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ICHCA International Safety Panel Safety Briefing Pamphlet #30
ICHCA INTERNATIONAL LIMITED is an independent, non-political international membership organisation and is dedicated to the promotion of safety and efficiency in the handling and movement of goods by all modes and during all phases of both the national and international transport chains. Originally established in 1952 and incorporated in 2002, it operates through a series of Local, National and Regional Chapters, Panels, Working Groups and Correspondence Groups and represents the cargo handling world at various international organisations, including the International Maritime Organization (IMO), United Nations Conference on Trade and Development (UNCTAD), International Labour Organization (ILO) and the International Standards Organization (ISO). Its members included ports, terminals, transport companies and other groups associated with cargo handling and coordination. Members of ICHCA International Panels represent a substantial cross-section of senior experts and professionals from all sectors of the cargo transport industry globally. Members benefit from consulting services and informative publications dealing with technical matters, “best practice” advice and cargo handling news. For more information on ICHCA International and its services please visit/contact – ICHCA International Limited Suite 2, 85 Western Road, Romford, Essex, RM1 3LS United Kingdom Tel: Fax: Email: Website: +44 (0) 1708 735295 +44 (0) 1708 735225 info@ichca.com www.ichca.com
© ICHCA International Limited
ICHCA International Safety Panel Briefing Pamphlet No 30 The International Safety Panel Briefing Pamphlet series consists of the following pamphlets: No. 1 No. 2 No. 3 No. 4 No. 5 No. 6 No. 7 No. 8 No. 9 No. 10 No. 11 No. 12 No. 13 No. 14 No. 15 No. 16 No. 17 No. 18 No. 19 No. 20 No. 21 No. 22 No. 23 No. 24 No. 25 No. 26 No. 27 No. 28 No. 29 International Labour Office (ILO) Convention No. 152 Occupational Safety and Health in Dockwork (revised) Ships Lifting Plant (revised) The International Maritime Dangerous Goods (IMDG) Code (revised)) Classification Societies (revised) Container Terminal Safety (under revision) Guidance on the Preparation of Emergency Plans (under revision) Safe Cleaning of Freight Containers (under revision) Safe Working on Container Ships Safe Use of Flexible Intermediate Bulk Containers (FIBCs) (revised) Safe Working at Ro-Ro Terminals The International Convention for Safe Containers (CSC) (under revision) Safety Audit System for Ports The Loading and Unloading of Solid Bulk Cargoes (under revision) The Role of the Independent Marine Surveyor in Assisting Claims Handling Substance Abuse Safe Use of Textile Slings Shore Ramps and Walkways (under revision) Port State Control Safe Handling of Interlocked Flats Unseen Dangers in Containers Stow it right Suspension Trauma Safe Handling of Forest Products Safe use of Road Vehicle Twistlocks An illustrated Guide to Container Size and Type Codes Safe Handling of Bulk Liquids & Gases Safe Working with Pallets Safe Slinging Safe Handling of Logs from Water in British Columbia
The International Safety Panel Research Paper series consists of the following research papers: No. 1 No. 2 No. 3 No. 4 No. 5 No. 6 No. 7 No. 8 No. 9 No. 10 No. 11 No. 12 No. 13 No. 14 No. 15 Semi-Automatic Twistlocks (under revision) Fumes in Ships Holds (revised) Health & Safety Assessments in Ports (under revision) Container Top Safety, Lashing and Other Related Matters Port & Terminal Accident Statistics (under revision) Safe Handling of Radioactive Materials in Ports and Harbour Areas (under revision) Ship Design Considerations for Stevedore Safety (under revision Safe Walkways in Port & Terminal Areas Personal Protective Equipment & Clothing Back Pain Lifting Persons at Work for Cargo Handling Purposes in the Port Industry Whole Body Vibration Lifting Containers by Rubber Tyred Gantry Cranes Lashing of Deck Containers Terminal Operations in High Winds
©ICHCA International Limited
ICHCA International Safety Panel Briefing Pamphlet No 30 The International Safety Panel Technical/Operational Advice series consists of the following: No. 1 No. 1A No. 2 Vertical Tandem Lifting of Freight Containers Vertical Tandem Lifting – Operations Checklist Horizontal lashing of Container Vessels – Safety Aspects of Lashing on Deck 40’ and 45’ Containers with particular regard to horizontal lashings
Plasticised Pocket Cards IIL/1 IIL/2 IIL/3 Dangerous Goods by Sea Documentation Dangerous Goods by Sea: The IMDG Code Labels, Placards, Marks and Signs Confined Spaces on Board Dry Cargo Ships
General Advice Series No. 1 No. 2 Guidelines to Shipping Packaged Dangerous Goods by Sea – advice to consignors and shippers Fire Fighting in Ports and on Ships
Other titles in many of the series are in preparation
This publication is one of a series developed by the International Safety Panel ("Safety Panel") of ICHCA International Limited ("ICHCA"). The series is designed to inform those involved in the cargo-handling field of various practical health and safety issues. ICHCA aims to encourage port safety, the reduction of accidents in port work and the protection of port workers' health. ICHCA prepares its publications according to the information available at the time of publication. This publication does not constitute professional advice nor is it an exhaustive summary of the information available on the subject matter to which the publication refers. The publication should always be read in conjunction with the relevant national and international legislation and any applicable regulations, standards and codes of practice. Every effort is made to ensure the accuracy of the information but neither ICHCA nor any member of the Safety Panel is responsible for any loss, damage, costs or expenses incurred (whether or not in negligence) arising from reliance on or interpretation of the publication. The comments set out in this publication are not necessarily the views of ICHCA or any member of the Safety Panel All rights reserved. No part of this publication may be reproduced or copied without ICHCA's prior written permission. For information, contact ICHCA's registered office.
UK Bala Subramaniam. International Maritime Organization. UK Meir Amar. UK Gary Danback. World Nuclear Transport Institute. trade unions. IICL. UK Mick Payze. USA (Deputy Chairman) Roy Boneham. AUSTRALIA John Nicholls. P&O Ports. Ashod Port Company Limited. Mersey Docks & Harbour Company. THE NETHERLANDS Larry Liberatore. Accident Investigation Bureau of Finland. INDIA
. Checkmate UK Limited. RSA Fabian Guerra. Roman Nunez. AUSTRALIA Irfan Rahim. Mike Compton (Chairman). TT Club. SOUTH AFRICA Ron Signorino. representatives from leading safety and training organisations. ETS Consulting. UK Risto Repo. IAPH. Israel Ports. Fabian Guerra Associates. Dept for Occupational Health & Safety. CANADA Jan Boermans. Behörde für Arbeit. UK Pedro J. UK Jim Chubb. EQUADOR Harri Halme. ISRAEL Richard Marks. AUSTRALIA Shimon Lior. FINLAND Laurence Jones. AUSTRALIA Peter van der Kluit. UK David Avery. South African maritime Safety Authority.ICHCA International Safety Panel Briefing Pamphlet No 30
ICHCA International Limited . Australian Maritime Safety Authority. THE NETHERLANDS Fer van de Laar. USA Kate Linley. SWITZERLAND John Miller. The Blueoceana Company. UK Matt Smurr. UK Peter Bamford. of Social Affairs & Health. SPAIN Nic Paines. USA Tom Sims. FINLAND Pierre-Yves Reynaud. USA Trevor Dixon. Hamburger Hafen-u Lagerhaus A-G. THE NETHERLANDS Mike Bohlman. USA Rob Dieda. UK John Alexander. ILO. Circlechief AP. UK Al Le Monnier. insurance interests.. CANADA Greg Murphy. UK Bill Brassington. IRELAND Pamela Fry. USA Armin Steinhoff. Inc. ILWU. Firefly Limited. ISRAEL Paul Auston. Trinity House. SAPO. Horizon Lines. BMT Murray Fenton Limited. enforcement agencies. GERMANY Marios Meletiou. Giles & Coy Ltd. Puertos del Estado (Ministry of Development)¸SPAIN Raymond van Rooyan. UK Patricia Esquival. OSHA. transport consultants. GERMANY Peregrine Storrs-Fox. Royal Haskoning. TT Club. Hamburg. Development and Assets. SPAIN Margaret Fitzgerald. CANADA Kirsty Goodwin. institutions and leading authorities on the subject area from around the world. Puertos del Estado. OPCSA. Min. Patrick Terminals. P&O Ports. UK Steve Durham.INTERNATIONAL SAFETY PANEL The International Safety Panel is composed of safety and training officers and directors. Maersk Inc. SSA. UK Joachim Meifort. Gordon.
LASSTEC. Deltalinqs. UK Beat Zwygart. USA CORRESPONDING/ASSOCIATED MEMBERS: Richard Day. MALTA Markus Theuerholz. HONG KONG
The above lists those persons who were members of the Panel when the pamphlet was published. National Cargo Bureau. HONG KONG Samuel Ng. International Cargo Gear Bureau. FRANCE OBSERVERS: Capt.
. Malta Freeport Terminals Ltd. USA Charles Visconti. Inc. Maersk Inc. GERMANY Hubert Vanleenhove. Inc.ICHCA International Safety Panel Briefing Pamphlet No 30 Mark Sultana.. Jim McNamara. USA Dave Wilson. However. German Lashing. UK Evert Wijdeveld. Environmental & Safety Affairs.. PEMA. THE NETHERLANDS (Deputy Chairman) Bill Williams. Hutchison Ports (UK) Limited. membership does change and a list of current members can always be obtained from the ICHCA International Secretariat. Maritime Department. HIT. BELGIUM Rachael White. CANADA Paul Ho. Transport Canada.
The purpose of ITCO is to act as a voluntary non-profit trade association representing the international tank container industry to the public and governmental bodies and to advance the interests of the industry.
This document has been produced in association with the International Tank Container Organisation (ITCO). Bill has been a member of the International Safety Panel for some years. He is also a regular member of the ISO Technical Committee 104 and contributed to a number of the Sub-committee Working Groups. Following his years with a Shipping Line.ICHCA International Safety Panel Briefing Pamphlet No 30 About the Author Bill Brassington has worked in the freight container industry for fifteen years firstly working as the Global Maintenance Manager for P&O Containers. Bill now provides independent consulting services to the freight container industry specialising on safety and container design. Bill joined Sea Containers as their Technical Services Manager. Bill was a founder member of the Container Owners Association (COA) and remains closely associated with them. After the merger with Genstar to form GE SeaCo he was promoted to lead the Engineering and Technical Services Department responsible for all elements of container design. ITCO was formed in 1998 as a result of the merging of International Tank Container Leasing Association (ITCLA) and the European Portable Tank Association (EPTA). build and maintenance for all container types.
2 A3.1 A5.2 Introduction Types of Tank Containers Tank Designs Tank Groups Service Equipment.4 Annex 3 A3. Discharge and Manway Lid Operations Filling and Discharge Manway Lid Operating Safety
Page 1 1 2 7 9 23 26 27 30 31 34 37 40 43 45 47 47 47 49 50 52 52 53 53 54 55 56 56 58 61 61 63 63 65 65 68 68 70 72
A2.3 Annex 4 A4.4 Annex 5 A5.S.3 A4.ICHCA International Safety Panel Briefing Pamphlet No 30
Contents 1 2 3 4 5 6 7 8 9 10 11 12 13 14 Annex 1 Annex 2 A2.1 A2. Fittings and Fixtures Tank Container Safety Documentation Marking Cargoes Carried Lifting and Carrying Stacking Ashore Stowage on Ships Access to Tank Container Tops and Working at Height Inspecting Tank Container Interiors Definitions Centre of Gravity.1 A6. Ullage and Degree of Filling Centre of Gravity Degree of Filling Minimum Degree of Filling – Worked Example Maximum Degree of Filling – Worked Example Ullage Free Surface Effect Proper Shipping Name Proper Shipping Name Generic or “Not Otherwise Specified” (N.2 A5.1 A3.) entries Marine Pollutants Documentation Booking Request Dangerous Goods Note Non Regulated Goods Note Periodic Inspection Reports Dangerous Goods Regulations and Instructions Marine Pollutants Wastes Filling.2 A4.1 A4.3 Annex 6 A6.2 A6.3
First Published: March 2009 ISBN: 978-1-85330-014-1
.O.3 A2.
2 for more information about stacking of loaded containers. as the term “tank” can cover a number of containment designs that carry all sorts of bulk liquids. tank containers are a type of tank. 30ft (9. Tanks are often thought to just carry dangerous goods. Tank containers are built to the same exacting standards as other series 1 ISO freight containers and with a few exceptions can be handled in exactly the same way as all intermodal freight containers.000 to 27. Where a specific type or design is being referred to directly it will be called by its type or design name to differentiate it from the generic tank container. the term tank container will be used to describe all tank designs covered within section 2.991m).2
1.438m) wide Generally 8ft (2.192m). powders. There are also “half high” tanks that are typically 4ft (1.058m).4
1.000 kg. However in the international tank industry approximately 95 % of all tanks built are 20ft long.5
2. This pamphlet will concentrate on the most significant designs which are generally 20 ft intermodal loading units designed to carry pressurised liquids or liquefied gases. generally 192.438m) and 8ft 6in (2. granules and liquefied gases.296m) tall 9.5
1. In the freight container industry. 8ft (2.1. Tanks come in various sizes.6
2 2.1.2 2. The combined mass of the superimposed load shall not exceed the allowable stack weight shown on the Safety Approval Plate. 20ft (6. can be pressurised or non-pressurised and can be carried as a discrete cargo transport (or loading) units (CTU) or carried within another container. Types of Tank Containers ISO Tank Containers Length 10ft (2.6
Transport Can be carried on all modes of transport and deep and short sea routes within cells or on deck
2. Under ISO 668 it would be possible to include a 45ft (17.125m) and 40ft (12.1 Introduction This document is one of a number of Briefing Pamphlets published by ICHCA International and forms one of a series on the safe handling of containers and container related equipment.1.ICHCA International Safety Panel Briefing Pamphlet No 30
SAFE HANDLING OF TANK CONTAINERS 1 1. For the purposes of this pamphlet.219m) and 4ft 3in (1.591m). the term “tank” usually refers to a 20 ft tank container consisting of a stainless steel pressure vessel supported and protected within a steel frame.3
1. Note: see section 12. However the text will include some information and details about as many of the various designs as is possible.1. However this perception is far from the whole truth.000 litres.3
2.1 2.192m) long unit to the list.1.1.4 2.
