DESCRIPTION

A co-product recovered from sour gas processing or oil refinery operations that has been
subjected to a forming process that converts sulphur from a molten state into specific solid
shapes (e.g., prills, granules, pellets, pastilles or flakes); bright yellow in colour; odourless. This
schedule is not applicable to crushed, lump and coarse-grained sulphur (see SULPHUR
UN 1350), or to co-products from sour gas processing or oil refinery operations NOT subjected
to the above-described forming process.

CHARACTERISTICS

3 3
ANGLE OF REPOSE BULK DENSITY (kg/m ) STOWAGE FACTOR (m /t)

Not applicable 900 to 1350 0.74 to 1.11

SIZE CLASS GROUP

Approx. 1 mm to 10 mm Not applicable C

HAZARD
This cargo is non-combustible or has a low fire risk. If involved in a fire, cargo may generate
harmful gases.

When handled and shipped in accordance with the provisions of the schedule, this cargo poses no
corrosion or dust hazards for human tissue or vessel.

STOWAGE & SEGREGATION
ìSeparated from? strong oxidizers, such as fluorine, chlorine, chlorates, nitrates (nitric acid),
peroxides, liquid oxygen, permanganates, dichromates or the like.

HOLD CLEANLINESS
Clean and dry as relevant to the hazards of the cargo. Holds shall not be washed with seawater.

WEATHER PRECAUTIONS
No special requirements.

LOADING
Trim in accordance with the relevant provisions required under sections 4 and 5 of the Code.
Appropriate precautions shall be taken to minimize impact, abrasion and crushing when handling
to prevent dust from forming. Standard application of surfactants? inhibits airborne dust from

forming.

?*******
A fine water-based spray that promotes the binding of smaller particles to larger particles.

 

 

PRECAUTIONS
Protect machinery, accommodations and equipment from small particles or any dust if formed.
Persons involved in cargo handling shall wear protective clothing, goggles and dust filter masks.
Holds including trimming plates and tanktops shall be treated with effective, commercially
available protective coating or lime-washed to avoid any potential corrosive reaction between
sulphur, water and steel. Upper sections shall have a sound coating of paint. Hatches shall be
sealed tightly.

VENTILATION
Surface ventilation only, either natural or mechanical, shall be conducted, as necessary, during
the voyage for this cargo.

CARRIAGE
As a fine spray of fresh water or surfactant is added during loading, bilges shall be sounded and
pumped out as necessary throughout the voyage.

DISCHARGE
Appropriate safety precautions shall be taken when entering the cargo spaces, particularly in the
area of the bottom layers of sulphur in ships hold, taking into account the recommendations
developed by the Organization.?

Appropriate precautions shall be taken to minimize impact, abrasion and crushing when handling
to prevent dust from forming.

CLEAN-UP
Persons involved in clean-up shall wear hard hats, protective goggles, long-sleeve shirts, long
pants, and impervious gloves. Use of approved respirators shall be considered. Holds shall be
thoroughly washed using only fresh water following discharge.

Appropriate safety precautions shall be taken when entering the cargo spaces, taking into account
the recommendations developed by the Organization.?

*******

Refer to Recommendations for entering enclosed spaces aboard ships, adopted by the Organization by
resolution A.864(20).

 

 

SULPHUR UN 1350
(crushed lump and coarse grained)

Note: Fine grained sulphur (flowers of sulphur) shall not be transported in bulk.

DESCRIPTION
A mineral substance found free in volcanic countries. Yellow in colour, brittle, insoluble in
water, but readily fusible by heat. Sulphur is loaded in a damp or wet condition.

CHARACTERISTICS

3 3
ANGLE OF REPOSE BULK DENSITY (kg/m ) STOWAGE FACTOR (m /t)

Not applicable 1053 to 1176 0.85 to 0.95

SIZE CLASS GROUP
Particles or lumps of 4.1 B
any size

HAZARD
Flammability and dust explosion especially during loading and unloading and after discharge and
cleaning.
This cargo may ignite readily.
This cargo is non-combustible or has a low fire-risk.

STOWAGE & SEGREGATION
ìSeparated from?foodstuffs.

