BROWN COAL BRIQUETTES (see appendix to this schedule)

Description

Brown coal (lignite) briquettes are manufactured by pressing dried brown coal particles into compressed blocks.

Characteristics

Hazard

This cargo is easily ignited, is liable to heat spontaneously, may ignite spontaneously and may deplete oxygen in the cargo space.

Stowage and segregation

Refer to the appendix to this schedule.

Hold cleanliness

Clean and dry as relevant to the hazards of the cargo. Previous cargo battens shall be removed from the cargo spaces.

Weather precautions

No special requirements.

Loading

Refer to the appendix to this schedule.

Precautions

Appropriate precautions shall be taken to protect machinery and accommodation spaces from the dust of the cargo. Bilge wells of the cargo spaces shall be protected from ingress of the cargo. Due consideration shall be given to protect equipment from the dust of the cargo. Persons who may be exposed to the dust of the cargo shall wear protective clothing, goggles or other equivalent dust eye-protection and dust filter masks, as necessary.

Ventilation

The cargo spaces carrying this cargo shall not be ventilated during voyage. Refer to the appendix to this schedule.

Carriage

Refer to the appendix to this schedule.

Discharge

Refer to the appendix to this schedule.

Clean-up

After discharge of this cargo, the bilge wells and the scuppers of the cargo spaces shall be checked and any blockage in the bilge wells and the scuppers shall be removed.

Emergency procedures

Remarks

The use of CO₂ or inert gas, if available, should be withheld until fire is apparent.

 APPENDIX - BROWN COAL BRIQUETTES

Hazard

1 This cargo is easily ignited, liable to heat spontaneously and deplete oxygen in the cargo space.

2 This cargo is subject to oxidation, leading to depletion of oxygen and an increase in carbon dioxide in the cargo space (see also section 3).

3 This cargo is liable to heat spontaneously and may ignite spontaneously in the cargo space. When spontaneous heating occurs, flammable and toxic gases, including carbon monoxide, may be produced. Carbon monoxide is an odourless gas, slightly lighter than air, and has flammable limits in air of 12% to 75% by volume. It is toxic by inhalation, with an affinity for blood haemoglobin over 200 times that of oxygen. The recommended threshold limit value (TLV) for carbon monoxide exposure is 50 ppm.

Stowage and segregation

1 Boundaries of cargo spaces where these cargoes are carried shall be resistant to fire and liquids.

2 This cargo shall be "separated from" goods of classes 1 (division 1.4), 2, 3, 4 and 5 in packaged form (see IMDG Code) and "separated from" solid bulk material of classes 4 and 5.1.

3 Stowage of goods of class 5.1 in packaged form or solid bulk materials of class 5.1 above or below this cargo shall be prohibited.

4 This cargo shall be "separated longitudinally by an intervening complete compartment or hold from" goods of class 1 other than division 1.4.

5 This cargo shall not be stowed adjacent to hot areas.^footnote

Note: For interpretation of these terms, see section 9.

Loading

1 Prior to loading, the shipper, or their appointed agent, shall provide in writing to the master the characteristics of the cargo and the recommended safe handling procedures for loading and transport of the cargo. As a minimum, the cargo's contract specifications for moisture content, sulphur content and size shall be stated.

2 This cargo shall be stored for 7 days prior to loading. This substantially reduces the risk of spontaneous combustion in subsequent transport, storage and handling.

3 Before loading this cargo, the master shall ensure the following:

• .1 weather deck enclosures to the cargo space have been inspected to ensure their integrity. Such closures are closed and sealed;

• .2 all electrical cables and components situated in cargo spaces and adjacent enclosed spaces are free from defects. Such cables and electrical components are safe to be used in a flammable and/or dusty atmosphere or positively isolated. The provisions of this clause need not apply to engine-rooms where the engine-room is separated from the cargo space by a gastight bulkhead with no direct access.

4 Smoking and the use of naked flames shall not be permitted in the cargo areas and adjacent spaces and appropriate warning notices shall be posted in conspicuous places. Burning, cutting, chipping, welding or other sources of ignition shall not be permitted in the vicinity of cargo spaces or in other adjacent spaces.

5 This cargo shall not be dropped more than one metre during loading to minimize the production of dust and fines.

6 Individual cargo spaces shall be loaded without interruption, where possible. Hot spots may develop in a cargo space that has been kept open for more than six days (or less in weather over 30°C).

