weather deck and provided cargo compatibility is assured in the event of piping failure. As an exception, where a cargo tank is adjacent to a cargo pump room, the stop valve operable from the weather deck may be situated on the tank bulkhead on the cargo pump room side. As an exception, where a cargo tank is adjacent to a cargo pump room, the stop valve operable from the weather deck may be situated on the tank bulkhead on the cargo pump room side, provided an additional valve is fitted between the bulkhead valve and the cargo pump. A totally enclosed hydraulically-operated valve located outside the cargo tank may, however, be accepted, provided that the valve is:
.1 designed to preclude the risk of leakage;
.2 fitted on the bulkhead of the cargo tank which it serves;
.3 suitably protected against mechanical damage;
.4 fitted at a distance from the shell, as required for damage protection; and
.5 operable from the weather deck.

5.5.3 In any cargo pump room where a pump serves more than one tank, a stop valve should be fitted in the line to each tank.

5.5.4 Cargo piping installed in pipe tunnels should also comply with the requirements of 5.5.1 and 5.5.2. Pipe tunnels should satisfy all tank requirements for construction, location and ventilation and electrical hazard requirements. Cargo compatibility should be assured in the event of a piping failure. The tunnel should not have any other openings except to the weather deck and cargo pump room or pump room.

5.5.5 Cargo piping passing through bulkheads should be so arranged as to preclude excessive stresses at the bulkhead and should not utilize flanges bolted through the bulkhead.

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5.6 Cargo-transfer control systems

Ingangsdatum: 01-07-1986

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5.6.1 For the purpose of adequately controlling the cargo, cargo transfer systems should be provided with:
.1 one stop valve capable of being manually operated on each tank filling and discharge line, located near the tank penetration; if an individual deepwell pump is used to discharge the contents of a cargo tank, a stop valve is not required on the discharge line of that tank;
.2 one stop valve at each cargo hose connection;
.3 remote shutdown devices for all cargo pumps and similar equipment.

5.6.2 The controls necessary during transfer and/or transport of cargoes covered by the Code other than in cargo pump rooms which have been dealt with elsewhere in the Code should not be located below the weather deck.

5.6.3 For certain products additional cargo transfer control requirements are shown in column "m" in the table of chapter 17.

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5.7 Ship''s cargo hoses

5.7.1 Liquid and vapour hoses used for cargo transfer should be compatible with the cargo and suitable for the cargo temperature.

5.7.2 Hoses subject to tank pressure or the discharge pressure of pumps should be designed for a bursting pressure not less than 5 times the maximum pressure the hose will be subjected to during cargo transfer.

5.7.3 Each new type of cargo hose, complete with end fittings, should be prototype tested to a pressure not less than 5 times its specified maximum working pressure. The hose temperature during this prototype test should be the intended extreme service temperature. Hoses used for prototype testing should not be used for cargo service. Thereafter, before being placed in service, each new length of cargo hose produced should be hydrostatically tested at ambient temperature to a pressure not less than 1.5 times its specified maximum working pressure but not more than two-fifths of its bursting pressure. The hose should be stencilled or otherwise marked with its specified maximum working pressure and, if used in other than ambient temperature services, its maximum and minimum service temperature as applicable. The specified maximum working pressure should not be less than 10 bar gauge.

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Ingangsdatum: 01-07-1986

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5.7.1 Liquid and vapour hoses used for cargo transfer should be compatible with the cargo and suitable for the cargo temperature.

5.7.2 Hoses subject to tank pressure or the discharge pressure of pumps should be designed for a bursting pressure not less than 5 times the maximum pressure the hose will be subjected to during cargo transfer.

5.7.3 Each new type of cargo hose, complete with end fittings, should be prototype tested to a pressure not less than 5 times its specified maximum working pressure. The hose temperature during this prototype test should be the intended extreme service temperature. Hoses used for prototype testing should not be used for cargo service. Thereafter, before being placed in service, each new length of cargo hose produced should be hydrostatically tested at ambient temperature to a pressure not less than 1.5 times its specified maximum working pressure but not more than two-fifths of its bursting pressure. The hose should be stencilled or otherwise marked with its specified maximum working pressure and, if used in other than ambient temperature services, its maximum and minimum service temperature as applicable. The specified maximum working pressure should not be less than 10 bar gauge.

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7.1 General

Ingangsdatum: 01-07-1986

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7.1.1 When provided, any cargo heating or cooling systems should be constructed, fitted and tested to the satisfaction of the Administration. Materials used in the construction of temperature control systems should be suitable for use with the product intended to be carried.

7.1.2 Heating or cooling media should be of a type approved for use with the specific cargo. Consideration should be given to the surface temperature of heating coils or ducts to avoid dangerous reactions from localized overheating or overcooling of cargo. (See also 15.13.6.)

7.1.3 Heating or cooling systems should be provided with valves to isolate the system for each tank and to allow manual regulation of flow.

7.1.4 In any heating or cooling system, means should be provided to ensure that, when in any condition other than empty, a higher pressure can be maintained within the system than the maximum pressure head that could be exerted by the cargo tank contents on the system.

7.1.5 Means should be provided for measuring the cargo temperature.
.1 The means for measuring the cargo temperature should be of restricted or closed type, respectively, when a restricted or closed gauging device is required for individual substances as shown in column "h" in the table of chapter 17.
.2 A restricted temperature measuring device is subject to the definition for a restricted gauging device in 13.1.1.2, e.g. a portable thermometer lowered inside a gauge tube of the restricted type.
.3 A closed temperature measuring device is subject to the definition for closed gauging device in 13.1.1.3, e.g. a remote-reading thermometer of which the sensor is installed in the tank.
.4 When overheating or overcooling could result in a dangerous condition, an alarm system which monitors the cargo temperature should be provided. (See also operational requirements in 16.6.)

7.1.6 When products for which 15.12, 15.12.1 or 15.12.3 are listed in column "m" in the table of chapter 17 are being heated or cooled, the heating or cooling medium should operate in a circuit:
.1 which is independent of other ship's services, except for another cargo heating or cooling system, and which does not enter the machinery space; or
.2 which is external to the tank carrying toxic products; or
.3 where the medium is sampled to check for the presence of cargo before it is recirculated to other services of the ship or into the machinery space. The sampling equipment should be located within the cargo area and be capable of detecting the presence of any toxic cargo being heated or cooled. Where this method is used, the coil return should be tested not only at the commencement of heating or cooling of a toxic product, but also on the first occasion the coil is used subsequent to having carried an unheated or uncooled toxic cargo.

Permanente link

7.2 Additional requirements

Ingangsdatum: 01-07-1986

Geldig tot en met: 31-12-2006

For certain products, additional requirements contained in chapter 15 are shown in column "m" in the table of chapter 17

[Niet geldig (geldigheid van 1994-07-01 tot en met 2006-12-31)]

10.2.1 The restrictions in this section do not preclude the use of intrinsically safe systems and circuits in all hazardous locations including cargo piping. It is particularly recommended that intrinsically safe systems and circuits are used for measurement, monitoring, control and communication purposes .

10.2.2 Cargoes with a flashpoint exceeding 60 °C (closed cup test):
.1 Cargo tanks and cargo piping are the only hazardous locations for such cargoes which have no qualification in column "m" in the table of chapter 17. Submerged cargo pump motors and their associated cables may, in exceptional circumstances for a specific cargo or for a clearly defined range of cargoes, be permitted by the Administration, due consideration having been given to the chemical and physical characteristics of the products. Arrangements should be made to prevent the energizing of motors and cables in flammable gas air mixtures and to de-energize the motors and cables in the event of low liquid level. Such a shutdown should be indicated by an alarm at the cargo control station.
.2 Where electrical equipment is located in a cargo pump room, due consideration should be given to the use of types of apparatus which ensure the absence of arcs or sparks and hot spots during normal operation, or which are of a certified safe type.
.3 Where the cargo is heated to within 15 °C of its flashpoint value, the cargo pump room should be considered as a hazardous area as well as areas within 3 m of openings from tanks where the cargo is so heated, and within 3 m of the entrance or ventilation openings to cargo pump rooms. Electrical equipment installed within these locations should be of a certified safe type.
.4 Where the cargo is heated above its flashpoint value, the requirements of 10.2.3 are applicable.

10.2.3 For cargoes with a flashpoint not exceeding 60 °C (closed cup test) without qualification in column "o" in the table of chapter 17, the hazardous locations are given below. In addition to intrinsically safe systems and circuits, the only electrical installations permitted in hazardous locations are the following:
.1 Cargo tanks and cargo piping: No additional electrical equipment is permitted.
.2 Void spaces adjacent to, above or below integral tanks:
.2.1 Through runs of cables. Such cables should be installed in heavy gauge steel pipes with gastight joints. Expansion bends should not be fitted in such spaces.
.2.2 Electrical depth sounding or log devices and impressed current cathodic protection system anodes or electrodes. These devices should be housed in gastight enclosures; associated cables should be protected as referred to in 10.2.3.2.1.
.3 Hold spaces containing independent cargo tanks:
.3.1 Through runs of cables without any additional protection.
.3.2 Lighting fittings with pressurized enclosure or of the flameproof type. The lighting system should be divided between at least two branch circuits. All switches and protective devices should interrupt all poles or phases and should be located in a non-hazardous location.
.3.3 Electrical depth sounding or log devices and impressed current cathodic protection system anodes or electrodes. These devices should be housed in gastight enclosures.
.4 Cargo pump rooms and pump rooms in the cargo area :
.4.1 Lighting fittings with pressurized enclosures or of the flameproof type. The lighting system should be divided between at least two branch circuits. All switches and all protective devices should interrupt all poles or phases and should be located in a non-hazardous location.
.4.2 Electrical motors for driving cargo pumps and any associated auxiliary pumps should be separated from these spaces by a gastight bulkhead or deck. Flexible couplings, or other means of maintaining alignment, should be fitted to the shafts between the driven equipment and its motors, and in addition, glands should be provided in accordance with recognized standards where the shafts pass through the bulkhead or deck. Such electrical motors should be located in a compartment having positive pressure ventilation.
.4.3 Flameproof general alarm audible indicator.
.5 Zones on open deck, or semi-enclosed spaces on open deck, within 3m of any cargo tank outlet, gas or vapour outlet, cargo pipe flange, cargo valve or entrance and ventilation opening to cargo pump rooms; cargo area on open deck over all cargo tanks and cargo tank holds, including all ballast tanks and cofferdams within the cargo tank block, to the full width of the ship, plus 3 m fore and aft and up to a height of 2.4 m above the deck:
.5.1 equipment of a certified safe type, adequate for open deck use;
.5.2 through runs of cables.
.6 Enclosed or semi-enclosed spaces in which pipes containing cargoes are located; enclosed or semi-enclosed spaces immediately above cargo tanks (e.g. between decks) or having bulkheads above and in line with cargo tank bulkheads; enclosed or semi-enclosed spaces immediately above cargo pump rooms or above vertical cofferdams adjoining cargo tanks, unless separated by a gastight deck and suitably ventilated; and compartments for cargo hoses:
.6.1 Lighting fittings of a certified safe type. The lighting system should be divided between at least two branch circuits. All switches and protective devices should interrupt all poles or phases and should be located in a non-hazardous location.
.6.2 Through runs of cables.
.7 Enclosed or semi-enclosed spaces having a direct opening into any hazardous location referred to above should have electrical installations complying with the requirements for the space or zone into which the opening leads.

Permanente link

Ingangsdatum: 30-10-1988

Geldig tot en met: 30-06-1998

10.2.1 The restrictions in this section do not preclude the use of intrinsically safe systems and circuits in all hazardous locations including cargo piping. It is particularly recommended that intrinsically safe systems and circuits are used for measurement, monitoring, control and communication purposes .

10.2.2 Cargoes with a flashpoint exceeding 60 °C (closed cup test):
.1 Cargo tanks and cargo piping are the only hazardous locations for such cargoes which have no qualification in column "g" in the table of chapter 17. Submerged cargo pump motors and their associated cables may, in exceptional circumstances for a specific cargo or for a clearly defined range of cargoes, be permitted by the Administration, due consideration having been given to the chemical and physical characteristics of the products. Arrangements should be made to prevent the energizing of motors and cables in flammable gas air mixtures and to de-energize the motors and cables in the event of low liquid level. Such a shutdown should be indicated by an alarm at the cargo control station.
.2 Where electrical equipment is located in a cargo pump room, due consideration should be given to the use of types of apparatus which ensure the absence of arcs or sparks and hot spots during normal operation, or which are of a certified safe type.
.3 Where the cargo is heated to within 15 °C of its flashpoint value, the cargo pump room should be considered as a hazardous area as well as areas within 3 m of openings from tanks where the cargo is so heated, and within 3 m of the entrance or ventilation openings to cargo pump rooms. Electrical equipment installed within these locations should be of a certified safe type.
.4 Where the cargo is heated above its flashpoint value, the requirements of 10.2.3 are applicable.

