IMCO Code of Safe Practice for Solid Bulk Cargoes (* 15)

IMCO Code of Safe Practice for Solid Bulk Cargoes (* 15)

FOREWORD

For more than 100 years cargoes such as grain and coal have been shipped in bulk. However, in recent years there has been a marked development in the variety of bulk cargoes carried by sea and they now constitute a significant proportion of international seaborne trade.

Milliones of tonnes of these cargoes - coals, concentrates, grains, fertilizers, animal foodstuffs, minerals and ores - are shipped in bulk every year across the oceans of the world. While the vast majority of these shipments are made without incident there have unfortunately been a number of serious casualties which resulted not only in the loss of the ship but also in loss of life.

The problems involved in the carriage of bulk cargoes were recognized by the delegates to the 1960 International Conference on Safety of Life at Sea but at that time it was not possible to frame detailed requirements except for the carriage of grain cargoes. The Conference did recommend, however, in paragraph 55 of Annex D to the Convention, that an internationally acceptable code of safe practice for the shipment of bulk cargoes should be drawn up under the sponsorship of the Inter-Governmental Maritime Consultative Organization (IMCO).

This work was undertaken by the Organization's Sub-Committee on Containers and Cargoes and four editions of the Code have been produced, the first one appearing in 1965. The Code is a recommended guide for the Administrations, shipowners, shippers and masters on the standards to be applied in the safe stowage and shipment of solid bulk cargoes excluding grain which is dealt with under separate rules. The Code includes general advice on the procedures to be followed whenever bulk cargoes are to be shipped, a description of the hazards associated with certain cargoes, lists of typical products currently shipped in bulk and details of recommended test procedures to determine various characteristics of bulk cargo materials.

It should be carefully noted, however, that the list of products appearing in Appendices A, B and C to the Code is by no means exhaustive and the physical properties attributed to them are intended only for guidance. Consequently, before loading any bulk cargo it is essential to ascertain - normally from the shipper - the current physical and chemical properties of the cargo.

Since valuable information leading to improvements in this Code may be obtained from voyage reports it is recommended that masters should be encouraged to notify their Administrations of the behaviour of various types of bulk cargoes and, in particular, to report the circumstances of any incidents involving such cargoes.

CONTENTS

Foreword

Introduction

Section 1 - Definitions

Section 2 - General precautions

Cargo distribution

Loading and unloading

Section 3 - Trimming procedures

Bulk cargoes having an angle of repose less than or equal to 35 degrees

Bulk cargoes having an angle of repose greater than 35 degrees

Section 4 - Safety of personnel

General requirements

Poisoning and asphyxiation hazards

Health hazards due to dust

Flammable(* 1) atmosphere

Ventilation systems

Section 5 - Methods of determining the angle of repose

Section 6 - Cargoes which may liquefy

Properties, characteristics and hazards

Precautions

Section 7 - The assessment of acceptability of consignments for safe shipment

The provision of information

Certificates of test

Sampling procedures

Frequency of sampling and testing for »flow moisture point« and »moisture content« determination

Standardized sampling procedures

Section 8 - Cargoes which may liquefy: test procedures

Section 9 - Materials possessing chemical hazards: description of hazards

General

Classes of hazard

Materials hazardous only in bulk (MHB)

Section 10 - Materials possessing chemical hazards

Identification

Segregation

Cargo distribution and trimming

Segregation table to be used when loading bulk cargoes possessing chemical hazards and explosives in packaged form

Section 11 - Stowage factor conversion tables

Appendix A - List of cargoes which may liquefy

A.1 General

A.2 Mineral concentrates

A.3 Other materials

Appendix B - List of bulk materials possessing chemical hazards

Appendix C - List of bulk cargoes which are neither liable to liquefy (Appendix A) nor possess chemical hazards (Appendix B)

Appendix D - Laboratory test procedures, associated apparatures and standards

D.1 Test procedures for cargoes which may liquefy and associated apparatus

D.2 Test procedures to determine the angle of repose and associated apparatus

D.3 Standards used in test procedures

D.4 Trough test for determination of the self-sustaining exothermic decomposition of fertilizers containing nitrates

Appendix E - Index of materials

INTRODUCTION

1 The primary aim of this Code is to promote the safe stowage and shipment of bulk cargoes by

.1 highlighting the dangers associated with the shipment of certain types of bulk cargoes;

.2 giving guidance on the procedures to be adopted when the shipment of bulk cargoes is contemplated;

.3 listing typical products currently shipped in bulk together with advice on their properties and handling; and

.4 describing test procedures to be employed to determine various characteristics of the bulk cargo materials.

2 Definitions of the terms used throughout the Code are given in Section 1.

3 In general the hazards associated with the shipment of bulk cargoes may be considered as falling into the following categories

.1 Structural damage due to improper distribution of the cargo

Advice on this subject will be found in Section 2 and Appendix C.

.2 Loss or reduction of stability during a voyage

This usually results from

.2.1 A shift of cargo in heavy weather due to the cargo having been inadequately trimmed or improperly distributed;

(Advice on this subject will be found in Sections 2, 3 and 5 and in Appendices C and D.2)

.2.2 Cargoes liquefying under the stimulus of vibration and motion of a ship in a seaway and then sliding or flowing to one side of the cargo hold. Such cargoes are normally finely grained materials, including fine coal, whice are shipped in a damp condition;

(Advice on this subject will be found in Section 6 and 8 and Appendices A and D.1)

.3 Chemical reactions (e.g. emission of toxic or explosive gases, spontaneous combustion or severe corrosive effects).

Advice on these subjects will be found in Sections 4, 9 and 10 and Appendices B and D.4.

4 Unless the physical and/or chemical properties of the material presented for shipment are available it will be difficult to determine what precautions, if any, should be taken to ensure safe shipment. It is therefore essential that the shipper should provide adequate information about the cargo to be shipped. Advice on this subject will be found in Section 7.

5 The need for all personnel involved to exercise great care in preparation for and during loading or unloading bulk cargoes and in particular when entering spaces which may be deficient in oxygen, or which may contain toxic gases, is given special mention in Section 4.

6 Lists of typical products currently shipped in bulk, together with advice on their properties and methods of handling, are given in Appendices A, B and C. It is emphasized however that these lists are not exhaustive and that the properties attributed to the products are given only for guidance. Consequently, before loading it is essential to obtain currently valid information on the physical and chemical properties of the products presented for shipment.

7 Details of three test procedures together with advice on methods of sampling to obtain representative samples for test purposes are given in Appendix D.

8 The three laboratory test procedures described are used for determining the following

.1 the moisture content, flow moisture point and transportable moisture limit of materials which may liquefy;

.2 the angle of repose of granular materials;

.3 the self-sustaining exothermic decomposition of fertilizers containing nitrates (the trough test).

9 It is strongly recommended that these tests are conducted only by suitable trained personnel. In the cases of 8.1 and 8.2 above, auxiliary check tests which may be employed by the ship's personnel are described. These tests should only be employed in circumstances where the master doubts whether the condition of the cargo is such as to ensure safe shipment.

10 An index listing all the materials mentioned in the Code and indicating the appropriate Appendix in which further information will be found is given in Appendix E. Again, it is emphasized that this list of products is not exhaustive.

N.B. If a cargo not listed in this Code is offered for bulk carriage the master should consult the appropriate competent authority for further information.

Section 1 - Definitions

1.1 Angle of repose - is the angle between a horizontal plane and the cone slope of such cargo.

1.2 Cargoes which may liquefy - are cargoes which are subject to moisture migration and subsequent liquefaction if shipped with a moisture content in excess of the transportable moisture limit.

1.3 Concentrates - are materials obtained from a natural or by a process of purification by physical or chemical separation and removal of unwanted constituents.

1.4 Cargo space - any space in the ship appropriated for the carriage of cargo.

1.5 Flow moisture point - is the percentage moisture content (wet weight basis) at which a flow state develops under the prescribed method of test in a representative sample of the material (see Appendix D.1).

1.6 Flow state - is a state that occurs when a mass of granular material is saturated with liquid to an extent that under the influence of prevailing external forces such as vibration, impaction or ship's motion, it loses its internal shear strength and behaves as a liquid.

1.7 Moisture content - is that portion of a representative sample consisting of water, ice or other liquid(* 2) expressed as a percentage of the total wet weight of that sample.

1.8 Moisture migration - is the movement of moisture contained in a bulk cargo by settling and consolidation of the cargo due to vibration and ship's motion. Water is progressively displaced which may result in some portions or all of the bulk cargo developing a flow state.

1.9 Representative test sample - is a sample of sufficient quantity for the purpose of testing physical and/or chemical properties of the consignment to meet specified requirements. It should be collected by means of an appropriate systematic sampling procedure. See 7.3.

1.10 Shipper - for the purposes of this Code the term »shipper« means any person by whom or in whose name or on whose behalf a contract of carriage of goods by sea has been concluded with a carrier, or any person by whom or in whose name or on whose behalf the goods are actually delivered to the carrier in relation to the contract of carriage by sea.

1.11 Solid bulk cargo - is any cargo, other than liquid or gas, consisting of a combination of particles, granules or any larger pieces of materials, generally uniform in composition, which is loaded directly into the cargo spaces of a ship without any intermediate form of containment.

1.12 Stowage factor - the stowage factor of bulk cargo is the figure which expresses the number of cubic metres which one tonne of cargo will occupy.

1.13 Transportable moisture limit - of a cargo which may liquefy, represents the maximum moisture content of that cargo, which is considered safe for carriage in ships not complying with the special provisions of 6.2.2 and 6.2.3. It is derived from the flow moisture point (flow table test Appendix D.1) or from data obtained from other test methods approved by the appropriate authority of the port State as being equally reliable.

1.14 Trimming - for the purpose of this Code trimming means any levelling of the cargo within a cargo space, either partial or total, by means of loading spouts or chutes, portable machinery, equipment or manual labour.

Section 2 - General precautions

2.1 Cargo distribution

2.1.1 General

2.1.1.1 It is very important to ensure that bulk cargoes are properly distributed throughout the ship in order that the structure will never be overstressed and that the ship will have an adequate standard of stability. To do this effecttively however the master needs to be provided, by the shipper, with adequate information about the cargo to be shipped, e.g. stowage factor, history of shifting, any particular problems, etc.