7 Prior to departure, the master shall be satisfied that the surface of the material has been trimmed reasonably level to the boundaries of the cargo space to avoid the formation of gas pockets and to prevent air from permeating the body of the briquettes. Casing leading into the cargo space shall be adequately sealed. The shipper shall ensure that the master receives the necessary cooperation from the loading terminal.

8 Individual cargo spaces shall be closed and sealed as soon as practicable after the cargo has been loaded into each cargo space.

Precautions

1 The ship shall be suitably fitted and carry on board appropriate instruments for measuring the following without requiring entry into the cargo space:

• .1 concentration of methane in the atmosphere above the cargo;

• .2 concentration of oxygen in the atmosphere above the cargo;

• .3 concentration of carbon monoxide in the atmosphere above the cargo;

• .4 pH value of cargo hold bilge samples.

These instruments shall be regularly serviced and calibrated. Ship personnel shall be trained in the use of such instruments. Details of gas measurement procedures are given at the end of this appendix.

2. It is recommended that means be provided for monitoring the temperature of the cargo in the range of 0°C to 100°C to enable the measurement of temperature of the cargo during the voyage without requiring entry into the cargo space.

Carriage

1 As far as practicable, any gases which may be emitted from the cargo shall not be allowed to accumulate in adjacent enclosed spaces, such as store-rooms, carpenter's shop, passageways, tunnels, etc. Such spaces shall be adequately ventilated and regularly monitored for methane, oxygen and carbon monoxide.

2 Under no circumstances, except in emergency, shall the hatches be opened or the cargo space be ventilated or entered during the voyage.

3 The atmosphere in the space above the cargo in each cargo space shall be regularly monitored for the concentrations of methane, oxygen and carbon monoxide.

4 The frequency of the monitoring shall be determined based upon the information provided by the shipper and the information obtained through the analysis of the atmosphere in the cargo space. The monitoring shall be conducted at least daily and as close as practical to the same time of day. The results of monitoring shall be recorded. The shipper may request more frequent monitoring, particularly if there is evidence of significant self-heating during the voyage.

5 The following issues shall be taken into account:

• .1 The oxygen level in the sealed cargo space will fall from an initial 21% over a period of days to stabilize at levels of the order of 6 to 15%. If the oxygen level does not fall below 20%, or rapidly increases after an initial fall, it is possible that the cargo space is inadequately sealed and is at risk of spontaneous combustion.

• .2 Carbon monoxide levels will build up to concentrations which fluctuate in the 200 to 2,000 parts per million (ppm) range in a safe, well-sealed cargo space. A rapid increase of approximately 1,000 ppm in carbon monoxide levels in this cargo over a 24-hour period is a possible indicator of spontaneous combustion, particularly if accompanied by an increase in methane levels.

• .3 The methane composition in briquette cargo is normally low, less than 5 ppm and does not constitute a hazard. However, a sudden and continuing rise in methane levels, to concentrations above 10 ppm, is an indicator of the occurrence of spontaneous combustion in the hold.

• .4 The temperature in this cargo in a well-sealed cargo space normally remains at 5 to 10°C above seawater temperature, the increase being due to normal diurnal breathing of small quantities of air into the cargo space. Checking of the cargo space seals to minimize air leakage is essential. A rapid increase in temperature of approximately 20°C over 24 hours is evidence of spontaneous combustion.

6 Regular hold bilge testing shall be systematically carried out. If the pH monitoring indicates that a corrosion risk exists, the master shall ensure that all bilges are kept dry during the voyage in order to avoid possible accumulation of acids on tank tops and in the bilge system.

7 When the behaviour of the cargo during the voyage differs from that specified in the cargo information, the master shall report such differences to the shipper. Such reports will enable the shipper to maintain records on the behaviour of this cargo, so that the information being provided to the master can be reviewed in the light of the transport experience.

8 When the master is concerned that the cargo is showing any signs of self-heating or spontaneous combustion, such as an increase in the concentration of methane or carbon monoxide or an increase in temperature, as described above, the following actions shall be taken:

• .1 Consult with the ship's agent at the loading port. The company's^footnote designated person ashore shall be advised immediately.

• .2 Check the seal of the cargo space and re-seal the cargo space, as necessary.

• .3 Do not enter the cargo space and do not open the hatches, unless the master considers access is necessary for the safety of the ship or safety of life. When any ship's personnel have entered into a cargo space, re-seal the cargo space immediately after the personnel vacate the cargo space.

• .4 Increase the frequency of monitoring the gas composition, and temperature when practicable, of the cargo.