10.2.3 For cargoes with a flashpoint not exceeding 60 °C (closed cup test) without qualification in column "o" in the table of chapter 17, the hazardous locations are given below. In addition to intrinsically safe systems and circuits, the only electrical installations permitted in hazardous locations are the following:
.1 Cargo tanks and cargo piping: No additional electrical equipment is permitted.
.2 Void spaces adjacent to, above or below integral tanks:
.2.1 Through runs of cables. Such cables should be installed in heavy gauge steel pipes with gastight joints. Expansion bends should not be fitted in such spaces.
.2.2 Electrical depth sounding or log devices and impressed current cathodic protection system anodes or electrodes. These devices should be housed in gastight enclosures; associated cables should be protected as referred to in 10.2.3.2.1.
.3 Hold spaces containing independent cargo tanks:
.3.1 Through runs of cables without any additional protection.
.3.2 Lighting fittings with pressurized enclosure or of the flameproof type. The lighting system should be divided between at least two branch circuits. All switches and protective devices should interrupt all poles or phases and should be located in a non-hazardous location.
.3.3 Electrical depth-sounding or log devices and impressed current cathodic protection system anodes or electrodes. These devices should be housed in gastight enclosures.
.4 Cargo pump rooms and pump rooms in the cargo area:
.4.1 Lighting fittings with pressurized enclosures or of the flameproof type. The lighting system should be divided between at least two branch circuits. All switches and all protective devices should interrupt all poles or phases and should be located in a non-hazardous location.
.4.2 Electrical motors for driving cargo pumps and any associated auxiliary pumps should be separated from these spaces by a gastight bulkhead or deck. Flexible couplings, or other means of maintaining alignment, should be fitted to the shafts between the driven equipment and its motors, and in addition, glands should be provided in accordance with recognized standards where the shafts pass through the bulkhead or deck. Such electrical motors should be located in a compartment having positive pressure ventilation.
.4.3 Flameproof general alarm audible indicator.
.5 Zones on open deck, or semi-enclosed spaces on open deck, within 3m of any cargo tank outlet, gas or vapour outlet, cargo pipe flange, cargo valve or entrance and ventilation opening to cargo pump rooms; cargo area on open deck over all cargo tanks and cargo tank holds, including all ballast tanks and cofferdams within the cargo area, to the full width of the ship, plus 3m fore and aft and up to a height of 2.4m above the deck :
.5.1 Equipment of a certified safe type, adequate for open deck use ;
.5.2 through runs of cables.
.6 Enclosed or semi-enclosed spaces in which pipes containing cargoes are located; enclosed or semi-enclosed spaces immediately above cargo tanks (e.g. between decks) or having bulkheads above and in line with cargo tank bulkheads; enclosed or semi-enclosed spaces immediately above cargo pump rooms or above vertical cofferdams adjoining cargo tanks, unless separated by a gastight deck and suitably ventilated; and compartments for cargo hoses:
.6.1 Lighting fittings of a certified safe type. The lighting system should be divided between at least two branch circuits. All switches and protective devices should interrupt all poles or phases and should be located in a non-hazardous location.
.6.2 Through runs of cables.
.7 Enclosed or semi-enclosed spaces having a direct opening into any hazardous location referred to above should have electrical installations complying with the requirements for the space or zone into which the opening leads.

Permanente link

10.3 Bonding

Ingangsdatum: 01-07-1986

Geldig tot en met: 31-12-2006

Independent cargo tanks should be electrically bonded to the hull All gasketed cargo pipe joints and hose connections should be electrically bonded.

Permanente link

10.4 Electrical requirements for individual products

Ingangsdatum: 01-07-1986

Geldig tot en met: 31-12-2006

Electrical requirements for individual products are shown in column "g" in the table of chapter 17.

Permanente link

Chapter 11 Fire protection and fire extinction

Permanente link

Ingangsdatum: 01-07-1986

Geldig tot en met: 31-12-2006

Permanente link

11.1 Application

11.1.1 The requirements for tankers in chapter II-2 of the 1983 SOLAS amendments should apply to ships covered by the Code, irrespective of tonnage, including ships of less than 500 tons gross tonnage, except that:
.1 regulations 60, 61, 62 and 63 should not apply;
.2 regulation 56.2, i.e. the requirements for location of the main cargo control station, need not apply;
.3 regulation 4, as applicable to cargo ships, and regulation 7 should apply as they would apply to tankers of 2,000 tons gross tonnage and over;
.4 the provisions of 11.3 should apply in lieu of regulation 61; and
.5 the provisions of 11.2 should apply in lieu of regulation 63.

11.1.2 Notwithstanding the provisions of 11.1.1, ships engaged solely in the carriage of caustic potash solution, phosphoric acid or sodium hydroxide solution need not comply with part D of chapter II- 2 of the 1983 SOLAS amendments, provided that they comply with part C of that chapter, except that regulation 53 need not apply to such ships and 11.2 and 11.3 hereunder need not apply.

Permanente link

Ingangsdatum: 01-07-1986

Geldig tot en met: 30-06-1994

11.1.1 The requirements for tankers in chapter II-2 of the 1983 SOLAS amendments should apply to ships covered by the Code, irrespective of tonnage, including ships of less than 500 tons gross tonnage, except that:
.1 regulations 60, 61, 62 and 63 should not apply;
.2 regulation 56.2, i.e. the requirements for location of the main cargo control station, need not apply;
.3 regulation 4, as applicable to cargo ships, and regulation 7 should apply as they would apply to tankers of 2,000 tons gross tonnage and over;
.4 the provisions of 11.3 should apply in lieu of regulation 61; and
.5 the provisions of 11.2 should apply in lieu of regulation 63.

11.1.2 Notwithstanding the provisions of 11.1.1, ships engaged solely in the carriage of caustic potash solution, phosphoric acid or sodium hydroxide solution need not comply with part D of chapter II- 2 of the 1983 SOLAS amendments, provided that they comply with part C of that chapter, except that regulation 53 need not apply to such ships and 11.2 and 11.3 hereunder need not apply.

Permanente link

11.2 Cargo pump-rooms

11.2.1 The cargo pump room of any ship should be provided with a fixed fire-extinguishing system as follows:
.1 a carbon dioxide system as specified in regulation II-2/5.1 and .2 of the 1983 SOLAS amendments. A notice should be exhibited at the controls stating that the system is only to be used for fire-extinguishing and not for inerting purposes, due to the electrostatic ignition hazard. The alarms referred to in regulation II-2/5.1.6 of the 1983 SOLAS amendments should be safe for use in a flammable cargo vapour-air mixture. For the purpose of this requirement, an extinguishing system should be provided which would be suitable for machinery spaces. However, the amount of gas carried should be sufficient to provide a quantity of free gas equal to 45 percent of the gross volume of the cargo pump room in all cases; or
.2 a halogenated hydrocarbon system as specified in regulation II-2/5.1 and .3 of the 1983 SOLAS amendments. A notice should be exhibited at the controls stating that the system is only to be used for fire-extinguishing and not for inerting purposes, due to the electrostatic ignition hazard The alarms referred to in regulation II-2/5.1.6 of the 1983 SOLAS amendments should be safe for use in a flammable cargo vapour-air mixture. For the purpose of this requirement, an extinguishing system should be provided which would be suitable for machinery spaces but utilizing the following minimum design quantities based on the gross volume of the cargo pump room:

11.2.2 Cargo pump rooms of ships which are dedicated to the carriage of a restricted number of cargoes should be protected by an appropriate fire-extinguishing system approved by the Administration.

11.2.3 A fire-extinguishing system consisting of either a fixed pressure waterspray system or a high-expansion foam system could be provided for a cargo pump room if cargoes will be carried which are not suited to extinguishment by carbon dioxide or equivalent media. The International Certificate of Fitness for the Carriage of Dangerous Chemicals in Bulk should reflect this conditional requirement.

Permanente link

Ingangsdatum: 01-07-1986

Geldig tot en met: 30-06-1998

11.2.1 The cargo pump room of any ship should be provided with a fixed fire-extinguishing system as follows:
.1 a carbon dioxide system as specified in regulation II-2/5.1 and .2 of the 1983 SOLAS amendments. A notice should be exhibited at the controls stating that the system is only to be used for fire-extinguishing and not for inerting purposes, due to the electrostatic ignition hazard. The alarms referred to in regulation II-2/5.1.6 of the 1983 SOLAS amendments should be safe for use in a flammable cargo vapour-air mixture. For the purpose of this requirement, an extinguishing system should be provided which would be suitable for machinery spaces. However, the amount of gas carried should be sufficient to provide a quantity of free gas equal to 45 percent of the gross volume of the cargo pump room in all cases; or
.2 a halogenated hydrocarbon system as specified in regulation II-2/5.1 and .3 of the 1983 SOLAS amendments. A notice should be exhibited at the controls stating that the system is only to be used for fire-extinguishing and not for inerting purposes, due to the electrostatic ignition hazard The alarms referred to in regulation II-2/5.1.6 of the 1983 SOLAS amendments should be safe for use in a flammable cargo vapour-air mixture. For the purpose of this requirement, an extinguishing system should be provided which would be suitable for machinery spaces but utilizing the following minimum design quantities based on the gross volume of the cargo pump room:

11.2.2 Cargo pump rooms of ships which are dedicated to the carriage of a restricted number of cargoes should be protected by an appropriate fire-extinguishing system approved by the Administration.

11.2.3 A fire-extinguishing system consisting of either a fixed pressure waterspray system or a high-expansion foam system could be provided for a cargo pump room if cargoes will be carried which are not suited to extinguishment by carbon dioxide or equivalent media. The International Certificate of Fitness for the Carriage of Dangerous Chemicals in Bulk should reflect this conditional requirement.

Permanente link

11.3 Cargo area *

* Reference is made to MSC/Circ. 314 which provides guidance for calculating the capacity of foam systems for chemical tankers and may be used in applying the requirements for extinguishing media of the Code.

11.3.1 Every ship should be provided with a fixed deck foam system in accordance with the requirements of 11.3.2 to 11.3.12.

11.3.2 Only one type of foam concentrate should be supplied, and it should be effective for the maximum possible number of cargoes intended to be carried. For other cargoes for which foam is not effective or is incompatible, additional arrangements to the satisfaction of the Administration should be provided. Basic protein foam should not be used.

11.3.3 The arrangements for providing foam should be capable of delivering foam to the entire cargo tanks deck area as well as into any cargo tank, the deck of which is assumed to be ruptured.

11.3.4 The deck foam system should be capable of simple and rapid operation. The main control station for the system should be suitably located outside of the cargo area, adjacent to the accommodation spaces and readily accessible and operable in the event of fires in the areas protected.

11.3.5 The rate of supply of foam solution should be not less than the greatest of the following:
.1 2 l/m² /min per square metre of the cargo tanks deck area, where cargo tanks deck area means the maximum breadth of the ship times the total longitudinal extent of the cargo tank spaces;
.2 20 l/m²/min per square metre of the horizontal sectional area of the single tank having the largest such area;
.3 10 l/m²/min per square metre of the area protected by the largest monitor, such area being entirely forward of the monitor, but not less than 1,250./min. For ships of less than 4,000 tonnes deadweight, the minimum capacity of the monitor should be to the satisfaction of the Administration.

11.3.6 Sufficient foam concentrate should be supplied to ensure at least 30 min of foam generation when using the highest of the solution rates stipulated in 11.3.5.1, 11.3.5.2 and 11.3.5.3.

11.3.7 Foam from the fixed foam system should be supplied by means of monitors and foam applicators. At least 50 per cent of the foam rate required in 11.3.5.1 or 11.3.5.2 should be delivered from each monitor. The capacity of any monitor should be at least 10 l/min of foam solution per square metre of deck area protected by that monitor, such area being entirely forward of the monitor. Such capacity should be not less than 1,250. l/min. For ships of less than 4,000 tonnes deadweight, the minimum capacity of the monitor should be to the satisfaction of the Administration.

11.3.8 The distance from the monitor to the farthest extremity of the protected area forward of that monitor should be not more than 75 per cent of the monitor throw in still air conditions.

11.3.9 A monitor and hose connection for a foam applicator should be situated both port and starboard at the poop front or accommodation spaces facing the cargo area.

11.3.10 Applicators should be provided for flexibility of action during fire fighting operations and to cover areas screened from the monitors. The capacity of any applicator should be not less than 400 l/min and the applicator throw in still air conditions should be not less than 15m. The number of foam applicators provided should be not less than four. The number and disposition of foam main outlets should be such that foam from at least two applicators can be directed to any part of the cargo tanks deck area.

