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Flammable atmosphere
Dust created by certain cargoes may constitute an explosion hazard, especially, during loading,
unloading and cleaning. This risk can be minimized at such times by ensuring that ventilation is
sufficient to prevent the formation of a dustladen atmosphere and by hosing down rather than
sweeping.
CARGOES THAT MAY LIQUEFY (section 7 of the BC Code)
Properties, characteristics and hazards
Cargoes that may liquefy include concentrates, certain coals and other materials having similar
physical properties. Appendix A of the BC Code contains a list of such cargoes, which generally
consist of a mixture of small particles in contrast with natural ores that include a considerable
percentage of large particles or lumps.
Section 5 of the BC Code - Trimming Procedures
At moisture content above that of the transportable moisture limit, shift of cargo may occur as a
result of liquefaction.
The major purpose of the sections of this Code dealing with these cargoes is to draw the attention of
masters and others to the latent risk of cargo shift, and to describe the precautions deemed necessary
to minimize this risk.
Such cargoes may appear to be relatively dry and granular when loaded, but may contain sufficient
moisture as to become fluid under the stimulus of compaction and the vibration that occurs during a
voyage.
In the resulting viscous fluid state, cargo may flow to one side of the ship when it rolls one way, but
not completely return when it rolls the other. Thus, the ship sways progressively until it reaches a
dangerous heel and capsizes.
To prevent subsequent shifting, and also to decrease the effects of oxidation of material with a
predisposition to oxidize, these cargoes should be trimmed reasonably level on completion of
loading, irrespective of the angle of repose.
At a moisture content above that of the transportable moisture limit, shift of cargo may occur as a
result of liquefaction.
Many cargoes may appear to be relatively dry and granular when loaded, but may contain sufficient
moisture as to become fluid under the stimulus of compaction and the vibration that occurs during a
voyage.
In the resulting viscous fluid state, cargo may flow to one side of the ship when it rolls one way, but
not completely return when it rolls the other. Thus, the ship way progressively reaches a dangerous
heel and capsize.
Ships other than specialist suited ones shall carry only those cargoes having a moisture content that
is not in excess of the transportable moisture limit as defined in this Code.
Specially suited ships
Specially suited ships may carry concentrates having a moisture content in excess of the
transportable moisture limit if the ship possesses a valid document of approval from her
administration, accompanied by such stability information as her administration may require. The
document of approval must clearly state For carriage of concentrates having a moisture content in
excess of the transportable moisture limit.
When concentrates are loaded that have a moisture content in excess of the transportable moisture
limit, the whole surface area of each cargo space shall be trimmed level.
Cargoes having a moisture content in excess of the flow moisture point shall not be carried in bulk.
Before loading, the shipper or his appointed agents shall provide to the master and the port warden,
if requested, details, as appropriate, of the characteristics and properties of any material constituting
bulk cargo, such as flow moisture point, stowage factor, moisture content, angle of repose, chemical
hazards, etc. so that any necessary safety precautions can be put into effect.
To do this the shipper shall arrange, possibly in consultation with the producers, for the cargo to be
properly sampled and tested. Furthermore, the shipper should provide the ships master and the port
warden, if requested, with the appropriate certificates of test, as applicable for a given cargo.
Before and during loading, auxiliary check tests of the moisture content may be carried out using
instruments designed specifically for that purpose, such as the SPEEDY MOISTURE TESTER.
Tests conducted with this instrument indicate a precision of 1% compared with the laboratory
method, i.e., with a laboratory reading of 10%, the SPEEDY reading could range from, 9% to
11%. If the readings obtained by this method are consistently higher than those shown on the
certificate, loading of the cargo should cease and a further laboratory test be conducted.