000 to 36.1 3.4 2.6m.1. These units are not shipped internationally and would be transported by road or rail only.15m which has approximately 80% of the market.2 for more information about stacking of loaded containers.15m. The most common length is 7. Note: see section 12.55m wide.3
2. All designs can be top lifted.3. Where they can be stacked they are tested for a superimposed mass of two identical.125m (30ft) and 12.6
Transport Originally designed for road.3. Swap tanks with top lift capability can be stacked on deck on deep sea vessels. This precludes stacking of these units in the lower tiers of an on-deck stow. laden tanks. Since there is more material in the support frame than with other designs the tare is relatively high. 2.000 litres.1
Domestic Loading Units Domestic loading units can be built to suit the requirements of the local customer and can therefore have any dimensions which comply with local road and rail regulations.5m and 2. 9. must be stackable and the pressure vessel / barrel as well as all valves and other service equipment must remain within the ISO envelope. 7. The extra width of the design.2. However these standards do not appear to be used too often as many manufacturers produce different lengths of swap tanks to suit particular cargoes depending on road regulations (length and mass).1
3. Tank swap bodies have reduced stacking capability when compared with ISO designs.e.45m.1.2. Often the lower beams are “castellated” a method of lightening the main beams by cutting
Page 2 ©ICHCA International Limited
. 2. 7. Some designs can be stacked but this is an optional feature in EN 1432.2.3. All designs have been manufactured since the 1970s.1 This design consists of two end frames separated by two main beams at low level forming a support frame. rail and RO-RO / short sea and often not stacked.2 3 3.beam. Frame Tanks
2.ICHCA International Safety Panel Briefing Pamphlet No 30 2. 30.670m (EN 1432) and 2.2 2. Tank Designs ISO Tank Containers There are three main structural types of tank container used in the international transport of bulk liquids and liquefied gases .2.5 Width Height Volume Stacking 2.1.15m.2
3. The CEN standard EN 1432 for swap tanks also includes four other lengths: 6. frame and collar.85m or 13.1. no part can protrude past the outer faces of the corner fittings.1 Tank Swap Bodies Length Under European (CEN) standards the majority of tank swap bodies (often referred to as swap tanks) have a length of 7.3 2. 7.2.192m (40ft). i.05m (20ft).591m. prevents stacking within most deep sea cells or adjacent to other containers on deck
2.2.2 2.3 2.
4. 3.4. 3.1.ICHCA International Safety Panel Briefing Pamphlet No 30
holes to reduce the tare and therefore to increase the payload.1.3. The tank is attached using four beams that connect at the four corner fittings of each end frame. It is also possible to see that the beam is elevated above the level of the corner fitting in Picture 2 whereas Picture 1 shows the beam is lower with the bottom face of the beam about 16 mm above the lower face of the bottom corner fitting.
Picture 4 Page 3 ©ICHCA International Limited
.2 The example shown in Picture 3 is a typical beam tank with no top or bottom side rails. Top rails are often light weight.3 The two pictures above show a 20. In some designs these rails can be attached using mechanical fasteners (nuts and bolts) but are more often welded in place.000 litre design (Picture 1).1.1 A beam tank is supported by a series of bearers attached to the end frames which interface with the pressure vessel at various locations on the periphery of the barrel. 3. Picture 1 also shows a top rail significantly lower than its top corner fittings.000 litre (Picture 2) and a 25.4.2 The pressure vessel is supported from the main beams generally on saddle supports which are in the form of bolted clamps or welded interface supports. play little part in the overall structural strength and often there to support the walkway.3. Both are insulated.4.1.4 Beam Tanks 3.1.1.1.4 The tank container is also un-insulated. Top rails in these cases are not usually attached to the pressure vessel. The walkway is supported using brackets attached to the pressure vessel. 3. Top side rails are fitted to the top corner fittings. 3. Both pictures show a the cut away castellated light weight main beam.3 Picture 4 shows a different design where the attachment of the pressure vessel is made using fabricated brackets attached to the corner posts and the end frame corner braces. The interface consists of plates that are welded to the pressure vessel and the bearers to ensure load sharing and a “barrier” between carbon steel and stainless steel components. 3.
55m).2. All swap tanks have bottom fittings at the ISO 20ft or 40ft locations.500 lt.2 3.4. However the most important difference relates to their handling and stacking capabilities. Attachment of the pressure vessel to the end frames is by means of a stainless steel collar which is welded to the pressure vessel end dome at the edge (out-set) or to the crown of the domed ends of the pressure vessel (inset).2. Generally the bottom fittings are wider than their ISO counterparts.1.000 litre collar tank. They can then be loaded. 3.5 / 2.5 Both examples show low volume pressure vessels 17.1.2.4.5. 3. One of the characteristics that will be seen on the majority of all of these units is the double side lifting aperture. one in the post and the other in the fitting as
Page 4 ©ICHCA International Limited
.1.2. being carried as two 20ft units.1.1 The majority of recently built swap tanks are now stackable and 85 % of all swap tanks have top and side lifting capability.2 When considering stacking swap tanks it is important to differentiate between swap tanks and ISO containers which can be done by looking at the configuration of the top fitting and the side post. 3.5.2.1.1 Tank Swap Bodies (Swap Tanks) The options for the design of the swap tanks are far less sophisticated than for ISO tanks.3 Picture 6 shows an insulated 25. handled and stowed in the same way as any 20ft ISO tank container. The collar connects with the side posts.2. Stackable
3.5 Collar Tanks
3. 3.5. 3. In this example two 10ft units are connected using approved horizontal interbox connectors and the design tested in that configuration. top and bottom rails and the diagonal braces via interface flanges.2 The collar is continuous at the front / non discharge end.6 Picture 5 shows four 10ft ISO International beam tanks. At the rear of the tank container some collar tank designs have a break in the collar where the discharge valve is located.2
3. Once insulated it is virtually impossible to distinguish between the inset and outset collar design.ICHCA International Safety Panel Briefing Pamphlet No 30 3.1 The collar tank is probably the simplest of all the tank designs with a minimum of differing materials in contact with the pressure vessel.1. 3. this is so that the bottom aperture is in the correct ISO position / width while the outer face of the bottom fitting extends to the full width if the unit (2.
Note the presence of the two apertures in the side posts and corner fittings indicating that the container is wider than ISO.1 There are swap tanks which are not stackable or capable for lifting using traditional spreaders.2.7 The swap tank should never be lifted from the side when loaded. The second feature is the legs which are shown in the erected (down) position.3 The second identifying characteristic is the stepped back top fitting.2.2.3.
3.5 The unit is insulated. Picture 10 shows an example of a modern non stackable demountable swap tank. As the top fittings are generally the same as those found on ISO tank containers.ICHCA International Safety Panel Briefing Pamphlet No 30 shown in Picture 7. Legs of this design enable the swap tank to be demounted from the transport truck / trailer and left for loading. 3. Some non stackable swap tanks are still built today to meet the particular needs of the industry. unloading or storage. The design of these earlier models was similar to the frame tank with the pressure vessel being supported from the bottom side beams.2. 3. the fitting is set back from the post face to accomplish this.2.2.4 A typical example of a swap tank is shown in Picture 8.2.
3.2.2. This design is similar to that of the ISO collar tank.2. The second aperture in the post is required so that the unit can be lifted using a side lifter.2.2. particularly intra-European.
.3 Non Stackable
3. 3. The notable features are the two grapple lift points (highlighted in yellow and arrowed).6 The example shown in Picture 9 is a 12. the positioning must be identical to that of the 20ft / 40ft ISO container. 3. The pressure vessel is attached to the “end” frames and there is a protective bottom rail / end frame to ensure that the risk of direct contact with the pressure vessel is minimised.192m long powder tank with top lift capabilities.
3. See also section 10. Picture 11 shows the upper of two transverse surge plates fitted to the interior of a pressure vessel.ICHCA International Safety Panel Briefing Pamphlet No 30 3.2. Further information on the rules governing the minimum and maximum degrees of filling of tank containers laden with dangerous goods and goods not regulated as dangerous for transport are given in Annex 2 section A2.3 Baffles are fitted within the single chamber pressure vessel to reduce the free flow of liquids as the container is moved during transport. to be filled to not less than 80% of their volume.3.6. Generally. 3. Each of these compartments is capable of carrying a different cargo or in some cases it is possible to carry a single cargo in one compartment and leave the other compartments empty.3. including liquefied gases.3.3.3 3.2 Baffles (more properly known as surge plates within the IMDG Code) are required to ensure the longitudinal stability of the tank container is maintained when it is loaded to less than 80% of the pressure vessel’s volume.
Compartments A limited number of tank containers are built with two or more discrete compartments. Outwardly there will be loading and discharge valves and a manway for each compartment.3.2. Baffles
3. However Picture 12 shows an example of a full diameter surge plate as is more commonly fitted than the design shown in Picture 11
3.3.4. The single shell is constructed in the same manner as a normal tank container.2. these require tanks filled with free-flowing liquids.1 The majority of tank containers are built with a single chamber free from any sharp corner / edges.3. An entry shown in this section of the plate indicates that the tank container is divided into compartments but does not indicate the number of compartments unless there is more than one value shown. The smoothness of this simple internal design provides the operator with an easy to clean surface.1 At the time of writing this pamphlet there was no regulation or requirement to mark tank containers to indicate if they are fitted with baffles or built with compartments.
Page 6 ©ICHCA International Limited
3. The plates should also show the water capacity of each compartment at 20ºC.2.1 Compartments and Baffles The IMDG Code prescribe minimum filling rules for tank containers. However the IMDG Code requires that the water capacity at 20ºC shall be marked on a corrosion resistant metal identification plate fitted to every portable tank. except that one or more watertight bulkheads are welded across the shell’s cross section.2.
4.2 As part of the guidance that this pamphlet offers. i.3.3.500 litres to have a letter “S” marked in either of the capacity sections on the identification plate.3.5.1 Tank Groups Liquids Tank containers built for liquids may:     have a stainless steel or mild steel pressure vessel shell. 4 4.3 Furthermore where the Goods Note has a space in which the number of baffles and/or compartments can be filled in.4.1 There do not appear to be any mandatory requirements in the dangerous goods regulations or regulations referring to non-regulated goods to indicate in any documentation accompanying the consignment as to whether tank containers are fitted with surge plates or divided into compartments. Note 1: There is no requirement to indicate the number of compartments into which a tank container is divided Note 2: The marking of the identification plate with a volume in the compartment capacity or adding the letter “S” for shells and compartments fitted with surge plates can not be easily seen by container handlers except by close inspection of the identification plate Note 3: Tank containers with removable surge plates may be incorrectly marked.3). 3.3.3 Tank containers filled with different dangerous goods in different compartments must display the appropriate marks and/or placards for each hazard and for all dangerous goods carried. 3.5. 3.2 New rules have been prepared and will come into effect with the publication of the 2012 edition of the IMDG Code.1. be lined with a protective coating
. However there is a requirement to indicate the quantity of each dangerous goods carried as part of that consignment.3.2 and A4. It is strongly recommended that an entry is made in these sections even to record that there is only a single compartment or no baffles are fitted. 3.5 Recording 3.ICHCA International Safety Panel Briefing Pamphlet No 30 3.e.5.1 4. the identification plate is marked with the letter “S” when the surge plates have been removed.3. be un-insulated or insulated have heating or cooling equipment. it is recommended that the number of spaces made within the tank container either by surge plates or compartment is marked in the appropriate section of the Dangerous or Non Regulated Goods Note (see Annex 4 Figures A4. These require tank containers where the shell or compartment is divided by surge plates into sections of not more than 7.
.2. at around –200oC or lower.2 4.3. or with specialist discharge mechanisms which facilitate the discharge.
4.3.4.ICHCA International Safety Panel Briefing Pamphlet No 30 4. An example is shown in picture 14.3.3 4.1
Rarely for tank containers.4.2
4. Picture 15 shows an example of a 20 ft cryrogenic tank Due to the nature of the cargoes carried the level of insulation varies A typical cryogenic tank container will have an outer metal jacket surrounding the pressure vessel.3 4. A near-perfect vacuum is created between the outer metal jacket and the pressure vessel.3
The discharge process for powders and granules differs from liquids and gases insomuch as the cargo may not “flow”. Therefore tank containers for powders and granules may be manufactured with hopper discharge chutes built along the underside of the shell.2
4. A few specialised tank containers for these gases may have a stainless steel shell.3. the pressure vessel shell may be totally uninsulated.
4.4 4.1 Pressurised Liquefied Gases Tank containers for pressurised liquefied gases usually have a mild steel pressure vessel shell. Tank containers that carry powder and granules may be mounted on tipping chassis / trailers Tank Containers for Deeply Refrigerated Liquefied Gases Some tank containers are designed and constructed to transport liquefied gases at extremely low temperatures. They may be referred to as “cryogenic tanks” within the freight container industry.2. Where high ambient temperature or direct sunlight can affect the cargo then a heat shield can be fitted above the top of the pressure vessel (see Picture 13)
4. The nature of the powder or granule will dictate the design as will the loading / unloading process in which the tank container is to operate. this provides the insulation. Powders and Granules Tank containers for powders and granules are generally low pressure vessels manufactured from aluminium alloys.
1. Some tanks may consist of a metal vacuum jacket. Fittings (top of shell) Access / Loading Hatch referred to as a Manway.4
5 5.3. 5.1. Fittings are therefore defined as items attached to the tank shell that perform a role that relates to the loading or discharge of the cargo. a lid and a gasket seal. Fittings and Fixtures The definition of service equipment is made in Annex 1 however in this section the use of fittings will be used as a substitute and will encompass service equipment as defined by the IMDG Code and the closing devices for openings on tank shells which the IMDG Code considers to be part of the shell rather than as service equipment. A separate term fixtures will be used to define all those items that are attached to the frame or which perform a role that protects the pressure vessel.3.3.
5. 5.1.1.ICHCA International Safety Panel Briefing Pamphlet No 30 4. an outer shell containing a small quantity of liquefied nitrogen and an inner shell intended to contain the actual liquefied gas to be transported.
Page 9 ©ICHCA International Limited
. Picture 17 shows a configuration of valves mounted on the lid and Picture 18 shows an example of a bolted manway lid with a smaller diameter loading hatch. maintain or repair the inside.1. The neck ring will be fabricated from a compatible material to the shell and is a shaped pad that is welded to the pressure vessel.2 Manways are provided to allow access by suitably qualified technicians and repairers into the shell for periodic inspection. These highly specialised tank containers represent less than 1% of the worldwide total.1 One or more manways are cut into the top of the shell and each consists of a neck ring.3 ISO 1496 / 3 states that the “size of the manway shall be a minimum of 500 mm in diameter and shall be determined by the need for men and machines to enter the tank to inspect.5 Flat bolted flanged manway lids – circular.3.
5. However the nature of the cargo and the designation of the tank will set the specific manway lid configuration.1
5.4. They do not have any refrigeration equipment (for example as reefer tank containers do). 5. or the safety of the pressure vessel. Service Equipment.2 5. This allows a top loading facility and increased internal pressure.4 Domed manway lids – these are hinged and sealed against the neck rings by a number of “swing bolts” – see picture 16. Picture 17 and Picture 18 show two examples of bolted manway lids each with a secondary use.4. They are also often used on standard tank containers as an opening for filling.3 5.3. flat plates are used to cover the manways by attaching them to the neck ring using a number of bolts.3 In addition the space may be filled with an insulating material.3.
5.7 Where bolts are used in place of studs and nuts to secure the bolted manway lid care needs to be taken at the time of manufacture.1.2. Note 3: Many tanks have vacuum relief valves that are not sized to allow tanks to be discharged without opening the manway or other fittings.3. or.
5.1.2.1 5. However when they are fully tightened they should form a pressure tight seal that will contain a pressure greater than the test pressure of the tank.2 Pressure Relief Valves 5. If a tank container needs to be opened.2.3.2.3.3 Vacuum relief valves are also fitted on tanks that normally operate at atmospheric pressure to protect the tank against. 5. maintenance and periodic testing to ensure that the bolts used are of the correct length so that they may be fully tightened.2.2. The vacuum relief ensures that the tanks will not implode due to low pressure.3. set pressures and venting capacity set forth in the United Nations Picture 19 Recommendations on the Transport of Dangerous Goods .ICHCA International Safety Panel Briefing Pamphlet No 30 5.2 Valves may be high pressure only to prevent a build up of pressure that may result in the tank exploding. the effect of low ambient temperature that may cause a reduced internal pressure. opening the manway hatch / lid is generally not required until the tank container arrives at its destination.Model Regulations (Orange Book).2. The pressure relief valves (see Picture 19) are fitted in the top space of the shell as close to the longitudinal and lateral centre so that they always remain in contact with the gas or vapour even during the extremes of bad weather. for example.1 In general all tank containers whether they are designed for dangerous or non regulated goods are fitted with one or more spring loaded pressure relief valves which comply with the recommendations for their design.3.3.