11.3.11 Valves should be provided in the foam main, and in the fire main where this is an integral part of the deck foam system, immediately forward of any monitor position to isolate damaged sections of those mains.

11.3.12 Operation of a deck foam system at its required output should permit the simultaneous use of the minimum required number of jets of water at the required pressure from the fire main.

11.3.13 Ships which are dedicated to the carriage of a restricted number of cargoes should be protected by alternative provisions to the satisfaction of the Administration when they are just as effective for the products concerned as the deck foam system required for the generality of flammable cargoes.

11.3.14 Suitable portable fire-extinguishing equipment for the products to be carried should be provided and kept in good operating order.

11.3.15 Where flammable cargoes are to be carried all sources of ignition should be excluded from hazardous locations referred to in 10.2.

11.3.16 Ships fitted with bow or stern loading and unloading arrangements should be provided with one additional foam monitor meeting the requirements of 11.3.7 and one additional applicator meeting the requirements of 11.3.10. The additional monitor should be located to protect the bow or stern loading and unloading arrangements. The area of the cargo line forward or aft of the cargo area should be protected by the above-mentioned applicator.

Permanente link

Ingangsdatum: 19-10-1990

Geldig tot en met: 31-12-2006

* Reference is made to MSC/Circ. 314 which provides guidance for calculating the capacity of foam systems for chemical tankers and may be used in applying the requirements for extinguishing media of the Code.

11.3.1 Every ship should be provided with a fixed deck foam system in accordance with the requirements of 11.3.2 to 11.3.12.

11.3.2 Only one type of foam concentrate should be supplied, and it should be effective for the maximum possible number of cargoes intended to be carried. For other cargoes for which foam is not effective or is incompatible, additional arrangements to the satisfaction of the Administration should be provided. Regular protein foam should not be used.

11.3.3 The arrangements for providing foam should be capable of delivering foam to the entire cargo tanks deck area as well as into any cargo tank, the deck of which is assumed to be ruptured.

11.3.4 The deck foam system should be capable of simple and rapid operation. The main control station for the system should be suitably located outside of the cargo area, adjacent to the accommodation spaces and readily accessible and operable in the event of fires in the areas protected.

11.3.5 The rate of supply of foam solution should be not less than the greatest of the following:
.1 2 l/m²/min per square metre of the cargo tanks deck area, where cargo tanks deck area means the maximum breadth of the ship times the total longitudinal extent of the cargo tank spaces;
.2 20 l/m²/min per square metre of the horizontal sectional area of the single tank having the largest such area;
.3 10 l/m²/min per square metre of the area protected by the largest monitor, such area being entirely forward of the monitor, but not less than 1,250 l/min. For ships of less than 4,000 tonnes deadweight, the minimum capacity of the monitor should be to the satisfaction of the Administration.

11.3.6 Sufficient foam concentrate should be supplied to ensure at least 30 min of foam generation when using the highest of the solution rates stipulated in 11.3.5.1, 11.3.5.2 and 11.3.5.3.

11.3.7 Foam from the fixed foam system should be supplied by means of monitors and foam applicators. At least 50 % of the foam rate required in 11.3.5.1 or 11.3.5.2 should be delivered from each monitor. The capacity of any monitor should be at least 10 l/min of foam solution per square metre of deck area protected by that monitor, such area being entirely forward of the monitor. Such capacity should be not less than 1,250 l/min. For ships of less than 4,000 tonnes deadweight, the minimum capacity of the monitor should be to the satisfaction of the Administration.

11.3.8 The distance from the monitor to the farthest extremity of the protected area forward of that monitor should be not more than 75 % of the monitor throw in still air conditions.

11.3.9 A monitor and hose connection for a foam applicator should be situated both port and starboard at the poop front or accommodation spaces facing the cargo area.

11.3.10 Applicators should be provided for flexibility of action during fire fighting operations and to cover areas screened from the monitors. The capacity of any applicator should be not less than 400 l/min and the applicator throw in still air conditions should be not less than 15 m. The number of foam applicators provided should be not less than four. The number and disposition of foam main outlets should be such that foam from at least two applicators can be directed to any part of the cargo tanks deck area.

11.3.11 Valves should be provided in the foam main, and in the fire main where this is an integral part of the deck foam system, immediately forward of any monitor position to isolate damaged sections of those mains.

11.3.12 Operation of a deck foam system at its required output should permit the simultaneous use of the minimum required number of jets of water at the required pressure from the fire main.

11.3.13 Ships which are dedicated to the carriage of a restricted number of cargoes should be protected by alternative provisions to the satisfaction of the Administration when they are just as effective for the products concerned as the deck foam system required for the generality of flammable cargoes.

11.3.14 Suitable portable fire-extinguishing equipment for the products to be carried should be provided and kept in good operating order.

11.3.15 Where flammable cargoes are to be carried all sources of ignition should be excluded from hazardous locations referred to in 10.2.

11.3.16 Ships fitted with bow or stern loading and unloading arrangements should be provided with one additional foam monitor meeting the requirements of 11.3.7 and one additional applicator meeting the requirements of 11.3.10. The additional monitor should be located to protect the bow or stern loading and unloading arrangements. The area of the cargo line forward or aft of the cargo area should be protected by the above-mentioned applicator.

Permanente link

11.4 Special requirements

Fire-extinguishing media determined to be suitable for certain products are listed for information in column "j" in the table of chapter 17.

Permanente link

Ingangsdatum: 19-10-1990

Geldig tot en met: 31-12-2006

Fire-extinguishing media determined to be effective for certain products are listed in column "1" in the table of chapter 17.

Permanente link

Chapter 12 Mechanical ventilation in the cargo area

Ingangsdatum: 01-07-1986

Geldig tot en met: 31-12-2006

Permanente link

12.1 Spaces normally entered during cargo-handling operations

12.1.1 Cargo pump rooms and other enclosed spaces which contain cargo handling equipment and similar spaces in which work is performed on the cargo should be fitted with mechanical ventilation systems, capable of being controlled from outside such spaces.

12.1.2 Provision should be made to ventilate such spaces prior to entering the compartment and operating the equipment and a warning notice requiring the use of such ventilation should be placed outside the compartment.

12.1.3 Mechanical ventilation inlets and outlets should be arranged to ensure sufficient air movement through the space to avoid the accumulation of toxic or flammable vapours or both (taking into account their vapour densities) and to ensure sufficient oxygen to provide a safe working environment, but in no case should the ventilation system have a capacity of less than 30 changes of air per hour based upon the total volume of the space. For certain products, increased ventilation rates for cargo pump rooms are prescribed in 15.17.

12.1.4 Ventilation systems should be permanent and should normally be of the extraction type. Extraction from above and below the floor plates should be possible. In rooms housing motors driving cargo pumps, the ventilation should be of the positive pressure type.

12.1.5 Ventilation exhaust ducts from spaces within the cargo area should discharge upwards in locations at least 10 m in the horizontal direction from ventilation intakes and openings to accommodation, service and machinery spaces and control stations and other spaces outside the cargo area.

12.1.6 Ventilation intakes should be so arranged as to minimize the possibility of recycling hazardous vapours from any ventilation discharge opening.

12.1.7 Ventilation ducts should not be led through accommodation, service and machinery spaces or other similar spaces.

12.1.8 Electric motors driving fans should be placed outside the ventilation ducts if the carriage of flammable products is intended. Ventilation fans and fan ducts, in way of fans only, for hazardous locations referred to in chapter 10 should be of non sparking construction defined as:
.1 impellers or housing of nonmetallic construction, due regard being paid to the elimination of static electricity;
.2 impellers and housing of nonferrous materials;
.3 impellers and housing of austenitic stainless steel; and
.4 ferrous impellers and housing with not less than 13 mm design tip clearance. Any combination of an aluminium or magnesium alloy fixed or rotating component and a ferrous fixed or rotating component, regardless of tip clearance, is considered a sparking hazard and should not be used in these places.

12.1.9 Sufficient spare parts should be carried for each type of fan on board, required by this chapter.

12.1.10 Protection screens of not more than 13 mm square mesh should be fitted in outside openings of ventilation ducts.

Permanente link

Ingangsdatum: 30-10-1988

Geldig tot en met: 31-12-2006

12.1.1 Cargo pump rooms and other enclosed spaces which contain cargo handling equipment and similar spaces in which work is performed on the cargo should be fitted with mechanical ventilation systems, capable of being controlled from outside such spaces.

12.1.2 Provision should be made to ventilate such spaces prior to entering the compartment and operating the equipment and a warning notice requiring the use of such ventilation should be placed outside the compartment.

12.1.3 Mechanical ventilation inlets and outlets should be arranged to ensure sufficient air movement through the space to avoid the accumulation of toxic or flammable vapours or both (taking into account their vapour densities) and to ensure sufficient oxygen to provide a safe working environment, but in no case should the ventilation system have a capacity of less than 30 changes of air per hour based upon the total volume of the space. For certain products, increased ventilation rates for cargo pump rooms are prescribed in 15.17.

12.1.4 Ventilation systems should be permanent and should normally be of the extraction type. Extraction from above and below the floor plates should be possible. In rooms housing motors driving cargo pumps, the ventilation should be of the positive pressure type.

12.1.5 Ventilation exhaust ducts from spaces within the cargo area should discharge upwards in locations at least 10 m in the horizontal direction from ventilation intakes and openings to accommodation, service and machinery spaces and control stations and other spaces outside the cargo area.

12.1.6 Ventilation intakes should be so arranged as to minimize the possibility of recycling hazardous vapours from any ventilation discharge opening.

12.1.7 Ventilation ducts should not be led through accommodation, service and machinery spaces or other similar spaces.

12.1.8 Electric motors driving fans should be placed outside the ventilation ducts if the carriage of flammable products is intended. Ventilation fans and fan ducts, in way of fans only, for hazardous locations referred to in chapter 10 should be of non sparking construction defined as:
.1 impellers or housing of nonmetallic construction, due regard being paid to the elimination of static electricity;
.2 impellers and housing of nonferrous materials;
.3 impellers and housing of austenitic stainless steel; and
.4 ferrous impellers and housing with not less than 13 mm design tip clearance. Any combination of an aluminium or magnesium alloy fixed or rotating component and a ferrous fixed or rotating component, regardless of tip clearance, is considered a sparking hazard and should not be used in these places.

12.1.9 Sufficient spare parts should be carried for each type of fan on board, required by this chapter.

12.1.10 Protection screens of not more than 13 mm square mesh should be fitted in outside openings of ventilation ducts.

Permanente link

12.2 Pump-rooms and other enclosed spaces normally entered

Ingangsdatum: 01-07-1986

Geldig tot en met: 31-12-2006

Pump rooms and other enclosed spaces normally entered, which are not covered by 12.1.1, should be fitted with mechanical ventilation systems, capable of being controlled from outside such spaces and complying with the requirements of 12.1.3, except that the capacity should not be less than 20 changes of air per hour, based upon the total volume of the space. Provision should be made to ventilate such spaces prior to entering.

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12.3 Spaces not normally entered

Ingangsdatum: 01-07-1986

Geldig tot en met: 31-12-2006

Double bottoms, cofferdams, duct keels, pipe tunnels, hold spaces and other spaces where cargo may accumulate, should be capable of being ventilated to ensure a safe environment when entry into the spaces is necessary. Where a permanent ventilation system is not provided for such spaces, approved means of portable mechanical ventilation should be provided. Where necessary owing to the arrangement of spaces, for instance hold spaces, essential ducting for such ventilation should be permanently installed. For permanent installations, the capacity of eight air changes per hour should be provided and for portable systems the capacity of 16 air changes per hour. Fans or blowers should be clear of personnel access openings, and should comply with 12.1.8.

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Ingangsdatum: 01-07-1986

Geldig tot en met: 31-12-2006

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14.1 Protective equipment

Ingangsdatum: 01-07-1986

Geldig tot en met: 31-12-2006

14.1.1 For the protection of crew members who are engaged in loading and discharging operations, the ship should have on board suitable protective equipment consisting of large aprons, special gloves with long sleeves, suitable footwear, coveralls of chemical-resistant material, and tight-fitting goggles or face shields or both. The protective clothing and equipment should cover all skin so that no part of the body is unprotected.

14.1.2 Work clothes and protective equipment should be kept in easily accessible places and in special lockers. Such equipment should not be kept within accommodation spaces, with the exception of new, unused equipment and equipment which has not been used since undergoing a thorough cleaning process. The Administration may, however, approve storage rooms for such equipment within accommodation spaces if adequately segregated from living spaces such as cabins, passageways, dining rooms, bathrooms, etc.