2.1.2 To prevent the structure being overstressed

2.1.2.1 When loading a high density bulk cargo having a stowage factor of about 0.56 cubic metres per tonne or lower, the loaded conditions are different from those found normally and it is important to pay particular attention to the distribution of weights so as to avoid excessive stresses. A general cargo ship is normally constructed to carry cargoes of about 1.39-1.67 cubic metres per tonne when loaded to full bale cubic and deadweight capacity. Because of the high density of some bulk cargoes, it is possible, by improper distribution of loading, to stress very highly either the structure locally under the load or the entire hull. It is not practicable to set out exact rules for the distribution of loading in all ships since the structural arrangements may vary greatly. It is therefore recommended that the master be provided with sufficiently comprehensive loading information to enable him to arrange the loading aboard his ship so as not to overstress the structure. In general, masters should be guided by the loading information provided in the ship's stability information booklet and by the results obtained by the use of loading calculators, if available.

2.1.2.2 When detailed information is not available for high density bulk cargoes, then the following precautions are recommended

.1 the general fore and aft distribution of cargo by weight should not differ appreciably from that found satisfactory for general cargoes;

.2 the maximum number of tonnes of cargo loaded in any cargo space should not exceed

0.9 LBD tonnes (2.1.2.2.2)

where

l = length of the hold in metres

B = average breadth of hold in metres

D = summer load draught in metres.

.3 where cargo is untrimmed or only partially trimmed the corresponding height of cargo pile peak above the cargo space floor should not exceed

1.1 x D x stowage factor (2.1.2.2.3)

where the stowage factor is given in cubic metres per tonne;

.4 if the cargo is trimmed entirely level the maximum number of tonnes of cargo loaded in any lower hold cargo space may be increased by 20 per cent over the amount calculated by formula (2.1.2.2.2), subject however to full compliance with 2.1.2.2.1;

.5 because of the stiffening effect of a shaft tunnel on the ship's bottom, lower hold cargo spaces abaft the machinery space may be loaded somewhat more deeply than provided for in 2.1.2.2.2, 2.1.2.2.3 and 2.1.2.2.4, up to about 10 per cent in excess, provided that such additional loading is consistent with 2.1.2.2.1.

2.1.3 To aid stability

2.1.3.1 Having regard to Regulation 19(a) of Chapter II-1 of the International Convention for the safety of Life at Sea, 1974, a stability information booklet should be provided aboard all ships which are subject to that Convention. Where bulk cargoes referred to in this Code, and requiring any of the loading and operational precautions specified therein, are to be carried, the information supplied to the master should include all necessary data relative thereto. The master must be able to calculate the stability for the anticipated worst conditions during the voyage as well as that on departure and show that the stability is adequate.

2.1.3.2 In general, high density cargoes should normally be loaded in the lower hold cargo spaces rather that in »tweendeck cargo spaces.

2.1.3.3 When, however, it is necessary to carry high density cargoes in »twenndecks or higher cargo spaces, care must be exercised to ensure that the deck area is not overstressed and that the ship's stability is not reduced below the minimum acceptable level as laid down in the ship's stability information booklet supplied to the master.

2.1.3.4 In transport of high density cargo a particularly careful evaluation should be made of the consequences of sailing with an excessively high GM with consequential violent movement in a seaway.

2.1.3.5 Shifting divisions and bins, of adequate strength, should be erected whenever bulk cargoes, which are suspected of readily shifting, are carried in »tweendeck cargo spaces or only partially fill a cargo space.

2.2 Loading and unloading

2.2.1 Before loading, the cargo spaces should be inspected and prepared for the particular bulk cargo which it is intended to load.

2.2.2 The master should ensure that bilge lines, sounding pipes and other service lines within the cargo space are in good order. Because of the velocity at which some high density bulk cargoes are loaded into the cargo space, special care may be necessary to protect cargo space fittings from damage. For this reason it is also prudent to sound bilges after the completion of loading.

2.2.3 Attention is particularly drawn to bilge wells and strainer plates which should be specially prepared to faciliate drainage and to prevent entry of the cargo into the bilge system.

2.2.4 The master is advised that precautions should be taken to minimize the extent to which dust may come into contact with the mowing parts of deck machinery and external navigational aids.

2.2.5 Wherever possible, ventilation systems should be shut down or screened and air conditioning systems, if any, placed or recirculation during loading or discharge, in order to minimize the entry of dust into the living quarters or other interior spaces of the ship.

Section 3 - Trimming procedures

3.1 Bulk cargoes having an angle of repose(* 3) less than or equal to 35 degrees

3.1.1 Such cargoes should be trimmed reasonably level and cargo spaces in which they are loaded should be filled as fully as is practicable without resulting in an excessive cargo weight on the supporting bottom structure or deck.

3.1.2 Where dry bulk cargoes which flow freely like grain are to be carried, the provisions applicable to the stowage of grain cargoes should be followed. However, account should be taken of the density of the cargo when determining

.1 the scantlings and securing arrangements of divisions and bin bulkheads; and

.2 the stability effect of free cargo surfaces.

3.2 Bulk cargoes having an angle of repose(* 4) greater than 35 degrees

3.2.1 When cargo is loaded only in lower cargo spaces it should be trimmed sufficiently to cover all of the tank top out to the ship's side, and otherwise as necessary in order to reduce the pile peak height and equalize the weight distribution on the bottom structure.

3.2.2 Such trimming as is necessary may generally be accomplished by levelling within the hatch square (see 3.2.3) with the remaining cargo sloped approximately uniformly to the lower cargo sides, and to the end bulkheads. Provided that there is no conflict with the 1966 Load Line Convention, an if an excessive peak height does not result, cargo may extend up through the »tweendeck hatchway which should then be left uncovered. In such case, the pile should be sufficiently clear of the hatchway edges so that any possible slide of the pile peak will remain in the cargo space.

3.2.3 Notwithstanding the above or the provisions in Section 2, the importance of trimming as an effective means of reducing the possibility of a shift of cargo can never be overstressed. This advice applies especially to smaller ships, i.e. ships of 100 metres in length or less. Consequently the loading of smaller ships requires careful supervision. In such ships the aim should be to distribute the cargo in a manner which eliminates the formation of wide, steeply sloped voids beyond the trimmed surface within the area of the hatch square.

3.2.4 In any ship where it is necessary to load cargo in the »tweendecks, the »tweendeck hatch should be closed. The »tweendeck cargo should be trimmed reasonably level and should either extend from side to side and bulkhead to bulkhead, or should be secured in bins. Because of the reduced stability when cargo is carried in the »tweendecks it is also generally necessary that the cargo in the lower cargo space be trimmed to a greater extent than when cargo is carried only in the lower cargo space.

Section 4 - Safety of personnel

4.1 General requirements

4.1.1 Prior to, and during, loading, transport and unloading of bulk cargoes, all necessary safety precautions including any appropriate national regulations or requirements should be observed and, in particular, the following recommandations should be taken into account

.1 ILO Convention 32 - Convention concerning the Protection against Accidents of Workers Employed in Loading or Unloading Ships (Revised), 1932;

.2 ILO Code of Practice - Accident Prevention on board Ship at Sea and in Port, 1978;

.3 ILO Code of Practice - Safety and Health in Dock Work, 1977.

4.2 Poisoning and asphyxiation hazards

4.2.1 Certain bulk cargoes are liable to oxidation which in turn may result in oxygen reduction, emission of toxic fumes and self-heating. Other bulk cargoes may not oxidise but may emit toxic fumes.

4.2.2 It is important therefore that the shipper informs the master prior to loading as to whether chemical hazards exist. The master should also refer to Appendix B and the necessary precautions, especially those pertaining to ventilation, should be taken.

4.2.3 Ship's masters are warned that cargo spaces and adjacent spaces may be depleted in oxygen or may contain toxic or asphyxiating gases. This may happen due to oxidation, other chemical reactions or the evoluation of absorbed gases. An empty cargo space which has remained closed for some time may have insufficient oxygen to support life.

4.2.4 Unless adequate ventilation and air circulation throughout the free space above the cargo have been effected, entry by personnel should not be permitted until tests have been carried out and it has been established that the oxygen content has been restored to normal levels throughout the space and that no toxic gas is present.

4.2.5 Other cargoes may emit toxic gases when wetted. In these cases the ship should be provided with the appropriate gas detection equipment.

4.2.6 It should be noted that a flammable gas detector is suitable only for testing the explosive nature of gas mixtures.

4.2.7 Emergency entry into a cargo space should be undertaken only by trained personnel wearing selfcontained breathing apparatus, and protective clothing if considered necessary, and always under the supervision of a responsible officer.

4.2.8 In the event of emergency entry into a cargo space, in addition to the requirement in 4.2.4, spare self-contained breathing apparatus, safety belts and safety lines should be readlily available.

4.3 Health hazards due to dust

4.3.1 To minimize the chronic risks due to exposure to the dust of certain materials carried in bulk the need for a high standard of personal hygiene of those exposed to the dust cannot be too strongly emphasized. The precautions should include not only the use of appropriate protective clothing and barrier creams when needed but also adequate personal washing and laundering of outher clothing. Althrough these precautions are good standard practice they are particularly relevant for those materials identified as toxic by the Code.

4.4 Flammable atmosphere

4.4.1 Dust created by certain cargoes may constitute an explosion hazard, especially while loading, unloading and cleaning. This risk can be minimized at such times by ensuring that ventilation is sufficient to prevent the formation of a dust-laden atmosphere and by hosing down rather than sweeping.

4.4.2 Some cargoes may emit flammable gases in sufficient quantities to constitute a fire explosion hazard. Where this is indicated in the entries in Appendix B the cargo spaces and adjacent enclosed spaces should be effectively ventilated at all times. It may be necessary to monitor the atmosphere in such spaces by means of combustible gas indicators. It should be recognized that, in general, combustible gas measuring instrucments are not suitable for checking an atmosphere for the presence of toxic gases.