HOLD CLEANLINESS
Clean and dry as relevant to the hazards of the cargo.
Must be thoroughly clean and washed with fresh water.

WEATHER PRECAUTIONS
No special requirements.

LOADING
Trim in accordance with the relevant provisions required under sections 4 and 5 of the Code.

PRECAUTIONS
When this cargo is involved in a fire, a toxic, very irritating and suffocating gas is evolved.
This cargo forms explosive and sensitive mixtures with most oxidizing material. This cargo has
a liability to dust explosion, which may occur especially after discharge and during cleaning.
The hold trimming plates and tanktops of the cargo spaces for this cargo shall be lime-washed or
coated with paint to prevent corrosion. Upper sections shall have a sound coating of paint.
Electrical circuits for the equipment in cargo spaces for this cargo which is unsuitable for use in
an explosive atmosphere shall be isolated by removal of links in the system other than fuses.
Due consideration shall be paid on the isolation of electrical circuits for the equipment in the
adjacent spaces of the cargo spaces which is unsuitable for use in an explosive atmosphere.
Any ventilators of the cargo spaces for this cargo shall be fitted with spark-arresting screens.

Fine grained sulphur (flowers of sulphur) shall not be transported in bulk.

 

VENTILATION
Surface ventilation only, either natural or mechanical, shall be conducted, as necessary, during
the voyage for this cargo.

CARRIAGE
Bilges in the cargo spaces carrying this cargo shall be pumped regularly to prevent accumulation
of water/acid solution.

DISCHARGE
No special requirements.

CLEAN-UP
The cargo spaces and other structures which may have been in contact with this cargo or the dust
shall not be swept. After discharge of this cargo, the cargo spaces, and other structures as
necessary, shall be washed out with fresh water to remove all residues of this cargo. Then the
cargo spaces shall be thoroughly dried. Wet dust or residues may form highly corrosive
sulphurous acid, which is extremely dangerous to personnel and corrosive to steel. Persons
involved in cleaning up shall be provided with protective clothing, goggles and facemasks to
wear.

EMERGENCY PROCEDURES

SPECIAL EMERGENCY EQUIPMENT TO BE CARRIED

Self-contained breathing apparatus.

EMERGENCY PROCEDURES

Wear self-contained breathing apparatus.

EMERGENCY ACTION IN THE EVENT OF FIRE

Batten down; use shipís fixed fire-fighting installation if available. Exclusion of air may be
sufficient to control the fire. Do not use water.

MEDICAL FIRST AID

Refer to the Medical First Aid Guide (MFAG), as amended.

 

一，特性

 

易于着火。卷入火中时会产生具有毒性，强烈刺激性和窒息性气体。会于大多数氧化剂形成具有爆炸性和敏感性的气体。散装硫磺易于发生粉爆炸，特别是卸货和扫舱的过程中。(联合国编号：1350。IMO分类：4.1 .积载因数：0.74m/t）硫磺的熔点：摄氏120度，燃点摄氏255度。

 

二，注意事项

细粒硫磺（硫磺粉）不可散装运输。在清洁大舱时，充分利用通风（最好用机械通风）或水龙带冲洗代替清扫，这样可防止空气中充满尘粉，使粉尘爆炸危险减至最小。货物的残留物对钢板有强烈的腐蚀作用，特别是在潮湿时。硫磺并非属于毒品，但与人接触有时会发现有接触性皮炎，严重者会产生红疹病。

 

为了防止硫磺自燃，在装货的过程中会不断喷洒淡水在货物表面，总的来说，喷水数量还是很多的， 所以完货开航后，要特别注意做好排压载水的记录情况，并写好海事声明，以免到卸港后发生货损货差的索赔。

 

三，隔离

要特别注意与食品的“隔离” 和与氧化剂的“隔离”

 

四，特殊要求

严防火星和明火，应取掉货舱中的保险丝。同时，通风筒上应装置防火星网。(有机械通风的大舱)

 