14.1.3 Protective equipment should be used in any operation which may entail danger to personnel.

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14.2 Safety equipment

14.2.1 Ships carrying cargoes for which 15.12, 15.12.1 or 15.12.3 is listed in column "o" in the table of Chapter 17 should have on board sufficient but not less than three complete sets of safety equipment each permitting personnel to enter a gas-filled compartment and perform work there for at least 20 min. Such equipment should be in addition to that required by regulation II-2/17 of the 1983 SOLAS amendments.

14.2.2 One complete set of safety equipment should consist of:
.1 one self-contained air-breathing apparatus (not using stored oxygen);
.2 protective clothing, boots, gloves and tight-fitting goggles;
.3 fireproof lifeline with belt resistant to the cargoes carried; and
.4 explosion-proof lamp.

14.2.3 For the safety equipment required in 14.2.1, all ships should carry the following, either:
.1 one set of fully charged spare air bottles for each breathing apparatus ;
.2 a special air compressor suitable for the supply of high-pressure air of the required purity.
.3 a charging manifold capable of dealing with sufficient spare breathing apparatus air bottles for the breathing apparatus ; or
.4 fully charged spare air bottles with a total free air capacity of at least 6,000.for each breathing apparatus on board in excess of the requirements of regulation II-2/17 of the 1983 SOLAS amendments.

14.2.4 A cargo pump room of ships carrying cargoes which are subject to the requirements of 15.18 or cargoes for which in column "k" in the table of Chapter 17 toxic vapour detection equipment is required but is not available should have either:
.1 a low-pressure line system with hose connections suitable for use with the breathing apparatus required by 14.2.1. This system should provide sufficient high-pressure air capacity to supply, through pressure reduction devices, enough low-pressure air to enable two men to work in a gas-dangerous space for at least 1 h without using the air bottles of the breathing apparatus. Means should be provided for recharging the fixed air bottles and breathing apparatus air bottles from a special air compressor suitable for the supply of high-pressure air of the required purity; or
.2 an equivalent quantity of spare bottled air in lieu of the low-pressure air line.

14.2.5 At least one set of safety equipment as required by 14.2.2 should be kept in a suitable clearly marked locker in a readily accessible place near the cargo pump room. The other sets of safety equipment should also be kept in suitable, clearly marked, easily accessible, places.

14.2.6 The breathing apparatus should be inspected at least once a month by a responsible officer, and the inspection recorded in the ship's log-book. The equipment should be inspected and tested by an expert at least once a year.

14.2.7 A stretcher which is suitable for hoisting an injured person up from spaces such as the cargo pump room should be placed in a readily accessible location.

14.2.8 Ships intended for the carriage of certain cargoes should be provided with suitable respiratory and eye protection sufficient for every person on board for emergency escape purposes, subject to the following:
.1 filter type respiratory protection is unacceptable;
.2 self-contained breathing apparatus should have normally at least a duration of service of 15 min;
.3 emergency escape respiratory protection should not be used for fire-fighting or cargo handling purposes and should be marked to that effect. Individual cargoes to which the provisions of this paragraph apply are indicated in column "n" in the table of Chapter 17.

14.2.9 The ships should have on board medical first-aid equipment including oxygen resuscitation equipment and antidotes for cargoes carried.*
___________________________
* Reference is made to the Medical First Aid Guide for Use in Accidents Involving Dangerous Goods(MFAG), which include the MFAG numbers of products covered by the Code and the emergency procedures to be applied in the event of an accident. MFAG numbers related to products listed in chapters 17 and 18 of the IBC Code are given in the index of Dangerous Chemicals Carried in Bulk.

14.2.10 Suitably marked decontamination showers and an eyewash should be available on deck in convenient locations. The showers and eyewash should be operable in all ambient conditions.

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Ingangsdatum: 01-07-1986

Geldig tot en met: 30-06-1994

14.2.1 Ships carrying cargoes for which 15.12, 15.12.1 or 15.12.3 is listed in column "o" in the table of Chapter 17 should have on board sufficient but not less than three complete sets of safety equipment each permitting personnel to enter a gas-filled compartment and perform work there for at least 20 min. Such equipment should be in addition to that required by regulation II-2/17 of the 1983 SOLAS amendments.

14.2.2 One complete set of safety equipment should consist of:
.1 one self-contained air-breathing apparatus (not using stored oxygen);
.2 protective clothing, boots, gloves and tight-fitting goggles;
.3 fireproof lifeline with belt resistant to the cargoes carried; and
.4 explosion-proof lamp.

14.2.3 For the safety equipment required in 14.2.1, all ships should carry the following, either:
.1 one set of fully charged spare air bottles for each breathing apparatus ;
.2 a special air compressor suitable for the supply of high-pressure air of the required purity.
.3 a charging manifold capable of dealing with sufficient spare breathing apparatus air bottles for the breathing apparatus ; or
.4 fully charged spare air bottles with a total free air capacity of at least 6,000.for each breathing apparatus on board in excess of the requirements of regulation II-2/17 of the 1983 SOLAS amendments.

14.2.4 A cargo pump room of ships carrying cargoes which are subject to the requirements of 15.18 or cargoes for which in column "k" in the table of Chapter 17 toxic vapour detection equipment is required but is not available should have either:
.1 a low-pressure line system with hose connections suitable for use with the breathing apparatus required by 14.2.1. This system should provide sufficient high-pressure air capacity to supply, through pressure reduction devices, enough low-pressure air to enable two men to work in a gas-dangerous space for at least 1 h without using the air bottles of the breathing apparatus. Means should be provided for recharging the fixed air bottles and breathing apparatus air bottles from a special air compressor suitable for the supply of high-pressure air of the required purity; or
.2 an equivalent quantity of spare bottled air in lieu of the low-pressure air line.

14.2.5 At least one set of safety equipment as required by 14.2.2 should be kept in a suitable clearly marked locker in a readily accessible place near the cargo pump room. The other sets of safety equipment should also be kept in suitable, clearly marked, easily accessible, places.

14.2.6 The breathing apparatus should be inspected at least once a month by a responsible officer, and the inspection recorded in the ship's log-book. The equipment should be inspected and tested by an expert at least once a year.

14.2.7 A stretcher which is suitable for hoisting an injured person up from spaces such as the cargo pump room should be placed in a readily accessible location.

14.2.8 Ships intended for the carriage of certain cargoes should be provided with suitable respiratory and eye protection sufficient for every person on board for emergency escape purposes, subject to the following:
.1 filter type respiratory protection is unacceptable;
.2 self-contained breathing apparatus should have normally at least a duration of service of 15 min;
.3 emergency escape respiratory protection should not be used for fire-fighting or cargo handling purposes and should be marked to that effect. Individual cargoes to which the provisions of this paragraph apply are indicated in column "n" in the table of Chapter 17.

14.2.9 The ships should have on board medical first-aid equipment including oxygen resuscitation equipment and antidotes for cargoes carried.*
___________________________
* Reference is made to the Medical First Aid Guide for Use in Accidents Involving Dangerous Goods(MFAG), which include the MFAG numbers of products covered by the Code and the emergency procedures to be applied in the event of an accident. MFAG numbers related to products listed in chapters 17 and 18 of the IBC Code are given in the index of Dangerous Chemicals Carried in Bulk.

14.2.10 Suitably marked decontamination showers and an eyewash should be available on deck in convenient locations. The showers and eyewash should be operable in all ambient conditions.

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Ingangsdatum: 01-07-1986

Geldig tot en met: 31-12-2006

15.6.1 Tanks used for these cargoes should not be used for the transportation of any other cargo except those commodities to be used in the manufacture of motor fuel anti-knock compounds containing lead alkyls.

15.6.2 If a cargo pump room is located on deck level according to 15.18, the ventilation arrangements should be in compliance with 15.17.

15.6.3 Entry i nto cargo tanks used for the transportation of these cargoes is not permitted unless approved by the Administration.

15.6.4 Air analysis should be made for lead content to determine if the atmosphere is satisfactory prior to allowing personnel to enter the cargo pump room or void spaces surrounding the cargo tank.

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15.07 Phosphorus, yellow or white

Ingangsdatum: 01-07-1986

Geldig tot en met: 31-12-2006

15.7.1 Phosphorus should, at all times, be loaded, carried and discharged under a water pad of 760 mm minimum depth. During discharge operations, arrangements should be made to ensure that water occupies the volume of phosphorus discharged. Any water discharged from a phosphorus tank should be returned only to a shore installation.

15.7.2 Tanks should be designed and tested to a minimum equivalent water head of 2.4 m above the top of the tank, under designed loading conditions, taking into account the depth, relative density and method of loading and discharge of the phosphorus.

15.7.3 Tanks should be so designed as to minimize the interfacial area between the liquid phosphorus and its water pad.

15.7.4 A minimum ullage space of 1 per cent should be maintained above the water pad. The ullage space should be filled with inert gas or naturally ventilated by two cowled standpipes terminating at different heights but at least 6 m above the deck and at least 2 m above the pump house top.

15.7.5 All openings should be at the top of cargo tanks, and fittings and joints attached thereto should be of materials resistant to phosphorus pentoxide.

15.7.6 Phosphorus should be loaded at a temperature not exceeding 60° C .

15.7.7 Tank heating arrangements should be external to tanks and have a suitable method of temperature control to ensure that the temperature of the phosphorus does not exceed 6 0° C. A high-temperature alarm should be fitted.

15.7.8 A water drench system acceptable to the Administration should be installed in all void spaces

15.7.9 Void spaces referred to in 15.7.8 should be provided with effective means of mechanical ventilation which should be capable of being sealed off quickly in an emergency.

15.7.10 Loading and discharge of phosphorus should be governed by a central system on the ship which, in addition to incorporating high-level alarms, should ensure that no overflow of tanks is possible and that such operations can be stopped quickly in an emergency from either ship or shore.

15.7.11 During cargo transfer, a water hose on deck should be connected to a water supply and kept flowing throughout the operation so that y spillage of phosphorus may be washed down with water immediately.

15.7.12 Ship-to-shore loading and discharge connections should be of a type approved by the Administration.

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15.08 Propylene oxide and mixtures of ethylene oxide/propylene oxide with an ethylene oxid content of not more than 30%

15.8.1 Propylene oxide transported under the provisions of this section should be acetylene free.

15.8.2 Unless cargo tanks are properly cleaned, these products should not be carried in tanks which have contained as one of the three previous cargoes any products known to catalyse polymerization, such as:
.1 mineral acids (e.g. sulphuric, hydrochloric, nitric);
.2 carboxylic acids and anhydrides (e.g. formic, acetic);
.3 halogenated carboxylic acids (e.g. chloracetic);
.4 sulphonic acids (e.g. benzene sulphonic);
.5 caustic alkalis (e.g. sodium hydroxide, potassium hydroxide);
.6 ammonia and ammonia solutions;
.7 amines and amine solutions;
.8 oxidizing substances.

15.8.3 Before loading, tanks should be thoroughly and effectively cleaned, to remove all traces of previous cargoes from tanks and associated pipework, except where the immediately prior cargo has been propylene oxide or ethylene oxide / propylene oxide mixtures. Particular care should be taken in the case of ammonia in tanks made of steel other than stainless steel.

15.8.4 In all cases, the effectiveness of cleaning procedures for tanks and associated pipework should be checked by suitable testing or inspection, to ascertain that no traces of acidic or alkaline materials remain that might create a hazardous situation in the presence of these products.

15.8.5 Tanks should be entered and inspected prior to each initial loading of these products to ensure freedom from contamination, heavy rust deposits and visible structural defects. When cargo tanks are in continuous service for these products, such inspections should be performed at intervals of not more than two years.

15.8.6 Tanks for the carriage of these products should be of steel or stainless steel construction. Suitable tank coatings may be accepted as such by the administration and noted on the international certificated of fitness for the carriage of Dangerous chemicals in Bulk.

15.8.7 Tanks for the carriage of these products may be used for other cargoes after thorough cleaning of tanks and associated pipework systems by washing or purging.

15.8.8 All valves, flanges, fittings and accessory equipment should be of type suitable for use with the products and should be constructed of steel or stainless steel in accordance with recognized standards. Discs or disc faces, seats and other wearing parts of valves should be made of stainless steel containing not less than 11% chromium.

15.8.9 Gaskets should be constructed of materials which do not react with, dissolve in, or lower the auto-ignition temperature of, these products and which are fire resistant and possess adequate mechanical behaviour. The surface presented to the cargo should be polytetrafluoroethylene (PTFE), or materials giving a similar degree of safety by their inertness. Spirally-wound stainless steel, with a filler of PTFE of similar fluorinated polymer, may be accepted.