• .5 Send the following information, as soon as possible, to the ship's owner or agent at the loading port to obtain expert advice:

  • .1 the number of cargo spaces involved;

  • .2 monitoring results of the carbon monoxide, methane and oxygen concentrations;

  • .3 if available, temperature of the cargo, location and method used to obtain results;

  • .4 the time the gas analyses were taken (monitoring routine);

  • .5 the quantity of the cargo in the cargo space(s) involved;

  • .6 the description of the cargo as per the shipper's declaration, and any special precautions indicated on the declaration;

  • .7 the date of loading, and Estimated Time of Arrival (ETA) at the intended discharge port (which shall be specified); and

  • .8 any other comments or observations the master may consider relevant.

Discharge

Prior to, and during, discharge:

1 The cargo space shall be kept closed until just before the commencement of discharge of that space. The cargo may be sprayed with a fine water spray to reduce dust.

2. Personnel shall not enter the cargo space without having tested the atmosphere above the cargo. The personnel entering into a cargo space in which the atmosphere contains oxygen levels below 21% shall wear self-contained breathing apparatus.^footnote

Carbon dioxide and carbon monoxide gas levels shall also be tested prior to entry into the cargo spaces. The recommended threshold limit value (TLV) for carbon monoxide is 50 ppm.

3. During discharge, attention shall be given to the cargo for signs of hot spots (i.e. steaming). If a hot spot is detected, the area shall be sprayed with fine water spray and the hot spot shall be removed immediately to prevent spreading. The hot spot cargo shall be spread out on the wharf away from the remainder of the cargo.

4. Prior to suspending the discharge of this cargo for more than eight hours, the hatch covers and all other ventilation for the cargo space shall be closed.

 PROCEDURES FOR GAS MONITORING OF BROWN COAL BRIQUETTE CARGOES

1 Observations

1.1 Carbon monoxide monitoring, when conducted in accordance with the following procedures, will provide a reliable early indication of self-heating within this cargo. This allows preventive action to be considered without delay. A sudden rapid rise in carbon monoxide detected within a cargo space, particularly if accompanied by an increase in methane levels, is a conclusive indication that self-heating is taking place.

1.2 All vessels engaged in the carriage of this cargo shall carry on board an instrument for measuring methane, oxygen and carbon monoxide gas concentrations, to enable the monitoring of the atmosphere within the cargo space. This instrument shall be regularly serviced and calibrated in accordance with the manufacturer's instructions. Care shall be exercised in interpreting methane measurements carried out in the low oxygen concentrations often found in unventilated cargo holds. The catalytic sensors normally used for the detection of methane rely on the presence of sufficient oxygen for accurate measurement. This phenomenon does not affect the measurement of carbon monoxide, or measurement of methane by infrared sensor. Further guidance may be obtained from the instrument manufacturer.

2 Sampling and measurement procedure

2.1 Equipment

2.1.1 An instrument which is capable of measuring methane, oxygen and carbon monoxide concentrations shall be provided on board a ship carrying this cargo. The instrument shall be fitted with an aspirator, flexible connection and a length of spark-proof metal tubing to enable a representative sample to be obtained from within the square of the hatch.

2.1.2 When recommended by the manufacturer, a suitable filter shall be used to protect the instrument against the ingress of moisture. The presence of even a small amount of water will compromise the accuracy of the measurement.

2.2 Siting of sampling points

2.2.1 In order to obtain meaningful information about the behaviour of this cargo in a cargo space, gas measurements shall be made via one sample point per cargo space. To ensure flexibility of measurement in adverse weather, however, two sample points shall be provided per cargo space, one on the port side and one on the starboard side of the hatch cover or hatch coaming (refer to diagram of gas sampling point). Measurement from either of these locations is satisfactory.

2.2.2 Each sample point shall comprise a hole of diameter approximately 12 mm positioned as near to the top of the hatch coaming as possible. It shall be sealed with a sealing cap to prevent ingress of water and air. It is essential this cap be securely replaced after each measurement to maintain a tight seal.

2.2.3 The provision of any sample point shall not compromise the seaworthiness of the vessel.

2.3 Measurement

The explanation on procedures for measurement is as follows:

• .1 remove the sealing cap, insert the rigid tube into the sampling point and tighten the integral cap to ensure an adequate seal;

• .2 connect the instrument to the sampling tube;

• .3 draw a sample of the atmosphere through the tube, using the aspirator, until steady readings are obtained;

• .4 log the results on a form which records cargo hold, date and time for each measurement; and

• .5 put back the sealing cap.