五，装卸，运输中的注意事项。

1）装前可提出由港监监装，注意检查船舶电路防止出现漏电，短路等现象。货灯加网罩。货舱污水井清洁干净，擦净污油，甲板备好水龙，以防失火。

2）装货中严禁吸烟，电焊及明火作业。

3）装完货首先冲洗干净在舱盖轨道撒落的硫磺，航行途中不必进行通风用帆布盖好通风口防止火星进入货舱。

4）卸货前提前打开舱盖施放舱内毒气，可用淡水喷洒在货面上。

5）卸货中严防火种带入现场，防止发生起火爆炸。

6）卸货后，用水将货舱和甲板冲洗干净。

 

六.在装硫磺时船舶大舱刷石灰的介绍

 

众所周知，硫磺对钢板有很强的腐蚀性，在装货前要求在大舱的舱壁、舱底喷刷一层石灰水，英文叫LIMEWASHING。在喷刷前，首先使货舱做到清洁、干燥、无浮锈、油漆皮、无遗留货物，使之完全达到装粮标准，确保一次性通过。

 

 

在喷刷前，准备工作要充分，召开全船动员大会，制定喷刷方法、措施，制作有关工具，分配好人员。一旦投入喷刷，将会得心应手。

 

 

具体做法如下：

 

1. 工具准备：

 

备妥两个潜水泵（扬程在25-30米）和相应的水管，制作潜水泵控制阀（可控制潜水泵 的流量大小）。喷头可用细钢管，管头砸扁（使之喷出为扇形状）。

 

2. 喷刷方法：用75KG熟石灰粉，1KG奶粉与200KG淡水搅匀后使用（每个大舱约需300KG熟石灰粉）。先用两个大桶调和熟石灰粉，再用一个空桶放一台潜水泵，出水管和回水管可用皮龙管接，连接出口管可用胶管，然后将调好的石灰水倒入桶内开动潜水泵，调好流量，即可喷刷。在喷刷中，应先从船首喷向船尾方向，从上往下喷，使石灰水从高流向低，舱底、舱壁斜坡处可用大扫帚将石灰水扫匀。

 

 

通常在美东和加西装硫磺时能够通过代理购买到工业奶粉，满足喷刷配料的要求，但是在其他港口很难买到工业奶粉。食用奶粉价格昂贵，而且由于船舶作业的时间非常紧张，有时可能会无法及时供船，在没有办法的情况下，也可以考虑用面粉替代奶粉作为配料来进行调制喷刷.建议先做一下实验，根据实际效果适当调整配料的比例.

 

3.喷刷标准：喷刷在舱底、舱壁、裸露处的钢板，石灰水的浓度要大一些厚一些，干燥后看不见舱底、舱壁的颜色，呈纯白色即可。

 

装硫磺备舱经验：

 

1）、以货量来估计货到舱壁的高度，进而确定石灰水喷刷高度（通常装硫磺60000-66000吨，喷刷石灰水高度大约7-9米，有些港口要求不低于6米）。

 

2）、石灰水不能喷的过早，否则会起皮。

3）、验舱官对刷的石灰水情况不太在意，因为在他们眼里这只是船东为免舱壁受腐蚀的行为。

 

4）、关于喷石灰水的时机问题，不能太早，也不能太晚，太早会变干起皮，同时由于时间过长，在完货后使扫舱工作变得更加困难.太晚的话则会太潮，达不到装货的标准。

 

 

 

硫磺属于危险品，关系到船舶人员安全和货运质量，不能疏忽，不能麻痹，应予以高度重视。硫磺，联合国编号（UNNO)1350。国际危规页码(IMDG CODE—PAGE)4174，危险类别为4.1类易燃固体。粉状比重为1.956，块状为2.046，溶点为120℃，沸点为444.6℃，燃点为255℃，分子式：S，休止角35-40℃。 特性：遇火时，释放出毒性的、强刺激和窒息性的气体。与大多数氧化物质，会形成爆炸性和极端敏感的混合物。对钢有腐蚀性，特别是在潮湿情况下，不溶于水，易燃。据加拿大硫磺货主协会的介绍，金黄色的加拿大硫碘含有99.5％的纯硫磺。