15.8.10 Insulation and packing, if used, should be of a material which does not react with, dissolve in, or lower the auto-ignition temperature of, these products.

15.8.11 The following materials are generally found unsatisfactory for gaskets, packing and similar uses in containment systems for these products and would require testing before being approved by the Administration:
.1 Neoprene or natural rubber, if it comes into contact with the products.
.2 Asbestos, or binders used with asbestos.
.3 Materials containing oxides of magnesium, such as mineral wools.

15.8.12 Threaded joints should not be permitted in the cargo liquid and vapour lines.

15.8.13 Filling and discharge piping should extend to within 100 mm of the bottom of the tank or any sump pit.

15.8.14 The containment system for a tank containing these products should have a valved return connection.

15.8.15 The products should be loaded and discharged in such a manner that venting of the tanks to atmosphere does not occur. If vapour return to shore is used during tank loading, the vapour return system connected to a containment system for the product should be independent of all other containment systems.

15.8.16 During discharging operations, the pressure in the cargo tank must be maintained above 0.07 bar gauge.

15.8.17 Tanks carrying porpylene oxide should be vented independently of tanks carrying other products. Facilities should be provided for sampling the tank contents without opening the tank to atmosphere.

15.8.18 The cargo should be discharged only by deepwell pumps, hydraulically operated submerged pumps, or inert gas displacement. Each cargo pump should be arranged to ensure that the product does not heat significantly if the discharge line from the pump is shut off or otherwise blocked.

15.8.19 Cargo hoses used for transfer of these products should be marked "FOR ALKYLENE OXIDE TRANSFER ONLY".

15.8.20 Cargo tanks, void spaces and other enclosed spaces, adjacent to an integral gravity cargo tank carrying propylene oxide, should either contain a compatible cargo (those cargoes specified in 15.8.2 are examples of substances considered incompatible) or be inerted by injection of a suitable inert gas. Any hold space in which an independent cargo tank is located should be inerted. Such inerted spaces and tanks should be monitored for these products and oxygen. The oxygen content of these spaces should be maintained below 2 per cent.

15.8.21 In no case should air be allowed to enter the cargo pump or piping system while these products are contained within the system.

15.8.22 Prior to disconnecting shore-lines, the pressure in liquid and vapour lines should be relieved through suitable valves installed at the loading header. Liquid and vapour from these lines should not be discharged to atmosphere.

15.8.23 Propylene oxide may be carried in pressure tanks or in independent or integral gravity tanks. Ethylene oxide / propylene oxide mixtures should be carried in independent gravity tanks or pressure tanks. Tanks should be designed for the maximum pressure expected to be encountered during loading, conveying and discharging cargo.

15.8.24 carriage Tank with a design pressure less than 0.6 bar gauge and tanks for the carriage of ethylene oxide / propylene oxide mixtures with a design pressure less than 1.2 bar gauge should have a cooling system to maintain the cargo below the reference temperature. Reference temperature(R) means, in the case of propylene oxide, the temperature corresponding to the vapour pressure of the propylene oxide at the set pressure of the pressure relief valve.

15.8.25 The refrigeration requirement for tanks with a design pressure less than 0.6 bar gauge may be waived by the Administration for ships operating in restricted areas or on voyages of restricted duration, and account may be taken in such cases of any insulation of the tanks. The area and times of year for which such carriage would be permitted should be included in the conditions of carriage of the International Certificate of Fitness for the Carriage of Dangerous Chemicals in Bulk.

15.8.26 Any cooling system should maintain the liquid temperature below the boiling temperature at the containment pressure. At least two complete cooling plants automatically regulated by variations within the tanks should be provided. Each cooling plant should be complete with the necessary auxiliaries for proper operation. The control system should also be capable of being manually operated. An alarm should be provided to indicate malfunctioning of the temperature controls. The capacity of each cooling system should be sufficient to maintain the temperature of the liquid cargo below the reference temperature of the liquid cargo below the reference temperature(R).

15.8.27 An alternative arrangement may consist of three cooling plants, any two of which should be sufficient to maintain the liquid temperature below the reference temperature(R).

15.8.28 Cooling media which are separated from the products by a single wall only should be non-reactive with the products.

15.8.29 Cooling systems requiring compression of the products should not be used.

15.8.30 Pressure relief valve settings should not be less than 0.2 bar gauge, or greater than 0.7 bar gauge, for pressure tanks.

15.8.31 The piping system for tanks to be loaded with these products should be separated (as defined in 1.3.24) from piping systems for all other tanks, including empty tanks. If the piping system for the tanks to be loaded is not independent (as defined in 1.3.15), the required piping separation should be accomplished by the removal of spool pieces, valves, or other pipe sections, and the installation of blank flanges at these locations. The required separation applies to all liquid and vapour piping, liquid and vapour vent lines and any other possible connections, such as common inert gas supply lines.

15.8.32 These products may be transported only in accordance with cargo handling plans that have been approved by the Administration. Each intended loading arrangement should be shown on a separate cargo handling plan. Cargo handling plans should show the entire cargo piping system and the locations for installation of blank flanges needed to meet the above piping separation requirements. A copy of each approved cargo handling plan should be maintained on board the ship. The International Certificate of Fitness for the Carriage of Dangerous Chemicals in Bulk should be endorsed to include reference to the approved cargo handling plans.

15.8.33 Before each initial loading of these products and before every subsequent return to such service, certification verifying that the required piping separation has been achieved should be obtained from a responsible person acceptable to the Port Administration and carried on board the ship. Each connection between a blank flange and a pipeline flange should be fitted with a wire and seal by the responsible person to ensure that inadvertent removal of the blank flange is impossible.

15.8.34.1 No cargo tanks should be more than 98 per cent liquid full at the reference temperature (R).

15.8.34.2 The maximum volume to which a cargo tank should be loaded (VL) should be:

15.8.34.3 The maximum allowable tank filling limits for each cargo tank should be indicated for each loading temperature which may be applied, and for the applicable maximum reference temperature, on a list to be approved by the Administration. A copy of the list should be permanently kept on board by the master.

15.8.35 The cargo should be carried under a suitable protective padding of nitrogen gas. An automatic nitrogen make-up system should be installed to prevent the tank pressure falling below 0.07 bar gauge in the event of product temperature fall due to ambient conditions or maloperation of refrigeration systems. Sufficient nitrogen should be available on board to satisfy the demand of the automatic pressure control. Nitrogen of commercially pure quality (99.9 per cent by volume) should be used for padding. A battery of nitrogen bottles connected to the cargo tanks through a pressure reduction valve satisfies the intention of the expression "automatic" in this context.

15.8.36 The cargo tank vapour space should be tested prior to and after loading to ensure that the oxygen content is 2% by volume or less.

15.8.37 A water spray system of sufficient capacity should be provided to blanket effectively the area surrounding the loading manifold, the exposed deck piping associated with product handling, and the tank domes. The arrangement of piping and nozzles should be such as to give a uniform distribution rate of 10 l/㎡ min. Remote manual operation should be arranged such that remote starting of pumps supplying the water spray system and remote operation of any normally closed valves in the system can be carried out from a suitable location outside the cargo area, adjacent to the accommodation spaces and readily accessible and operable in the even of fire in the areas protected. The water spray system should be capable of both local and remote manual operation, and the arrangement should ensure that any spilled cargo is washed away. Additionally, a water hose with pressure to the nozzle, when atmospheric temperatures permit, should be connected ready for immediate use during loading and unloading operations.

15.8.38 A remotely operated, controlled closing-rate, shut-off valve should be provided at each cargo hose connection used during cargo transfer.

Permanente link

Ingangsdatum: 30-10-1988

Geldig tot en met: 30-06-1994

15.8.1 Products transported under the provisions of this section should be acetylene free.

15.8.2 Unless cargo tanks are properly cleaned, these products should not be carried in tanks which have contained as one of the three previous cargoes any products known to catalyse polymerization, such as:
.1 mineral acids (e.g. sulphuric, hydrochloric, nitric);
.2 carboxylic acids and anhydrides (e.g. formic, acetic);
.3 halogenated carboxylic acids (e.g. chloracetic);
.4 sulphonic acids (e.g. benzene sulphonic);
.5 caustic alkalis (e.g. sodium hydroxide, potassium hydroxide);
.6 ammonia and ammonia solutions;
.7 amines and amine solutions;
.8 oxidizing substances.

15.8.3 Before loading, tanks should be thoroughly and effectively cleaned, to remove all traces of previous cargoes from tanks and associated pipework, except where the immediately prior cargo has been propylene oxide or ethylene oxide / propylene oxide mixtures. Particular care should be taken in the case of ammonia in tanks made of steel other than stainless steel.

15.8.4 In all cases, the effectiveness of cleaning procedures for tanks and associated pipework should be checked by suitable testing or inspection, to ascertain that no traces of acidic or alkaline materials remain that might create a hazardous situation in the presence of these products.

15.8.5 Tanks should be entered and inspected prior to each initial loading of these products to ensure freedom from contamination, heavy rust deposits and visible structural defects. When cargo tanks are in continuous service for these products, such inspections should be performed at intervals of not more than two years.

15.8.6 Tanks for the carriage of these products should be of steel or stainless steel construction.

15.8.7 Tanks for the carriage of these products may be used for other cargoes after thorough cleaning of tanks and associated pipework systems by washing or purging.

15.8.8 All valves, flanges, fittings and accessory equipment should be of type suitable for use with the products and should be constructed of steel or stainless steel in accordance with recognized standards. Discs or disc faces, seats and other wearing parts of valves should be made of stainless steel containing not less than 11% chromium.

15.8.9 Gaskets should be constructed of materials which do not react with, dissolve in, or lower the auto-ignition temperature of, these products and which are fire resistant and possess adequate mechanical behaviour. The surface presented to the cargo should be polytetrafluoroethylene (PTFE), or materials giving a similar degree of safety by their inertness. Spirally-wound stainless steel, with a filler of PTFE of similar fluorinated polymer, may be accepted.

15.8.10 Insulation and packing, if used, should be of a material which does not react with, dissolve in, or lower the auto-ignition temperature of, these products.

15.8.11 The following materials are generally found unsatisfactory for gaskets, packing and similar uses in containment systems for these products and would require testing before being approved by the Administration:
.1 Neoprene or natural rubber, if it comes into contact with the products.
.2 Asbestos, or binders used with asbestos.
.3 Materials containing oxides of magnesium, such as mineral wools.

15.8.12 Threaded joints should not be permitted in the cargo liquid and vapour lines.

15.8.13 Filling and discharge piping should extend to within 100 mm of the bottom of the tank or any sump pit.

15.8.14.1 The containment system for a tank containing these products should have a valved return connection.

15.8.14.2 The products should be loaded and discharged in such a manner that venting of the tanks to atmosphere does not occur. If vapour return to shore is used during tank loading, the vapour return system connected to a containment system for the product should be independent of all other containment systems.

15.8.14.3 During discharging operations, the pressure in the cargo tank must be maintained above 0.07 bar gauge.

15.8.15 The cargo may be discharged only by deepwell pumps, hydraulically operated submerged pumps, or inert gas displacement. Each cargo pump should be arranged to ensure that the product does not heat significantly if the discharge line from the pump is shut off or otherwise blocked.

15.8.16 Tanks carrying these products should be vented independently of tanks carrying other products. Facilities should be provided for sampling the tank contents without opening the tank to atmosphere.

15.8.17 Cargo hoses used for transfer of these products should be marked "FOR ALKYLENE OXIDE TRANSFER ONLY".

15.8.18 Cargo tanks, void spaces and other enclosed spaces, adjacent to an integral gravity cargo tank carrying propylene oxide, should either contain a compatible cargo (those cargoes specified in 15.8.2 are examples of substances considered incompatible) or be inerted by injection of a suitable inert gas. Any hold space in which an independent cargo tank is located should be inerted. Such inerted spaces and tanks should be monitored for these products and oxygen. The oxygen content of these spaces should be maintained below 2 per cent. Portable sampling equipment is satisfactory.

15.8.19 In no case should air be allowed to enter the cargo pump or piping system while these products are contained within the system.

15.8.20 Prior to disconnecting shore-lines, the pressure in liquid and vapour lines should be relieved through suitable valves installed at the loading header. Liquid and vapour from these lines should not be discharged to atmosphere.

15.8.21 Propylene oxide may be carried in pressure tanks or in independent or integral gravity tanks. Ethylene oxide / propylene oxide mixtures should be carried in independent gravity tanks or pressure tanks. Tanks should be designed for the maximum pressure expected to be encountered during loading, conveying and discharging cargo.