4.5 Ventilation systems

4.5.1 Where cargoes are carried which may emit toxic or flammable gases the cargo spaces should be provided with effective ventilation.

Section 5 - Methods of determining the angle of repose(* 5)

5.1 There are various methods in use to determine the angle of repose for bulk materials and several are listed below for information purposes.

5.1.1 Ores, coals and ore concentrates should be air dried in a loose condition before the angle of repose is determined.

5.1.2 Tilting box method. This method was developed mainly for laboratory use and is suitable for noncohesive granular materials having a grain size not greater than 10 mm. A full description of the equipment and procedure is given in Appendix D.2.1.

5.1.3 For use on board ship, or when a tilting box is not available, an auxiliary method for use with non-cohesive granular materials having a grain size not greater than 10 mm is given in Appendix D.2.2. It should be noted however that results thus obtained are generally lower than those obtained by the tilting box method.

5.1.4 On-site method. This method may be used to determine the angle of repose for all bulk materials when a stockpile of the material to be loaded is available. The angle subtended by the surface of the stockpile and the ground is measured (see Section 1). A minimum of six such measurements should be taken around the circumference of the stockpile and the mean of such measurements will provide the angle of repose. Where a stockpile is not available, a cone of the materials as deposited by grab, truck or similar means may be utilized. It should, however, be recognized that the larger the cone so obtained the more accurately the angle of repose will equate with on-board situation.

5.2 Where masters are in doubt as to which method should be, or has been, used, they should consult the port authority for advice.

Section 6 - Cargoes which may liquefy

6.1 Properties, characteristics and hazards

6.1.1 Cargoes which may liquefy include concentrates, certain coals and other materials having similar physical properties. Appendix A contains a list of such cargoes which generally consist of a mixture of small particles as contrasted with natural ores which include a considerable percentage of large particles or lumps.

6.1.2 At a moisture content above that of the transportable moisture limit shift of cargo may accur as a result of liquefaction.

6.1.3 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 which are deemed necessary to minimize this risk. Such cargoes may appear to be in a relatively dry granular state when loaded, and yet may contain sufficient moisture to become fluid under the stimulus of compaction and the vibration which occurs during a voyage.

6.1.4 In the resulting viscous fluid state, cargo may flow to one side of the ship with a roll one way but mot completely return with a roll the other way. Thus, the ship may progressively reach a dangerous heel and capsize.

+++FIGUR(billede)+++

6.1.5 To prevent subsequent shifting and also to decrease the effects of oxidation when the material has a predisposition to oxidize, these cargoes should be trimmed reasonably level on completion of loading irrespective of the stated angel of repose.

6.2 Precautions

6.2.1 General

6.2.1.1 Ships other than specially constructed or fitted ships (see 6.2.2 and 6.2.3) should carry only those cargoes having a moisture content not in excess of the transportable moisture limit as defined in this Code.

6.2.1.2 Cargoes which contain liquids, other than packaged canned goods or the like, should not be stowed in the same cargo space above or adjacent to a consignment of these cargoes.

6.2.1.3 Adequate precautions to prevent liquids entering the cargo space in which these cargoes are stowed should be maintained during the voyage. Such precautions are of paramount importance in the case of some of these cargoes where contact with sea water could lead to serious problems or corrosion to either the hull or machinery items.

6.2.1.4 Masters are cautioned of the possible danger in using water to cool a shipment of these cargoes while the ship is at sea since the admission of water in quantity may well bring the moisture content of these cargoes to a flow state. Water is most effectively applied in the form of a spray.

6.2.2 Specially fitted cargo ships

6.2.2.1 Cargoes having a moisture content in excess of the transportable moisture limit may be carried in cargo ships which are fitted with specially designed portable divisions to confine any shift of cargo to an acceptable limit.

6.2.2.2 The design and positioning of such special arrangements must adequately provide for not only the restraint of the immense forces generated by the flow movement of high density bulk cargoes, but also the need to reduce to an acceptable safe level the potential heeling moments arising out of a cargo flow transversely across the cargo space. Divisions provided to meet these requirements should not be constructed of wood.

6.2.2 .3 It may also be necessary for elements of the ship's structure bounding such cargo to be strengthened.

6.2.2.4 The plan of special arrangements deemed necessary and details of the stability conditions on which the design has been based should have been approved by the Administration of the country of the ship's registry. In such cases the ship concerned should carry evidence of approval by its Administration.

6.2.3 Specially constructed cargo ships

6.2.3.1 Cargoes having a moisture content in excess of the transportable moisture limit may be carried in specially constructed cargo ships which have permanent structural boundaries, so arranged as to confine any shift of cargo to an acceptable limit. The ship concerned should carry evidence of approval by its Administration.

6.2.4 Submission of data

6.2.4.1 A submission made to the Administration for approval of such a ship under 6.2.2 or 6.2.3 should include

.1 scaled longitudinal and transverse sections, drawings and relevant structural drawings;

.2 stability calculations, taking into account loading arrangements and possible shift of the cargo, showing the distribution of cargo and liquids in tanks, and of cargo which may become fluid;

.3 any other information which may assist in the assessment of the submission.

Section 7 - The assessment of acceptability of consignments for safe shipment

7.1 The provision of information

7.1.1 Prior to shipment the shipper should provide details regarding the nature of the cargo.

7.1.2 Prior to loading, the shipper or his appointed agent should provide to the master details, as appropriate, of the characteristics and properties, e.g. chemical hazards, flow moisture point, stowage factor, moisture content, angle of repose, etc., of any material constituting bulk cargo in order that any safety precautions which may be necessary can be put into effect.

7.1.3 To do this the shipper will need to arrange, possibly in consultation with the producers, for the cargo to be properly sampled and tested. Furthermore the shipper should provide the ship's master with the appropriate certificates of test, as applicable for a given cargo.

7.2 Certificates of test

7.2.1 A certificate or certificates stating the relevant characteristic of the material to be loaded should be provided to the master at the loading point.

7.2.2 Certificates stating the transportable moisture limits should contain, or be accompanied, by a statement by the shipper that the moisture content specified in the certificate of moisture content is, to the best of his knowledge and belief, the average moisture content of the cargo at the time the certificate is present to the master. When cargo is to be loaded into more than one cargo space of a ship the certificate of moisture content should certify the moisture content of each type of finely grained material loaded into each cargo space. However, if sampling according to the procedures recommended in this Code indicates that the moisture content is uniform throughout the consignment, then one certificate of average moisture content for all cargo spaces should be acceptable.

7.2.3 Where certification is required by Appendix B for materials possessing chemical hazards, the certificate should contain or be accompanied by a statement from the shipper that the chemical characteristics of the material are, to the best of his knowledge, those existing at the time of the ship's loading.

7.3 Sampling procedures

7.3.1 It is evident that any physical property tests on the bulk cargo material will be meaningless unless they are conducted on test samples which are established as truly representative of the consignment, prior to loading.

7.3.2 Sampling should be conducted only by persons who have been suitably trained in sampling procedures and who are under the supervision of somemore who is fully aware of the properties of the material and also the applicable principles and practices of sampling.

7.3.3 Prior to taking samples, and within the limits of practicability, a visual inspection of the material which is to form the ship's cargo should be carried out. Any substantial portions of material which appear to be contaminated or significantly different in characteristics or moisture content from the bulk of the consignment should be sampled and analysed separately.

Depending upon the results obtained in these tests it may be necessary to reject those particular portions as unfit for shipment.

7.3.4 Representative samples should be obtained by employing techniques which take the following factors into account

.1 the type of material;

.2 the particle size distribution;

.3 composition of the material and its variability;

.4 the manner in which the material is stored, in stockpiles, rail wagons or other containers, and transferred or loaded by material handling systems such as conveyors, loading chutes, crane grabs, etc.;

.5 the characteristics which have to be determined: moisture content, flow moisture point, bulk density/stowage factor, angle of repose, etc.;

.6 variations in moisture distribution throughout the consignment which may occur due to weather conditions, natural drainage, e.g. to lower levels of stockpiles or containers, or other forms of moisture migration.

7.3.5 Throughout sampling procedures, the utmost care should be taken to prevent changes in quality and characteristics. Samples should be immediately placed in suitable sealed containers which are properly marked.

7.3.6 Useful guidance on the method of sampling to be employed may be obtained from internationally or nationally recognized procedures such as those listed in 7.5.

7.4 Frequency of sampling and testing for »flow moisture point« and »moisture content« determination

7.4.1 A test to determine the »Flow moisture point« of cargoes which may liquefy should be conducted at regular intervals. Even in the case of materials of consistent composition this test should be conducted at least once every six months. However, where the composition or characteristics are variable for any reason, more frequent testing is necessary. In such cases testing once every three months and possibly more frequently is essential as such variations could have significant effect of the value of the flow moisture point. In certain cases it will be necessary to test every shipment.

7.4.2 Sampling and testing for »moisture content« should be conducted as near as possible to the time of loading, but it any event, the time interval between sampling/testing and loading should never be more than seven days unless the consignment is adequately protected to ensure that no change occurs in its moisture content. Furthermore, whenever there has been significant rain or snow between the time of testing and loading, check test should be conducted to ensure that the material is still in a safe state to load.

7.5 Standardized sampling procedures

ISO 3081-1973 - Iron ores - Increment sampling - Manual method ISO 1988-1975 - Hard coal - Sampling ASTM D 2234 - The American Standard Procedures for Sampling Coal B.S. 1017 - Part 1 - The British Standard for Sampling Coal

The Canadian Standard Sampling Procedure for Concentrate Stockpiles

The European Communities Method of Sampling for the Comtrol of the

Fertilizers J.I.S. M 8100 - Japanese General Rules for Methods of Sampling of Bulk Materials Polish Standard Sampling Procedure for: Iron and Manganese Ores - Ref. No. PN/67/H-04000 Non Ferrous Metals - Ref. No. PN-70/H-04900 The USSR Standard Sampling Procedure for the Determination of Moisture Content in Ore Concentrates

Section 8 - Cargoes which may liquefy: test procedures

8.1 The recommended test procedures given in Appendix D provide for the laboratory determination of

.1 the moisture content of representative samples of the cargo to be loaded;

.2 the flow moisture point and the transportable moisture limit of the cargo.