. Valves may be “twin acting” in that they are designed to relieve both excess pressure and to provide vacuum-relief in case partial vacuum conditions arise in the shell.3. this must be carried out by a suitably qualified person.6 The number of swing bolts or flange bolts varies from type to type and the pressure rating of the tank. 5.3.2 Pressure relief valves can come in two forms: 5. Note 1: See Annex 6 for more information on manway lid operation Note 2: Once the container has been filled.
5.3.3.3. 5. Due to the hazardous nature of some cargoes opening the pressure vessel to the atmosphere would constitute a severe risk. A typical “tell tale” indicator would be a pressure gauge connected to the void between the frangible disc and the pressure relief valve which indicates current and maximum pressure.3.2 Frangible discs are fitted to provide:  protection to the pressure relief valve from the corrosive effect of the substances and/or their vapours being carried a guarantee that toxic vapours will only be released in extreme conditions protection to the pressure relief valve from any kind of malfunction caused by the cargo
additional security for higher hazard cargoes. 5.3.3.3.3.4 The purpose of the “tell tale” indicator is to detect whether the frangible disc has broken due to excess internal pressure.4.3) be fitted with a frangible disc (see picture 20) in series underneath the pressure relief valve.
.3.3 Frangible Discs
5. The solution is a closed (vapour recovery) system with more than one valve fitted which allows greater flexibility in load and discharge arrangements.3. Therefore a smaller opening can be provided in the vapour space to prevent any such build up. Picture 21 shows an example of the “tell tale” pressure indicator and the frangible disc tail (arrowed). They may also be used to indicate an increase in the internal pressure within the tank that is still below the pressure setting of the pressure relief valve
5. T20. T19.3. T14.3 In addition to the frangible disc a “tell tale” indicator is required to provide a means of monitoring the pressure between the frangible disc and the pressure relief valve. T10.3.1 The IMDG Code requires that tank containers complying with portable tank instructions T5.ICHCA International Safety Panel Briefing Pamphlet No 30 5.5 If a change in pressure in the void is recorded the Shipper must be notified immediately 5.1 During loading and discharge a means of preventing a build up of pressure or vacuum must be achieved. T12. T16.4 Vapour (Airline) Valves 5.3. Such a build up could be prevented by leaving the manway lid open which in itself could be considered as a risk. T22 and T23 (see Annex 5 paragraph A5.1. T18.
many tank containers intended for the transport of these dangerous goods will be manufactured from the outset without any bottom openings. plug valves. This gauge should not be confused with the pressure gauge associated with.3. quick coupling assemblies. T10. However there are a large number of other valves used such as fire safe.2). This is usually because although the use of bottom discharge tank containers is allowed. T13. Often they are “dedicated” to just one dangerous good throughout their service life.5.3. T9.5 In practice a top outlet assembly consists of at least three valves with blanking plates. many tank containers are built to cater for both means of discharge. Picture 23 shows a less common butterfly airline valve.3. 5.1 Dangerous cargoes which may only be carried in tank containers complying with portable tank instructions T5.5 Top Discharge / Outlets 5. etc.3.ICHCA International Safety Panel Briefing Pamphlet No 30 5. will be blanked over and a valve will be fitted over the top opening.3.1) to top discharge is permitted by the dangerous goods regulations.3. customer preference may be to carry out top discharge operations. For cargoes requiring top discharge. One of the valves is located over the top of a “siphon tube” (sometimes called a “dip tube”. 5.3.5.3. This is a vertical pipe. To provide flexibility in use during their service life.4 Vapour valves can vary in size from 1½” (38 mm) to 3” (75 mm).3.4.2 Conversion of bottom outlet tanks (see section 5. often with a bottom outlet and the provision for top discharge. if originally fitted. and fitted to. “dip pipe”. each is capped with a blanking / closing plate.3 Rarely some tank containers may retain both their bottom discharge facility and have top discharge possibilities. 5. 5. One or more of the valves may be fitted with a pressure gauge.3 Picture 24 shows a cluster of three ball type vapour valves with a small pressure gauge. pressure relief valves (see section 5.5. T14 and T19 to T22 can only be discharged from the top. T8.5.4 Outwardly it is difficult to identify containers with top outlet / discharge. “siphon pipe”) – see the valve on the left in Picture 24. 5. effectively a pad attached to the pressure vessel and a blanking plate.2 The most common type of airline valve fitted to tank containers is the ball valve (see Picture 22).4.5.4.
5. There may be a sump pot in the bottom of the shell directly under the top outlet but this will only be visible on non insulated tanks.4. typically of 2 inches to 3 inches /40 mm to 75 mm in diameter which extends from the top of the shell
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. The bottom discharge opening. However. 5.3. tank containers fitted with bottom discharge openings must have the bottom outlet valves removed and the openings blanked off by welding inside and out.
5. cladding and insulation.7 The siphon tube is usually manufactured from the same material as the shell but can be lined on the internal and external surfaces when the cargo demands this. They assist with the drainage of rainwater. 5.
5.3.6.3. In the case of these tank containers. melt water from snow and ice and any products spilt in the spill box during loading.3.3. too.6 Spill Boxes 5. The second is intended to be used either as connection for pressure discharge or it.5.6. They may have the same diameter or one may be larger than the other. These are chambers. Therefore they are not interchangeable between different tanks. see-through plastic so that any liquid or solidified material can be seen and dealt with.6.2 Each spill box will have one or more drains which will discharge any liquids clear of the tank container pressure vessel. The length is critical for maximum discharge. One of these will be intended to be used either for filling with a pipe or hose temporarily bolted onto the flange once the covering plate has been removed or as a vapour return line. the outlets are located at the base of the tank.5. 5. 5.3. condensate or melt water is running off. Many false incidents have been reported with these older tank containers said to be leaking when liquid is seen dripping from the drain tubes when all that may be happening is that rain water.
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. Picture 27 shows an example of a top outlet spill box.ICHCA International Safety Panel Briefing Pamphlet No 30 (Picture 25) to close to the bottom (Picture 26). sometimes fitted with a hinged lid or lids (“storm door(s)”) that retain any spills from the loading / discharge process.1 All of the above items can be normally found within the top outlet or manway spill box. On some older designs the drain tubes are covered by the insulation and cladding and cannot be seen.3.3 Drain tubes are generally surface mounted on newer containers and are usually made of clear. may be used as a vapour return line.6 In the same area as the valve over the siphon pipe there will usually be at least two other valves – see the two valves to the right in Picture 24.
4. However.2. T3 and T6 there must be at least two serially mounted and mutually independent shut off devices fitted within the bottom valve assembly. Tank containers fitted with storm doors which restrict the flow of escaping vapour and. T14 and T19 to T22.4. competent authority is required when this option is used (see.3.2
5.2 in the IMDG Code).1 Certain cargoes must not be discharged from a bottom valve. or where previously fitted.1.4. there is a further requirement that the vapour must be directed away from the shell in such a manner that it cannot impinge on it (see paragraph 6. usually call the “foot valve” (see Picture 29).4.3. T10.4.1.1
5.5.15. should not be accepted for carriage. the valve(s) must be removed and the opening in the shell plated over as described in paragraph 5. The dangerous goods regulations allow for products which easily crystallise or which are viscous to be transported in bottom discharge portable tanks with only two closures.3
5. T8.ICHCA International Safety Panel Briefing Pamphlet No 30 perhaps when the tank container has moved from an extremely cold climate to a warmer one causing snow and ice to melt. The second closure would then generally be a threaded cap (see Picture 31) or a bolted blank flange. or an externally closing butterfly valve (see Picture 30).4 On some tank containers the storm door(s) cover the pressure relief valve. The dangerous goods regulations require the vapour escaping from the relief valve to be discharged unrestrictedly. 5.7. However with only three cargo designations permissible with the two serial device valve assembly.3. T9.4. for example. particularly if the doors will direct escaping flammable vapour back down onto the tank shell. If the escaping vapour is flammable.3.1 Bottom outlet assemblies permit the filling but more importantly the discharge of tank containers.2 Bottom outlet not allowed 5.3.1.1.
5.6.2.2.4 5.4
.3.4.4.1. the majority of tank containers will be fitted with three serial devices to increase the number of regulated cargoes permitted to be carried. These are covered by the portable tank instruction designation T5.1.7.1 Fittings (bottom of shell) Bottom Outlet Assemblies
5.1. The first closure will often be a valve which closes inside the shell. paragraph 6. There should be no bottom outlet arrangement on tanks carrying such cargoes.1. T13. For cargoes with a designation T1.3 Two serial devices 5. External valves are more usual in the case of tank containers with just two closures.4.1 of the IMDG Code).1.6. 5. The dangerous goods regulations provide for three levels of protection on outlet assembly configuration depending on the nature of the cargo. 5.
5 Tank fittings must only be operated by a suitably qualified technician or operator who has in their possession the full details of:    the load status of the tank the cargo whether the tank is under pressure or not. T7.4. Finally the foot valve is opened by rotating the handle forwards and downwards.4. The two parts of the butterfly valve handle are then squeezed together (see Picture 32) and the handle rotated through 90˚ in order to open it. must be in their safe closed position and should be closed using a customs or cleaning seal.ICHCA International Safety Panel Briefing Pamphlet No 30 5.
5. T15 to T18 and T23 there must be at least three serially mounted and mutually independent shut off devices fitted within the bottom valve assembly.
5.4 Three serial devices 5.4.1. T11. followed as closely as possible by a (external) butterfly valve (Picture 30) and finally by a threaded cap or a bolted blank flange (Picture 31).4. Picture 32 shows the assembly in-situ and Picture 33 the full assembly showing the spring loaded foot valve. (Picture 29).4.1.6 When the tank container is being transported all fittings which can be manually closed. Containers in transport found to have any valve in the open position should be stopped and the shipper notified for instructions.
The first (internal) closure will typically be a foot valve.4.4.
. T4.1.3
To operate the valve the threaded cap or blanking plate must be removed and the discharge hose attached.4.1 For cargoes with a designation T2.4.1. T12.
5.2.4. Also. fire safe. It only became compulsory to fit them on tank containers constructed from around 2001 – 2002 onwards. or a rod which leads from the foot valve along one side of the container (arrowed in Picture 34).2 Picture 36 shows a second example of a spring loaded grab handle fitted behind the top access ladder that can be used to remotely close the foot valve. Should there be an incident where the loading / discharge process should be halted. 5. Picture 35 shows the connection of the remote operating cable to the foot valve. then the steel wire is pulled hard. 5. plug valves.4. or rod.7 Whilst most liquid tank containers are fitted with a butterfly valve as the external valve.e.4. There may be first generation tank containers constructed in the last century still in service without remote closures.4. i.
. diaphragm valves etc. will lift the foot valve operating handle over the cam position snapping the valve closed. gate valves. often plastic coated stainless steel.4.2 Remote Operating Devices 5.1. The action of pulling the wire. whilst the threaded cap or blind flange represent what is fitted to the majority of tank containers intended for liquids other connections/closures may be found such as various proprietary makes of quick couplings or dry-break couplings. other types may be encountered including ball valves.2.3 The international dangerous goods regulations have not always required tank containers to be fitted with a remote closure. There is no requirement in the international regulations for these older tank containers to be retro-fitted with them. They are acceptable alternatives on dangerous goods tank containers if they will totally prevent liquid flow when closed. This device consists of steel cable.1 When three shut of devices are required the first (foot valve) must be fitted with a remote operating device.ICHCA International Safety Panel Briefing Pamphlet No 30 5.2. second generation UN portable tanks.
The second cable is attached to a fusible link.2.4.3 Fusible Links
5. will break and the spring will then pull the foot valve remote operating mechanism closing the valve. They should be used both for loading and discharging purposes. The tanks are designated as bare.1 Fittings on T50 pressurised Liquefied Gas Tanks The regulations are more complex with regards to liquefied gas tanks in that the working pressure is dependent upon any insulation that is provided.4. Others may have an “ullage bar”.4 Discretionary Fittings 5. In order to ensure that the separate elements of the cargo are discharged separately and correctly the liquid and vapour assemblies will be a different size. hydraulic operating systems. 5. arrowed in Picture 37.1 On closer examination Picture 35 shows two cables attached to the foot valve remote operating mechanism. The link.2. Unlike liquid tanks.1 of the IMDG Code. These include level indicators.4.4. both of which must consist of three serially mounted and mutually independent shut off devices. The dangerous goods regulations prohibit the use of “sight glasses” as a means of checking the level of liquids inside shells (see. However many tank containers are built without this provision.16. sunshielded or insulated.2. 5.5.5.5 5.4. high level alarms. they may have a “calibration chart” fixed near the manway on which a table is given converting depth of liquid to number of litres of cargo. where either a top or a bottom valve assembly is specified. for example.5. 5.4.1 A large number of fittings may be fitted in addition to the mandatory fittings.3.2 Some tank containers may be fitted with “dip sticks”. a metal stick with marking on it to measure the quantity of liquid in the shell these are only likely to be seen on old tanks as they are not often fitted to more recently build tank containers. 5. these are usually fitted directly behind the bottom discharge valve assembly.2 One of the valve assemblies will be for the liquid phase of the cargo and the other for the vapour phase and it is a mandatory requirement that each is marked accordingly. pneumatic operating systems.4.7. held in place under the manway lid or in the spill box. etc.ICHCA International Safety Panel Briefing Pamphlet No 30 5.3.5. Liquid and Vapour Load / Discharge Assemblies
5.3. 6.2
5. 5.2 This link is designed to break should it be subjected to the higher temperatures associated with a fire.
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.4.4. low level alarms. Most modern tank containers have neither device.3 Fusible links are generally fitted to tank containers carrying certain flammable liquids into the US. a detachable Tshaped piece of metal. the liquefied tanks will have two such assemblies. The absence of the spring and link does not constitute a hazard to the operator. electric operating systems.1 Liquefied gases by their very nature have to be loaded and discharged using different methods than liquids.
5.4). as close to the lateral and longitudinal centre of the top of the shell.5. i.2. This kind of valve is more commonly used on tanks intended for the transport of gases liquefied by overpressure.4 Sun Shields 5. They are often taller than the pressure relief valves fitted to liquids tanks.4 On most T50 tank containers.2.1 T50 tank containers are fitted with pressure relief devices.5.5.5. usually pressure relief valves. 5. They have to be situated in the same place. On some T50 tank containers the two valve assemblies may be located in a recess at the mid point of the rear end. This is to ensure they open sufficiently to allow sufficient vapour to escape. They are one of the designs approved for carrying this type cargo.5. They are relatively inexpensive to produce and the tare weight is less than that of the higher pressure un-insulated tanks.4. In these cases all openings into the tank must be above the liquid level. just like tanks for liquids.1 Sun shields are fitted to tank containers carrying liquefied gas (T50).5. just like liquid tanks must be monitored and reported to the shipper if it is showing that the frangible disc has ruptured.5. 5. This is usually protected by a door (see Picture 38)
Some liquefied gas cargoes.5. such as chlorine.3 The dangerous goods regulations allow two different types of first.5. internal closing valve. but unlike the standard liquid tanks it may be located in the head (end) of the container or in the top 5. Bare tanks are rare due to the significant increase in the required maximum allowable working pressure which makes them uneconomic to produce.5.4.ICHCA International Safety Panel Briefing Pamphlet No 30 5. are not permitted to be discharged from a bottom opening.5 Pressure Relief Devices
5. just like liquid tanks. They have to be fitted with a tell tale pressure gauge which.5.3. a stop valve for example in the form of a foot valve or “an excess flow valve”.2 Sunshield tanks (Picture 39) are the most popular.1 The manway for liquefied gas tanks will generally be a bolted design. the two valve assemblies are located at one side of the frame just above the bottom longitudinal rail or a similar position on beam tanks (see 3.