（1）召开船舶领导参加的有关人员会议，制定切实可行的安全措施，公布全船严格执行。

（2）认真学习《国际危规》中的有关规定及中远总公司《远洋船舶货运质量规章制度汇编》(关于硫磺安全运输的进一步探讨)并严格执行。

（3）认真、仔细彻底清扫货舱，做到清洁、干燥、无浮锈、油漆皮、无剩余异物，使之完全适货达到“装粮清洁”的程度，确保一次性通过。

（4）此类货对裸露的钢板腐蚀严重，装载前要求对货舱内的钢板喷上一层石 灰水(LIMEWASHING)。

（5）根据货物积载因数和货舱容积喷涂石灰水的高度要计算好，过高将会给卸货后的清舱工作带来不必要的麻烦，过低将会使钢板受到硫磺的腐蚀。计算货物堆装高度时，一定要将散装硫磺呈“山”字形的因素考虑进去，石灰水喷涂的高度稍高于货物实际堆装高度即可，要接受黄山海轮的教训千万不要喷涂过高。

（6）石灰水喷刷货舱情况介绍：

A、在喷刷前，准备工作要充分，召开全船动员大会，制作有关工具，分配好人员，一旦投入喷刷将会得心应手。

B、工具准备：备妥两个潜水泵（扬程在25-30M）和相应的水管，制作潜水泵控制阀（可控制潜水泵的流量大小），备妥6个干净的大油桶（一潜水泵可配三）喷头可利用细铜管，管头砸扁（使之喷出为扇形状）。

C、喷刷方法：先用两个大桶调和熟石灰粉,用75KG熟石灰粉，1KG奶粉与200KG淡水搅匀后使用（每个大舱约需300KG熟石灰粉）。，再用一个空桶放一个台潜水泵，出水管和回水管可用皮龙管接，连接出口管可用细胶管，然后将调好的石灰水倒入桶内开动潜水泵，调好流量，即可喷刷。

D、据了解日本熟石灰粉粘度比较大,再有如租家要求船舶抵装港前提前完成喷涂石灰水,这样石灰水与舱壁附着时间长洗舱困难,可用以下比例:75KG熟石灰水、2KG奶粉与200KG淡水搅匀后使用。

E、在喷刷中，应先从船首喷向船尾方向，从上往下喷，使石灰水从高流向低，舱底、舱壁斜坡处可用大扫帚将石灰水扫匀。

F、喷刷标准；喷刷在舱底、舱壁，裸露处的钢板，石灰水的浓度要大一些，厚一些，这样可尽量降低硫磺对舱内钢板的腐蚀，干燥后看不见舱底，舱壁的颜色，呈纯白色即可。

（7）船舶接到装运硫磺任务后要立即联系租家供应熟石灰、奶粉如租家不能及时提供或不提供奶粉，请立即与调度联系协助解决。

（8）装货前后和喷涂石灰水前后应拍照留据，以便船东向货方、承租人因货舱锈蚀严重提出索赔，如果是租船，且又是第1次喷涂石灰水，为了船东利益，船长一定要向承租人写出船长声明。

（9）抓紧时间检查试验通过货舱内的压舱水管路及其它管路，电线等保证不漏水、不漏油、不漏电，保证污水沟井畅通干净，油污要擦净，应随时排放，用麻袋封好污水井盖板，防止航行中船舶摇摆而致硫磺渗入堵塞污水井。