8.2 Appendix D.1 is divided into two subsections: D.1.1 which applies to concentrates and similar materials and D.1.2 which applies to coals.

8.3 If the circumstances are such that a laboratory test cannot be made of the cargo about to be loaded and a suitable drying oven and a weighing scale are available on board ship, an auxiliary check test of the moisture content of the cargo about to be loaded may be carried out according to the procedures specified in Appendix D.1.1.4.4. Other methods for direct measurements of moisture content approved by the approiate authority for specific cargoes may be used for this purpose. Where the moisture content is above or near the transportable moisture limit, the cargo should not be accepted until proper laboratory tests have been completed.

8.4 If the master has doubts as regards the appearance or condition of the cargo for safe shipment, a check test for approximately determining the possibility of flow may be carried out on board ship or at the dockside by the following auxiliary method

.1 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 to strike a hard surface such as a solid table from a height of about 0.2 m. Repeat the procedure 25 times at one or two second intervals. Examine the surface for free moisture or fluid conditions. If free moisture or a fluid condition appears, arrangements should be made to have additional laboratory tests on the cargo conducted before it is accepted for loading.

8.5 The recommended test procedures given in Appendix D reflect the majority opinion of those countries participating in its preparation. However, other methods which have been approved by the appropriate authorities as being equally reliable may be used.

Section 9 - Materials possessing chemical hazards: description of hazards

9.1 General

Appendix B contains the list of materials currently carried in bulk which, because of their chemical nature or properties, can present a hazard during transport. Some of these materials are classified as dangerous goods in the IMDG Code; also included are other cargoes which, when carried in bulk, may give rise to a hazardous situation. It should be carefully noted, however, that this list of materials is not exhaustive and that the hazardous properties attributed to them are for guidance only. Consequently, whenever the shipment of a bulk cargo is contemplated, it is essential to obtain currently valid information about its potential hazards prior to loading.

9.2 Classes of hazard

The classes of hazard likely to be presented by the cargoes listed in Appendix B as given in the 1974 SOLAS Convention, Chapter VII, are listed below together with notes which will assist in the interpretation of these definitions.

.1 Class 4.1 Flammable(* 6) solids

Materials of this Class possess the common property of being easily ignited by external sources, such as sparks or flame, and of being readily combustible.

.2 Class 4.2 Flammable solids, or substances, liable to spontaneous combustion

Materials of this Class possess the common property of being liable spontaneously to heat and to ignite.

.3 Class 4.3 Flammable solids, or substances which, in contact with water, emit flammable gases

Materials of this Class possess the common property, when in contact with water, of evolving flammable gases. In some cases these gases are liable to spontaneous ignition.

.4 Class 5.1 Oxidizing substances

Materials in this Class while in themselves not necessarily combustible may, generally by yielding oxygen, cause or contribute to the combustion of other marterial (and as a result may stimulate combustion, and increase the violence of a (fire). Neither sealing off the cargo space nor the use of steam, CO2 or other inert gas extinguishers is therefore likely to be effective against fire. The prompt use of large quantities of water is probably the most effective means of controlling fire in these cargoes.

.5 Class 6.1 Poisonous (toxic) substances

Materials of this Class possess the common property of being liable to cause death or serious injury to human health if swallowed, inhaled or by skin contact.

.6 Class 7 Radioactive substances

Materials of this Class possess the common property of spontaneously emitting significant radiation and of which the specific activity is greater than 0.002 microcuries per gram.

.7 Class 8 Corrosives

Materials of this Class possess in their original state the common property of being able more or less severely to damage living tissues, and may also cause damage to other cargo or the ship by corrosion.

.8 Class 9 Miscellaneous dangerous substances, that is any other substance which experimence has shown, or may show, to be of such a dangerous character that the provisions of Chapter VII of the 1974 SOLAS Convention should apply to it.

Materials of this Class possess hazards which cannot properly be brought under the other classes listed above.

9.3 Materials hazardous only in bulk (MHB)

Materials of this type while they may not necessarily be listed in the IMDG Code may, when carried in bulk, present a sufficient hazard to require some degree of caution. For example, materials which reduce the oxygen content of a cargo space and those which are prone to self-heating are regarded as belonging to this group.

Section 10 - Materials possessing chemical hazards

10.1 Identification

10.1.1 The majority of such materials are included in Appendix B and their hazard class will be listed as described in Section 9 (i.e. IMCO Class or »MHB« - materials hazardous only in bulk).

10.1.2 The non-appearance of a material in Appendix B should not be taken as an absolute guarantee of its non-hazarderous nature. Current valid information should always be obtained prior to loading.

10.2 Segregation

10.2.1 Stowage of such materials should be so arranged at all times that dangerous or hazardous materials carried in bulk are kept segregated from dangerous goods carried in packaged or unitized form in accordance with the information given under their individual entries and in the case of explosives as shown in the explosives segregation table.

10.2.2 When two or more different incompatible bulk commodities possessing chemical hazards are to be carried, the segregation between them shall be at least equivalent to that described under 10.4.2 »separated from«. Segregation is not necessary between different grades of the same material. However, where different grades are carried in the same cargo space the most stringent stowage provisions applicable to any of the different grades shall apply to all. When loading different solid bulk materials which are incompatible, such cargoes should not be loaded simultaneously. Similarly, toxic bulk materials and bulk food and feedstuffs should not be loaded simultaneously. Upon completion of loading one such material the hatch covers of every cargo space containing it should be closed and the decks cleared of residues before loading of other materials is recommended. When unloading, the same procedures should be followed. Such cleaning is essential where bulk flammable materials and bulk materials of Class 5.1 are carried, to prevent combustion.

10.2.3 The determination of the incompatibility of bulk commodities should be made by the competent authority.

10.2.4 Boundaries, e.g. bulkheads or decks used for the segregation of bulk dangerous cargoes from other dangerous cargoes, in either bulk or packaged form, need be resistant to the passage of the fire and liquid only where indicated under individual entries.

10.3 Cargo distribution and trimming

10.3.1 The provisions of Section 2, 3 and 4 of this Code relating to cargo distribution, trimming and personnel safety apply as much to cargoes dealt with under this section as to any others.

10.4 Segregation table to be used when loading bulk cargoes possessing chemical hazards and explosives in packaged form

Bulk materials Explosives in packaged form possessing 1.1-1.5 1.2 1.3 1.4 chemical hazards Explosives Explosives Explosives Explosives 4.1 4 4 3 2 4.2 4 4 3 2 4.3 4 4 4 2 5.1 4 4 4 2 6.1 2 2 2 2 7 2 2 2 2 8 4 4 2 2 9 2 2 2 2 MHB 2 2 2 2

Appendix B

Replace page 40 by the followings pages.

10.4.1 Explanation of the segregation table

Numbers in the above table relate to the following terms, as definied in sub-section 15.8 of the general introduction to the IMDG Code.

10.4.2 »Separated from:» (2)

In different cargo spaces when stowed under deck. Provided an intervening deck is resistant to fire and liquid, a vertical separation, i.e. in different cargo spaces may be accepted as equivalent to this segregation.

10.4.3 »Seperation by a complete cargo space or hold from:» (3)

Means either a vertical or a horizontal separation. If the decks are not resistant to fire and liquid, then only a longitudinal separation, i.e. by an intervening complete hold, is acceptable.

10.4.4 »Separated longitudinally by an intervening complete hold from:» (4)

Vertical separation alone does not meet this requirement for »on deck« stowage; this segregation means a separation by the corresponding distance.

LEGEND

Reference bulk cargo

Incompatible packaged explosives

Deck resistant to fire and water

(see 10.2.3)

Section 11 - Stowage factor conversion tables

11.1 Cubic metres per metric tonne to cubic feet per long ton (2240 lb, 1016 kg)

Factor: 1 m3/t 35.87 ft3/ton (rounded to the nearest hundredth of a ft3/ton)

APPENDIX A

LIST OF CARGOES WHICH MAY LIQUEFY

A.1 General

A.1.1 This Appendix lists materials which may liquefy and which, if shipped »wet«, may shift transversely during the voyage due to the effects of moisture migration.

A.1.2 It should be carefully noted that this list of materials is not exhaustive and that the physical and/or chemical properties attributed to them are for guidance only. Consequently, whenever the shipment of a bulk cargo is contemplated, it is essential to obtain currently valid information about its physical properties prior to loading.

A.2 Mineral concentrates

A.2.1 Varying terminology excists to describe mineral concentrates. All known terms are listed below but the list is not exhaustive.

A.2.2 The stowage factor of these materials is generally low; from 0.33 to 0.57 kubikmeter/t.

BLENDE (zinc sulphide) NEFELINE SYENITE (mineral) CHALCO PYRITE NICKEL ORE CONCENTRATE COPPER ORE CONCENTRATE PENTAHYDRATE CRUDE COPPER NICKEL PYRITE COPPER PRECIPITATES PYRITES (cupreous) GALENA (lead) PYRITES (fine) ILMENITE (»dry« and »moist«) PYRITES (flotation) IRON ORE CONCENTRATE PYRITES (sulphur) IRON ORE (magnetite) PYRITIC ASHES (iron) IRON ORE (pellet feed) PYRITIC CINDERS IRON ORE (sinter feed) SILVER LEAD ORE CONCENTRATE IRON PYRITE SLIG (iron ore) LEAD AND ZINC CALCINES (mixed) ZINC AND LEAD CALCINES LEAD AND ZINC MIDDLINGS ZINC AND LEAD MIDDLINGS LEAD ORE CONCENTRATE ZINC ORE CONCENTRATE LEAD ORE RESIDUE ZINC ORE (burnt ore) LEAD SILVER ORE ZINC ORE (calamine) LEAD SULPHIDE ZINC ORE (crude) LEAD SULPHIDE (galena) ZINC SINTER MAGNETITE ZINC SLUDGE MAGNETITE-TACONITE ZINC SULPHIDE MANGANIC CONCENTRATE (manganese) ZINC SULPHIDE (blende)

A.2.3 When loading the above materials reference should also be made to the entry »CONCENTRATES« in Appendix B.

