IMDG CODE – IMDG Code Compliance Centre

Aerosols – Classification and Danger

Pressurized deodorants, insecticides, medicinal sprays, spray paint cans, cooking spray etc. are called aerosols. Norwegian engineer Erik Rotheim patented the first aerosol can way back in 1927. Over the years much modifications came however the basic principle remains same.

Transport regulations defines Aerosols or aerosol dispensers as non-refillable receptacles made of metal, glass or plastics and containing a gas compressed, liquefied or dissolved under pressure, with or without a liquid, paste or powder, and fitted with a release device allowing the contents to be ejected as solid or liquid particles in suspension in a gas, as a foam, paste or powder or in a liquid state or in a gaseous state.

More than 15 billion aerosols are made globally per annum!

Aerosols is listed under UN Number 1950 with class/ division as “2”. Special Provision 63 explains the classification depending on the content and propellant.

Aerosols are flammable (Class 2.1) if the contents include 85% by mass or more flammable components and the chemical heat of combustion is 30 kJ/g or more.

Aerosols are asphyxiant (Class 2.2) if the contents contain 1% by mass or less flammable components and the heat of combustion is less than 20 kJ/g.

Aerosols are toxic (Class 6.1) or corrosive (Class8) if the contents are toxic or corrosive. However the contents of 6.1 & 8 packing group I are prohibited. Similarly, toxic gases (Class 2.3) is prohibited to be used as propellant. Flammable aerosols classification for spray aerosols and foam aerosols are different. Section 31 of United Nations Manual of Test and Criteria lays out same. Every aerosol dispenser shall be provided with protection against inadvertent discharge.

The possible classification of aerosols is as below

Aerosols can be either max 1 litre capacity or above 1 litre, the change in the capacity triggers changes in stowage and segregation rules on board ships. As long as the capacity of aerosol is maximum 1 litre, irrespective of the class and subsidiary risk, for segregation purpose it is considered as class 9. If the capacity of aerosol is above 1 litre the segregation is as per the class and subsidiary risks assigned.

IMDG Code stowage and segregation for aerosols are “Protected from sources of heat. For AEROSOLS with a maximum capacity of 1 l, Category A. Segregation as for class 9 but “Separated from” class 1 except division 1.4. For AEROSOLS with a capacity above 1 l. Category B. Segregation as for the appropriate sub-division of class 2.

It is the responsibility of shipper to indicate the capacity of aerosol in dangerous goods declaration if same is above 1 litre.

There are special provisions for transporting waste aerosols by sea and it is permitted only on short international voyages, transportation of waste aerosols on long international voyages can only be undertaken if specially approved by competent authority.

Aerosols with a capacity not exceeding 50 mℓ containing only non-toxic constituents are not subject to the provisions of IMDG Code.

Under Globally Harmonized System of Classification and Labelling (GHS) aerosols are classified into three categories.

Refer to chapter 2.3 of GHS 5^th revised edition for full details.

For sea transport refer to special provisions assigned to UN Number 1950 and section 6.2.4 of IMDG Code for testing.

Have you ever read the usage guidance and warnings printed on the deodorant can?

Deodorants can be deadly, it has caused fire, explosion, death due to improper usage. Cars have gone up in flame due to deodorant left in it. Inhaling solvents in the deodorant may cause cardiac abnormality.

Whether you transport aerosols or not, following below precautionary statements while using/storing your body sprays, insecticides sprays and other aerosols can prevent you from injury or fire.

Keep away from heat, hot surfaces, sparks, open flames and other ignition sources. No smoking.
Do not spray on an open flame or other ignition source
Do not pierce or burn, even after use
Protect from sunlight
Do not expose to temperatures exceeding 50 °C/ 122 °F.
Keep out of reach of children

For more information on aerosols visit European Aerosol Federation http://www.aerosol.org/ Asian Aerosol Federation – covering Australia, China, India, Japan, New Zealand & Thailand- http://aerosol-asia.org/

Stowage and Segregation of Dangerous Goods on General Cargo Ships

In the last article, ‘Stowage and Segregation of Dangerous Goods on Container Ships’, dated 20^th May, we looked at the provisions of stowage of containerized dangerous goods on container ships. Let us look at the basic stowage and segregation provisions for carriage of dangerous goods in packaged from and in solid bulk form on general cargo ships.