（10）检查各货舱舱盖水密情况，发现问题能解决的立即解决，不能解决的待全部装货完毕后将所有舱盖间隙用数层布条和油漆封死，保证水密。

（11）检查各种活动灭火机及消防水管，消防皮龙使之处于正常良好状态。

（12）验舱一次通过使货主、租家、验舱人员和有关方面满意，并取得验舱证书。

（13）抵港后，申请港监监装并取得监装证书。

（14）硫磺在船期间一定要落实防火措施，甲板及舱内严禁吸烟及明火作业，货舱灯要加网罩，及时收放位置妥善。

（15）密切注视天气变化及时关舱，防止货物雨湿。

（16）动员全船人员思想高度重视，当班驾驶员和值班水手认真监装、监卸、严格把关，值班人员一定要戴防风眼镜，并尽可能地穿戴整齐，以防硫磺粉对眼睛和皮肤的侵蚀。

（17）装载硫磺时粉尘飞扬，港方可能认为污染海面只许夜间装货，可用喷水器一边装，一边喷洒一些淡水的办法减少污染，减少硫磺粉尘的飞扬，保证船期。

（18）靠机舱货物应装斜坡式使其与后舱壁隔开。

（19）装完货后，立即应将舱盖轨道上撒落的硫磺用清水冲洗干净。

（20）航行中不必进行通风，通风口应用帆布盖好，防止火星进入舱内。

（21）底舱燃油舱尽量不要加温，如加温必须安排专人负责燃油加温至驳动油为止，油舱油少更要注意加温，严禁空油舱加温，据介绍180燃油在28-30℃海温情况下可不加温。

（22）如遇大风浪(风力9级、浪8级)航行请备妥海事声明，当船舶抵达第一卸港时，即办签证。

（23）卸货前，天气允许可提前打开舱盖，要慢、轻，防止撞击引起火花。施放舱内硫磺挥发的气体，用淡水喷洒在货物表面上。

（24）卸硫磺时，必须切实加强防火工打开舱盖，要慢、轻，防止撞击引起火花。施放舱内硫磺挥发的气体，用淡水喷洒在货物表面上。 作，增派值班人员加强24小时巡视，防止火种进和作业现场，严禁吸烟，防止起火或爆炸事故的发生，卸货中发现硫磺燃烧需立即用淡水喷灭，灭火时要注意防止燃烧气体对人员的危害；淡水对硫磺几乎没有影响，而遇海水则其性质、纯度将发生变化，造成货损，消防用水应与淡水舱相接。

（25）当货物将要卸毕时，由于抓头触碰舱底，铲车摩擦舱底板可以发生硫磺起火硫磺燃烧慢，要发现早扑灭快，一般卸货方在船边有消防人员值班。

（26）清洗大舱应尽量避免扬起粉尘，这不仅会引起呼吸道疾病，而且当浓度达到 一定程度时，还会引发爆炸事故，所以洗舱时应先用淡水冲洗，然后再清扫，船员扫舱时不要吸烟。

（27）卸货后清舱难度很大，由于硫磺受到碾压，加上航行受舱底油舱加温受热影响，硫磺粉熔化后牢牢粘在舱底板和舱壁上，基硬度和牢度很大，可用6KG高压水加6KG高压空气冲洗；由于硫磺腐蚀性强，洗舱后还要对污水系统的管路进行较长时间的冲洗，以防残留硫磺对管路的腐蚀。

 

 

除了使用石灰水涂成保护外,还有一种叫做hold block 10 的化学剂保护方法:

 

 

Carefully to Carry ——Sulphur cargoes

 

Sulphur is a relatively cheap commodity, which is used in the manufacture of fertilizer. It is not only a byproduct of the petrochemical industry, but also found in its natural form. After processing, it is often shipped in prilled form.

Substantial quantities of sulphur are produced in the Alberta province of Canada, most of which is shipped from Vancouver. It is shipped from other ports, including San Francisco, Long Beach, Aqaba and Jubail. Sulphur shipped from Vancouver is generally described as “Canadian bright yellow formed sulphur”. The sulphur suppliers warrant strict purity specifications to their customers and so are concerned at the risk of contamination.

Dry sulphur does not react with bare steel, but wet sulphur (sulphur containing free water) is potentially highly corrosive. Cargoes of sulphur in bulk are normally afforded exposed storage and are thus subject to inclement weather and consequent moisture content. The stock will also include a percentage of sulphur dust particles. In order to prevent contaminated air emissions, it is the practice, especially in Canada and the USA, where loading wharves are situated in built-up areas and the dust is considered to be a pollutant, for the environmental authorities to insist upon the use of a water spray during handling to keep down the dust.

This practice, now widely adopted in other loading ports, may lead to difficulties during and after the period of ocean transportation. Despite the fact that very large quantities of sulphur are carried annually by sea, the vast majority are carried without significant damage to the carrying vessels.

 

Corrosion

When sulphur is loaded, any retained free water filters to the bottom of the holds during the voyage. From there it is pumped out via the bilges. Some water remains on the tank tops, and together with the fines, produces a sulphurous mud. A great deal of research has been undertaken to understand and mitigate corrosion to vessels?? structures during the handling and transportation of sulphur.