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. 5. 5.1.2 Some tank containers such as those for toxic liquids will have to be fitted with a bursting disc in series with the relief valve. 5.e.3 Manways 5.
3.6.6 in the rear end of the shell.6 Non-mandatory Fittings on T50 Tanks
5.6. the most complex.1 Some T50 tank containers may be fitted with devices for measuring filling levels. 5.2. liquefied gas overflows. For each compartment there will be a connection for the liquefied gas to enter or leave the tank as well as for the vapour. This source of pressure is piped to the top of the shell to push out the remaining liquefied gas. This is achieved by diverting some of the liquefied gas into a pressure raising coil to turn it into gas and thereby raising pressure. There will be valves and associated pipework to control this process 5.2 These tanks are also usually fitted with flow gauges. by far. usually circular. there are usually two external valves.4.2.4.1 Additional valves may be fitted to control filling levels.6. by which the filling level may be determined.1.2.6. for example so as not to exceed the maximum permitted weight of its CSC approval. It requires a source of pressure to be attached to it to open and hold it open.6.7 Tank fittings must only be operated by a suitably qualified technician or operator who has in their possession the full details of:    5. perhaps underneath or on the opposite side to the valve compartments.ICHCA International Safety Panel Briefing Pamphlet No 30 5. In place of the foot valve fitted to liquid tanks.5. 5. Each one will be marked with the name of the gas for which it gives the maximum filling level.1 Some of these tank containers can self-discharge.2 Controls for Filling Levels 5.1 the load status of the tank the cargo whether the tank is under pressure or not
Fittings on T75 Deeply Refrigerated Liquefied Gas Tanks Liquid and Vapour Load / Discharge Assemblies
5. Often these will be fitted in a recess similar to that described in section 5.5.6.6. There will be associated pipework and valves on such tanks for the
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. This is due to the nature of the substances carried and the design of the tanks which. The inner valve is usually pneumatically operated. 5.6.4 Cryogenic Pumps 5. However they will be very different to the three closures on the other kinds of tank.1 The loading and discharging assemblies on tanks intended for the transport of T75 deeply refrigerated liquefied gases are.6. usually have a steel outer vacuum jacket surrounding the actual shell. These pumps have to be cooled down to the temperature of the liquefied gas inside the shell before they can be used. Tanks containers with this possibility usually have a visible pressure coil. These will have three closures as with the tanks for liquids and pressure liquefied gases.3 Pressure Raising Coils 5.6.5. Once the shell has been filled to the required mass. 5. as noted above in paragraph 4. Any number of valves and pieces of pipework that are usually found along one side of these tank containers may be found within one or more compartments. It is commonplace for these tanks to be fitted with internal vertical pipes rising from the floor nearly to the top.3.6 5.1 Some of these tank containers will be fitted with their own pumps located in the compartments on the side.
1. 5.1 It is possible for ice to form on fittings and pipework on T75 tank containers even in the hottest and most arid of conditions. Although every precaution possible is taken to reduce the ingress of ambient heat into the tank shell.7 Formation of Ice on Fittings and Pipework 5.6.1 Fixtures Walkways
5. The ice is formed from water vapour in the air condensing on the pipework.7 5.5 Pressure Bleed Valves 5.7. 5.2 Where the tank container is fitted with a walkway or access platform on top of the tank container. 5. The latest edition of the IMDG Code in force at the time of preparation of this pamphlet does not contain any restriction concerning leaving the valve in an operational condition though it is possible to interpret paragraph 7.3 of the IMDG Code to mean that this valve should be closed when T75 tank containers are carried on board sea-going vessels. are lightweight and only designed to support two persons.3 ITCO recommends that it should be at least 460mm wide with slope less than 10° and be positioned to give safe access to the manway lid and sampling areas.
.6. etc.1 Tank containers are built to a given pressure rating which is linked to its “holding time” (see Annex 1 Definitions). Most T75 tank containers are fitted with a special automatic bleed valve to allow this low level pressure to drain away during transport.6. When switched off. Over crowding the walkway or excessive loading can result in it failing with a severe risk of personnel falling. The formation of ice in this way is not necessarily an indication that the tank container is leaking.1 A light weight walkway usually constructed of perforated aluminium plate is often fitted on top of tank containers.1 There will be a connection on the outer surface of the vacuum jacket to which gauges may be temporarily attached to measure the vacuum level and/or to attach a pump to draw a near perfect vacuum between the jacket and the shell.6 Vacuum Connection 5.6.6. It can be held in place by connections to one or both of the top side rails or to brackets attached to the end frame and pressure vessel.6.7.8.1.7.1. Those tank containers that have a small diameter shell and require step down to access such areas should also have adequate flooring at the lower level. It may be switched on and off manually.7. 5. 5. 5.6.1.7. including top side rails.1. The location of this connection will varies from design to design. some heating from ambient sources will occur leading to boiling of a small amount of the liquid and consequential pressure rise (which should be well within the capacity of the shell to withstand).ICHCA International Safety Panel Briefing Pamphlet No 30 purpose of cooling the pumps down and for diverting the liquefied gas flow through the pump itself. this minor rise in pressure is not automatically drained off. Note: The walkway and supporting structure.5. It should be of adequate dimensions in a single plane and with no tripping hazards and constructed of a non slip surface material allowing suitable drainage.
The principle means of applying the heat is by steam. stainless steel or an aluminium cladding jacket.2 Hot water/hot glycol heating systems Picture 43 have a covered trough filled with the appropriate liquid. See section 13. Both types of insulation will be then covered with either a GPR.7.2. Inlet and outlet connections should be clearly marked (see Picture 43).ICHCA International Safety Panel Briefing Pamphlet No 30 5.7.4.3
5. Some tanks have a separate coil for the heated liquid.
.1 The majority of insulated tank containers will have some form of heating capability.4. An electrical heating coil is immersed in the trough and a thermostat switches on an electric pump to circulate the heated liquid through the steam coil.1 Insulated tank containers will generally be enclosed in a preformed insulation material or wrapped in insulation matting. It should be remembered that the ladder should only be used when suitable steps or an access platform adjacent to the tank container is not available. Standing on the cladding may damage it and there is a risk of falling.7. Picture 42 is an example of the warning signs typically fitted.7.7.3. Note: The cladding / insulation material is not designed to withstand a person standing on it.7.
5. Glycol is often preferred because for example it has a lower freezing temperature than water. 5.
5. hot water or hot glycol being piped through heating coils welded directly onto the exterior of the barrel.2 Access Ladders
5.7.1 The tank containers shown in this pamphlet generally have an access ladder built into the end frame as shown in Picture 40 and Picture 41.
5. liquefied or deeply refrigerated liquefied flammable gases.7.4 All means of heating will be enclosed by the insulation and cladding. 5.7. repairs or maintenance. This also applies to tank containers approved for the transport of flammable gases. 5.3 Further. measures should be taken to prevent electrostatic discharges.1 It is recommended that vehicles used to transport tank containers laden with substances which could generate static electricity provide good electrical continuity from the tank shell to the vehicle and then to ground. cargoes that are likely to be susceptible to ignition from static electricity.7. must be capable of being electrically earthed.ICHCA International Safety Panel Briefing Pamphlet No 30 5.7. i.2 All tank containers approved for the transport of liquids meeting the flashpoint criteria of Class 3 (flammable liquids with a flashpoint temperature of 60oC or below including any subsidiary danger of this kind and substances transported hot.5. There are a number of proprietary systems fitted to tank containers so the operating instructions for the system concerned must be followed.
5.5. 5. during loading.7. whether pressurised.
5. at least two thermostats are provided on these systems. Note: The operation of heating systems of tank containers. In principle.4. should only be undertaken by trained personnel. at or above their flashpoint temperature).3 Another means of applying heat is by electrical heating coils attached to the exterior of the barrel.e. one of which registers the temperature of the heating coil and one of which registers the temperature of the cargo.4. Picture 43 shows the earthing connection that should be connected to a suitable ground point during all loading and discharge operations.7. including connection and disconnection. transport. cleaning and similar operations.
2.2.500 litre capacity by partitions or surge plates.2
Tank containers shall not be filled or discharged while they remain on board a ship.680 mm2/s at 20°C or at the maximum temperature of the substance during transport in the case of a heated substance.
6. Designers of tank containers and legislators concerned with the carriage of hazardous substances recognise that there is a need for fail safe features built into any opening in the pressure vessel. with residue of substances previously transported adhering to the outside of the shell or service equipment.1. Tank containers shall not be offered for transport:  if containing liquids having a viscosity less than 2.2
6. For certain dangerous substances. See also sections 6. However.2 The manway is protected from swipe damage by the spill box where one is fitted.2. So long as the cargo carried is classified as non-regulated or the shell wall thickness complies with the IMDG Code requirements then the swap tank may be shipped. Design Swap tanks may have thinner wall thickness than is required for the transport of dangerous goods by sea. and unless the service equipment has been examined and found to be in good working order.1 The number of swing bolts or flange bolts varies from type to type and the pressure rating of the tank. These features are described below: Manways
6. (see also Annex 2 section A2.
.1. when leaking or damaged to such an extent that the integrity of the portable tank or its lifting or securing arrangements may be affected. Shipping lines may be approached to ship laden new swap tanks from non-European ports. with a degree of filling of more than 20% but less than 80% unless the shells of portable tanks are divided into sections of not more than 7. when they are fully tightened they must form a pressure tight seal that is at least as high as the test pressure of the tank Note: Failure to tighten the swing or flange bolts correctly can result in the cargo leaking if the tank container is overturned.ICHCA International Safety Panel Briefing Pamphlet No 30 6 6.2 and 12.2 6.3.1.2.3 6.there have been very few recorded examples where the pressure vessel has been damaged sufficiently to permit a serious leak.3.1 Tank Container Safety General ISO tank containers built to ISO 1496 / 3 and swap tanks built to CEN 1432 and complying fully with the IMDG Code are inherently safe .1.3.1 6. a lower degree of filling may be required.
the frangible disc.4.2. 6.6 Top Discharge Openings / Valves 6.2.2. 6.4. External valve devices.5 Airline Valves 6.1 When not in use top discharge openings and valves are blanked off to prevent accidental operation of the valve.2. 6. are attached to the pressure vessel using fittings that are designed to fail without damaging the pressure vessel.7 Bottom Discharge Valves 6.7. The internal foot valve must be fitted and closed during transport otherwise damage to the external valves can result in the cargo being accidentally discharged.2.
.4 Pressure Relief Valves
6.1.2. Note:
Should a shear force be applied to the bottom discharge assembly there is a risk that a small quantity of the cargo may be released.1 When not in use airline valves are blanked or capped off to prevent accidental operation of the valve.4. 6.1 Pressure (or combined pressure / vacuum valves) provide safety against over or under pressurisation conditions in the tank shells. Where the container is carrying certain specified dangerous goods the pressure relief valve is fitted with a secondary security feature. which prevents an accidental release of the cargo’s vapour.2.2 The degree of filling requirements (see Annex 2 section A2.6.2 It is of great importance that containers carrying hazardous cargoes are fitted with the correct bottom discharge valve combinations.ICHCA International Safety Panel Briefing Pamphlet No 30 6.2. 6.7. 6.5.2.5.1 The bottom discharge valve comprises of two or more separate and serial closure methods as described in section 5. such as the ball or butterfly valves which provide the secondary closure device. Therefore when handling tank containers every effort should be made to ensure that the tank container is landed on level surface free from objects that are likely to damage the bottom valve assembly.4.2. 6. All pressure vessels are fitted with an internal foot valve that can retain the contents of the pressure vessel without any additional closure. 6.2.2 The top discharge fittings are protected from swipe damage by the spill box where fitted.2) ensures that there is always a vapour space at the top of the pressure vessel so that the pressure relief valve is exposed to the vapour only. Picture 44 shows an example where the internal valve should retain the cargo following the shear section breaking.6.2 The airline valve is protected from swipe damage by the spill box where fitted.3 The pressure relief valve is protected from swipe damage by the spill box where fitted.2.2.
ICHCA International Safety Panel Briefing Pamphlet No 30 6. It is most important that outlet valves on tank containers where this can happen are closed before the tank is handled and transported. Picture 45 shows a bottom discharge valve that has the end of the valve protruding outside of the end frame.7.
6. 6.3.2.4 On large capacity tank containers.8 Tank Frames 6. for example. Such containers should not be shipped.2. the outlet valve handle often protrudes outside the end frame when open.8. There is a severe risk of the valve being damaged and some of the cargo being released.2.3. Many of the fittings and fixtures attached to the tank container can protrude outside of the ISO envelope when they are open or erected such as:         Note: Leaving temporarily fitted steam traps on the outlet pipes of steam coils Wrapping electric cables of heating systems around corner posts in stead of placing these in the proper holder or tray Leaving temporary adaptors on airline connections Not closing manway lids full after use Not closing top outlet valve handles Not closing airline valves on top of tanks Waterlogged insulation material causing it to sag and/or bulge outside the allowable external dimensions Collapsible handrails not properly stowed away Where any item protrudes outside of the envelope the tank container must not be shipped
6. The only exception to this may be in the case of. the pressure vessel will remain intact as shown in Picture 46
6. for example by another container being placed next to it.3 It is also important that all fittings. Serious damage to outlet assemblies and even tank shells may occur if handles protruding beyond the frame are struck.7.1 The design of tank frames are such that the in the event of a catastrophic failure of the frame as a result of the container being knocked off a stack or the tank container being involved in a roll-over accident.2. off-shore 10 foot tank containers fitted with properly designed and maintained fork lift pockets. should not protrude outside of the envelope formed by the outer faces of the corner fittings.2
Operational Safety Under no circumstances should lifting of tank containers by fork lift truck be attempted.3 6. especially discharge valves.
3. The form of these documents.
 7 7.2
Documentation When goods are offered for transport. Care must be taken that these are in good condition and of the appropriate power rating. It may be that extension cables have to be supplied to reach the power point.
6.4.1 If steam heating is being undertaken.3. shippers have to prepare documentation suitable for the modes of transport and the type of the cargo.4 Tank Container Heating 6.