Flammable gases or flammable liquids having a flashpoint of less than 23°C c.c, must be stowed on deck only, unless otherwise approved by the Administration and must be stowed at least 3 m from any potential source of ignition. Here possible sources of ignition may include open fires, machinery exhausts, galley uptakes, electrical outlets and electrical equipment including those on refrigerated or heated cargo transport units unless they are of certified safe type. For interpreting what is certified type, for cargo spaces, refer to SOLAS II:2/19.3.2 and for refrigerated or heated cargo transport units refer to Recommendation published by the international Electrotechnical Commission, in particular IEC 60079.

When explosives are loaded the compartments or holds and containers must be locked to pervert unauthorized access however when in emergency access to the locked places must be able to be gained without delay. If the cargo compartment floors are not fitted with closed boarded wood the loading/unloading equipment and process must ensure no sparks can occur. If the cargo gets wet all handling operations must be stopped unless specialist advise from shipper clears same. Personnel involved in cargo operations must be briefed prior work regarding the potential risks and necessary precaution. When explosives belonging to different compatibility groups are loaded they must be stowed not less than 6 meters from each other unless mixed loading is permitted between the involved compatibility groups as per section 7.2.7 of IMDG Code.

Non containerized flammable liquids packaged in plastics jerricans, plastics drums, plastics IBCs must always be stowed on deck. There are special requirements for stowage of FISHMEAL, UNSTABILIZED (UN 1374), FISHMEAL, STABILIZED (UN 2216, class 9) and KRILL MEAL (UN3497), SEED CAKE (UN 1386), AMMONIUM NITRATE BASED FERTILIZER, UN 2071 and certain other goods.

When feeds or other edible substances intended for consumption by humans or animals, foodstuff, is loaded it will require segregation ‘separated from’ toxic, radioactive and corrosive dangerous goods and Dangerous goods in other classes which has segregation reference in column 16 (16b in 37th amendment of IMDG Code).

There are four segregation rules for dangerous goods loaded in conventional way on board ships.

Away from: Effectively segregated so that the incompatible goods cannot interact dangerously in the event of an accident but may be transported in the same compartment or hold or on deck, provided a minimum horizontal separation of 3 metres, projected vertically is obtained.
Separated from: In different compartments or holds when stowed under deck. Provided the intervening deck is resistant to fire and liquid, a vertical separation, i.e. in different compartments, may be accepted as equivalent to this segregation. For on deck stowage, this segregation means a separation by a distance of at least 6 metres horizontally.
Separated by a complete compartment or hold from: Either a vertical or a horizontal separation. If the intervening decks are not resistant to fire and liquid, then only a longitudinal separation, i.e. by an intervening complete compartment or hold, is acceptable. For on deck stowage, this segregation means a separation by a distance of at least 12 metres horizontally. The same distance has to be applied if one package is stowed on deck, and the other one in an upper compartment.
Separated longitudinally by an intervening complete compartment or hold from: Vertical separation alone does not meet this requirement. Between a package under deck and one on deck, a minimum distance of 24 m, including a complete compartment, must be maintained longitudinally. For on deck stowage, this segregation means a separation by a distance of at least 24 metres longitudinally.

Segregation rules between containerized dangerous goods and those loaded in conventional ways are different. Dangerous goods stowed in the conventional way must be segregated from goods transported in closed containers in accordance with segregation provisions showed above except that for “away from” is required, no segregation between the packages and the closed cargo transport units is required; and where “separated from” is required, the segregation between the packages and the closed cargo transport units may be as for “away from”.

Segregation between Bulk dangerous goods and packaged dangerous goods must be in accordance with the table shown in section 7.6.3.5.2 of IMDG Code where all 4 segregation terms have different rules from those listed above.

For full details of the requirements of stowage and segregation of dangerous goods loaded on general cargo ships refer to chapter 7.6 of IMDG Code, individual entries in chapter 3.2 and IMSBC Code as applicable.