A.3 Other materials

A.3.1 Many fine particle materials, if possessing a sufficiently high moisture content, are liable to moisture migration. Thus any fine particle cargo appearing excessively wet should be treated with caution and, if considered necessary, should be tested for flow characteristics prior to loading.

A.3.2 Fish in bulk can act as a cargo which may liquefy and when proposed for carriage in bulk in a cargo ship, the competent authority should be consulted. The Code of Safety for Fishermen, Part B, provides useful information on this subject.

A.3.3 The list below contains only materials (other than cargoes which may liquefy) that have been reported as capable of attaining a flow state and is not exhaustive.

Approximate Material stowage factor kubikmeter/t COAL (fine particled) COAL SLURRY 0.98 to 1.15 (watery silt, material normally under 1 mm in size) COKE BREEZE 1.8

APPENDIX B

LIST OF BULK MATERIALS POSSESSING CHEMICAL HAZARDS

1 This Appendix lists materials which were known at the time of publication to be carried in bulk and which possess a chemical hazard which could give rise to a dangerous situation on board ship.

2 It should be carefully noted that this list of products is not exhaustive and that the physical and chemical properties attributed to them are for guidance only. Consequently, whenever the shipment of a bulk cargo is contemplated, it is essential to obtain currently valid information about its physical and chemical properties prior to loading.

3 In circumstances where consultation with the competent authority is required prior to bulk shipment of materials, it is equally important to consult authorities at the ports of loading and discharge, concerning requirements which may be in force.

4 At the earliest opportunity, prior to completion of loading, the angle of repose of the material to be loaded should be determined (see Section 5) so as to determine which provisions of the Code relating to trimming apply (see Section 3).

5 Where required, the Medical First Aid Guide for Use in Accidents Involving Dangerous Goods (MFAG) should be consulted prior to loading.

APPENDIX C

LIST OF BULK CARGOES WHICH ARE NEITHER LIABLE TO LIQUEFY (APPENDIX A) NOR POSSESS CHEMICAL HAZARDS (APPENDIX B)

1 It should be carefully noted that this list of materials is not exhaustive and that the physical and chemical properties attributed to them are for guidance only. Consequently, whenever the shipment of af bulk cargo is contemplated, it is essential to obtain from the shipper currently valid information about its physical and chemical properties prior to loading.

2 At the earliest opportunity, prior to completion of loading, the »angle of repose« of the material to be loaded should be determined (see Section 5) so as to determine which provisions of the Code relating to trimming apply (see Section 3).

APPENDIX D

LABORATORY TEST PROCEDURES, ASSOCIATED APPARATUS AND STANDARDS

D.1 Test procedures for cargoes which may liquefy and associated apparatus

D.2 Test procedures to determine the angle of repose and associated apparatus

D.3 Standards used in test procedures

D.4 Trough test for the determination of the self-sustaining exothermic decomposition of fertilizers containing nitrates

D.1 Test procedures for cargoes which may liquefy and associated apparatus

Section D.1 is divided into two sub-sections: D.1.1 applies to concentrates and similar materials; D.1.2 applies to coal.

D.1.1 Recommended test procedure for concentrates and similar material

D.1.1.1 Scope

The test described below provides for determination of

.1 The moisture content of a sample which may be a mineral concentrate or other similar fine grained material. These will hereinafter be referred to as the test material.

.2 The flow moisture point of the test material under impact or cyclic forces of the flow table apparatus.

.3 The transportable moisture limit of the test material.

D.1.1.2 Apparatus (see figure D.1.1.2)

.1 Standard flow table and frame (ASTM Designation (C230-68) see D.3).

.2 Flow table mounting (ASTM Designation (C230-68) see D.3).

.3 Mould (ASTM Designation (C230-68) see D.3).

.4 Tamper (see figure D.1.1.2.4).

.5 Scales and weights (ASTM Designation (C190-73) see D.3) and suitable sample containers.

.6 Glass graduated measuring cylinder and burette having capacities of 100-200 ml and 10 ml respectively.

.7 A hemispherical mixing bowl approximately 30 cm diameter, rubber gloves and drying dishes or pans. Alternatively an automatic mixer of similar capacity can be used for the mixing operations. In this case care should be exercised to ensure that the use of such a mechanical mixer does not reduce the particle size or consistency of the test material.

.8 A drying oven with controlled temperature up to approximately 110 degrees C. This oven should be without air circulation.

D.1.1.3 Temperature and humidity

It is preferable to work in a room where the samples will be protected from excessive temperatures, air currents and humidity variations. All phases of the material preparation and testing procedure should be accomplished in a reasonable space of time to minimize moisture losses and, in any event, within the day of commencement. Where possible, sample containers should be covered with plastic film or other suitable cover.

D.1.1.4 Procedure

The quantity of material required for a flow moisture test will vary according to the specific gravity of the material to be tested. This will range from approximately 2 kg for coal to 3 kg for mineral concentrates. It should be collected as a representative sample of the cargo being shipped. Experience has shown that more accurate test results will be obtained by ensuring that the moisture content of the test sample is increased rather than decreased towards the flow moisture point. Consequently it is recommended that a preliminary flow moisture test should be conducted, generally in accordance with the following, to indicate the condition of the test sample, i.e. the quantity of water and the rate at which it has to be added or whether the sample should be air dried to reduce its moisture content before commencing the main flow moisture test.

D.1.1.4.1 Preparation of the test sample

The representative sample of test material is placed in the mixing bowl and thoroughly mixed. Three sub-samples (A, B and C) are removed from the mixing bowl as follows: About one fifth of the sample (A) shall be immediately weighed and placed in the drying oven to determine the moisture content of the sample »as received«. Two further sub-samples, each of about two fifths of the gross weight shall then be taken, one (B) for the preliminary flow moisture point test and the other (C) for the main flow moisture point determination.

Having completed the preliminary flow moisture point test, the sample for the main test is adjusted to the required level of moisture content below the flow point.

.1 Filling the mould. The mould is placed on the centre of the flow table and filled in three stages with the material from the mixing bowl. The first charge, after tamping, should aim to fill the mould to approximately one third of its depth. The quantity of sample required to achieve this will vary from one material to another, but can readily be established after some experience has been gained on the packing characteristics of the material being tested.

The second charge, after tamping, should fill the mould to about two thirds of its depth and the third and final charge, after tamping, should reach to just below the top of the mould (see fig. D.1.1.4-2).

.2 Tamping procedure. A tamper of a type illustrated in fig. D.1.1.2-4 should be used. Since the tamping operation is performed manually, it is difficult to define clearly an exact and reproducible procedure. However, the aim should be to attain a degree of compaction similar to that prevailing at the bottom of a shipboard cargo of the material being tested. To this end, it is recommended that firm pressure of the tamper (not distinct blows) should be applied successively over the whole area of the sample until a uniformly at surface is obtained over the entire area, particularly at the outer edges of each successive layer.

.3 Removal of the mould. The mould is tapped on its side until it becomes loose, leaving the sample in the shape of a truncated cone on the table.

D.1.1.4.2 The preliminary flow moisture test

.1 Immediately after removing the mould, the flow table is raised and dropped up to 50 times through a height of 12.5 mm at a rate of 25 times per minute. If the material is below the flow moisture point, it usually crumbles and bumps off in fragments with successive drops of the table (see fig. D.1.1.4-3).

.2 At this stage, the flow table is stopped and the material returned to the mixing bowl where 5-10 ml of water, or possibly more, is sprinkled over the surface and thoroughly mixed into the material, either with rubber gloved fingers or an automatic mixer.

The mould is again filled and the flow table is operated as described in D.1.1.4.2.1 for up to 50 drops. If a flow state is not developed, the process is repeated with further additions of water until a flow state has been reached.

.3 Identification of a flow state. The impacting action of the flow table causes the grains to rearrange themselves to produce compaction of the mass. As a result, the fixed volume of moisture contained in the material at any given level increases as a percentage of the total volume. A flow state is considered to have been reached when the moisture content and compaction of the sample produce a level of saturation such that plastic deformation occurs.(* 7) At this stage, the moulded sides of the sample may deform, giving a convex or concave profile (see fig. D.1.1.4-4).

With repeated action of the flow table, the sample continues to slump and to flow outwards. In certain materials cracks may also develop on the top surface. Cracking without the appearance of free moisture is not however an indication of development of a flow state. In most cases, measurement of the deformation is helpful in deciding whether or not plastic flow has occurred. A template which, for example, will indicate an increase in diameter of up to 3 mm in any part of the cone is a useful guide for this purpose. Some additional observations may be useful. For example: When the (increasing) moisture content is approaching the flow moisture point the sample cone begins to show a tendency to stick to the mould. Further, when the sample is pushed off the table, the sample may leave tracks (stripes) of moisture on the table. If such stripes are seen the moisture content may be above the flow moisture point. Deformation of the cone may appear at moisture contents lower than the flow moisture point, but in that case the sample will leave no moisture tracks when removed.

Measuring the diameter of the cone, at the base or at half height, will always be useful. By addition of water in increments of 0.4 to 0.5 per cent and applying 25 drops of the flow table, the first diameter increase will generally be between 1 and 5 mm and after a further increment of water the base diameter would have expanded to between 5 and 10 mm.

.4 As an alternative to the procedure described above, for many concentrates a fast way of finding the approximate flow moisture point is as follows: When the moisture content is definitely beyond the flow moisture point, measure the diameter after 25 knocks, repeat the test after adding a further increment of water, measure the diameter and draw a diagram as illustrated in fig. D.1.1.4-1 showing increase in diameter plotted against moisture content. A straight line drawn through the two points will cross the moisture content axis close to the flow moisture point.

D.1.1.4.3 The main flow moisture test

When a flow state has been reached in the preliminary test, the moisture content of sub-sample (C) is adjusted to approximately the last value which did not cause flow in the preliminary test. The final test is then carried out on this adjusted sample in the same manner as for the preliminary test, but in this case with the addition of water in increments of only 0.4 to 0.5 per cent of the weight of the test material. At each stage a representative sample of 100-200 grams is taken from the mixing bowl, placed in a closed weighing glass and retained for moisture determination if required.