7. As it would be impossible for this pamphlet to cover all these requirements individuals should make themselves aware of their local legislation.3.3. Documentation does not preclude the use of electronic data processing (EDP) and electronic data interchange (EDI) transmission techniques as an aid to. The “holding time” will vary from tank to tank and should be made know to handlers and vessel operators as exceeding the holding time can be dangerous. usually 32 amps.3. The examples shown in Annex 4 are intended to provide guidance of the detail required. it is essential that suitable precautions are taken to prevent anyone being scalded.   Most tank containers have a power cable but there is no standard length for the cable.4.2 Electrically heater tank containers do not have their own power source so that a power cable has to be plugged into an external power source.3. Only the correct plug and socket should be used. 6.3
7.3.3 Cryogenic Tanks 6. Pressure should never be introduced into a steam coil in excess of its maximum pressure rating as there will be a risk of frangible the steam coil and even causing serious damage to the tank shell.   Each steam coil is designed to a specific maximum pressure. There have been a large number of false alarms raised because operators erroneously believed that the tank container was leaking. Most electrical systems are designed for operation from a 380 Volt three phase supply.6 spill boxes are fitted with a drain tube to allow waste material to be drained. 6. paper documentation.3.2. or in some cases in lieu of. legislation. statutory instruments and regulations. regulations and rules which apply to the different modes of transport. All such tanks have a maximum “holding time”.ICHCA International Safety Panel Briefing Pamphlet No 30 6.4
.1 Cryogenic tanks do not have any refrigeration equipment but rely on the vacuum insulation to reduce heat gain and retain the gaseous cargo in a liquefied state. the particulars to be entered on them and the obligations they entail may be fixed by international and national conventions. a maximum time from filling before heat gain from ambient sources causes a pressure rise sufficient to open the pressure relief valves. It is important to ensure that only the correct voltage and amperage power source is used.1 As stated in paragraph 5. However on closer examination the liquid was found to be melt or rain water. However it is important to note that liquids escaping from these tubes are not always dangerous.
8. a warning of overhead electrical danger. This is 22T6 for the majority of all 20 ft tank containers the maximum gross and tare masses measured in kg and lb. a serial number consisting of six Arabic numerals a check digit a size / type code.4
Under the Customs Convention for Containers.1.1. this may be an address plate or decal or the three letter owner identification code registered with BIC a customs approval number
 8. a manufacturer’s identification number. The size/type code 22T6 relates to an ISO classification and does not correlate to the “T” codes set out in the IMDG Code.1 8. all tank containers that are international intermodal loading units must carry:  a means to identify the owner and their address. Under ISO 6346 all tank containers that are international intermodal loading units must carry:       Note: a four capital letter code consisting of a three letter owner identification code and an equipment identifier “U”.8g transverse racking test load value the next examination date or Approved Continuous Examination Programme reference number
Under the Convention for Safe Containers.1. allowable stacking weight for 1.ICHCA International Safety Panel Briefing Pamphlet No 30
8. maximum operation gross mass. all tank containers that are international intermodal loading units must carry a Safety Approval Plate with at least:        an approval reference. All tank containers must carry:   the date of the initial hydraulic test the date of each 2½ yearly intermediate inspection and test
Marking Mandatory ISO 6346 details the mandatory markings required for tank containers.1. the date of manufacture. Reference is drawn to the ICHCA International Safety Briefing Pamphlet 25 – “An Illustrated Guide to Container Size and Type Codes”.5
All international regulations require tank containers intended to carry dangerous goods to be inspected and tested at prescribed intervals. It is good practice for all tank container shells that are designed to carry pressurised cargoes to be similarly inspected and tested.1.
8.ICHCA International Safety Panel Briefing Pamphlet No 30  8. all tank containers must carry: the Proper Shipping Name (PSN) of the contents which shall be marked on at least both sides of the tank container (see Annex 3) any placards associated with the class of cargo carried the UN number for the cargo carried (for example see Figure 1)
an Environmentally Hazardous Substances (Aquatic Environment) mark if appropriate (see Figure 2).6.1 Tank containers containing a substance that is transported in a liquid state at a temperature equal to or exceeding 100ºC or in a solid state at a temperature equal to or exceeding 240ºC shall bear on each side and on each end the mark shown in Figure 4. This mark may be used until December 31st 2009. the maximum temperature of the substance expected to be reached during transport shall be durably marked on both sides of the tank container.6    the date of each 5 yearly inspection and test. 8.
. in characters at least 100 mm high.1. For maritime transport these substances are known as Marine Pollutants and subject to the provisions of Annex III of MARPOL 73/78. The mark shown in Figure 2 is a recent addition to the IMDG Code Previously the Marine Pollutant mark shown in Figure 3 was used to signal that the tank container was carrying such a cargo.
Under the IMDG Code. immediately adjacent to the elevated temperature mark.6.2 In addition to the elevated temperature mark.1.1.
6.3 Under UIC.5 mm. However. Placards.3 8.2 are carried Note 2: If a tank container is known to carry dangerous goods and does not display the class placard on the front. it is not required to show the division number in the lower corner.1. rear and each side. for example 6.ICHCA International Safety Panel Briefing Pamphlet No 30 8.2
Optional Calibration chart – a chart to provide guidance on the volume of cargo based on a dip stick measurement Do not walk decal – insulated containers may have a decal similar to that shown in Picture 48 affixed to ensure that the insulation cladding is not stepped on. Marks and Labels There are specifications and minimum dimensions specified for the placards.2. The rectangle below is used to enclose the name of the food stuff being carried. There must be a line alongside the edge of each placard inset by exactly 12.3. the tank container must not be accepted for transport. in the shape of a square set at 45o.1 and organic peroxides of Class 5. They must match the designs and colours shown in Chapter 5. Each side must be at least 250mm long.2.3 8.2 of the IMDG Code.
.000 kg must carry a super heavy decal (see Picture 47)
8. Picture 50 shows a typical mark used. all tank containers that have a maximum gross mass equal to or greater than 34.1 8.4 8. Picture 49 shows an example of the designs used. The digits forming this number must be at least 25 mm high Note 1: In most cases. the display of this detail is mandatory when oxidisers of Class 5. Stepping on it may be a slip hazard and damage the insulation material.e. Placards must be “diamond” shaped i.1.2. where the class has a division number.2 8.1
Do not use fork truck decal. Food Grade Cargo decal.2. The class number of the hazard must be shown in the lower corner.
9. non regulated goods refer to all of those products not covered by the IMDG Code. deeply refrigerated (cryogenic) gases. the tank container may carry more than one compatible dangerous good. and drug regulated.
9.3. Note: Cargo handlers should be aware that some cargoes carried in tank containers can have a high specific gravity and thus even a small volume tank may carry a very heavy cargo. and where the tank container is made up of two or more compartments. kosher.3 9.1
Cargoes Carried Tank containers are used for the transportation of bulk liquids. See Annex 5 for reference to dangerous goods.1
Dangerous Goods Tank containers can carry a variety of dangerous goods. powders and granules. Note: Tank containers with placards not completely adhering to the container (for example. All dangerous goods shall be referred to by their Proper Shipping Name (see Annex 3) Non Regulated Goods For the purposes of this pamphlet.2. Examples of non regulated. non food goods that are typically transported in tank containers are:      latex linseed oil drilling mud emulsions detergents
9.3 9. but that does not mean that some of them are not hazardous. liquefied gases. etc. Modes of transport other than by sea may have different designations.2
9. Cargoes can be further designated as food grade (hazardous and non-regulated). corners which are lifting up) or with air bubbles trapped under them (and therefore not durably marked) under them should not be accepted for transport.2 9.3. However within each tank group type the products may be regulated as hazardous goods or non-regulated.2 All the dangerous goods regulations require the marks and placards to be affixed to tank containers in such a way as to be legible and durable.ICHCA International Safety Panel Briefing Pamphlet No 30 8.3.
9 9. Generally the type of product will dictate the design of the tank container.2.3
Examples of non regulated food goods that are typically transported in tank containers:    vegetable and other edible oils wine fruit juices (chilled and refrigerated)
. All marks and placards are required to be affixed in such a way as to remain legible for up to three months in the sea.2.2 9.3.
1 10. tank containers should be considered to be the same as other container types and all the general issues of safe handling apply.3. 5 Container Terminal Safety for more information on lifting and carrying in terminals For the purposes of lifting and carrying. Note 2: Sometimes the ullage space of tank containers may be filled with a “nitrogen blanket”.1 Basic issues 10. it must be released. Lifting and Carrying See International Safety Panel Briefing Pamphlet No. the gas causing the pressure.4 Beer Tanks One particular non regulated food grade commodity is beer.4. Those issues are not the subject of this pamphlet .ICHCA International Safety Panel Briefing Pamphlet No 30 9.3.1 Firstly all tanks built for the carriage of beer are generally built with inert gas lines (usually CO2) and a system for thoroughly cleaning the interior of the shell known as a “clean in place” (CIP) system. this method of work creates an interface between mobile equipment and pedestrians and requires great care to preclude pedestrian – machine collisions where there is an inherent risk of serious or fatal injuries to personnel on foot A risk assessment using a hierarchy of controls as advised by the safety management should be undertaken by each terminal to determine the safest way to handle.4. is an asphyxiant and could cause death through inhalation in confined spaces if released. 9. unclean tank containers.2.
10. 9.3.1
. however. This has special requirements. The manway is usually mounted in the head (end) of the tank. it does concentrates on the specific aspects that relate to tank containers.1. pushed into the pressure vessel and then pulled out by re-orientating the lid through 90˚. 9.2
10.2 General 10.2 Access to the pressure vessel is through a special elliptical manway lid which has an “In / Out” construction. 9.6 However. Individual breweries have differing standards and it would not be possible to cover all versions within the scope of this pamphlet.4 10 Non regulated cargoes would not normally require the tank container to be marked with any decal or placard to indicate the cargo carried. Note 1: Although beer tanks do not count as dangerous goods tanks they are always under pressure.3.1. In some types of operation it may be an acceptable practice to insert semi automatic twistlocks (SATLs) into the bottom corner fittings to stack containers safely. may produce an asphyxiation danger. carry and stack tank containers.4. usually CO2. This may happen with tank containers used for the transport of dangerous goods and non-dangerous cargoes.1. please refer to 11.3
10. This means that to remove the lid.3 The valves and fittings differ from type to type. the presence of such gases in the ullage space or in empty. Whilst the pressure of this gas is too low to cause it to be considered as a dangerous good.4
each of which may have a different mass which may affect the centre of gravity of the tank container(see also Annex 2 section A2. Training should be based upon the risk assessment and include alertness on the part of the drivers of lifting and carrying equipment in regard to the risks. the terminal should produce written procedures for receiving and identifying tank containers and how to handle them safely.3.2.
10. All empty tanks must be treated as still carrying the last cargo unless a valid cleaning certificate is available. that the cargo is loaded so that the tank container is balanced.2
When loading a tank container with two or more compartments.2 Arising from that assessment. instructions and training for handling the various types of containers. Empty tank containers that last contained dangerous goods and have not been cleaned must be declared as EMPTY UNCLEANED or RESIDUE LAST CONTAINED under the provisions of the IMDG Code. so container handlers may not be aware that the tank container has more than one compartment.2.3
10.3. Such procedures should include ensuring that container handlers are provided with all relevant information.1
10. that where more than one dangerous good is being shipped. the shipper should ensure:  that each compartment is filled in line with the filling requirements (see Annex 2 section A2. or be obscured by the insulation and walkway.3. that each dangerous goods has all appropriate marks and / or placards at each end and on each side adjacent to the compartment carry the particular dangerous goods.500 litres.
10.2.3 Handling Tank Containers fitted with Compartments 10.6
10.4 10.2.1). Where the tank container is carrying more than one dangerous good then the shipper must ensure that each are compatible and may be carried in the same tank container (although in different compartments).3
Balance can be achieved by:    loading an equal mass of each cargo into all the compartments so long as the filling requirements are maintained. having inspections and tests as required and must be suitable for the task. Tank containers built with two or more discrete compartments may present a number of loading and handling issues:  The manways to each compartment may not be easily seen.ICHCA International Safety Panel Briefing Pamphlet No 30 10. All equipment used must be serviceable. Each compartment is capable of carrying a different cargo.2) especially if the capacity of the compartment is greater than 7.2. counterbalancing a single cargo with water (in a two compartment tank container) loading a single cargo into the central compartment where there are three compartments
The possible issues are detailed in Annex 2 section A2.
10.2 10. There is a general need for drivers to be aware of the special nature of tank containers.4 Free Surface Effect.3
10. Tank containers may be lifted by slings but the lifting equipment should be of such design that there is a vertical force at the corner fittings. i. carrying and stacking of tank containers is of the utmost importance and is dependent on the appropriate risk assessment. and stacking corner fitting to corner fitting. End frame attachments should not be used to lift/carry tank containers ISO 3874 prohibits the use of side frames for all loaded tank containers. the free surface effect when making turns and when coming to abrupt stops. Angled slings may be used when attached to the bottom corner fittings only. the Dangerous Goods Note or Non Regulated Goods Note (see Annex 4 Section 4.4. When handling tank containers operators should be aware of the following exceptions:     Tank containers are not fitted with fork lift pockets and lifting or transporting them using the tines of fork trucks is prohibited.4. In the unlikely event of hazardous substances leaking from the pressure vessel operators / drivers should immediately vacate the area and alert the appropriate emergency services.3. Tank containers are required by law to comply with the regulations pertaining to the product carried. by lifting from the top corner fittings via twistlocks in a lifting frame attached to a lifting appliance.e. Generally. ability and attitude of the driver.3. In all cases.4.4 10.5
10.2) should clearly indicate the contents and mass of any cargo loaded into each of the compartments.4.4
10.5 loading two cargoes into the end compartments where there are three compartments.ICHCA International Safety Panel Briefing Pamphlet No 30  10.e. the lifting.4.
If the tank container cannot be balanced. However.4.1
10. then the heavier end must be placed over the axles of a chassis / trailer when it is moved by road. The level of construction is strictly regulated and the risk of a leak of hazardous substances from a tank container is far less than that from a dry freight container containing drums or packages of hazardous material. a chandelier spreader should be used. most items of lifting and carrying equipment used in ports can safely handle tank containers in the same way as other freight containers. carrying and stacking activities should comply with the procedures specified after a general risk assessment has been undertaken. i. the operational procedures in place and the skill.6
.4 Lifting and Carrying Appliances 10. The safe lifting.
provided they do not contain incompatible dangerous goods
10. 5 Container Terminal Safety for more information on stacking and layouts 11.4.5. i.2).5 Internal Movement Vehicles 10.1 The general segregation principles concerning dangerous goods in the IMDG Code apply equally to tank containers as to all other containers carrying dangerous goods and should be followed Containers carrying dangerous goods should not be placed at the end of rows where they can be exposed to inter-sectional traffic. Two tank containers may be loaded on suitable trailers.1 See International Safety Panel Briefing Pamphlet No. For ISO tank containers the value will be at least 192.2
10.5. 11.000 kg (see section 12.3) should be supplied with the Maximum Superimposed Load shown in box 18c. 11. 11.5 When developing stacking plans within the risk assessment consideration should be given to the following:  Ground surface  Surroundings  Segregation  Stack height  Visibility  Accessibility  Stability  Local weather conditions  Handling equipment  Human factors
Stacking Ashore
11. If using corner less trailers where the design of the container is such that the bottom side rail cannot be fully supported.3 There are two important messages associated with stacking tank containers:  Not all containers have the same stacking capability as required by ISO 1496/3.7 Care should be taken when attaching manually operated spreaders used in a ship’s gear operation using a spring arm and chain system to lock/unlock could become snagged on the top of the tanks Only trailers fit for this purpose should be used to transport tank containers around the terminal.2. and  All containers must be stacked corner fitting to corner fitting.e.1 10.ICHCA International Safety Panel Briefing Pamphlet No 30 10.4 The Dangerous or Non Regulated Goods Notes (see Annex 4 Figure A4.