Security Provisions for Dangerous Goods

11^th September 2011 attack on U.S. threw up a new revelation and threat that terrorists can cause mass casualties without using weapons of mass destruction. The attack on oil tanker Limburg at Gulf of Aden on 6 October 2002 resulted in 90,000 barrels of oil leaking into sea, vessel catching fire, death of one crew, injuries to 12 crews, 45 million USD loss to vessel, Yemen losing 3.8 million USD in port revenues.

The International Ship and Port Facility Security (ISPS) Code is an amendment to the Safety of Life at Sea (SOLAS) Convention (1974/1988) on minimum security arrangements for ships, ports and government agencies.

International Maritime Organisation states that “The International Ship and Port Facility Security Code (ISPS Code) is a comprehensive set of measures to enhance the security of ships and port facilities, developed in response to the perceived threats to ships and port facilities in the wake of the 9/11 attacks in the United States”

In different ways terrorists may try to reach their objective of disrupting public life, attracting media coverage, targeting high value individuals, demand release of prisoners, instil fear, economic loss, etc.

RISK = Threat x Vulnerability.

Driver leaving vehicle carrying dangerous goods on the road, gap in the peripheral fence of a port or CFS, blind sectors of security cameras are some vulnerabilities.

Threat is a probability of an attack on a target which may be stationary, ports, CFS, warehouses, or on the move, road vehicles and rail cars.

Risk is the probability of threat attacking above exampled vulnerabilities.

Some chemicals which are used in the commercial industry can also be used by terrorists for plotting attacks with mass causalities.
Talking to strangers revealing details of dangerous goods, especially while transporting, will cause vulnerability.
Some oxidizers can be turned into explosives by mixing with mineral oil

Unauthorized access must never be allowed to facilities having dangerous goods. Any person seen loitering around the boundary of the facility must be questioned. Unauthorized photography or filming must not be permitted. While moving high consequence dangerous goods, the route used must be assessed for vulnerabilities and possible need of change in route or need of security escort must be considered.

Every goods must have security measures to prevent unauthorized access, misuse and theft. IMDG Code Chapter 1.4 deals with Security Provisions for Dangerous Goods in which Consignors and others engaged in the transport of high consequence dangerous goods are advised to adopt, implement and comply with a separate security plan. High consequence dangerous goods are those which have the potential for misuse in a terrorist event and which may, as a result, produce serious consequences such as mass casualties, mass destruction or, particularly for Class 7, Radioactive Materials, mass socio-economic disruption.

Specific Security Plan for High Consequence Dangerous Goods must have at least below elements:

specific allocation of responsibilities for security to competent and qualified persons with appropriate authority to carry out their responsibilities;
records of dangerous goods or types of dangerous goods transported;
review of current operations and assessment of vulnerabilities, including intermodal transfer, temporary transit storage, handling and distribution, as appropriate;
clear statements of measures, including training, policies (including response to higher threat conditions, new employee/employment verification, etc.), operating practices (e.g. choice/use of routes where known, access to dangerous goods in temporary storage, proximity to vulnerable infrastructure, etc.), equipment and resources that are to be used to reduce security risks;
effective and up-to-date procedures for reporting and dealing with security threats, breaches of security or security-related incidents;
procedures for the evaluation and testing of security plans and procedures for periodic review and update of the plans;
measures to ensure the security of transport information contained in the plan; and
measures to ensure that the distribution of transport information is limited as far as possible.

It is not always terrorists who may attack, a protest rally by political parties may turn violent torching vehicles and buildings which if have dangerous goods will multiply into catastrophic damage and loss of lives.

Insider threat is more difficult to assess and identify as she/he may lie low for right time knowing the vulnerabilities of the organization. Insider can be a sleeping terrorist or a disgruntled employee who may take revenge or an imprudent employee who unknowingly give the details of vulnerabilities to his or her friend who may utilize same to attack. An organization can put in place multi-pronged approach to detect insider threat, this includes assessing cultural, social, political, economic sector and specific local factors and backgrounds. The publications “Insider Risk Evaluation and Audit” and “Ten Tales of Betrayal: The Threat to Corporate Infrastructures by Information Technology Insiders Analysis and Observations” published by Defense Personnel Security Research Center are useful guide and reference to evaluate insider threat.