There are two processes whereby a corrosion reaction can occur, namely acidic and electrochemical corrosion.

 

Acidic corrosion

This involves a reaction between an acid and elemental iron (steel). The acid involved is sulphuric acid (H2SO4). Corrosion does not become significant until the acidity of the solution increases to or below pH2.

 

Electrochemical corrosion

It has been established that the electrochemical reaction involves a redox (reduction/oxidation) reaction between iron and sulphur. The specific requirements for this reaction to take place are that sulphur and iron are in direct contact and that the sulphur must be wet.

Much of what we know about the electrochemical process is based upon research carried out in the 1980-90s at the University of Calgary by Professor JB Hyne and Dr Dowling. This work has established the characteristics of the reaction as follows:

 

· The reaction has a maximum rate at around neutral pH.

· The reaction displays auto-catalytic behaviour under anaerobic conditions (existing without the presence of oxygen) - the reaction product promotes further reaction to occur.

· The reaction proceeds to a greater extent and at a higher rate under anaerobic rather than aerobic conditions.

· The initial by-product of the corrosion process is ferrous sulphide (FeS), otherwise known as Makinawite ¨C a black/brown substance, spontaneously combustible upon contact with oxygen.

· The reaction displays typical temperature dependence ¨C the rate approximately doubles for every 10℃ rise in temperature.

 

Experience has shown that it is electrochemical rather than acidic corrosion that is responsible for the largest proportion of damage occurring to a ship??s hold structures on passage.

 

The IMO Code of Practice for Solid Bulk Cargoes (IMO BC Code) states, in Section 9.3.1.10:

 

“Materials which present corrosive hazards of such intensity as to affect either human tissue or the ship’s structure should only be loaded after adequate precautions and protecting measures have been taken.”

 

The following prudent measures, to preclude risk of damage as a result of loading sulphur, should be adopted:

 

· Make good all damages to paint coatings on hopper tank plating, bulkheads, bulkhead stools, internal ship’s side plating frames and internals to the height to which the cargo will be in intimate contact, and loose rust and scale removed from the underside of hatchcovers. Aluminium or epoxy resin based paints appear to be most effective.

· Whereas the current rules of Classification Societies do not require tank top plating to be coated, it is important and accepted that paint coatings serve to provide protection to the plates during the carriage of sulphur.

· Lime wash as per owner’s/shipper’s/charterer’s instructions and to the satisfaction of the pre-load surveyor.

· Cover the bilge strainer plates with hessian.

· During the loaded voyage, maintain bilge levels below tank top level. Keep a careful bilge pumping record, which should also include estimates of the volumes of water ejected from the holds.

· Remove all residues of sulphur from the holds upon completion of discharge and thoroughly wash down the holds with sea water and finally fresh water.

· Should corrosion have occurred, it must be removed by chipping or shot blasting before washing. The bare steel touched up with paint coatings.

 

 

The presence of chlorides ¨C in the form of salts, such as sodium and potassium chlorides - can hasten the interaction between the moist sulphur and ship??s steel. Sodium chloride is for example, a major constituent of both salt cake and dissolved materials found in sea water, while potassium chloride (potash) is regularly shipped from Vancouver. Any trace of these substances will lead to an accelerated corrosion effect, so hold cleanliness prior to loading is of the utmost importance.

To summarise, in order to determine if a vessel is likely to suffer from corrosion damage due to the carriage of wet sulphur and to what degree, the following factors should be taken into account:

 

 

· Cargo-related factors and in particular, residual cargo acidity.

· Length and duration of voyage.

· Temperatures encountered during the voyage.

· Effectiveness of lime washing and condition of underlying

· paint coating

· Proper bilge pumping to remove excess water.

 

 

Cleanliness

 

Prior to loading sulphur, it is recommended that the receiving holds should be in a ‘grain clean’ condition, which requires:

 

 

· Removal of all residues of previous cargoes, hard and loose scale from the holds. Access to the upper regions of the holds should be gained by safe equipment. Air wands should be used to dislodge residues of cargo from otherwise inaccessible areas.