11.2 All handling locations should have procedures which should include a risk assessment for receiving and identifying special containers such as tank containers.2
11.5. for tank containers with a raised side beam.2. The procedures should include special stacking requirements and cover segregation of incompatible goods.2 and A4. the tank container should only be carried on such trailers where they have been specially adapted to ensure the safety of operators and handlers. including the corner less types. This value equates to the maximum load that can be placed on top of the container – often referred to as the stacking capability.
7. corner fitting to corner fitting.7.1 Tank containers carrying dangerous goods should be positioned so that they can be clearly seen. The stacking of containers relies on the integrity and strength of the units. for the container to rest on the bottom outlet valves thereby risking leakage.5.6 above. Therefore it is essential that containers are stacked corner fitting to corner fitting. i. This would be determined by carrying out a risk assessment of the area and the securing equipment to be used. the operator should consider the risk associated with each design.3 11. If this is not done. care must be taken such that contact by the full bottom surfaces of the four bottom corner fittings is all that is possible. When handling tank containers every effort should be made to ensure that the tank container is landed on level surface free from objects that are likely to damage the bottom valve assembly. Failure to stack a container correctly above a tank container.6 The ILO Code of Practice on Safety and Health in Ports states in paragraph 6.3. 11. for similar reasons should never be placed astride (out of use) rail tracks.
11. it is possible.5. collar and frame designs. When completing the risk assessment due regard should be taken of the ILO Code of Practice shown in paragraph 11. When it is necessary to stack tank containers more than one high it is recommended that stacking cones be used in view of the differences of tank container frame designs. normally a square steel tube and a top and a bottom corner fitting.2 10 “Wherever practicable tank containers should only be stacked one high. for example. Tank containers. Tank Containers may be stacked up to a height that is determined by the terminal’s own risk assessment and to a height such that the maximum superimposed load is not exceeded.7 Tank containers may be stacked higher if adequate precautions are taken to prevent falling from the stack.2
11.e. protected and removed for isolation should an incident occur which may place persons in danger.5.
11. may pose a greater risk of toppling however top rails of tank containers are not designed to support a fully laden mis-stacked container.4
11.5. normally cast).8.ICHCA International Safety Panel Briefing Pamphlet No 30 11.8 General Stacking Considerations 11. may result in the stack toppling. Stacking also relies on the transfer of the load through the corner post assemblies (comprising of the corner post.1
. When preparing a risk analysis for stacking any type of container on top of a tank container.1 The design of tank containers varies as has been shown in section 2 of this pamphlet.” 11. Tank containers without full length top rails. Tank containers should never be placed on rough or stony ground. such as the beam. No other component or assembly on any freight container type is designed or tested to withstand these loads. Tank containers carrying highly volatile substances should not be stacked over the pressure relief valves of highly volatile flammable substances.2
11. While these have been added to increase the surface area of the corner fittings they cannot be relied upon for supporting a stack of laden containers.3
However the units. The risk of failure increases as the offset increases. containers are tested with a 38 mm longitudinal and a 25 mm transverse offset between the corner fittings.
11. These components are not designed for stacking.5.8. when stacked without their corner fittings aligned with the unit above / below.4
Many of the tank container units are fitted with incorrectly named “misstacking plates” as identified by the arrows in pictures 52 and 55. are being subjected to forces that they have not been tested against. However the three other examples (pictures 52.8.2 The strength of the top rails and the even loads imposed by their height differentials means there is a risk of failure associated with stacking containers on these components
.8. Under the ISO 1496 series of standards.8. Therefore it is essential that all containers are stacked with the corner fittings aligned as closely as practicable. The design and height of top and bottom rails on tank containers vary greatly.1 Top rails. 11. are generally manufactured from 3 mm thick rolled hollow section tube. These are often only there as a means of connecting the walkway and are therefore only expected to support the weight of two men.
11.ICHCA International Safety Panel Briefing Pamphlet No 30
Picture 51 shows two corner fittings stacked almost aligned and this should be the objective of all operators involved with handling all types of containers and tank containers in particular. 53 and 54) show that it is possible for the container stack to remain stable even though the containers are not positioned squarely above one another. where present..8.
2.000 kg.000 kg and on the plate shown in Picture 59 for a different unit. In Picture 58 it is marked 34. The allowable stacking weight / superimposed weight should be entered onto The Dangerous or Non Regulated Goods Note (see Annex 4 Figures A4. The actual value will be shown in box 19 of the Dangerous or Non Regulated Goods Note (see Annex 4.8.
12. which is shown as 72.3) in box 18c.2 Allowable Stacking Weight 12. on the stability of the ship.2 and A4.ICHCA International Safety Panel Briefing Pamphlet No 30 11.000 kg. The stacking capability of a tank container can also be found on the Safety Approval Plate fitted on the rear of the container and generally forms part of a larger plate as arrowed in Picture 57.
12.1 With a few notable exceptions the stowage of tank containers on board ships is no different than the stowage of any other container. it is 36.000 kg in the example (Picture 58). Note: The gross weight of tank containers is often rated higher than the majority of other containers for example up to 36.5.1 The allowable stacking weight represents the maximum superimposed load that any container can be subjected to and is often referred to as the stacking capability or stack height (when converted to a number of containers).3).2 and A4.2. The second piece of important data is the allowable stacking weight. consideration should be given to the gross mass of the tank container and its impact in any given stowage location.3
The Safety Approval Plate will carry important data which is provided to assist in the safe handling of tank containers.3 Pictures 55 and 56 show two designs of bottom corner fitting / bottom rail connection but others can be seen in the preceding sections.4
Picture 58 Page 37 ©ICHCA International Limited
. There is a serious risk of failure if tank containers are stacked using the bottom rail.2.
12.2. Like all containers.2
12. Firstly the Maximum Gross Weight will be shown.
Stowage on ships
12. Figures A4.
12.500 5 over 1 34.000 5 over 1
12. the maximum configuration will generally be five fully laden tank containers stacked over the bottom one (total six per stack).11 When considering a stack of tank containers.8
Containers with a step of this nature will generally have a lower stacking capability. Note the mass of the bottom container is not taken into account when calculating the superimposed average mass. On the other hand a tank container
Page 38 ©ICHCA International Limited
.2.480 6 over 1 32.2. 12.5 The different designs for the tank supporting frames determine the stacking capability of the tank container.
12.2.2.000 kg. Average gross mass (kg) of containers Stack height 24. Pictures 59 and 60 show examples of the step in the post.2.2. This means that only two similar and fully laden containers can be stacked above it.2. whether they are the stronger international or the weaker European loading unit.10 The safety approval plate example shown in Picture 58 is such a tank container where the maximum gross value of 36. as shown in Table 1.480 kg so.000 kg and a reduced allowable stacking weight of 72. Table 1 shows the stacking configuration for a selection of average superimposed container masses.000 5 over 1 36. However swap tanks have a different design and therefore a different stacking capability. The container may be marked with a warning decal that indicates that there is a reduced stacking capability. This value is the equivalent of eight superimposed containers with an average mass of 24.ICHCA International Safety Panel Briefing Pamphlet No 30 12. A container with the stacking capability of the units shown in Picture 58 can only have two containers placed above it. Most ISO tank containers are built to the provisions of ISO 1496 part 3 which will require that the container is built to withstand a superimposed load of 192.7
There are few international tank containers in service today with a maximum gross weight rating of 30. The wider designed width of these units means that there is a step between the corner posts and the top corner fittings.000 kg.000kg. .000 8 over 1 30. the maximum superimposed load of the bottom container will dictate the total stack height.6
Laden container stack
The consequence of attempting to load a swap tank into a standard ISO cell guide may result in the container becoming jammed. Containers carrying a cargo or its vapour that could adversely affect other susceptible cargoes should be stowed in separate holds.7
.6 12. including tank containers.5. The guidance in dealing with release.1 12.1 Swap tanks are generally wider than ISO tank containers.ICHCA International Safety Panel Briefing Pamphlet No 30 with a maximum superimposed load of 192.5.4.3 Tank Container Width 12. The additional width of the swap tank may also prevent it from being stowed in lower positions adjacent to other ISO containers as the spacing of the deck fittings are generally too close to be able to accommodate the additional width. in which case the stack height would be limited to three or four above it respectively.4 Segregation 12. 12. unless a European unit is placed directly above it or third in the stack. Furthermore the ship’s planner must be advised when the container “slot” is booked and the container delivered to the terminal.2
12. In the most severe case the pressure vessel could develop a leak or be punctured.2
12.1 12.5.5 Emergency Response and Clean Up 12.000 kg may have up to five units loaded on top. especially when seen from a distance.5. carrying dangerous goods shall be segregated in line with the IMDG Code. Because of the width and the possible reduced stacking capabilities.4. However it must be recognised that this may also present a hazard to the crew and/or emergency services personnel. spillage.5. Cryogenic liquids should never be stowed below deck.2 12. fire or exposure to dangerous goods given in IMO’s Emergency Response Procedures for Ships Carrying Dangerous Goods (EmS) and Medical First Aid Guide for Ships (MFAG) should also be followed.3. Any bulk liquid released into the hold regardless of cargo carried may produce a significant clean-up challenge. A commodity that is environmentally hazardous or a hazardous polluting substance is probably best stowed below deck where leaks or discharges can be contained within the hold of the ship. Such a release could represent a significant emergency response challenge so consideration must be given to the stowage location.5 12.4 12. shippers who wish to move laden or empty swap tanks on deep sea routes must confirm that the ship is able to carry them. Commodities that are extremely difficult to clean-up (for example latex) should be stowed on deck. Containers.3
12.5.5.3. Swap tanks may require stowing where there are no adjacent containers. However the designs of these two types of tank container are difficult to distinguish.
Tank containers loaded with a hazardous substance and stowed on deck but not intended for discharge at the terminal should not be left in the path of other containers or hatch covers being moved in the same bay.1 All tank containers where access to the interior can only be gained through a top opening or where the cargo is loaded through a hatch in the top of the container will be fitted with a means of climbing onto the container top.2. in deciding stowage.
.2. Plan the stow based on the tank’s gross mass and on the possible need to segregate its contents from other dangerous goods in the stow.5.1. machinery space and other work areas.3. Annex 1 Definitions and Annex 4 section A4. between holds and engine rooms must be kept hermetically sealed.
 In planning stowage. It should be kept in mind that vapours may pass down companionways and other openings into living spaces and work areas. consideration should be given to the plug-in arrangements necessary for certain cargoes in tank containers which need heating or cooling.2. Note: For substances with clear of living quarters in column 16 of the Dangerous Good List.ICHCA International Safety Panel Briefing Pamphlet No 30 12. if that is not practical. See section 4. However these access means often will have restricted and in some cases incomplete rungs / steps. the tanks should be either moved to another bay or.4).
Consider the potential for a large spill and any attendant emergency response or clean-up activity that may be necessary. consideration shall be given to the possibility that leaking vapours may penetrate the accommodation. for example. In such a case.8 In summary the following are important when accepting a tank container and planning for their stowage on board a ship:  Ensure the shipper / operator has not over or under filled the tank. Bulkheads.9 in the IMDG Code for specific guidance in this regard Ensure the shipper / operator has not filled the tank so that the combined mass of the cargo and the tare of the tank container exceeded the rated maximum gross mass of the container (see 12. Consider the tank container as a closed container for the purposes of segregation but keep in mind that tank containers have relief devices that may release vapours during a voyage. 13 Access to Tank Container Tops and Working at Height 13. placed at a safe location on the terminal as a re-handle(s).
Operators can easily miss their step when climbing these ladders.
13. see Picture 61. This warning is particularly important for operations in rail transfer depots but may affect other handling operations.
.2 Tank containers will have a ladder built into the rear frame. The decal indicates a warning from all overhead hazards and power cables in particular. while others may appear as a climbing frame see Picture 62. Operators when deciding whether to access the top of the container should make themselves aware of all potential hazards directly overhead and immediately adjacent to the container.6 The steps / rungs are generally manufactured from steel or aluminium and can be slippery in the cold and wet. as the process of climbing onto the top of the container entails a risk of slipping and falling. 13.4 However the ladders built into the tank container should only be considered as a means of access to the top of the container in an emergency. they will be marked with a warning decal as shown in Picture 63.8 m off the ground.5 When the container is loaded onto a chassis the bottom of the ladder can be as much as 1.200 mm. 13. some of which can be clearly discernable as a ladder. Operational access to tank container tops should be made using suitable mobile steps or from a gantry. Furthermore on some designs of chassis the container will be slightly inclined with the front end elevated which would mean that the ladder would be inclined towards to the operator. 13.3 Where access is required to the top of the container.ICHCA International Safety Panel Briefing Pamphlet No 30
13. and the top of the container as much as 3.
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. Climbing off the top of the container can be more hazardous as the operator is attempting to locate rungs / steps which are not visible and in an awkward position. facilities should provide either a mobile step ladder that can be positioned next to the container (an example is shown in Picture 66) or the container can be positioned next to a fixed access gantry see Picture 67.ICHCA International Safety Panel Briefing Pamphlet No 30 13. neither of which are ideal handholds.7 When transitioning from the ladder to the walkway on the container top.8 Where regular access is required to the top of containers. Once the container is positioned next to the gantry the operator can lower the counterbalanced handrail / barrier to provide additional safety will working on the container top.9 Access to the top of the tank container is gained by the fixed step to the right of Picture 67. 13. there are limited hand holds available for the operator to grip (see Picture 64) making the manoeuvre hazardous (see Picture 65).6 m above the ground and fall from that height could be serious. Therefore the operator should ensure that all possible safety features are employed.10If the container is mounted on a chassis. the operator should not attempt to access the top of the container unless the tractor unit has been disconnected or immobilised to prevent accidental movement of the container. 13.
13. An operator climbing onto the top of the tank container shown in Picture 65 will be presented with either the walkway securing bracket or the miss-stacking plate.11Once access to the top of the container has been achieved it should be remembered that the operator is a minimum of 2.
12. Note 2: Handrails that are not securely retained when not in use can increase the risk of handling failures. who have not been properly trained and equipped.3)
.see also “Prevention of falls from ISO Tank Containers conforming to ISO 1496 – 3” issued by ITCO (www. ships crew. 13. The connecting overhead cables have counterbalanced arrest drums supported from them to which the operator will attach their harness.e. Operators should wear an approved harness and attach themselves to the overhead cables.14Do not overcrowd the top of the container. Furthermore with too many people on the top of the container moving about can be hazardous.3 Furthermore it is common practice that tank containers once they have been discharged may be only partially cleaned or filled with inert gases to be finally cleaned at the point of loading of the next cargo. The walkways are limited in size and strength.100 mm in the raised position with at least one intermediate rail. open or enter any tank container.2 Where the tank container is fitted from new with a permanently installed handrail. dockworkers. 14 Inspecting Tank Container Interiors 14. 14.itco. In Picture 68 a number of “T” shaped stanchions are positioned about the area where an operator will work on the top of the container. transport workers or customs officials. 14. one is really considering opening and entering a vessel which is an enclosed space. Single handrails do not provide this and additional measures must be taken to prevent falls. It should be remembered that the tank container will have carried a variety of cargoes.