For security provisions of Radioactive Material refer to chapter 1.4 of IMDG Code and IAEA publication “Convention on Physical Protection of Nuclear Material” and the IAEA circular “The Physical Protection of Nuclear Material and Nuclear Facilities” need to be applied.

SAFER shipping can only be guaranteed by SECURE shipping!

Segregation of Dangerous Goods in Port Areas

Guidance in this article is applicable only for packaged dangerous goods. Segregation recommendation explained below for port areas may also be applied to CFS/ICD for safety reasons.

Correct classification, packaging, marking, labelling, segregation, securing cargo in container and documentation is the prerequisite to ensure safety of life at sea and prevention of pollution. Packaged dangerous goods whether containerized or non-containerized when kept in port areas waiting for loading on to vessel or to be taken out by consignee may require segregation from one another. Transport regulations contain mandatory segregation rules recognizing the danger involved and available/practical emergency response in each mode of transport. Segregation requirements varies from regulation to regulation; in multimodal transport the most stringent segregation rule of one mode is acceptable by other modes.

Class 1, Explosives, other than 1.4S, and Class 7, Radioactive Materials, should generally be handled direct loading and delivery. Port authorities must formulate special plans for keeping these classes when necessary under special safety, emergency response and security measures. Class 6.2, Infectious substances, must only be handled as direct loading or delivery, never be kept in port areas.

Other classes may be segregated as in below table.

Segregation of Dangerous Goods in Port Areas

Non-containerized Packages & IBCs

0 = no segregation necessary unless required by the individual schedules

A = away from – minimum 3 m separation required

S = separated from – in open areas, minimum 6 m separation required in sheds or warehouses, minimum 12 m separation required unless separated by an approved fire wall

Closed containers & portable tanks

0 = no segregation necessary

A = away from – no segregation necessary

S = separated from – in open areas, longitudinally and laterally, minimum 3 m separation required, in sheds or warehouses longitudinally and laterally, minimum 6 m separation required unless separated by an approved fire wall

Example segregation check -“away from”

Non containerized packages class 2.2 and 3

Intersection between classes 2.2 and 3 in above table is A = away from – minimum 3 m separation required.

Container one carrying class 2.2, container two carrying class 3

Intersection between classes 2.2 and 3 in above table is A = away from – no segregation necessary.

In the above example non containerized packages need ‘away from’ 3 meter segregation however when the packages are in different containers no segregation is needed.

Example segregation check -“separated from”

Non containerized packages class 2.1 and 3

Intersection between classes 2.1 and 3 in above table is S = separated from

– in open areas, minimum 6 m separation required

– in sheds or warehouses, minimum 12 m separation required unless separated by an approved fire wall

Container one carrying class 2.2, container two carrying class 3

Intersection between classes 2.1 and 3 in above table is S = separated from

– in open areas, longitudinally and laterally, minimum 3 m separation required, – – in sheds or warehouses longitudinally and laterally, minimum 6 m separation required unless separated by an approved fire wall

Example segregation check – “Subsidiary Risk”

Non containerized packages UN 1072 OXYGEN, COMPRESSED Class 2.2 Subsidiary Risk 5.1 and UN 1001 ACETYLENE, DISSOLVED Class 2.1

Intersection between classes 2.1 and 2.2 in above table is O = no segregation necessary

Intersection between subsidiary risk of UN 1072 class 5.1 to main class of UN 1001 2.1 is S = separated from

More stringent segregation requirement is S= separated from.