If the master has doubts as regards the appearance of condition of the cargo for safe shipment, the
following auxiliary method may be used on board ship or at the dockside to perform a check test for
approximately determining the possibility of flow:
Half fill a cylindrical can or similar container (0.5-1 litre capacity) with a sample of cargo. Take the
can in one hand and bring it down sharply from a height of about 0.2m to strike a hard surface such
as a solid table. Repeat the procedure twenty-five times at one or two second intervals. Examine the
surface for free moisture or fluid conditions. If free moisture or a fluid condition appears, make
arrangements to have additional laboratory tests on the cargo conducted before it is accepted for
loading.
COAL is very liable to spontaneous heating. If there is sufficient oxygen available, combustion is
liable to take place. The amount of heating that takes place depends on the type of type coal and
how much heat can be dispersed by ventilating the coal. Ventilation can be a double-edged weapon
as although it takes heat from the coal it also allows unwanted oxygen into the coal. To keep the
coal as cool as possible it should be stowed away from hot bulkheads. To keep oxygen away from
the coal only surface ventilation should be allowed.
All spar ceiling or cargo battening should be removed as besides the liability of it to damage, it can
give unwanted air pockets in the coal. Unwanted air may also get into a cargo through a temporary
wooden bulkhead. If such a bulkhead has been constructed all cracks should be sealed, preferably
by pasting paper over both sides of the bulkhead.
Freshly mined coal absorbs oxygen, which, with extrinsic moisture, forms peroxides. These in turn
breakdown to form carbon monoxide and carbon dioxide.
Heat is produced by this exothermic reaction causing further oxidation and further heat. If this heat
is not dissipated ignition will occur. This is called Spontaneous combustion.
As this is essentially a surface reaction the smaller the surface available for the absorption of
oxygen the better. Every attempt should be made to prevent undue breakage of the coal whilst it is
being loaded. It may be noted that 1 MT of coal in an unbroken cube has a surface area of about
3.72m2, whereas if it is broken up to pass through a 1.5mm mesh screen its surface area is nearly
4000m2. If a large amount of breakage occurs the small coal with the large surface area is found in
the centre of the hold, whilst the large coal will roll down the sides. This aggravates the situation, as
the large coal gives a good path for air to flow to the smaller coal where the spontaneous heating is
most liable to occur.
Most coal fires in cargo occur at about tween deck level and this is the area where the greatest
attention should be paid to temperature and the restriction of through ventilation.
Naked lights should not be used in holds or other spaces in which gas may accumulate until the
spaces have been well ventilated.
Full use should, when necessary, be made of the breathing apparatus or smoke helmet and the safety
lamp, which form part of the ships statutory fire appliances.
The employment of the crew in chipping and painting below decks during the voyage should be
avoided. The danger from smoking should be realized and no oily waste, wood, old rope, sacking
etc. should be left below where it can become ignited by spontaneous heating
On arrival at the port of discharge the hold ventilators should be unplugged and the lower hold well
ventilated before commencing to work cargo.
Coal is frequently loaded from a single tip and earlier it was necessary to drift the vessel fore and
aft so that all holds may be filled. To keep these shifts to a minimum No.2 was first put under the
tip.
After about one third the capacity of the hold was loaded the vessel was shifted so that No. 3 was
loaded to about one third of its capacity. Likewise the remaining after holds were loaded and then
the tip was shifted astern to reach No. 1, half the capacity was put in, before shifting to No. 2, which
was then filled.
The other after holds were now filled in order excepting the aftermost. The aftermost hold and the
No.1 were now worked so that the vessel would complete loading in a good trim.
Coal is sometimes graded, when this in so, care should be taken to prevent undue breakage.
Lowering the first few truckloads into the hold helps as do control of the rate of tipping down and
chute.
Some ports have conveyor belts and an endless bucket system for loading; this is excellent for
graded coal and also keeps the dust down with the ordinary coal.
Fortunately it is mainly the better coals, which are graded, and in generally these are not so friable.
Coal will need to be trimmed and its angle of repose is quite high, especially if large coal is loaded.
There is no danger for coal shifting unless it is the very small stuff known as mud coal, slurry or
duff.
This is very fine coal, almost dust, and if the moisture content is high it behaves almost like a liquid.