15.8.22.1 Tanks for the carriage of propylene oxide with a design pressure less than 0.6 bar gauge and tanks for the carriage of ethylene oxide / propylene oxide mixtures with a design pressure less than 1.2 bar gauge should have a cooling system to maintain the cargo below the reference temperature.

15.8.22.2 The refrigeration requirement for tanks with a design pressure less than 0.6 bar gauge may be waived by the Administration for ships operating in restricted areas or on voyages of restricted duration, and account may be taken in such cases of any insulation of the tanks. The area and times of year for which such carriage would be permitted should be included in the conditions of carriage of the International Certificate of Fitness for the Carriage of Dangerous Chemicals in Bulk.

15.8.23.1 Any cooling system should maintain the liquid temperature below the boiling temperature at the containment pressure. At least two complete cooling plants automatically regulated by variations within the tanks should be provided. Each cooling plant should be complete with the necessary auxiliaries for proper operation. The control system should also be capable of being manually operated. An alarm should be provided to indicate malfunctioning of the temperature controls. The capacity of each cooling system should be sufficient to maintain the temperature of the liquid cargo below the reference temperature * of the system.

15.8.23.2 An alternative arrangement may consist of three cooling plants, any two of which should be sufficient to maintain the liquid temperature below the reference temperature *.
_______________
* See 15.8.22.1.

15.8.23.3 Cooling media which are separated from the products by a single wall only should be non-reactive with the products.

15.8.23.4 Cooling systems requiring compression of the products should not be used.

15.8.24 Pressure relief valve settings should not be less than 0.2 bar gauge and for pressure tanks not greater than 0.7 bar gauge for the carriage of propylene oxide and not greater than 5.3 bar gauge for carriage of propylene oxide / ethylene oxide mixtures.

15.8.25.1 The piping system for tanks to be loaded with these products should be separated (as defined in 1.3.24) from piping systems for all other tanks, including empty tanks. If the piping system for the tanks to be loaded is not independent (as defined in 1.3.15), the required piping separation should be accomplished by the removal of spool pieces, valves, or other pipe sections, and the installation of blank flanges at these locations. The required separation applies to all liquid and vapour piping, liquid and vapour vent lines and any other possible connections, such as common inert gas supply lines.

15.8.25.2 These products may be transported only in accordance with cargo handling plans that have been approved by the Administration. Each intended loading arrangement should be shown on a separate cargo handling plan. Cargo handling plans should show the entire cargo piping system and the locations for installation of blank flanges needed to meet the above piping separation requirements. A copy of each approved cargo handling plan should be maintained on board the ship. The International Certificate of Fitness for the Carriage of Dangerous Chemicals in Bulk should be endorsed to include reference to the approved cargo handling plans.

15.8.25.3 Before each initial loading of these products and before every subsequent return to such service, certification verifying that the required piping separation has been achieved should be obtained from a responsible person acceptable to the Port Administration and carried on board the ship. Each connection between a blank flange and a pipeline flange should be fitted with a wire and seal by the responsible person to ensure that inadvertent removal of the blank flange is impossible.

15.8.26.1 No cargo tanks should be more than 98 per cent liquid full at the reference temperature *.
_____________
* See 15.8.22.1

15.8.26.2 The maximum volume to which a cargo tank should be loaded is:

_________________
* See 15.8.22.1

15.8.26.3 The maximum allowable tank filling limits for each cargo tank should be indicated for each loading temperature which may be applied, and for the applicable maximum reference temperature, on a list to be approved by the Administration. A copy of the list should be permanently kept on board by the master.

15.8.27 The cargo should be carried under a suitable protective padding of nitrogen gas. An automatic nitrogen make-up system should be installed to prevent the tank pressure falling below 0.07 bar gauge in the event of product temperature fall due to ambient conditions or maloperation of refrigeration systems. Sufficient nitrogen should be available on board to satisfy the demand of the automatic pressure control. Nitrogen of commercially pure quality (99.9 per cent by volume) should be used for padding. A battery of nitrogen bottles connected to the cargo tanks through a pressure reduction valve satisfies the intention of the expression "automatic" in this context.

15.8.28 The cargo tank vapour space should be tested prior to and after loading to ensure that the oxygen content is 2% by volume or less.

15.8.29 A water spray system of sufficient capacity should be provided to blanket effectively the area surrounding the loading manifold, the exposed deck piping associated with product handling, and the tank domes. The arrangement of piping and nozzles should be such as to give a uniform distribution rate of 10 l/m2 min. Remote manual operation should be arranged such that remote starting of pumps supplying the water spray system and remote operation of any normally closed valves in the system can be carried out from a suitable location outside the cargo area, adjacent to the accommodation spaces and readily accessible and operable in the even of fire in the areas protected. The water spray system should be capable of both local and remote manual operation, and the arrangement should ensure that any spilled cargo is washed away. Additionally, a water hose with pressure to the nozzle, when atmospheric temperatures permit, should be connected ready for immediate use during loading and unloading operations.

15.8.30 A remotely operated, controlled closing-rate, shut-off valve should be provided at each cargo hose connection used during cargo transfer.

Permanente link

15.09 Sodium chlorate solution (50% or less)

Ingangsdatum: 01-07-1986

Geldig tot en met: 31-12-2006

15.9.1 Tanks and associated equipment which have contained this product may be used for other cargoes after thorough cleaning by washing or purging.

15.9.2 In the event of spillage of this product, all spilled liquid should be thoroughly washed away without delay. To minimize fire risk, spillage should not be allowed to dry out.

Permanente link

15.10 Sulphur (molten)

15.10.1 Cargo tank ventilation should be provided to maintain the concentration of hydrogen sulphide below one half of its lower explosive limit throughout the cargo tank vapour space for all conditions of carriage, i.e. below 1.85 per cent by volume.

15.10.2 Where mechanical ventilation systems are used for maintaining low gas concentrations in cargo tanks, an alarm system should be provided to give warning if the system fails.

15.10.3 Ventilation systems should be so designed and arranged as to preclude depositing of sulphur within the system.

15.10.4 Openings to void spaces adjacent to cargo tanks should be so designed and fitted as to prevent the entry of water, sulphur or cargo vapour.

15.10.5 Connections should be provided to permit sampling and analysing of vapour in void spaces.

15.10.6 Cargo temperature controls should be provided to ensure that the temperature of the sulphur does not exceed 155° c

Permanente link

Ingangsdatum: 19-10-1990

Geldig tot en met: 31-12-2006

15.10.1 Cargo tank ventilation should be provided to maintain the concentration of hydrogen sulphide below one half of its lower explosive limit throughout the cargo tank vapour space for all conditions of carriage, i.e. below 1.85 per cent by volume.

15.10.2 Where mechanical ventilation systems are used for maintaining low gas concentrations in cargo tanks, an alarm system should be provided to give warning if the system fails.

15.10.3 Ventilation systems should be so designed and arranged as to preclude depositing of sulphur within the system.

15.10.4 Openings to void spaces adjacent to cargo tanks should be so designed and fitted as to prevent the entry of water, sulphur or cargo vapour.

15.10.5 Connections should be provided to permit sampling and analysing of vapour in void spaces.

15.10.6 Cargo temperature controls should be provided to ensure that the temperature of the sulphur does not exceed 155°C

[Niet geldig (geldigheid van 1994-07-01 tot en met 2006-12-31)]

Permanente link

15.14 Cargoes with a vapour pressure greater than 1.013 bar absolute at 37.8°C

Ingangsdatum: 01-07-1986

Geldig tot en met: 31-12-2006

15.14.1 For a cargo referenced in column "m" in the table of chapter 17 to this section, a mechanical refrigeration system should be provided unless the cargo system is designed to withstand the vapour pressure of the cargo at 45¿ c Where the cargo system is designed to withstand the vapour pressure of the cargo at 45° c, and no refrigeration system is provided, a notation should be made in the conditions of carriage on the International Certificate of Fitness for the Carriage of Dangerous Chemicals in Bulk to indicate the required relief valve setting for the tanks.

15.14.2 A mechanical refrigeration system should maintain the liquid temperature below the boiling temperature at the cargo tank design pressure.

15.14.3 When ships operate in restricted areas and at restricted times of the year, or on voyages of limited duration, the Administration involved may agree to waive requirements for a refrigeration system. A notation of any such agreement, listing geographic area restrictions and times of the year, or voyage duration limitations, should be included in the conditions of carriage on the International Certificate for the Carriage of Dangerous Chemicals in Bulk.

15.14.4 Connections should be provided for returning expelled gases to shore during loading.

15.14.5 Each tank should be provided with a pressure gauge which indicates the pressure in the vapour space above the cargo.

15.14.6 Where the cargo needs to be cooled, thermometers should be provided at the top and bottom of each tank.

15.14.7.1 No cargo tanks should be more than 98 per cent liquid full at the reference temperature (R).

15.14.7.2 The maximum volume (VL) of cargo to be loaded in a tank should be:

15.14.7.3 The maximum allowable tank filling limits for each cargo tank should be indicated for each loading temperature which may be applied, and for the applicable maximum reference temperature, on a list approved by the Administration. A copy of the list should be permanently kept on board by the master.

Permanente link

15.15 Cargoes with low ignition temperature and wide flammability range lDeleted]

For ships carrying such cargoes, the distance requirements of 10.2.3.5 should be increased to at least 4.5m

Permanente link

Ingangsdatum: 01-07-1986

Geldig tot en met: 30-06-1994

15.20.1 The carriage temperature of the cargo should be maintained below 100° C to prevent the occurrence of a self-sustaining, exothermic decomposition reaction.

15.20.2 The cargo may not be carried in independent pressure vessels permanently affixed to the vessel's deck unless:
.1 the tanks are sufficiently insulated from fire; and
.2 the vessel has a water deluge system for the tanks such that the cargo temperature is maintained below 100° C and the temperature rise in the tanks does not exceed 1.5° C/hour for a fire of 650° C (1200°F)

Permanente link

15.21 Temperature sensors

[Niet geldig (geldigheid van 1994-07-01 tot en met 2006-12-31)]

Permanente link

Chapter 16 Operational requirements

Ingangsdatum: 01-07-1986

Geldig tot en met: 31-12-2006

Ingangsdatum: 01-07-1986

Geldig tot en met: 31-12-2006

16.4.1 During handling and carriage of cargoes producing flammable or toxic vapours, or both, or when ballasting after the discharge of such cargo, or when loading or unloading cargo, cargo tank lids should always be kept closed. With any hazardous cargo, cargo tank lids, ullage and sighting ports and tank washing access covers should be open only when necessary.

16.4.2 Personnel should not enter cargo tanks, void spaces around such tanks, cargo handling spaces or other enclosed spaces unless:
.1 the compartment is free of toxic vapours and not deficient in oxygen; or
.2 personnel wear breathing apparatus and other necessary protective equipment, and the entire operation is under the close supervision of a responsible officer.

16.4.3 Personnel should not enter such spaces when the only hazard is of a purely flammable nature, except under the close supervision of a responsible officer.

Permanente link

16.5 Stowage of cargo samples

Ingangsdatum: 01-07-1986

Geldig tot en met: 31-12-2006

16.5.1 Samples which have to be kept on board should be stowed in a designated space situated in the cargo area or, exceptionally, elsewhere, subject to the approval of the Administration.

16.5.2 The stowage space should be:
.1 cell-divided in order to avoid shifting of the bottles at sea;
.2 made of material fully resistant to the different liquids intended to be stowed; and
.3 equipped with adequate ventilation arrangements.

16.5.3 Samples which react with each other dangerously should not be stowed close to each other.

16.5.4 Samples should not be retained on board longer than necessary.

Permanente link

16.6 Cargoes not to be exposed to excessive heat

16.6.1 Where the possibility exists of a dangerous reaction of a cargo such as polymerization, decomposition, thermal instability or evolution of gas, resulting from local overheating of the cargo in either the tank or associated pipelines, such cargo should be loaded and carried adequately segregated from other products whose temperature is sufficiently high to initiate a reaction of such cargo (see 7.1.5.4).

16.6.2 Heating coils in tanks carrying this product should be blanked off or secured by equivalent means.

16.6.3 Heat-sensitive products should not be carried in deck tanks which are not insulated.

Permanente link

Ingangsdatum: 01-07-1986

Geldig tot en met: 30-06-1998

16.6.1 Where the possibility exists of a dangerous reaction of a cargo such as polymerization, decomposition, thermal instability or evolution of gas, resulting from local overheating of the cargo in either the tank or associated pipelines, such cargo should be loaded and carried adequately segregated from other products whose temperature is sufficiently high to initiate a reaction of such cargo (see 7.1.5.4).