– in open areas, minimum 6 m separation required

– in sheds or warehouses, minimum 12 m separation required unless separated by an approved fire wall

Container one carrying UN 1072 OXYGEN, COMPRESSED Class 2.2 Subsidiary Risk 5.1 and container two carrying UN 1001 ACETYLENE, DISSOLVED Class 2.1

Intersection between classes 2.1 and 2.2 in above table is O = no segregation necessary

Intersection between subsidiary risk of UN 1072 class 5.1 to main class of UN 1001 2.1 is S = separated from

– in open areas, longitudinally and laterally, minimum 3 m separation required, – in sheds or warehouses longitudinally and laterally, minimum 6 m separation required unless separated by an approved fire wall

Example segregation check – “Segregation Groups”

Non containerized packages of UN 1502 SODIUM PERCHLORATE, Class 5.1 and UN 1512 ZINC AMMONIUM NITRITE, Class 5.1

Intersection between classes 5.1 and 5.1 in above table is O= no segregation necessary unless required by the individual schedules

UN 1502’s Column 16 of IMDG Code 36-12 says “Separated from” ammonium compounds and cyanides.

UN 1512 is listed in segregation group 2 Ammonium compounds in section 3.1.4.4 hence applicable segregation is S = separated from

– in open areas, minimum 6 m separation required

– in sheds or warehouses, minimum 12 m separation required unless separated by an approved fire wall

Container one carrying UN 1502 SODIUM PERCHLORATE, Class 5.1 and Container two UN 1512 ZINC AMMONIUM NITRITE, Class 5.1

Intersection between classes 5.1 and 5.1 in above table is O= no segregation necessary unless required by the individual schedules

UN 1502’s Column 16 of IMDG Code 36-12 says “Separated from” ammonium compounds and cyanides.

UN 1512 is listed in segregation group 2 Ammonium compounds in section 3.1.4.4 hence applicable segregation is S = separated from

– in open areas, longitudinally and laterally, minimum 3 m separation required,

– in sheds or warehouses longitudinally and laterally, minimum 6 m separation required unless separated by an approved fire wall.

—-

Ports should develop their own lay out plan for keeping and segregating dangerous goods based on quantitative risk analysis and segregation requirement. For more information refer to Revised Recommendations on the safe transport of dangerous cargoes and related activities in port areas published by IMO.

A port which stack all dangerous goods containers together is not a safe port!!!

Dangerous Goods in Reefers

IMDG Code requires certain substances to be transported under temperature control due to the properties of these substances to undergo a self-accelerating decomposition, possibly of explosive violence, when the temperature exceeds a certain value.

Self-accelerating decomposition temperature (SADT) means the lowest temperature at which a self-accelerating decomposition may occur for a substance in the packaging as used in transport.

When a Self-reactive substance or an Organic Peroxide require temperature control during transport the compulsory requirement of usage of reefer container is indicated by words “Shall be transported under temperature control” in column 16 of DGL and Stowage Code SW3 in Column 16a of DGL in 36^th and 37^th amendment of IMDG Code respectively.

The Control Temperature and Emergency Temperature is determined basis the SADT in which the size of package plays a crucial role. For single packagings and IBCs if SADT is 20°C or less the Control Temperature and Emergency Temperature is 20°C and 10°C below SADT respectively.

Actual transport temperature can be lower than Control Temperature however it shall not be so low to form dangerous separation of phases.

Prior stuffing the reefer must be thoroughly inspected, tested and Master must be provided with operating instructions and spare parts. If the Control Temperature is less than +25°C, the reefer must be fitted with audio visual alarm independent from the power supply of the reefer.

Redundant Reefers: Certain Self-reactive substances and Organic Peroxides require dual mechanism reefer which has two independent refrigerating units with separate power supplies and able to start automatically when the running unit fails.

While packing the reefer with packages requiring temperature control and packages not requiring temperature control the packages which require temperature control must be stowed closer to the door for access in an emergency. Similarly if there are different packages with differing control and emergency temperatures the packages having lowest Emergency Temperature should be packed near the door.

Ship staff will monitor the temperature at regular intervals and if due to malfunction if the temperature rise above Control Temperature they will initiate control measures such as repairing the equipment or providing additional coolants when available. If this fails and the temperature reaches the Emergency Temperature ship staff will initiate Emergency Response Measures which may be jettisoning the cargo or rigging fire hoses and pumping copious quantity of water on to the packages inside the reefer to prevent fire or explosion when the temperature reaches SADT.