· Thoroughly wash out the holds with sea water.

· Thoroughly wash out the holds with fresh water.

 

The IMO BC Code also states in Section 9.3.1.12:

 

“After discharge of materials, a close inspection should be made for any residue, which should be removed before the ship is presented for other cargo; such an inspection is particularly important when materials having corrosive properties have been transported.”

of Sulphur cargoes at sea）" type="#_x0000_t75"<</FONT>

Pitting damage caused to tank top after 85 days sulphur/ steel contact

 

Lime washing

 

It should be noted that applying lime wash to cargo hold structures does not totally eliminate, but acts to slow or mitigate the corrosive reaction. Hence ideally, the lime wash is, or should be, applied over existing sound paint coatings. The lime wash acts then in two respects--as an additional physical barrier and also as an alkaline neutralising barrier between the wet sulphur and bare steel / painted surface.

The lime wash’s neutralising action will eventually result in it being ‘consumed’ by the sulphur once this happens, and in the absence of an intact paint coating, the sulphur is once again in direct contact with the ship’s structure and the electrochemical corrosion process can resume. Experience with Canadian sulphur has shown that the application of a single layer of lime wash can provide good protection to the steel for about 30-40 days, and in some cases even longer.

 

It is recommended that a mixture of approximately 60kg of lime to 200 litres of fresh water should be used. The lime wash should also be allowed to dry before loading commences, otherwise the protective “glaze” may not form properly.

 

Gas emissions

 

Hydrogen sulphide

 

There are circumstances during the passage and after discharge whereby bulk sulphur can emit small quantities of hydrogen sulphide gas. All areas in which sulphur is stowed or used or which require the presence of personnel should therefore be thoroughly ventilated.

 

Sulphur dioxide

 

Masters should also be aware of the possibility that sulphur dioxide may be generated during repairs involving heating/ welding in spaces previously exposed to sulphur. Appropriate safety measures should be taken.

 

Flammability

 

A research report on the properties of formed sulphur was produced in 1989 by Alberta Sulphur Research Ltd., focusing on whether formed sulphur was a flammable solid within the meaning of the IMDG Code (IMO International Maritime Dangerous Goods Code) Class 4.1: Flammable Solids definition. The result of tests included in the report led to the following declaration from the Canadian Coast-guard on 7 August 1989 that:

 

“Based upon the results of the tests, as submitted, it is agreed that formed sulphur does not meet the criteria for classification in Class 4.1.”

 

However, masters should be aware that fire might occur when dry sulphur is being loaded as a result of static electricity building up on the loading pipes. These fires can be extinguished by dowsing with sulphur or by the use of a fresh water spray. Ferrous sulphide is pyrophoric (may spontaneously combust on contact with air) and can cause fires near the tank tops during discharge. Such fires may be controlled with the judicious use of a fine jet of fresh water.

 

Resources: Loss Prevention Department, Thomas Miller P&I Ltd

 

 

RBM HOLDBLOCK PREPARATIONS

Dear Master and/or Chief Officer,

A Superintendent from RBM HoldSolutions will board your vessel to help train and supervise your crew, so you can properly apply RBM HoldBlock before cargo loading.

The Superintendent will probably arrive with the initial boarding party, and will remain onboard for up to three hours at no charge.  The Superintendent will depart when he is confident that your crew can complete the application without supervision.  Additional hours, if required, are billed at US$90/hr. (Invoiced to Ordering Company)

To assist with this operation, we kindly ask that you PREPARE THE FOLLOWING ITEMS prior to our arrival:

STORES CRANE

Please have your stores crane ready to lift up to 900kg from the launch boat.  Cargo nets and slings are normally not required.

AIR HOSE

Please have one air hose ready to operate the application pump.  The pump requires approx. 6-7 bar (90-100 psi) to operate.  A short length is okay, as the pump remains on deck while in operation. Any diameter is okay, as the pump has a regulator to adjust the air flow.  A standard Japanese quick-connect coupler is the ideal connection, but we will supply adaptors to fit any hose.

OPEN HATCHES

The hatches should be open for HoldBlock application and also for inspection purposes. If there is heavy rain, please do not open the hatches, until instructed otherwise by the Surveyor or RBM Superintendent.