13.1 ITCO recommend that hand rails are not fitted to tank containers .ICHCA International Safety Panel Briefing Pamphlet No 30 13. the handrail should be a minimum height of 1.13Use a fall arrest system.1 Under no circumstances should stevedores. Note 1: When handrails are installed on tank containers they must provide effective fall protection around all sides of the access and work area.12Handrails 13. In such cases the valves and hatches may be sealed during such transport as shown in Picture 69 (see also Annex 5 section A5.2 When considering inspecting the interior of the tank container. little or no oxygen).12.be) 13. even if the container is declared as “empty”. by far the best item of personnel safety equipment that can be employed. some of which may be hazardous or cause an oxygen depleted atmosphere (i.
ICHCA International Safety Panel Briefing Pamphlet No 30 14.4 In judging whether a tank container is safe to enter, it should be born in mind that the vapours of many liquid chemicals and gases are heavier than air so that pockets of such gases can exist even in the upper air space is considered to be safe, 14.5 Therefore inspecting the interior should not be done until the container has been certified to be safe to enter. This requires a test by a specialist and the use of personal protection equipment by properly trained operatives. 14.6 If the interior of the tank container requires inspection or even if the access hatch needs to be opened then this should only be done by, or under the supervision of, specialist operatives normally found at tank cleaning stations. Under no circumstances should stevedores, dockworkers, ships crew, transport workers or customs officials who have not been properly trained and equipped open any tank container even if the container is declared as “empty”.
ICHCA International Safety Panel Briefing Pamphlet No 30
BIC means Bureau International des Containers et du Transport Intermodal Cargo Transport Unit (CTU) means a road freight vehicle, a railway freight wagon, a freight container, a road tank vehicle, a railway tank or a portable tank. Used as an alternative to Intermodal Loading Unit (ILU) Dangerous Goods mean the substances, materials and articles covered by the IMDG Code. In some countries the term Hazardous Materials is in their local regulations in place of Dangerous Goods. In many other countries the term Dangerous Substances is used. Except in the United States Dangerous Substances can be considered as having the same definition as Dangerous Goods Frangible disc is also known in the tank container industry as a bursting disc or sometimes a rupture disc. Gross Weight, more properly the gross mass, means the sum of the tare weight plus the weigth of the cargo loaded. The weight of the fully laden container must not exceed the maximum gross weight shown on the Safety Approval Plate. See also Maximum Gross Weight. IMDG Code means the current edition of the International Maritime Dangerous Goods (IMDG) Code adopted by the Maritime Safety Committee of International Maritime Organisation (IMO). Intermodal Loading Unit (ILU) means a container that can be interchanged between all modes of surface transport using common handling equipment and without intermediate reloading. See also Cargo Transport Unit (CTU). Intermodal transport means a system of transport in which the cargo can be interchanged between all modes of surface transport using common handling equipment and without intermediate reloading. Manway means a port, usually circular, cut into the top of the shell which enables access to the tank’s interior. Each manway will be fitted with a closing hatch or cover. Also known as a manhole or accessway. Marine Pollutants means substances which are subject to the provisions of Annex III of MARPOL 73/78, as amended. Maximum Gross Weight the term used within the Convention for Safe Containers, 1972 and this pamphlet means the total permitted weight of the tank container and the payload. The value is shown on the Safety Approval Plate and the identical number shall be shown on the rear end of the container. Maximum Gross Weight is also be referred to as Max Gross, MGW or Rating but more properly should be referred to as Maximum Gross Mass Maximum Holding Time means the maximum time from filling before heat gain from ambient sources causes a pressure rise sufficient to open the pressure relief valves. The holding time will vary for each tank design and the existing ambient conditions. It should be made known to container handlers and ship operators as exceeding the holding time may increase the risk of cargo escaping. Multimodal transport means a journey involving multiple means of transport, originally used to describe road and rail transport. Multimodal is a term used
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within Europe to describe road and rail transport modes and is used in place of Intermodal transport within the IMDG Code. Portable Tank means a multimodal tank used for the transport of substances of class 1 to 9. The portable tank includes a shell fitted with service equipment and structural equipment necessary for the transport of dangerous substances. The portable tank shall be capable of being filled and discharged without removal of its structural equipment. It shall possess stabilising members external to the shell, and shall be capable of being lifted when full. It shall be designed primarily to be loaded onto a transport vehicle or ship and shall be equipped with skids, mountings or accessories to facilitate mechanical handling. A portable tank for the transport of nonrefrigerated liquefied gases of class 2 shall have a capacity of more than 450 litres. Service Equipment as used in the IMDG Code means measuring instrument and filling, discharge, venting, safety, heating, cooling and insulating equipment. Shell means the part of the portable tank which retains the substance intended for transport (tank proper), including openings and their closures, but does not include service equipment or external structural equipment. Shells may be of two basic types, either:   “atmospheric” with little or no capability of withstanding an internal pressure higher than the external pressure; or “pressure vessel” which have the capability of withstanding a higher internal pressure than the external pressure acting upon the outer surface.
International regulation governing the transport of dangerous goods at sea prohibits the use of “atmospheric” tank shells and in practice there are very few of these types of tanks in service. Structural Equipment means the reinforcing, fastening, protective and stabilising members external to the shell. Tank Container means a portable tank with fittings, structural capabilities and dimensionsthat enable it to be handled and secured by the same means as any ISO or EN configured container. Tare means the weight of the tank container in its unloaded state. includes the shell. service and structural equipment. It
UIC means Union International des Chemins de Fer and UIC Rules refers to rules for European rail transport. Ullage means “the amount by which a container, such as a bottle, cask, or tank, falls short of being full”
Annex 2 A2.1
Centre of Gravity, Ullage and Degree of Filling
A2.1.1 Different types of tank may have a different centre of gravity, dependent on the design and the amount of steel in the framework. A2.1.2 Typically an empty tank will have a lower centre of gravity than will a loaded tank. However a loaded tank will have a dynamic centre of gravity that shifts marginally longitudinally and laterally and upwards as the contents surge fore or aft or from side to side. When the tank is correctly filled this should not affect stability (see section A2.4 Free Surface Effect). A2.1.3 When handling tank containers, operators should be aware that on vehicles, including handling equipment, where a dynamic centre of gravity may affect the stability of the vehicle, the loaded tank container should be transported so that the combined centre of gravity (vehicle and tank container) is as low as practicable. A2.2 Degree of Filling
A2.2.1 Prior to filling, the shipper shall ensure that the appropriate tank container is used and that the tank container is not loaded with cargo that, in contact with materials of the shell, gaskets, service equipment and any protective linings, is likely to react dangerously with them to form dangerous products or appreciably weaken the materials. A2.2.2 Portable tanks shall not be filled in excess of the maximum degree of filling specified in A2.2.3 to A2.2.8. The applicability of A2.2.3, A2.2.4 or A2.2.8 to individual substances is specified in the applicable portable tank instructions (see 0 section A5.1.3). A2.2.3 The maximum degree of filling (in %) for general use is determined by the formula: 97 Degree of filling = 1 + α(tr - tf) A2.2.4 The maximum degree of filling (in %) for liquids of class 6.1 and class 8, in packing groups I and II, and liquids with an absolute vapour pressure of more than 175 kPa (1.75 bar) at 65°C, or for liquids identified as marine pollutants is determined by the formula: 95 Degree of filling = 1 + α(tr - tf)
This takes into account various parameters for temperature and pressure.10 The filling level for liquefied gas containers is referred to as the filling ratio.2.4 do not apply to portable tanks which contain substances maintained at a temperature above 50°C during transport (such as by means of a heating device). or 95% for liquids in class 6. A2. A2.2. For liquids transported under ambient conditions. A2.2. A2. α could be calculated by the formula: d15 – d50 α= 35d50 in which d15 and d50 are the densities of the liquid at 15°C and 50°C. the competent authorities concerned may agree to a lower or require a higher temperature. respectively.3 and A2.2.2.2.2.2) and no greater than:   97% for general dangerous goods.2. For portable tanks equipped with a heating device.5 In these formulae. α is the mean coefficient of cubical expansion of the liquid between the mean temperature of the liquid during filling (tf) and the maximum mean bulk temperature during transport (tr) (both in °C). a temperature regulator shall be used to ensure the maximum degree of filling is not more than 95% full at any time during transport. for journeys under temperate or extreme climatic conditions.9 In simple terms the degree of filling for tank containers without surge plates should be greater than 80% (see Annex 2 section A2.6 The maximum mean bulk temperature (tr) shall be taken as 50°C except that.7 The provisions of A2. as appropriate.ICHCA International Safety Panel Briefing Pamphlet No 30 A2. A2.1 and class 8 in packaging group I and II
though the actual value for each substance is unlikely to be as high as these values.
.8 The maximum degree of filling (in %) for solids transported above their melting points and for elevated temperature liquids shall be determined by the following formula: dr Degree of filling = 95 df
in which dr and df are the densities of the liquid at the mean temperature of the liquid during filling and the maximum mean bulk temperature during transport respectively.
A2. It is loaded at ambient temperature.000 litre one must be used.000 kg = 1.3 Note:   Tank containers shall not be offered for transport: with a degree of filling.51 Step two: The maximum size of an un-baffled tank which can be used to carry this non-viscous substance is calculated by: Volume (litres) x 100 = 80 13.51 at 20ºC. 17. It has a liquid density of 1.ICHCA International Safety Panel Briefing Pamphlet No 30
A2. it will be less than 80% full for this particular substance.000 litres.000 litres or 20. for liquids having a viscosity of less than 2. into sections of not more than 7. is a dangerous good.11 The degree of filling should be filled in the appropriate box on the Dangerous or Non Regulated Goods Note (see Annex 4.556 litres. non-viscous.000 litres to carry the substance? Step one: Calculate the volume (in litres) of the substance the shipper intends to load at the filling temperature: Cargo Net Mass = Liquid Density 20.500 litre capacity. The only suitable tank containers do not have baffles.245 litres Volume (litres)
. 16.Worked Example Example: A substance. or. A shipper wishes to ship 20. figure A4. of more than 20% but less than 80% unless the shells of portable tanks are divided.2 and figure A4.000 kg consignments in tank containers.556 litres Theoretical tank size 13.245 x 100 = 80 If a tank container without baffles is selected with a greater capacity than 16.2. What capacity of tank should be chosen from a selection of tank containers with capacities 15. at the maximum temperature of the substance during transport in the case of a heated substance. by partitions or surge plates.2.12 Minimum Degrees of Filling . Solution: From the available ISO tank containers the 15.680 mm2/s at 20°C.
2.500 kilos of the substance at the filling temperature: Cargo Net Mass = Liquid Density 22.ICHCA International Safety Panel Briefing Pamphlet No 30
A2.000 litres.3 indicates that TP13 requires self contained breathing apparatus shall be provides when this substance is transported (see Table A5.8 cover three situations for differing substances:    maximum filling of lesser danger liquid substances loaded at ambient temperatures maximum filling of greater danger liquid substances or with a higher vapour pressure maximum filling of molten dangerous substances (carried above their melting point temperature)
Example1: The substance ACRYLONITRILE. A2.9. UN 1093 is to be shipped in tank containers.812 at 15ºC (filling temperature).000 litre tank container is too small for the shipper’s preferred consignment.2.13 Maximum Degrees of Filling – Worked Example Paragraphs A2. A shipper wishes to ship 22.1.2). 95 Degree of filling = 1 + α(tr .709 litres Volume (litres)
.772 at 50ºC (highest possible temperature).tf) 27. and TP2 directs th reader to 4.812 Conclusion: A 26. The largest suitable tank container available has a capacity of 26.2.2. Packing Group I. STABLIZED.5. The shipper must be informed as to the maximum permitted quantity that can be loaded in this tank container.2. Subsidiary Hazard 6.4). Step 2 From the Dangerous Goods List (column 14 – Portable tank provisions) UN 1093 this substance require TP2 and TP13 provisions to be applied IMDG Code paragraph 4.3. Class 3.2.4 and A2.500 kg. and of 0. Can this consignment be accepted? The substance has a liquid density at the filling temperatures: of 0.2.500 kg = 0.1.3 of the Code (see A2. Step 1 Determine the volume represented by 22.
This means for a 26. is restricted to 23.29%)).ICHCA International Safety Panel Briefing Pamphlet No 30 where α is the coefficient of cubical expansion.478 litres (26.709 litres – Step 1) 2. equated to a volume larger than the tank available (27. tr is the reference temperature to be taken as 50ºC and tf is the filling temperature.478 litres x 0.0929 (90. Step 3 Calculate the coefficient of cubical expansion (see A2.3%.only 90.2.29% of its capacity can be used which equates to 23. The shipper an convert the volume back to net mass by multiplying the available volume by the liquid density: 23.478 litres by the IMDG Code and the available tank container.0014893(50-15)
Degree of filling = Solution:
90. in this case 15oC.72% of the original cargo mass)
.812 = 19064 kg (80. filled with ACRYLONITRILE.000 x 0. STABLIZED.500 kg of this substance. .0014803
Enter the coefficient of cubical expansion into the formula obtained at Step 2: 95 Degree of filling = 1 + 0.772
α= Step 4
0.000 litre tank container. The shipper originally wanted to ship 22.812 – 0. but this weight of the cargo was: 1.5): d15 – d50 α= 35d50 0.29%
The maximum degree of filling permitted by the IMDG Code of a tank container laden with this substance is 90.772 α= 35 x 0.
to the extent that the tank container will be unstable once it is in motion.4.3. with each tank between 80 and 97% filled. In such cases they would experience:    Noticeable surging of the cargo if the tank container is filled between 70 and 80% Severe surging of the cargo if the tank container is filled between 60 and 70% Dangerous surging of the cargo if the tank container is filled between 40 and 60%. A2. In these cases the container should not be more than 20% full.
. chassis. ITCO recommends that tank containers which are not filled correctly should be stopped and the Shipper notified immediately. A2.1 The free surface effect is one of several mechanisms where an incorrectly filled tank container on a rail wagon or chassis / trailer. wagons or liquid tanks in reaction to operator-induced motions. However many containers are shipped with the residue of the cargo on their way to be cleaned.ICHCA International Safety Panel Briefing Pamphlet No 30
A2. ullage makes up the difference between full and the degree of filling which is defined for hazardous cargoes as per the previous section.3 Containers which are loaded correctly in line with the degree of filling detailed in Annex 2 section A2. decks.4 Free Surface Effect
A2. Under no circumstances should incorrectly loaded tank containers be accepted for any form of transport. A2.2 ADR.3.2 For non regulated cargoes there are no formal requirements for ullage or the degree of filling.4 Drivers of cargo handling equipment and hauliers should not transport tank containers which are greater than 20% and less than 80% filled.3.3. A2.3 Tank containers must not be shipped unless they comply with the appropriate regulations for cargo fillings as explained in this pamphlet. All tank containers should be filled to comply with these regulations and therefore the surging of the cargo as the tank container is moved should usually not adversely affect the cargo handler. especially if travelling relatively fast or making sharp manoeuvres.1 In the case of tank containers. However drivers of tractor / trailer combinations carrying a container with a high centre of gravity should be especially careful when changing lanes and turning tight corners.2 will not be affected by free surface effect. However similar rules should apply.4. A2. rail or sea. It refers to the tendency of liquids to move in response to changes in the attitude of cargo holds.1). road. can become unstable and roll-over.3
A2.4. IMDG and UN all have recommendations about the filling of tank containers (see also paragraph 3.4. A2.