Quality Control Reefer Shipments: Some dangerous goods which do not require temperature control for safety reasons may be offered by shippers’ in reefers for commercial reasons. These goods may be flammable liquids, flammable gases, flammable solids or corrosive substances. Example: Perfumes, Safety Matches, Paint, Lithium Batteries, Phosphoric Acid, Acetic Acid etc…

When flammable liquids or gases with flashpoint less than 23°C c.c. are loaded in reefers the substance shall be precooled and transported at a temperature at least 10 Deg C below its flashpoint or a reefer with explosion proof electrical fittings is required.

During transport if the reefer fails the Master must disconnect the reefer from power supply and must not reconnect again if the temperature has risen to less than 10°C below the flashpoint. The reefer can continue its journey and discharged at destination as non-operating reefer.

Carriers’ policy: Carriers may have their own policy with respect to set temperature and humidity for dangerous goods in reefers which do not require temperature control for safety reasons as per IMDG Code. One of these is the infamous Calcium Hypochlorite. Some lines insist that they will carry calcium hypochlorite in reefers with +10 or +20 Deg C only. This is to prevent the exposure of cargo to higher temperature which may result in a thermal runaway explosion.

Carrying Calcium Hypochlorite in reefer is a good proactive step to ensure safety. However, since the reefer is a thermally insulated box the probability of equipment failure and resulting trapped heat generated by cargo inside the reefer must be borne in mind while loading on board ships. If the reefer fails the vessel should discharge the reefer at the next port or during long passages open the doors and provide ventilation. It all depends on the Masters’ decision considering the ambient temperature and distance to go to the next port.

Repositioning Empty Reefers: Reefer is a good business for carriers same time repositioning them is a bad business too. In reefer trade lanes carriers may offer non-operating reefers for general goods and dangerous goods so as to earn freight while repositioning. Most carriers do not accept flammable gases in non-operating reefers to avoid the possibility of someone switching on the reefer en route which may result in explosion if there is gas leakage. Some carriers do accept flammable gases in non-operating reefers provided the power cables are secured and blanked.

Primary function of reefer is to carry food grade products. The reefer operator takes care of the equipment avoiding possibility of contamination by not releasing the reefers for carrying goods which must be separated from foodstuff or for tainting commodity.

For goods which require temperature control during transport for safety reason, the Control and Emergency Temperatures shall be indicated on the dangerous goods declaration, as follows:

“Control Temperature: … °C Emergency temperature: … °C”.

Below sections of IMDG Code identifies the actual Control and Emergency Temperatures for certain substances:

– 2.4.2.3.2.3 List of currently assigned Self-reactive substances in packagings

– 2.5.3.2.4 List of currently assigned Organic Peroxides in packagings

– 4.1.4 IBC520 – List of currently assigned self-reactive substances and organic peroxides in IBCs

– 4.2.5.2.6 T23 – List of currently assigned self-reactive substances and organic peroxides in in tanks

For full details on temperature controlled shipments of Dangerous Goods refer to Chapter 7.3 of IMDG Code.

While shipping dangerous goods in Reefers always remember that the “Reefer is a source of ignition”!

Bulk Liquids – Think Tank, do the Math!

One of the most efficient ways to transport liquid dangerous goods in packaged form is by tanks. IMDG Code, by giving options of varying sizes of packages, permits many Dangerous Goods in Liquid Form to be transported in tanks on board ships.

Advantages of using tanks, instead of drums, are numerous, however, tank is a specialized equipment and care by all parties at all time is necessary for an event less journey. Tank Provider, Shipper, Transporter, Carrier and all others involved in its transport may have different roles to play.

From 1st January 2010, the transport of dangerous goods in IMO type portable tanks and road tank vehicles will be permitted in accordance with columns (13) and (14) of IMDG Code only. For full details on IMO tanks refer to IMO Circular “Dsc/Circ.12 Guidance on The Continued Use of Existing IMO Type Portable Tanks and Road Tank Vehicles for the Transport of Dangerous Goods.”

When a particular liquid Dangerous Goods is allowed to be transported in UN Type tanks a Tank Code is assigned to the entry in Dangerous Goods List. Tank codes T1 to T22 are for liquid and solid substances of classes 3 to 9, T23 is for substances of class 4.1 and class 5.2, organic peroxides. The differences between T codes are based on Minimum test pressure (bar), Minimum shell thickness, Pressure relief and Bottom opening provisions.