When a flow state has been reached, the moisture content should be determined on two samples, one with a moisture content just above the flow moisture point and the other with a moisture content just below the flow moisture point. The difference between the two values should then be 0.5 per cent or less and the flow moisture point is taken as the mean of these two values.

D.1.1.4.4 Determination of moisture content

Introduction

It should be noted that for many materials, there are recognized international and national methods for determining moisture content. These methods, or ones that have been established to give equivalent results, shall be followed.

Samples to be dried at 105 degrees C

It is clearly important that the samples should be dried to constant weight. In practice, this is ascertained after a suitable drying period, by weighing the sample successively with an interval of several hours elapsing. If the weight remains constant, drying has been completed; whereas if the weight is still decreasing, drying is continued.

The length of the drying period depends upon many variables such as the disposition of the material in the oven, the type of container used, the particle size, the rate of heat transfer, etc. It may be that a period of five hours is ample for one concentrate sample whereas it is not sufficient for another.

Sulphide concentrates tend to oxidize and therefore the use of drying ovens with air circulation systems is not recommended for these materials, nor should the test sample be left in the drying oven for more than four hours.

Examples of calculation

Taking w1 as the exact weight of the sub-sample as received of approximately 1/5 of the gross sample (see D.1.1.4.2);

Taking w2 as the exact weight of the first sub-sample after drying of approximately 1/5 of the gross sample (see D.1.1.4.2);

Taking w3 as the exact weight of the sample just above flow state of approximately 100-200 g (see D.1.1.4.2); Taking w4 as the exact weight of the sample just above flow state after drying of approximately 100-200 g (see D.1.1.4.3);

Taking w5 as the exact weight of the sample just below flow state (see D.1.1.4.3);

Taking w6 as the exact weight of the sample just below flow state after drying (see D.1.1.4.3);

Then

.1 The moisture content of the concentrate as received is

(w1 - w2) --------- x 100 (D.1.1.4.4.1) w1

.2 The flow moisture point of the concentrate is

.3 The transportable moisture limit of the concentrate is

90% of formula (D.1.1.4.4.2)

D.1.2 Test procedures for coals

D.1.2.1 Coals with maximum grain size below 1 mm

The procedures described in D.1.1.2 to D.1.1.4.3 inclusive apply.

D.1.2.1.1 Determination of moisture content

The recommended methods for determinations of the moisture content are those described in ISO 589-1974 »Hard coal - Determination of total moisture«. This method or ones that have been established to give equivalent results should be followed.

D.1.2.2 Coals with maximum grain size in the range of 1 to 7 mm

The procedures described in D.1.1.2 to D.1.1.4.3 may not be applicable because the coarser grains can cause the flow moisture point on the flow table to be indeterminate. For such coals the procedures to be adopted should be those approved by authority of the port State.

D.1.2.3 Coals with maximum grain size in excess of 7 mm

The procedures described in D.1.1.2 to D.1.1.4.3 inclusive are not applicable. Experience has shown that the flow table method is unsuitable for these coals. The procedures to be adopted should be those approved by the authority of the port State.

D.1.2.2 and D.1.2.3 also apply to other coarse materials on which a satisfactory result cannot be obtained by the flow table method.

D.2 Test procedures to determine the angle of repose and associated apparatus

D.2.1 Determination of angle of repose of fined grained materials (size less than 10 mm) »tilting box test«. For use in laboratory or Port of Loading

D.2.1.1 Scope

The test provides for the determination of the angle of repose of the fine grained non-cohesive materials (size less than 10 mm). The results so obtained may be used when interpreting Sections 3 and 4 of this Code for the materials in question.

D.2.1.2 Definition

The angle of repose obtained by this test is the angle formed between the horizontal and the top of the testbox when the material in the box just begins to slide in bulk.

D.2.1.3 Principle of test

When measuring the angle of repose by this method the material surface must initially be level and parallel to the testbox base. The box is tilted without vibration and tilting is stopped with the product just begins to slide in bulk.

D.2.1.4 Apparatus (see figure D.2.1.4)

Apparatus is as follows

.1 A framework on top of which is attached an open box. Attachment of the box to the frame is by means of a shaft passing through bearings affixed to both the frame and the end of the box, enabling the box to be subjected to a controlled tilt.

.2 The dimensions of the box are 600 mm long, 400 mm wide and 200 mm high.

.3 To prevent sliding of the material along the buttom of the box during tilting, a tightly fitting grating (openings 30 x 30 x 25 mm) is placed to the bottom of the box before filling.

.4 Tilting of the box is effected by a hydraulic cylinder fitted between the frame and the bottom of the box. Other means may be used to obtain the required tilting but in all cases vibration must be eliminated.

.5 To pressurize the hydraulic cylinder, a hydropneumatic accumulator may be used, pressurized by air or gas at a pressure of about 5 kp/squarecentimetre.

.6 The rate of tilting should be approximately 0.3 degrees/sec.

.7 Range of tilt should be at least 50 degrees.

.8 A protractor is fitted to the end of the shaft. One lever of the protractor is fitted so that it may be screw-adjusted to the horizontal.

.9 The protractor should measure the angle of the top of the box to the horizontal to within an accuracy of 0.5 degrees.

.10 A spirit level or some other levelling device must be available to zero the protractor.

D.2.1.5 Procedure

The box is filled with the material to be tested by pouring it slowly and carefully from the lowest practical height into the box in order to obtain uniformity of loading.

The excess material is scraped off by the aid of a straight edge, inclined at about 45 degrees towards the direction of scraping.

The tilting system is then activated and stopped when the material just begins to slide in bulk.

The angle of the top of the box to the horizontal is measured by the protractor and recorded.

D.2.1.6 Evaluation

The angle of repose is calculated as the mean of three measurements and is reported to within half a degree.

Notes

Preferably the test should be carried out with three independent samples.

Care should be taken to ensure that the shaft is adjusted to be horizontal before testing.

D.2.2 Alternative or shipboard test method to be used for the determination of the angle of repose when the tilting box is not available

D.2.2.1 Definition

According to this method the angle of repose is the angle between the cone slope and the horizontal measured at half height.

D.2.2.2 Principle of test

To determine the angle of repose, a quantity of the material to be tested is poured very carefully out of a flask onto a sheet of rough-textured paper, in such a way that a symmetrical cone is formed.

D.2.2.3 Equipment

The necessary equipment to carry out this test is as follows

- a horizontal table free from vibrations;

- a sheet of rough-textured paper onto which the material should be poured;

- a protractor;

- a 3 litre conical flask.

D.2.2.4 Procedure

Put the sheet of paper on the table. Split 10 cubic decimetre of the material to be tested into three sub-samples and test each in the following way

Pour two thirds of the sub-sample (i.e. 2 cubic decimetre) onto the sheet producing a starting cone. The remainder of this sub-sample is then poured very carefully from a height off a few millimetres above on top of the cone. Care should be taken that the cone will be built up symmetrically. This may be achieved by revolving the flask slowly close around the top of the cone when pouring.

When measuring, care should be taken that the protractor does not touch the cone, otherwise this may result in sliding of the material and spoil the test.

The angle has to be measured at 4 places around the cone, about 90 degrees apart.

This test should be repeated on the other two sub-samples.

D.2.2.5 Calculations

The angle of repose is taken as the mean of the 12 measurements and is reported to half a degree. This figure can be coverted to the tilting box value as follows

at = as plus 3 degrees (D.2.2.5)

where at = angle of repose according to the tilting box test,

as = angle of repose according to the survey test.

D.3 Standards used in test procedures

D.3.1 Standard flow table and frame(* 8) D.3.1.1 Flow table and frame

D.3.1.1 The flow table apparatus shall be constructed in accordance with fig. D.3. The apparatus shall consist of an integrally cast rigid iron frame and a circular rigid table top 10 +/- 0.1 inches (254 +/- 25 mm) in diameter, with a shaft attached perpendicular to the table top by means of a screw thread. The table top to which the shaft with its integral contact shoulder is attached, shall be mounted on a frame in such a manner that it can be raised and dropped vertically through the specified height with a tolerance in height of +/- 0.005 inches (0.13 mm) for new tables and +/- 0.015 inches (0.39 mm) for tables in use, by means of a rotated cam. The table top shall have a fine machined place surface, free of blowholes and surface defects, and shall be scribed as shown in fig. D.3. The table top shall be of cast brass or bronze having a Rockwell hardness number not less than HRB 25 with an edge thickness of 0.3 inches (8 mm), and shall have six integral radial stiffening ribs. The table top and attached shaft shall weight 9 +/- 0.1 lb (4 +/- 0.05 kg) and the weight shall be symmetrical around the centre of the shaft.

D.3.1.1.2 The cam and vertical shaft shall be of medium carbon machinery steel, hardened where indicated in fig. D.3. The shaft shall be straight and the difference between the diameter of the shaft and the diameter of the bore of the frame shall be not less than 0.002 inches (0.05 mm) and not more than 0.003 inches (0.08 mm) for new tables and shall be maintained at from 0.002 to 0.010 inches (0.26 mm) for tables in use. The end of the shaft shall not fall upon the cam at the end of the drop, but shall make contact with the cam not less than 120 degrees from the point of drop. The face of the cam shall be a smooth spiralled curve of uniformly increasing radius from 1/2 to 1 1/4 inches (13 to 32 mm) in 360 degrees and there shall be no appreciable jar as the shaft comes into contact with the cam. The cam shall be so located and the contact faces of the cam and shaft shall be such that the table does not rotate more than one revolution in 25 drops. The surface of the frame and off the table which come into contact at the end of the drop shall be maintained smooth, plane, and horizontal and parallel with the upper surface of the table and shall make continuous contact over a full 360 degrees.

D.3.1.1.3 The supporting frame of the flow table shall be integrally cast of fine-grained, high-grade cast iron. The frame casting shall have three integral stiffening ribs extending the full height of the frame and located 120 degrees apart. The top of the frame shall be chilled to a depth of approximately 1/4 inch (6.4 mm) and the face shall be ground and lapped square with the bore to give 360 degrees contact with the shaft shoulder. The underside of the base of the frame shall be ground to secure a complete contact with the steel plate beneath.