16.6.2 Heating coils in tanks carrying this product should be blanked off or secured by equivalent means.

16.6.3 Heat-sensitive products should not be carried in deck tanks which are not insulated.

Permanente link

16.7 Additional operational requirements

Permanente link

Ingangsdatum: 19-10-1990

Geldig tot en met: 30-06-2002

Permanente link

EXPLANATORY NOTES

____________________

Note : Underlined characters in "Name of Product" column substitute italics.
a/ Applies to ammonia aqueous, 28% or less but not below 10%
b/ If the product to be carried contains flammable solvents such that the flashpoint does not exceed 60° c.c., then special electrical systems and a flammable vapour detector should be provided.
c/ Although water is suitable for extinguishing open air fires involving chemicals to which this footnote applies, water should not be allowed to contaminate closed tanks containing these chemicals because of the risk of hazardous gas generation.
d/ UN number 1198 only applies if flashpoint is below 60° c.c.
e/ Applies to formaldehyde solutions 45% or less, but not below 5%.
f/ Applies to hydrochloric acide not below 10%
g/ Dry chemical cannot be used because of the possibility of an explosion.
h/ UN number 2032 assigned to red fuming nitric acid.
I/ UN number depends on boiling point of substance.
j/ UN number assigned to this substance containing more than 3% of ortho-isomer.
k/ Phosphorus (yellow or white) is carried above its autoignition temperature and therefore flashpoint is not appropriate. Electrical equipment requirements may be similar to those for substances with a flashpoint above 60° c.c.
l/ Sulphur (molten) has a flashpont above 60° c.c., however, electrical equipment should be certified safe for gases evolved.

Permanente link

Ingangsdatum: 19-10-1990

Geldig tot en met: 30-06-1994

EXPLANATORY NOTES

___________________________

a Applies to ammonia aqueous, 28% or less but not below 10% Ammonia aqueous (28% or less)
b If the product to be carried contains flammable solvents such that the flashpoint does not exceed 60 ° c.c., then special electrical systems and a flammable vapour detector should be provided.
Diphenyl methane diisocyanate
Polymethylene polyphenyl isocyanate
c Although water is suitable for extinguishing open air fires involving chemicals to which this footnote applies, water should not be allowed to contaminate closed tanks containing these chemicals because of the risk of hazardous gas generation.
Diphenylmethane diisocyanate
Toluene diisocyanate
Trimethylhexamethylene diisocyanate (2,2,4-and 2,4,4-isomers)
d UN number 1198 only applies if flashpoint is below 60° c.c.
Formaldehyde solutions (45% or less)
e Applies to formaldehyde solutions 45% or less, but not below 5%.
Formaldehyde solutions (45% or less)
f Applies to hydrochloric acide not below 10%
Aluminium chloride (30% or less )/Hydrochloric acid (20% or less) solution
Hydrochloric acid
g Dry chemical cannot be used because of the possibility of an explosion.
Maleic anhydride
h UN number 2032 assigned to red fuming nitric acid.
Nitric acide (70% and over)
i UN number depends on boiling point of substance.
Polyethylene polyamines
Polymethylene polyphenyl isocyanate
j UN number assigned to this substance containing more than 3% of ortho-isomer.
Tricresyl phosphate (containing 1% or more ortho-isomer)
k Phosphorus (yellow or white) is carried above its autoignition temperature and therefore flashpoint is not appropriate. Electrical equipment requirements may be similar to those for substances with a flashpoint above 60° c.c.
Phophorus (yellow or white)
l Sulphur (molten) has a flashpont above 60° c.c., however, electrical equipment should be certified safe for gases evolved.
Sulphur (molten)
m UN number 2672 refers to 10-35% ammonia solutions.
Ammonia aqueous (28% or less)
n UN number 2511 applies to 2-chloropropionic acid only.
2- or 3-Chloropropionic acid
o Dinitrotoluene should not be carried in deck tanks.
Dinitrotoluene (molten)
p Temperature sensors should be used to monitor the cargo pump temperature to detect overheating due to pump failure.
Dinitrotolune (molten)
q Requirements are based on those isomers having a flashpoint of 60° c.c. or less; some isomers have a flashpoint greater than 60°c.c., and therefore the requirements based on flammability would not apply to such isomers.
Heptanol (all isomers)
r Reference to 16A.2.2 applies to 1-undecyl alcohol only.
Undecyl alcohol
s Applies to n-decyl alcohol only.
Decyl alcohol (all isomers)
t UN number 1114 applies to benzene.
Benzene and mixtures having 10% benzene or more
u Dry chemicals should not be used as a fire-fighting medium.
Nitropropane (60%)/Nitroethane (40%) mixture
v Confined spaces should be tested for both formic acid vapours and carbon monoxide gas, a decomposition product.
Formic acid
w Applies to p-xylene only.
Xylenes
x Applies to p-isomer and mixtures containing p-isomer viscosity of which is 25 mPa.s at 20° c.
Dichlorobenzenes (all isomers)
y Applies to p-isomer and mixtures containing p-isomer melting point of which is 0° c and above.
Dichlorobenzenes (all isomers)
z Applies to p-isomer and mixtures containing p-isomer melting point of which is 15° c and above.
Dichlorobenzenes (all isomers)

aa Applies only to products with melting point of 15° and above.
Nonyl phenol poly(4-12)ethoxylates

Permanente link

Chapter 18 List of chemicals to which the code does not apply

_______________________
* The product names are not always identical with the names given in the various editions of the Bulk Chemical Code(resolution A.212(VII)).

1 The following are products which are not considered to come within the scope of the Code. This list may be use as a guide in considering bulk carriage of products whose hazards have not yet been evaluated.

2 Although the products listed in this chapter fall outside the scope of the Code, the attention of Administrations is drawn to the fact that some safety precautions may be needed for their safe transportation. Accordingly Administrations should prescribe appropriate safety requirements.

3 The products listed below may be subject to reconsideration upon the coming into force of the International Convention for the Prevention of Pollution from Ships, 1973/78.

Permanente link

Ingangsdatum: 19-10-1990

Geldig tot en met: 30-06-1994

1 The following are products which are not considered to come within the scope of the Code. This list may be use as a guide in considering bulk carriage of products whose hazards have not yet been evaluate.

2 Although the products listed in this chapter fall outside the scope of the Code, the attention of Administrations is drawn to the fact that some safety precautions may be needed for their safe transportation. Accordingly Administrations should prescribe appropriate safety requirements.

Permanente link

Ingangsdatum: 30-10-1988

Geldig tot en met: 31-12-2006

1 The purpose of this Code is to provide an international standard for the safe carriage by sea in bulk of dangerous and noxious liquid chemicals listed in chapter 17 of the Code by prescribing the design and construction standards of ships regardless of tonnage involved in such carriage and the equipment they should carry so as to minimize the risk to the ship, to its crew and to the environment, having regard to the nature of the products involved.

2 The basic philosophy is one of ship types related to the hazards of the products covered by the Code. Each of the products may have one or more hazard properties which include flammability, toxicity, corrosivity and reactivity as well as the hazard they may present to the environment if accidentally released.

3 Throughout the development of the Code it was recognized that it must be based upon sound naval architectural and engineering principles and the best understanding available as to the hazards of the various products covered; furthermore that chemical tanker design technology is not only a complex technology but is rapidly evolving and that the Code should not remain static. Therefore the Organization will periodically review the Code taking into account both experience and technical development.

4 Requirements for new products and their conditions of carriage will be circulated as recommendations, on an interim basis, when adopted by the Maritime Safety Committee of the Organization, prior to the entry into force of the appropriate amendments, under the terms of article VIII of the International Convention for the Safety of Life at Sea, 1974.

5 The Code primarily deals with ship design and equipment. In order to ensure the safe transport of the products, the total system must, however, be appraised. Other important facets of the safe transport of the products, such as training, operation, traffic control and handling in port, are being or will be examined further by the Organization.

6 The development of the Code has been greatly assisted by relevant work of the International Association of Classification Societies (IACS) and of the International Electrotechnical Commission (IEC).

7 Chapter 16 of the Code, dealing with operational requirements of chemical tankers, highlights the regulations in other chapters that are operational in nature and mentions those other important safety features that are peculiar to chemical tanker operation.

8 The layout of the Code is in line with the International Code for the Construction and Equipment of Ships Carrying Liquefied Gases in Bulk (IGC Code) adopted by the Maritime Safety Committee at its forty-eighth session. Gas carriers may also carry in bulk liquid chemicals covered by this Code as dealt with in the IGC Code.

9 In response to resolution 15 of the International Conference on Marine Pollution, 1973, the Marine Environment Protection Committee at its twenty-second session adopted with resolution MEPC 19(22) the IBC Code extended to cover the marine pollution prevention aspects for the implementation of Annex II to the International Convention for the Prevention of Pollution from Ships, 1973, as modified by the Protocol of 1978 relating thereto (MARPOL 73/78).

10 As from the date of entry into force of the 1983 amendments to the 1974 SOLAS Convention and the date of implementation of Annex II of MARPOL 73/78, this Code will be mandatory requirements under these Conventions. Any future amendment to the Code, whether from the point of view of safety or of marine pollution, must be adopted and brought into force in accordance with the procedures laid down in Article VIII of SOLAS 74 and Article 16 of MARPOL 73/78 respectively. In order to achieve a common date of entry into force of future amendments to the Code under SOLAS 74 and MARPOL 73/78, the Maritime Safety Committee and the Marine Environment Protection Committee intend to establish an appropriate procedure in conformity with the provisions of the said Articles.

Permanente link

Appendix Model form of International Certificate of Fitness for the Carriage of Dangerous Chemicals in Bulk

Ingangsdatum: 01-07-1986

Geldig tot en met: 31-12-2006

Permanente link

1 International Certificate of fitness for the carriage of Dangerous Chemicals in Bulk

( Official Seal )

Issued under the provisions of the

INTERNATIONAL CODE FOR THE CONSTRUCTION AND EQUIPMENT OF SHIPS CARRYING DANGEROUS CHEMICALS IN BULK

(Res. MSC4(48))

under the authority of the Government of
....................................................................................................................................................................................

(full official designation of country) by
.....................................................................................................................................................................................

(full official designation of the competent person or organization recognized by the Adminstration)

Date on which keel was laid or was at a similar stage of construction or (in the case of a converted ship) date on which conversion to chemical tanker was commenced: ................................................................................................................................................................................................

The Certificate should be drawn up in the official language of the issuing country. If the language used is neither English nor French, the text should include a translation into one of these languages.

The ship also complies fully with the following amendments to the Code:
................................................................................................................................................
................................................................................................................................................

The ship is exempted from compliance with the following provisions of the Code:
...............................................................................................................................................................
...............................................................................................................................................................

THIS IS TO CERTIFY:
1.1 That the ship has been surveyed in accordance with the provisions of section 1.5 of the Code;
.2 that the survey showed that the construction and equipment of the ship complied with the relevant provisions of the Code;
*.3 that the ship is an incinerator ship complying also with the supplementary and modified requirements of Chapter 19;
_____________

* delete as appropriate.

2. That the ship is suitable for the carriage in bulk of the following products provided that all relevant operational provisions of the Code are observed.

___________________

* Continued on attachment 1, additional signed and dated sheets. Tank numbers referred to in this list are identified on attachment 2, signed and dated tank plan. For incinerator ships enter "liquid chemical waste" in lieu of individual products.

3 That, in accordance with *1.4 and* 2.8.2 the provisions of the Code are modified in respect of the ship in the following manner:

4 That the ship must be loaded:
*.1 in accordance with the loading conditions provided in the approved loading manual, stamped and dated ..................................................................................... and signed by a responsible officer of the Adminstration, or of an organization recognized by the Administration;
*.2 in accordance with the loading limitations appended to this Certificate.
_____________________

* Delete as appropriate.

Where it is required to load the ship other than in accordance with the above instruction, then the necessary calculations to justify the proposed loading conditions should be communicated to the certifying Adminstration who may authorize in writing the adoption of the proposed loading condition.**
________________

** Instead of being incorporated in the Certificate, this text may be appended to the Certificate if duly signed and stamped.

Notes on completion of Certificate:
1 "Ship Type": Any entry under this column must relate to all relevant recommendations, e.g. an entry "Type 2" should mean Type 2 in all respects prescribed by the Code.
2 Paragraph 2: Only products listed in Chapter 17 of the Code, or which have been evaluated by the Administration in accordance with 1.1.3 of the Code, should be listed. In respect of the latter "new" products, any special requirements provisionally prescribed should be noted.

ENDORSEMENT FOR MANDATORY ANNUAL SURVEYS

THIS IS TO CERTIFY that a mandatory annual survey required by 1.5.2.1.4 of the Code, the ship was found to comply with the relevant provisions of the International Bulk Chemical Code.

NOTE: An intermediate survey may take the place of a mandatory annual survey where the relevant provisions of 1.5.2.1.3 and 1.5.2.1.4 are complied with.