A liquid assigned with a specific T Code in Dangerous Goods List may be filled in higher T Codes as permitted by IMDG Code. Example: HYDROGEN FLUORIDE, ANHYDROUS, UN 1052, assigned with T Code T10 may also be filled in Tanks under T Codes T14, T19, T20 & T22.

For shipping liquid dangerous Goods, if you think tank, then do the math!

For stability during transport the rule for liquids is either the tank be filled above 80% or below 20%. The most dangerous surge of liquid effecting the stability of vehicles on road is when liquid level is between 40 to 60%. To transport liquids between 20 to 80% baffle tanks need to be used. Baffle tanks have transverse surge plates fitted inside for longitudinal stability.

In a rough way we can say that the degree of filling for tank containers shall be greater than 80% and not more than 97% for general dangerous goods and 95% for Class 6.1 and 8 Liquids PG I and II.

However the actual value for each liquid shall be calculated with below formulas

1. for general use maximum degree of filling (in %) is

DEGREE OF FILLING 97

2. for class 6.1 and class 8 PG I & II, Liquids with an absolute vapour pressure of more than 175 kPa (1.75 bar) at 65°C or for marine pollutants maximum degree of filling (in %) is

a is the mean coefficient of cubical expansion of the liquid between the mean temperature of the liquid during filling (t_f) and the maximum mean bulk temperature during transport (t_r).

Liquids transported under ambient conditions, α could be calculated by the formula

d₁₅ and d₅₀ are the densities of the liquid at 15°C and 50°C, respectively.

The maximum mean bulk temperature (t_r) shall be taken as 50°C except that, for journeys under temperate or extreme climatic conditions, the competent authorities concerned may agree to a lower or require a higher temperature, as appropriate.

Example Calculation -Cargo Details and properties

Calculation to find ‘a’ and degree of filling

Both cargo shall be filled above 80% in which Cargo 1 & 2 shall not be filled above 91.98% and 88.12% respectively.

Certain shipping lines, while accepting Class 6.1 & 8, Packing Group I or II, demand from shipper a signed statement that the degree of filling meets the respective provisions of IMDG Code applicable to the liquid filled in tank. This declaration guarantees the shipper’s compliance to degree of filling and indemnify the line from non-compliance.

Further a portable tanks shall not be offered for transport:

With a degree of filling, for liquids having a viscosity less than 2,680 mm2/s at 20°C or at the maximum temperature of the substance during transport in the case of a heated substance, of more than 20% but less than 80% unless the shells of portable tanks are divided, by partitions or surge plates, into sections of not more than 7,500 ℓ capacity;

2. With residue of substances previously transported adhering to the outside of the shell or service equipment;

3, When leaking or damaged to such an extent that the integrity of the portable tank or its lifting or securing arrangements may be affected; and

4. Unless the service equipment has been examined and found to be in good working order.

Before tanking do the math!

I wish all the readers “A Very Happy New Year 2015!”

IMDG Code Training @ Mumbai Jan/Feb 2015

IMDG Code 36^th / 37^th Amendment Basic and Advanced level of Training scheduled for end January 2015 and mid February 2015 respectively at Navi Mumbai.

Target Audience: Sales and Booking staff of Shippers, Freight Forwarders and Shipping Lines, Operation Teams of Shippers, Freight Forwarders, CFS & Ports

For enquiry and Registration fill up below form or mail to shashi@shashikallada.com

World Maritime Day 2014 and IMDG Code

Today, 25^th September, is observed as World Maritime day. The theme for this year is “IMO conventions: effective implementation”

I take this opportunity to encourage the stake holders who are involved in transport of Dangerous Goods in Packaged from by Sea to adopt and implement two of the most important conventions of IMO, International Convention for the Safety of Life at Sea (SOLAS), 1974 as amended & International Convention for the Prevention of Pollution from Ships (MARPOL) 73/78 as amended.

Through Chapter VII Part A and Annex III respectively of above two conventions IMO promulgate the regulations for carriage of Dangerous Goods in Packaged from by Sea with the below objective.