D.3.1.1.4 The flow may be driven by a motor(* 9), connected to the cam shaft through an enclosed worm gear speed reducer and flexible coupling. The speed of the cam shaft shall be approximately 100 rpm. The motor drive mechanism shall not be fastened or mounted on the table based plate or frame.

The performance of a flow table shall be considered satisfactory if, in calibration tests, the table gives a flow value that does not differ by more than 5 percentage points from flow values obtained with a suitable calibration material.(* 10)

D.3.1.2 Flow table mounting

D.3.1.2.1 The flow table frame shall be tightly bolted to a cast iron or steel plate at least 1 inch (25 (25 mm) thick and 10 inches (250 mm) square. The top surface of this plate shall be machined to a smooth plane surface. The plate shall be anchored to the top of a concrete pedestal by four 1/2 inch (13-mm) bolts that pass through the plate and are embedded at least 6 inches (150 mm) in the pedestal. The pedestal shall be cast inverted on the base plate. A positive contact between the base plate and the pedestal shall be obtained at all points. No nuts or other such levelling devices shall be used between the plate and the pedestal. Levelling shall be effected by suitable means under the base of the pedestal.

D.3.1.2.2 The pedestal shall be 10 to 11 inches (250 to 275 mm) square at the top, and 15 to 16 inches (375 to 400 mm) square at the bottom, 25 to 30 inches (625 to 750 mm) in height, and shall be of monolithic construction, cast from concrete weighing at least 140 lb/ft3 (2240 kg/cubic metre). A stable gasket cork pad, 1/2 inch (13 mm) thick and approximately 4 inches (102 mm) square, shall be inserted under each corner of the pedestal. The flow table shall be checked frequently for levelness of the table top, stability of the pedestal, and thightness of the bolts and nuts in the table base and the pedestal plate. (A torque of 20 lb ft (27 N m) is recommended when tightening those fastenings.)

D.3.1.2.3 The table top, after the frame has been mounted on the pedestal, shall be level along two diameters at right angles to each other, in both the raised and lowered positions.

D.3.1.3 Flow table lubrication

D.3.1.3.1 The vertical shaft of the table shall be kept clean and shall be lightly lubricated with a light oil (SAE-10). Oil shall not be present between the contact faces of the table top and the supporting frame. Oil on the cam face will lessen wear and promote smoothness of operation. The table should be raised and permitted to drop a dozen or more times just prior to use if it has not been operated for some time.

D.3.1.4 Mould

D.3.1.4.1 The mould for casting the flow specimen shall be of cast bronze or brass, constructed as shown in fig. D.3. The Rockwell hardness number of the metal shall be not less than HRB 25. The diameter of the top opening shall be 2.75 +/- 0.02 inches (69.8 +/- 0.5 mm) for new moulds and 2.75+0.05 inches (+ 1.3 mm) and -0.02 inches for moulds in use. The surfaces of the base and top shall be paralled and at right angles to the vertical axis of the cone. The mould shall have a minimum wall thickness of 0.2 inches (5 mm). The outside of the top edge of the mould shall be shaped so as to provide an integral collar for convenient lifting of the mould. All surfaces shall be machined to a smooth finish. A circular shield approximately 10 inches (254 mm) in diameter, with a centre opening approximately 4 inches (102 mm) in diameter, made of non-absorbing material not attacked by the cement, shall be used with the flow mould to prevent mortar from spilling on the table top.

D.3.2 Scales and weights(* 11)

D.3.2.1 Scales

D.3.2.1.1 The scales used shall conform to the following requirements. On scales in use the permissible variation at a load of 2000 g shall be +/- 2.0 g. The permissible variation on new scales shall be one half of this value. The sensibility reciprocal(* 12) shall be not greater than twice the permissible variation.

D.3.2.2 Weights

D.3.2.2.1 The permissible variations on weights shall be as prescribed in the table below. The permissible variations on new weights shall be one half of the values in the table below.

PERMISSIBLE VARIATIONS ON WEIGHTS

Permissible variations on weights in use, Weight, g plus or minus, g 1000 0.50 900 0.45 750 0.40 500 0.35 300 0.30 250 0.25 200 0.20 100 0.15 50 0.10 20 0.05 10 0.04 5 0.03 2 0.02 1 0.01

D.4 Trough test for determination of the self-sustaining exothermic decomposition of fertilizers containing nitrates(* 13)

D.4.1 Definition

A fertilizer capable of self-sustaining decomposition is definied as one in which decomposition initiated in a localized area will spread throughout the mass. The tendency of a fertilizer to undergo this type of decomposition can be determined by means of the through test. In this test localized decomposition is initiated in a bed of the fertilizer to be offered for shipment contained in a horizontally mounted trough, and the rate at which the decomposition propagates through it is measured after removal of the initiating heat source.

D.4.2 Apparatus

The apparatus (fig. D.4-1) consists of a trough of internal dimensions 150 x 150 x 500 mm, open at the top. The trough is constructed of square meshed gauze (preferably stainless steel) with a mesh width of about 2.5 mm and a wire thickness of 1.5 mm. The bars have a diameter of 10 mm. Fertilizers with a particle size distribution such that a significant amount falls through the mesh of the trough should be tested in a trough of smaller mesh gauze, or alternatively in a trough lined with gauze of a smaller mesh. During initiation sufficient heat should be provided and maintained to established a uniform decomposition front. Two alternative methods are recommended, viz

D.4.2.1 Electrical heating

An electrical heating element (capacity 250 watts) enclosed in a stainless steel box is placed inside and at one end of the trough (fig. D.4.2). The dimensions of the stainless steel box are 150 x 150 x 10 mm, and the wall thickness 3 mm. The side of the box which is not in contact with the fertilizer should be insulated with an asbestos plate (5 mm thick). The heating side of the box may be protected with aluminium foil or a stainless steel plate.

D.4.2.2 Gas burners

A steel plate (thickness 1-3 mm) is placed inside one end of the trough and in contact with the wire mesh (fig. D.4-1). The plate is heated by means of two Teclu burners which are fixed to the trough support and are capable of maintaining the plate at temperatures between 400-800 degrees C, i.e. dull red heat. For example, this may be achieved by a burner capacity of about 200 cubic decimetre/h of town gas at a pressure of 6 cm water assuming a specification of town gas as follows

higher calorific value 4200 kcal/cubic metre,

lower calorific value 3750 kcal/cubic metre,

s = 0 degrees C, 760 mm Hg.

D.4.2.3 To prevent heat transport along the outside of the trough a heat shield consisting of a steel plate (2 mm thick) should be installed at about 5 cm from the end of the trough where the heating takes place.

D.4.2.4 The life of the apparatus may be prolonged if it is constructed of stainless steel throughout. This is particularly important in the case of the gauze trough.

D.4.3 Procedure

D.4.3.1 The apparatus should be set up under a fume hood to remove toxic decomposition gases. Although there is no explosion risk, when performing the test it is advisable to have a protective shield, e.g. of suitable transparent plastics, between the observer and the apparatus.

D.4.3.2 The trough is filled with a fertilizer in the form to be offered for shipment and decomposition is initiated at one end, either electrically or by means of gas burners as described above. Heating should be continued until decomposition of the fertilizer is well established and propagation of the front (over approximately 3-5 cm) has been observed. In the case of products with high thermal stability it may be necessary to continue heating for one hour. In the case of fertilizers which show a tendency to melt, the heating should be done carefully, i.e. with a small flame.

D.4.3.3 About 20 minutes after the heating has been discontinued, the position of the decomposition front is noted. The front can be observed by difference in colour, e.g. brown (undecomposed fertilizer) to white (decomposed fertilizer). A graph of the progression of the decomposition front along the trough against time is then prepared, and the propagation rate (cm/h) is obtained from the graph, using the portion where the rate is constant.

D.4.4 Results

D.4.4.1 If propagation of the decomposition continues throughout the entire trough, the fertilizer is capable of showing self-sustaining decomposition. The propagation rate (cm/h) is noted.

D.4.4.2 If propagation does not continue throughout the entire trough, the fertilizer is regarded as free from the hazard of self-sustaining decomposition.