CARGO LIGHTS

If dark, please have cargo lights ready.

HEAVING LINE

A heaving line will be required for lowering the PowerWand into the cargo hold.

MOISTURE

Damp or wet surfaces are okay, but puddles or collections of water on the tanktops should be mopped up or spread out, before applying RBM HoldBlock.

CREW

DURING INSPECTION: If possible, please have 2 crew members available to move drums and equipment into place.

AFTER INSPECTION: Once the holds have passed the cleanliness inspection, you will need 3 or 4 crew members to apply HoldBlock.  (1 on deck and 2 or 3 in the hold)

LOADING INFORMATION

Please have the following information ready, if available.

1. Loading Sequence

2. Height of Cargo (basis flat stow)

3. Desired Height of HoldBlock Application

 

Pls note that in Vancouver BC one representative from Hold Solutions (the company who produces holdblock and Holdwash) will come onboard together with the holdblock and holdwash and he will explain how to apply the holdblock prior loading and how to remove same after completion of discharge. Pls also see my voyage instructions sent already re same. It is very easy for the crew to work with and an application package will also be supplied (pump) and this can be used for applying and removing the holdblock and holdwash.

We will supply enough of both products for your needs.

 

The holdblock and holdwash are both organic products so not harmful to work with at all.

 

Pls find enclosed guidelines how to use holdblock and holdwash.

Pls study same and advise whether you have any questions.

You can also take a look on www.holdsolutions.com where both Holdblock, holdwash and application package are full described.

If you cannot log on to webpage pls let us know and we will try and fax it to you. This page also gives you instruction sheets and data sheets for both products.

 

Pls also note that hold bloack is very fast to apply. As mention above we will give you one application set which can be used to apply and remove the hold block. But in addition we will also bring onboard an extra set which can be used for applying so everything will go faster

 

以下是船舶船长发回需要lime washing时的一些资料:

 

1.Content/detail of sulphur at loading port for carrying.

Becasue if necessary , vessel must be have additonal fire extinguishing

system and necessary protection to load in No.7 hold.

owner is asking ship building yard (Sanoyas, Mizushima) what kind of sulphur

can you load in No.7 hold by condition of No.7 hold and E/R fwd bulkhead.

 

2. Lime coating.

Our owner's intention of the way to carry out lime coating is as follows.

1) lime is mixed with soap and water.

2) height(area) of lime coating

aaa) tank top

bbb) until 2mtrs above upper side of bilge hopper

* pls see attached drawings.

3) above of lime coating area is coated by paint only.

 

Pls adv about our intention items 2) and 3)

Pls also arrange to supply hold paint for coating as charterer's acount.

 

Our owner's intention/instruction to carry out lime coating is as follows.

 

 

1.lime coating area of each hold

1)tank top

2)p and s-side plate

3)fore and after bulkhead

height of coating area is 2mtrs above upper end of bilge hopper

 

2.painting area

painting area is except lime coating area(upper portion)

painting area to be washed down by fresh water very well .Also remove rust

and adehisive previous cargo residue (iron ore)completely. Then touch up paint

onto rusty parts. cover of bilge well are to be set up.

 

3.preparation of tool

1) 2 drum tin

2)hose 20mmx50m

3)mop 10pcs with spare head

4)bamboo bar 10

5)lime powder 350kg

6)soap powder 40kg

* including general use for ship's store

7)mixing bar

8)squeegees 10 pcs

9)water bucket 10 nos

10) fabricated spray nozzle

owner not allow to use paint spray for lime coating.

 

4.lime and soap

1)lime powder 25kg plus soap 2.5kg plus water 125 ltrs with well mixing in

the drum

2)lime 50kg plus soap 5.0kg plus water 250 ltrs /one hold

mixing rate lime and soap is 10%

 

5.how to lime coating

1)dripping with lime liquid to coating area

2)spread lime liquid on the coating area by using special spray nozzle.

3)dry up

4)after dry up,check the coating condition and if have deffective part of

lime coating,spread lime again.

pls find attached drawings of our intention.

 

pls instruct/ adv your intention.