“Enhance the safe carriage of dangerous goods while facilitating the free unrestricted movement of such goods and prevent pollution to the environment.”

Watch the video message by IMO Secretary-General, Koji Sekimizu

Lithium Batteries – UK CAA’s Guidance for Crew Members

Special Provision 965 for PLASTICS MOULDING COMPOUND & POLYMERIC BEADS, EXPANDABLE

These products, in storage, release a small amount of hydrocarbon vapour; rate of release increase in elevated temperature.

The requirement of stowage on board ships is “Protected from sources of heat. When stowed under-deck, mechanical ventilation shall be in accordance with SOLAS regulation II-2/19 (II-2/54) for flammable liquids with flashpoint below 23°C c.c. and Segregation as for class 3 but “Separated from” class 1 except division 1.4S”.

UN 2211 POLYMERIC BEADS, EXPANDABLE & UN 3314 PLASTICS MOULDING COMPOUND are assigned with special provision SP 965 in IMDG Code 36-12 for preventing possible fire/explosion due to collected flammable vapour inside shipping container.

Below Table dissects SP 965 for easier understanding, further to IMDG Code requirements there may be shipping line’s own restrictions which shippers need to check with respective lines.

Requirements	Special Provision 965
Containershall be a) Ventilated Container b) Open Top Container c) Or One Door Off operation	965.1When transported in cargo transport units, the cargo transport units shall provide an adequate exchange of air in the unit (e.g., by using a ventilated container, open-top container or container in one door off operation) to prevent the build-up of an explosive atmosphere.
Alternate Arrangement by using Reefer container Reefer shall meet provisions of 7.3.7.6 of IMDG Code (Special provisions for flammable gases or liquids having a flashpoint less than 23°C c.c. transported under temperature control)VentsWhen containers with venting devices are used al vents shall be kept clear and in operating condition.	Alternatively, these entries shall be transported under temperature control in refrigerated cargo transport units that comply with the provisions of 7.3.7.6. When cargo transport units with venting devicesare used, these devices shall be kept clear and operable.
Mechanical Ventilation If mechanical ventilationis used they shall be of explosion-proof electrical fittings Refer to the Recommendations published by the International Electrotechnical Commission	When mechanical devices are used for ventilation, they shall be explosion-proof to prevent ignition of flammable vapours from the substances.
Above not needed if a) substances packed in hermetically sealedpackagings orb) packed in IBCs conforming to PG II performance level for liquids meeting IMDG Code sections 6.1 or 6.5 and c) hydraulic test pressure exceeds 1.5 the total gauge pressure or d) IBC determined at 55 deg C as per 4.1.1.10.1	965.2 The provisions of .1 do not apply if:a) the substance is packed in hermetically sealed packagings or IBCs, which conform to packing group II performance level for liquid dangerous goods according to the provisions of 6.1 or 6.5, respectively; and b) The marked hydraulic test pressure exceeds 1.5 times the total gauge pressure in the packagings or IBCs determined at 55°C for the respective filling goods according to 4.1.1.10.1.
Opening and entering the container Before opening the doors of the container the possibility that concentration of flammable vapours shall be considered.	965.3Where the substanceis loaded in closed cargo transport units, the provisions of 7.3.6.1 shall be met.
Warning Sign on Container Door(s) On the door(s) of the container a warning sign reading“CAUTION – MAY CONTAIN FLAMMABLE VAPOUR” shall be affixed Size of Warning Sign Not less than 25 mm high Warning sign removal – ONLY After a) Ventilating the container removing all vapour or gas b) No ignition source in the immediate vicinity of container and c) cargo is unloaded	965.4 Cargo transport units shall be marked with a warning mark including the words “CAUTION – MAY CONTAIN FLAMMABLE VAPOUR” with lettering not less than 25 mm high. This mark shall be affixed at each access point in a location where it will be easily seen by persons prior to opening or entering the cargo transport unit and shall remain on the cargo transport unit until the following provisions are met: a) the cargo transport unit has been completely ventilated to remove any hazardous concentration of vapour or gas; b) the immediate vicinity of the cargo transport unit there is clear of any source of ignition; and c) the goods have been unloaded.