APPENDIX E INDEX OF MATERIALS Materials Appendix ALFALFA PELLETS B (see CEREALS) ALUMINA C ALUMINA, calcined C ALUMINA SILICA C ALUMINA SILICA, pellets C ALUMINIUM DROSS B ALUMINIUM FERROSILICON, powder B ALUMINIUM SOLICON, powder, B uncoated AMMONIUM NITRATE FERTILIZERS B and C AMMONIUM SULPHATE C ANTIMONY ORE RESIDUE B (see ANTIMONY ORE) BAKERY MATERIALS B (see CEREAlS) B BARIUM NITRATE B BARLEY MALT PELLETS B (see CEREALS) BARYTES C BAUXITE C BEET PULP, MEAL, CAKE or PELLETS B (see CEREALS) BLENDE (ZINC SULPHIDE) A BORAX C BORAX ANHYDROUS (crude or refined) C BRAN PELLETS B (see CEREALS) BREWER'S GRAIN PELLETS B (see CEREALS) CALCINED CLAY C (see ALUMINA, calcined) CALCIUM FLUORIDE B (see FLUORSPAR) CALCIUM NITRATE C CARBORUNDUM C CASTOR BEANS B CEMENT C CEMENT CLINKERS C CEREALS and CEREAL PRODUCTS B CHALCO PYRITE A CHAMOTTE C CHARCOAL B CHARCOAL BRIQUETTES B (see CHARCOAL) CHILEAN NATURAL NITRATE B (see SODIUM NITRATE) CHILEAN NATURAL POTASSIC B NITRATE (see SODIUM NITRATE and POTASSIUM NITRATE, mixture) CHROME ORE C CHROME PELLETS C CHROMIUM ORE B CITRUS PULP PELLETS B (see CEREALS) CLAY C COAL A and B COAL SLURRY A COCONUT, MEAL, CAKE or B EXPELLERS (see SEED CAKE) COKE C COKE BREEZE A COLEMANITE C CONCENTRATES (ORE) A and B COPPER GRANULES C COPPER MATTE C COPPER NICKEL A COPPER ORE CONCENTRATE A (see also CONCENTRATES (ORE)) B COPPER PRECIPITATES A COPRA, dry B COPRA, MEAL, CAKE, EXPELLERS, B or PELLETS (see SEED CAKE) CORN GLUTEN ( MEAL) (PELLETS) B (see SEED CAKE) COTTON SEED, MEAL, CAKE B EXPELLERS or PELLETS (see SEED CAKE) CRYOLITE C CUTTINGS (metal) B (see IRON SWARF) DIAMMONIUM PHOSPHATE C DIRECT REDUCED IRON B DOLOMITE C EXPELLERS B (see SEED CAKE) FELSPAR LUMP C FERROCHROME C FERROCHROME, exothermic C FERROMANGANESE C FERROMANGANESE, exothermic C FERROPHOSPHORUS B FERROSILICON B FERTILIZERS (see under chemical names) FERTILIZERS WITHOUT NITRATES C FILINGS, metal B (see IRON SWARF) FISH IN BULK A FISHMEAL, FISHCRAP B FLUORSPAR B FLY ASH C FOUNDRY SAND C (see SAND) GALENA (lead) A GARBAGE TANKAGE B (see TANKAGE) GLUTEN PELLETS B (see CEREALS) GRANULATED SLAG C GROUND NUTS, MEAL, CAKE, B EXPELLERS or PELLETS (see SEED CAKE) GYPSUM C HIGH IRON BRIQUETTES B (see DIRECT REDUCED IRON) HOMINY CHOP B (see SEED CAKE) ILMENITE A (»dry« and »moist«) ILMENITE SAND C IRON ORE C IRON ORE CONCENTRATE A IRON ORE (MAGNETITE) A IRON ORE (PELLET FEED) A IRON ORE (SINTER FEED) A IRON ORE PELLETS C IRON ORE PELLETS, metallized B (see DIRECT REDUCED IRON) IRON OXIDE, spent B IRON PYRITE A IRON PYRITES C IRON SPONGE, pro-crushed B(* 14) IRON SPONGE, spent B (see IRON OXIDE, spent) IRON SPONGE PELLETS B (see DIRECT REDUCED IRON) IRONSTONE C IRON SWARF B LABRADORITE C LEAD NITRATE B LEAD ORE C LEAD ORE CONCENTRATE A LEAD ORE RESIDUE A LEAD SILVER ORE A LEAD SULPHIDE A LEAD SULPHIDE (galena) A LEAD AND ZINC CALCINES, mixed A LEAD AND ZINC MIDDLINGS A LIMESTONE C LINSEED, MEAL, CAKE, EXPELLERS B or PELLETS (see SEED CAKE) LOW SPECIFIC ACTIVITY SUBSTANCE B (LSA) (radioactive) MAGNESITE C MAGNESIUM NITRATE B MAGNETITE A MAGNETITE-TACONITE A MAIZE, MEAL, CAKE, EXPELLERS or B PELLETS (see SEED CAKE) MANGANESE ORE C MANGANIC CONCENTRATE A (manganese) MEAL, oily B (see SEED CAKE) MILFEED PELLETS B (see CEREALS) MILORGANITE C MONOAMMONIUM PHOSPHATE C MURIATE OF POTASH C NEFELIN SYENITE (mineral) A NICKEL ORE CONCENTRATE A NIGER SEED, MEAL, CAKE or B EXPELLERS (see SEED CAKE) OIL CAKE B (see SEED CAKE) PALM KERNEL, MEAL, CAKE, EXPELLERS or PELLETS (see SEED CAKE) PEANUTS (in shell) C PEANUTS, MEAL, CAKE or B EXPELLERS (see SEED CAKE) PEBBLES (sea) C PELLETS (concentrates) C PELLETS, CEREAL B (see SEED CAKE) PELLETS WOOD PULP B (see WOOD PULP PELLETS) PENCIL PITCH B PENTAHYDRATE CRUDE A (see also BORAX C PERLITE ROCK C PETROLEUM COKE, calcined B PETROLEUM COKE, udcalcined B PHOSPHATE, defluorinated C PHOSPHATE ROCK, calcined B PHOSPHATE ROCK, uncalcined C PIG IRON C PITCH PRILL B POLLARD PELLETS B (see CEREALS) POTASH C POTASH MURIATE C (see MURIATE OF POTASH) POTASSIUM FELSPAR SAND C (see SAND) POTASSIUM NITRATE B POTASSIUM SULPHATE C PRILLED COAL TAR B (see PITCH PRILL) PUMICE C PYRITE C (containing copper and iron) PYRITES A PYRITES (cupreous) A PYRITES (fine) A PYRITES (flotation) A PYRITES (sulphur) A PYRITIC ASHES (iron) A PYRITIC CINDERS A PYROPHYLLITE C QUARTZ C QUARTZ SAND C (see SAND) QUARTZITE C RAPE SEED, MEAL, CAKE, B EXPELLERS or PELLETS (see SEED CAKE) RASORITE 46 C (see BORAX) RICE BRAN, MEAL, CAKE, B EXPELLERS or PELLETS (see SEED CAKE) RICE BROKEN B (see CEREALS) ROUGH AMMONIA TANKAGE B (see TANKAGE) RUTILE SAND C SAFFLOWER SEED, MEAL, CAKE B EXPELLERS or PELLETS (see SEED CAKE) SALT C SALT CAKE C SALTPETRE B (see POTASSIUM NITRATE) SALT ROCK C SAND C (FOUNDRY, QUARTZ, SILICA, POTASSIUM, FELSPAR, SODA FELSPAR) SAND ILMENITE C (see ILMENITE SAND) SAND RUTILE C (see RUTILE SAND) SAND ZIRCON C (see ZIRCON SAND) SAWDUST B SCRAP METAL C SEED CAKE B (see also CEREALS) B SEED EXPELLERS, oily B (see SEED CAKE) SHAVINGS, metal B (see IRON SWARF) SILICAMANGANESE C SILICOMANGANESE C SILICA SAND C (see SAND) SILVER LEAD ORE CONCENTRATE A SLAG GRANULATED C (see GRANULATED SLAG) »SLIG« (IRON ORE CONCENTRATE) A SODA ASH (dense and light) C SODA FELSPAR SAND C (see SAND) SODIUM NITRATE B SODIUM NITRATE/POTASSIUM B NITRATE (mixture) SOYABEAN, MEAL, CAKE B EXPELLERS or PELLETS (see SEED CAKE) SPONGE IRON PELLETS B (see DIRECT REDUCED IRON) SPONGE IRON, pre-crushed B(* 14) STAINLESS STEEL GRINDING DUST C STEEL SWARF B (see IRON SWARF) STONE CHIPPINGS C STRUSSA PELLETS B (see CEREALS) SUGAR C (raw, raw brown, refined white) SULPHUR B (lump or coarse grained powder) SUNFLOWER SEED, MEAL, CAKE, B EXPELLERS or PELLETS (see SEED CAKE) SUPERPHOSPHATE C SUPERPHOSPHATE, triple granular C SWARF B (see IRON SWARF) TACONITE PELLETS C TALC C TANKAGE B TANKAGE FERTILIZER B (see TANKAGE) TOASTED MEALS B (see CEREALS) TURNINGS, metal B (see IRON SWARF) UREA C VANADIUM ORE B VERMICULITE C WHITE QUARTZ C WOOD CHIPS B WOOD PULP PELLETS B ZINC AND LEAD CALCINES A ZINC ASHES B ZINC ORE CONCENTRATE A ZINC ORE (burnt ore) A ZINC ORE (calamine) A ZINC ORE (crude) A ZINC-LEAD MIDDLINGS A ZINC SINTER A ZINC SLUDGE A ZINC SULPHIDE A (concentrates) ZINC SULPHIDE (blende) A ZIRCON SAND C

(* 1) »Flammable« has the same meaning as »inflammable«. In common with the usage in other IMCO codes and in recent conventions adopted under the auspices of IMCO, the term »flammable« has been used in preference to »inflammable« throughout the present Code as being more widely accepted internationally and less liable to misinterpretation.

(* 2) Procedures given in the Code apply only to the usual cases wherein the moisture consists almost entirely of water or ice.

(* 3) For recommended methods of determining the angle of repose refer to Section 5.

(* 4) For recommended methods of determining the angle of repose refer to Section 5.

(* 5) NOTE: Generally a lower angle of repose will result in a greater shifting potential in cargoes other than those which may liquefy.

(* 6) The 1974 SOLAS Convention consistently uses the term »inflammable« rather than »flammable«, which has the same meaning. For the reasons given in the footnote (* 1), the term »flammable« is used thoughout the present Code.

(* 7) Note: In certain conditions, the diameter of the cone may increase before the flow moisture point is reached, due to low friction between the grains, rather than to plastic flow. This must not be mistaken for a flow state.

(* 8) Source: »Standard Specification for Flow table for Use in Test of Hydraulic Cement«, Designation C230-68. Reprinted by permission of American Society for Testing and Materials (ASTM), 1916 Race Street, Philadelphia, Penna., USA, copyright 1977.

(* 9) A 1/20 hp (0.3 W) motor has been found adequate. The flow table may be driven by a hand-operated cam shaft as shown in the illustration.

(* 10) Such a material may be obtained from the Cement and Concrete Reference Laboratory at the National Bureau of Standards, Washington, D.C. 20234, USA.

(* 11) Source: »Standard Method of Test for Compressive Strength of Hydraulic Cement Motors«, Designation C109-58. Reprinted by permission of American Society for Testing and Materials (ASTM), 1916 Race Street, Philadelphia, Penna., USA, copyright 1977.

(* 12) Generally defined, the sensibility reciprocal is the charge in load required to change the position of rest of the indicating element or elements of a non-automatic-indicating scale a definite amount at any load. For more complete definition, see »Specifications, Tolerances, and Regulations for Commercial Weighing and Measuring Devices« Handbook H44, National Bureau of Standards, Washington, DC., USA. September, 1949, pp. 92 and 93.

(* 13) Source: IMDG CODE, pages 9005-9008.

(* 14) Entry to be developed later.