ENDORSEMENT FOR INTERMEDIATE SURVEYS

THIS IS TO CERTIFYthat at an Intermediate Survey required by 1.5.2.1.3 of the Code, the ship was found to comply with the relevant provisions the International Bulk Chemical Code.

APPENDIX I - ATTACHMENT 1

TO THE INTERNATIONAL CERTIFICATE OF FITNESS FOR THE CARRIAGE OF DANGEROUS CHEMICALS IN BULK

Continued list of products to those specified in section 5, and their conditions of carriage.

APPENDIX I - ATTACHMENT 2 TO THE INTERNATIONAL CERTIFICATE OF FITNESS FOR THE CARRIAGE OF DANGEROUS CHEMICALS IN BULK

TANK PLAN (specimen)

Name of ship : ...............................................................................................................................

Distinctive number or letters : ......................................................................................................

Permanente link

Ingangsdatum: 01-07-1986

Geldig tot en met: 29-10-1988

( Official Seal )

Issued under the provisions of the

INTERNATIONAL CODE FOR THE CONSTRUCTION AND EQUIPMENT OF SHIPS CARRYING DANGEROUS CHEMICALS IN BULK

(Res. MSC4(48))

under the authority of the Government of
....................................................................................................................................................................................

(full official designation of country) by
.....................................................................................................................................................................................

(full official designation of the competent person or organization recognized by the Adminstration)

Date on which keel was laid or was at a similar stage of construction or (in the case of a converted ship) date on which conversion to chemical tanker was commenced: ................................................................................................................................................................................................

The Certificate should be drawn up in the official language of the issuing country. If the language used is neither English nor French, the text should include a translation into one of these languages.

The ship also complies fully with the following amendments to the Code:
................................................................................................................................................
................................................................................................................................................

The ship is exempted from compliance with the following provisions of the Code:
...............................................................................................................................................................
...............................................................................................................................................................

THIS IS TO CERTIFY:
1.1 That the ship has been surveyed in accordance with the provisions of section 1.5 of the Code;
.2 that the survey showed that the construction and equipment of the ship complied with the relevant provisions of the Code;
*.3 that the ship is an incinerator ship complying also with the supplementary and modified requirements of Chapter 19;
_____________

* delete as appropriate.

2. That the ship is suitable for the carriage in bulk of the following products provided that all relevant operational provisions of the Code are observed.

___________________

* Continued on attachment 1, additional signed and dated sheets. Tank numbers referred to in this list are identified on attachment 2, signed and dated tank plan. For incinerator ships enter "liquid chemical waste" in lieu of individual products.

3 That, in accordance with *1.4 and* 2.8.2 the provisions of the Code are modified in respect of the ship in the following manner:

4 That the ship must be loaded:
*.1 in accordance with the loading conditions provided in the approved loading manual, stamped and dated ..................................................................................... and signed by a responsible officer of the Adminstration, or of an organization recognized by the Administration;
*.2 in accordance with the loading limitations appended to this Certificate.
_____________________

* Delete as appropriate.

Where it is required to load the ship other than in accordance with the above instruction, then the necessary calculations to justify the proposed loading conditions should be communicated to the certifying Adminstration who may authorize in writing the adoption of the proposed loading condition.**
________________

** Instead of being incorporated in the Certificate, this text may be appended to the Certificate if duly signed and stamped.

Notes on completion of Certificate:
1 "Ship Type": Any entry under this column must relate to all relevant recommendations, e.g. an entry "Type 2" should mean Type 2 in all respects prescribed by the Code.
2 Paragraph 2: Only products listed in Chapter 17 of the Code, or which have been evaluated by the Administration in accordance with 1.1.3 of the Code, should be listed. In respect of the latter "new" products, any special requirements provisionally prescribed should be noted.

ENDORSEMENT FOR MANDATORY ANNUAL SURVEYS

THIS IS TO CERTIFY that a mandatory annual survey required by 1.5.2.1.4 of the Code, the ship was found to comply with the relevant provisions of the International Bulk Chemical Code.

NOTE: An intermediate survey may take the place of a mandatory annual survey where the relevant provisions of 1.5.2.1.3 and 1.5.2.1.4 are complied with.

ENDORSEMENT FOR INTERMEDIATE SURVEYS

THIS IS TO CERTIFYthat at an Intermediate Survey required by 1.5.2.1.3 of the Code, the ship was found to comply with the relevant provisions the International Bulk Chemical Code.

APPENDIX I - ATTACHMENT 1

TO THE INTERNATIONAL CERTIFICATE OF FITNESS FOR THE CARRIAGE OF DANGEROUS CHEMICALS IN BULK

Continued list of products to those specified in section 5, and their conditions of carriage.

APPENDIX I - ATTACHMENT 2 TO THE INTERNATIONAL CERTIFICATE OF FITNESS FOR THE CARRIAGE OF DANGEROUS CHEMICALS IN BULK

TANK PLAN (specimen)

Name of ship : ...............................................................................................................................

Distinctive number or letters : ......................................................................................................

Permanente link

1 International Certificate of fitness for the carriage of Dangerous Chemicals in Bulk (MSC/Res.181(59))

Ingangsdatum: 30-10-1988

Geldig tot en met: 31-12-2006

INTERNATIONAL CERTIFICATE OF FITNESS FOR THE CARRIAGE OF DANGEROUS CHEMICALS IN BULK

(Official seal)

Issued under the provisions of the

INTERNATIONAL CODE FOR THE CONSTRUCTION AND EQUIPMENT OF SHIPS CARRYING DANGEROUS CHEMICALS IN BULK

(resolutions MSC.4(48) and MEPC.19(22), as amended by resolutions MSC.16(58) and MEPC.40(29))

THIS IS TO CERTIFY:
1 That the ship has been surveyed in accordance with the provisions of section 1.5 of the Code.
2 That the survey showed that the construction and equipment of the ship and the condition thereof are in all respects satisfactory and that the ship complies with the relevant provisions of the Code.
3 That the ship is an incinerator ship complying also with the supplementary and modified requirements of chapter 19 of the Code.*/3
4 That the ship has been provided with a Manual in accordance with the Standards for Procedures and Arrangements as called for by regulations 5, 5A and 8 of Annex II of MARPOL 73/78, and that the arrangements and equipment of the ship prescribed in the Manual are in all respects satisfactory and comply with the applicable requirements of the said Standards.
5 That the ship is suitable for the carriage in bulk of the following products, provided that all relevant operational provisions of the Code are observed.

6 That, in accordance with 1.4/2.8.2 3/, the provisions of the Code are modified in respect of the ship in the following manner:
...................................................................
7 That the ship must be loaded:
.1 in accordance with the loading conditions provided in the approved loading Manual, stamped and dated .......... and signed by a responsible officer of the Administration, or of an organization recognized by the Administration; 3/
.2 in accordance with the loading limitations appended to this Certificate. 3/ Where it is required to load the ship other than in accordance with the above instruction, then the necessary calculations to justify the proposed loading conditions should be communicated to the certifying Administration who may authorize in writing the adoption of the proposed loading condition. */4

Notes on completion of Certificate:
1 The Certificate can be issued only to ship entitled to fly the flags of States which are both a Contracting Government to the 1974 SOLAS Convention and a Party to MARPOL 73/78.
2 Ship type: Any entry must relate to all relevant recommendations, e.g. an entry "type 2" should mean type 2 in all respects prescribed by the Code.
3 Products: Products listed in chapter 17 of the Code, or which have been evaluated by the Administration in accordance with 1.1.3 of the Code, should be listed. In respect of the latter "new" products, any special requirements provisionally prescribed should be noted. It should be noted that for incinerator ships "liquid chemical waste" is to be entered in lieu of the individual product names.
4 Products: The list of products the ship is suitable to carry should include the noxious liquid substances of category D which are not covered by the Code and should be identified as "chapter 18 category D".
5 Conditions of carriage: The limitations on the carriage of category B or category C substances under 16A.2 of the Code should also be indicated.

ENDORSEMENT FOR ANNUAL AND INTERMEDIATE SURVEYS

THIS IS TO CERTIFY that, at a survey required by 1.5.2 of the Code the ship was found to comply with the relevant provisions of the Code:

Annual 1/intermediate survey in accordance with 1.5.6.8.3

THIS IS TO CERTIFY that, at an annual 1/intermediate 3/ survey in accordance with 1.5.6.8.3 of the Code, the ship was found to comply with the relevant provisions of the Code.

Endorsement to extend the Certificate if valid for less than 5 years where 1.5.6.3 applies The ship complies with the relevant provisions of the Code, and this Certificate should, in accordance with 1.5.6.3 of the Code, be accepted as valid until
.......................................

Endorsement where the renewal survey has been completed and 1.5.6.4 applies

The ship complies with the relevant provisions of the Code, and this Certificate should, in accordance with 1.5.6.4 of the Code, be accepted as valid until.........................

1/ Alternatively, the particulars of the ship may be placed horizontally in boxes.
2/ In accordance with resolution A.600(15) - IMO Ship Identification Number Scheme, this information may be included voluntarily.
3/ Delete as appropriate.
4/ Instead of being incorporated in the Certificate, this text may be appended to the Certificate if signed and stamped.
5/ Insert the date of expiry as specified by the Administration in accordance with 1.5.6.1 of the Code. The day and the month of this date correspond to the anniversary date as defined in 1.3.2.3 of the Code, unless amended in accordance with 1.5.6.8 of the Code.

Permanente link

2 Attachment 1

Ingangsdatum: 30-10-1988

Geldig tot en met: 31-12-2006

Permanente link

3 Attachment 2

Ingangsdatum: 30-10-1988

Geldig tot en met: 31-12-2006

TO THE INTERNATIONAL CERTIFICATE OF FITNESS FOR THE CARRIAGE OF DANGEROUS CHEMICALS IN BULK TANK PLAN (Specimen)

Name of ship: ...............................................

Distinctive number or letters: ..............................

Permanente link

Versie	Geldigheidsdatum	Status
6	01-07-2002 t/m 31-12-2006	Was geldig
5	01-07-1998 t/m 30-06-2002	Was geldig
4	01-07-1994 t/m 30-06-1998	Was geldig
3 [versie op het scherm]	19-10-1990 t/m 30-06-1994	Was geldig
2	30-10-1988 t/m 18-10-1990	Was geldig
1	01-07-1986 t/m 29-10-1988	Was geldig

Externe relaties

Themastructuur^

Chapter 01 General

1.1 Application

1.2 Hazards

1.3 Definitions

1.4 Equivalents

1.5 Surveys and certification

Chapter 02 Ship survival capability and location of cargo tanks

2.1 General

2.2 Freeboard and intact stability

2.3 Shipside discharges below the freeboard deck

2.4 Conditions of loading

2.5 Damage assumptions

2.6 Location of cargo tanks

2.7 Flooding assumptions

2.8 Standard of damage

2.9 Survival requirements

Chapter 03 Ship arrangements

3.1 Cargo segregation

3.2 Accommodation, service and machinery spaces and control stations

3.3 Cargo pump-rooms

3.4 Access to spaces in the cargo area

3.5 Bilge and ballast arrangements

3.6 Pump and pipeline identification

3.7 Bow or stern loading and unloading arrangements

Chapter 04 Cargo containment

4.1 Definitions

4.2 Tank type requirements for individual products

Chapter 05 Cargo transfer

5.1 Piping scantlings

5.2 Piping fabrication and ioinirtg details

5.3 Flange connections

5.4 Test requirements for piping

5.5 Piping arrangements

5.6 Cargo-transfer control systems

5.7 Ship''s cargo hoses

Chapter 06 Materials of construction

6.1 General

6.2 Special requirements for materials

Chapter 07 Cargo temperature control

7.1 General

7.2 Additional requirements

Chapter 08 Cargo tank venting systems

8.1 General

8.2 Types of tank vent systems

8.3 Venting requirements for individual products

8.4 Venting requirements for individual products

8.5 Cargo-tank gas-freeing

Chapter 09 Environmental control

9.1 General

9.2 Environmental control requirements for individual products

Chapter 10 Electrical installations

10.1 General

10.2 Hazardous locations and types of equipment and wiring

10.3 Bonding

10.4 Electrical requirements for individual products

Chapter 11 Fire protection and fire extinction

11.1 Application

11.2 Cargo pump-rooms

11.3 Cargo area *

11.4 Special requirements

Chapter 12 Mechanical ventilation in the cargo area

12.1 Spaces normally entered during cargo-handling operations

12.2 Pump-rooms and other enclosed spaces normally entered

12.3 Spaces not normally entered

Chapter 13 Instrumentation

13.1 Gauging

13.2 Vapour detection