TURNINGS or CUTTINGS in a form liable to self heating. Portions of an entry appearing in lower case need not be considered as part of the Proper Shipping Name but may be used.4 to A3. etc.The Proper Shipping Name is the most appropriate of the following: LIGHTERS LIGHTER REFILLS A3. have been included in the Index to facilitate the search for the Proper Shipping Name (see Part 5. SHAVINGS.5 UN 2583 ALKYLSULPHONIC or ARYLSULPHONIC ACIDS. Where. p. An alternative Proper Shipping Name may be shown in brackets following the main Proper Shipping Name (such as ETHANOL (ETHYL ALCOHOL)). SOLID ARYLSULPHONIC ACIDS. 'tert'. It is shown in upper-case characters (plus any numbers. as amended. The Proper Shipping Name is the most appropriate of the following: FERROUS METAL BORINGS FERROUS METAL CUTTINGS FERROUS METAL SHAVINGS FERROUS METAL TURNINGS. which form an integral part of the name).1. Synonyms. the entire name of the entry need not necessarily be shown in the transport document or package markings. it is the "correct technical name" required by regulation 4 of Annex III of MARPOL 73/78.1.1.1. A3. the term "Proper Shipping Name" is used.3 When conjunctions such as "and" or "or" are in lower case or when segments of the name are punctuated by commas.1. SOLID with more than 5% free sulphuric acid . Greek letters. SOLID A3.1. Dangerous Goods List of the IMDG Code. This is the case particularly when a combination of several distinct entries is listed under a single UN Number.ICHCA International Safety Panel Briefing Pamphlet No 30
Annex 3 A3. n.6 UN 2793 FERROUS METAL BORINGS. abbreviations of names. secondary names. o.2 The Proper Shipping Name is that portion of the entry in the Dangerous Goods List most accurately describing the goods. 'sec'. A3. initials.1. Consignment Procedures of the IMDG Code). and the letters m.1 The Proper Shipping Names of the dangerous goods are those listed in chapter 3.1
A3.6 illustrate the selection of the Proper Shipping Name for such entries.1.The Proper Shipping Name is the most appropriate of the following: ALKYLSULPHONIC ACIDS.2. in this pamphlet. Paragraphs A3.4 UN 1057 LIGHTERS or LIGHTER REFILLS .
LIQUID .5 shall apply.6.O.O. A3.7 Proper Shipping Names may be used in the singular or plural as appropriate.1.2. the dangerous goods description may be supplemented by additional descriptive text to indicate commercial or military names. A3.6. 3.S. N. which contain the Proper Shipping Name supplemented by additional text. N.2. or for the solid and solution. In addition.1 UN 3447. In the case of pesticides. For gases: the conditions of transport shall be approved by the competent authority.: NITROXYLENES.g. then:  For liquids: where the Self Accelerating Dew composition Temperature (SADT) is less than or equal to 50°C the provisions of IMDG Code paragraph 7. PG II".2. when qualifying words are used as part of the Proper Shipping Name.) entries
A3. Technical and chemical group names shall be entered in brackets immediately following the Proper Shipping Name.9 Except for self-reactive substances and organic peroxides and unless it is already included in capital letters in the name indicated in the Dangerous Goods List. and the percentage of the technical constituent may also be used.7. When temperature control is used to stabilize such substances to prevent the development of any dangerous excess pressure.. A3.S. etc. STABILIZED. ORGANIC. An appropriate modifier.2 The technical name shall be a recognized chemical or other name currently used in scientific and technical handbooks.1..
A3. only ISO common name(s). may be used. their sequence on documentation or packages is optional.1 Generic and "Not Otherwise Specified" Proper Shipping Names that are assigned to special provision 274 in column 6 of the Dangerous Goods List shall be supplemented with the technical or chemical group names unless a national law or international convention prohibits its disclosure if it is a controlled substance.ICHCA International Safety Panel Briefing Pamphlet No 30
A3.1. Details are provided in the alphabetical index.10 Hydrates may be transported under the Proper Shipping Name for the anhydrous substance. other name(s) in the WHO Recommended Classification
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. the word STABILIZED shall be added as part of the Proper Shipping Name of a substance which without stabilization would be forbidden from transport due to it being liable to dangerously react under conditions normally encountered in transport for example TOXIC LIQUID. SOLID . For example: "UN 1993 FLAMMABLE LIQUID. e.1. such as "contains" or "containing" or other qualifying words such as "mixture". A3. For explosives of class 1. "solution".8 Many substances have an entry for both the liquid and solid state (see definitions for liquid and solid in the IMDG Code paragraph 1.1 UN 1665 NITROXYLENES.S. (contains xylene and benzene).2 Generic or "Not Otherwise Specified" (N. journals and texts. These are allocated separate UN numbers which are not necessarily adjacent to each other.O.1). Trade names shall not be used for this purpose. Commercial or military names for goods of class 1.
N.c. LIQUID. excluding controlled substances when their disclosure is prohibited by national law or international convention. WATER-REACTIVE (trimethylgalllum).O. FLAMMABLE LIQUID.O.2.O.3 When a mixture of dangerous goods is described by one of the "N. not more than the two constituents which most predominantly contribute to the hazard or hazards of a mixture need to be shown. LIQUID. If a package containing a mixture is labelled with any subsidiary risk label. PAINT (triethylbrnzene). one of the two technical names shown in brackets shall be the name of the constituent which compels the use of the subsidiary risk label.2. PYROPHORIC.1 For generic or “not otherwise specified” (N. A3. class 3 PGIII (50ºC c.3 Marine Pollutants
A3.) MARINE POLLUTANT UN 1263.S.O. A3.3. TOXIC. (propyl acetate di-n-butyltin-2ethylhexanoate). A3.S.S" or "generic" entries to which special provision 274 has been allocated in the Dangerous Goods List.S. or the name(s) of the active substance(s) may be used.) MARINE POLLUTANT
.) entries. A3.2 Examples illustrating the selection of the Proper Shipping Name supplemented with the recognised technical name of the goods for such entries are shown below: UN 1993.ICHCA International Safety Panel Briefing Pamphlet No 30
of Pesticides by Hazard and Guidelines to Classification.3.S. class 3 PGIII (27ºC c. (drazoxolon) UN 3394 ORGANOMETALLIC SUBSTANCE. entries are: UN 2902 PESTICIDE.4 Examples illustrating the selection of the Proper Shipping Name supplemented with the technical goods for such N.c.O. the proper shipping name shall be supplemented with the recognised chemical name of the marine pollutant. N.
A4. A4.1.1. the Proper Shipping Name. the planned port of discharge and the planned dates for the loading and discharge.1.1. whether heating or cooling is required and what power / heat source is required to operate it and any other unique features or requirements such as holding time.7 The steamship line will also record its booking number for the booking.5 The Shipper will need to advise the shipping line of the cargo that is to be carried. If the cargo is classified as Dangerous Goods then the shipper will need to provide the UN number. the packing group and. A4.4 Tank containers can be shipped in three states.
.1. if applicable.2 Every request should include a unique Shipper’s Reference which will be used on all future documentation and correspondence. the average weight of the cargo. loaded with a cargo. Additionally the shipper will need to specify the size of the tank container (normally 20 ft). A4. the primary and secondary hazard class(es).1
A4. the volume of the pressure vessel. A4.ICHCA International Safety Panel Briefing Pamphlet No 30
Annex 4 A4.1) to use tank containers to transport their product to the destination.1.1.8 Some countries may require details of the customs office to be recorded A4. uncleaned with a residue of the previous cargo or cleaned.3 Every shipment made in tank containers will require the shipper to book either tank containers owned by the shipping line or to use their own (shipper’s own) tank and book “slots”. A4.9 The section for special instructions should be used to indicate stowage and handling requirements and any other information that would be useful to the shipping line stevedores and transport companies. A4.1. the flash point of the product being carried.1 The documentation chain starts with the shipper or the freight forwarder making a Booking Request (see Figure A4.6 The port of loading/port of discharge sections deal with the deep / short sea voyage itself.1. identifying the container yard (CY) where the tank container originates.
Telephone: Special Requirements / Instructions
See A4.ICHCA International Safety Panel Briefing Pamphlet No 30
© ITCO 2008
To: Attn: Date: Booking Ref:
To be quoted on all correspondence and invoives
See A4.2
We would like to book the following containers:
Number of Shipping Line Tank Containers Number of Shipper Owned Tank Containers Approximate Cargo weight per container Container will be Loaded Un cleaned / Residue Clean Product name
See A4.9
Phone / Fax No.1.1.1
Description Hazard Class EMS Vessel Pre carriage location / Receiving CY Port of Loading Port of Entry / Discharge
Port of on carriage location / Delivery CY
Voyage Precarriage date: Port of loading date: Port of entry date: Port of oncarriage date:
See A4.3
See A4.: email:
Figure A4.7
See A4.1.4
See A4.1.1.1.6
Steamship Line Contract Export Customs
See A4.1.
when assigned.g. The Proper Shipping Name (PSN).g. Subsidiary hazard class or division number(s) corresponding to the subsidiary risk label(s) required to be applied. including the technical name enclosed in parenthesis. unless otherwise exempted or required in the IMDG Code. the division of the goods. “UN 1098 ALLYL ALCOHOL class 6.1 One of the fundamental requirements of a transport document for dangerous goods is to convey the essential information relative to the hazards of the goods.3 Shipping Marks (Box 14) For dangerous goods. “UN 1098 ALLYL ALCOHOL”.g. if the transport is being arranged by a freight forwarder.g. the name and address of the shipping company (Carrier) who will complete the maritime portion of the journey. the name and address of the company who will be receiving the goods at the end of the transport chain.2. i. including Class 1. their name and address should be entered into this box.e. the compatibility group letter.2. “UN 1098 ALLYL ALCOHOL class 6. Where assigned. “UN 1098 ALLYL ALCOHOL class 6. “UN 1098”.1”. Therefore.2 Exporter (Shipper) and Consignee information  Box 1  Box 2  Box 4  Box 5  Box 6  Box 6a  Box 7 the name and address of the exporter – the company from whom the cargo originates a unique reference number and the same as shown on the booking request a unique reference generated by the exporter relating to the total shipment.1 (class 3)”. the document should carry all the basic information appertaining to a consignment of dangerous goods. The words “Class” or “Division” may be included preceding the primary hazard class or division numbers e.2.
A4. the packaging group for the substance which may be preceeded by “PG” e. when assigned.g. if the transport is being arranged by a freight forwarder.2. The words “Class” or “Division” may be included preceding the subsidiary hazard class or division numbers e. A4. then they can add their own reference number into this box. The primary hazard class or. the transport document shall contain the following information in the order presented below:   The UN Number preceded by the letters “UN” e. as applicable e. shall be entered following the primary hazard class or division and shall be enclosed in parenthesis.2
A4. all containers in the shipment. as described in Annex 3.ICHCA International Safety Panel Briefing Pamphlet No 30
A4.1 (class 3) PG I”
. An example of a Dangerous Goods Note is shown in Figure A4.
.ICHCA International Safety Panel Briefing Pamphlet No 30
Enter the serial number for each of the seals applied to the
 Box 16
container in the order. e. The responsible officer declares that the tank container has been loaded with the cargo stated in the volumes recorded. It is highly recommended that an entry is always made in this Box even of there is only a single compartment.2.ICHCA International Safety Panel Briefing Pamphlet No 30
A4. bottom valve.5. ABCU.g.5.123456 7. The value should be less than the Maximum Gross Weight / Mass shown on the Safety Approval Plate (see Picture 59.g. top discharge valve. Section 12.  Box 15 Enter the container four letter prefix.  Box 15a Enter the six numbered serial number and a single numeral check digit.
 Box 19
 Box 19c
A4.  Calculate the degree of filling – Total cube (Box 19a) / tank volume (Box 17a).2. e.2
. ACEP NV 11/07 or Next Examination Date (NED) that is marked on the container.2) Calculate the sum of the tare and cargo weight and enter it into this box.
 Box 17  Box 18  Box 18c
Enter the container size and type code that is shown on the container.2. Otherwise Box 18a should be th sum of the weight of the different cargoes carried.g. manway hatch. It shall include the Company name and the name of the responsible officer written in BLOCK CAPITALS.
 Box 15b
Enter the ACEP reference number e. If there is only one compartment in the tank container enter the same value in Box 19a “Total cube”.  Box 14b Enter the volume of the cargo measured in m3.1 Box 20 shall be completed by a responsible officer of the company who is responsible for loading the container with the cargo. Otherwise Box 19a should be th sum of the volume of the different cargoes carried.g. e. If there is only one compartment in the tank container enter the same value in Box 18a “Total net mass”. 22T0 Enter the Tare weight / mass (recorded in kg) as shown on the Safety Approval Plate Enter the maximum superimposed load Allowable stacking weight / mass) as shown on the Safety Approval Plate (see Section 12.5 Declaration (Box 20) A4.4 Every document should carry at least the following container information:  Box 14a Enter the weight of the cargo measured in kg.2) Enter the number of compartments the tank container is fitted with.
3.g.ICHCA International Safety Panel Briefing Pamphlet No 30
A4.1 Non regulated goods refer to those goods that are not covered by section 3 of the IMDG Code. These examinations are carried out every 2½ and 5 years. A4.2 A Test Inspection Report is issued by an inspection organisation certified by a Classification Society.4.1 Every container is subject to periodic examinations. An example is shown in Figure A4.3. A4. Additionally.3. but there are instances where non regulated cargoes may be hazardous or dangerous e.4.2 The form is basically the same except there is no reference to the IMDG Code or Dangerous Goods declaration. They may be referred to as non hazardous or food grade. tank containers are subject to and need to be periodically examined in accordance with the requirements of the International Convention for Safe Containers (CSC).
. A4.3 Other information required on the form is of use to stevedores and other cargo handlers.4 Periodic Inspection Reports
A4.3. The 5 year test will include a full pressure test every five years A4.3
Non Regulated Goods Note
A4. goods which are combustible or which may cause serious disruption if released into the environment.
pressure-relief provisions and degree of filling provisions for non-refrigerated liquefied gases permitted for transport in portable tanks.2 Dangerous goods are assigned a class and a division.3.1.3.1.2. 3 “THE INTERNATIONAL MARITIME DANGEROUS GOODS (IMDG) CODE”.3
A5.1. bottom opening provisions. Section 5 describes the degree of hazard (packing group).3 Tank Containers (Portable Tank) Instructions and Special Provisions A5. Note the IMDG Code refers to portable tanks and any reference to them applies to tank containers. bottom opening provisions and pressure-relief provisions. Determination of the appropriate portable tank instructions Column 13 of the Dangerous Goods List in chapter 3. organic peroxides permitted to be transported in portable tanks are listed along with applicable control and emergency temperatures. of the IMDG Code
A5.1. the minimum shell thickness (in reference steel).
A5. the portable tank instructions indicate the applicable minimum test pressure. The Instruction refers to a designation identified by an alpha-numeric designation (T1 to T75).2.5.5
A5.3.ICHCA International Safety Panel Briefing Pamphlet No 30
Annex 5 A5. In T23.1 The International Maritime Dangerous Goods Code (IMDG) will be applied to all movements by sea. For substances of class 1 and classes 3 to 9. Refrigerated liquefied gases are assigned to portable tank instruction T75. It is implemented by national laws. self-reactive substances of class 4.1.2.1 is an excerpt from paragraph 4. A5. T50 provides the maximum allowable working pressures.3.1 Portable tank Instructions apply to dangerous goods of classes 1 to 9 and provide specific information relevant to portable tanks provisions applicable to specific substances.3.4 A5. A summary can be found in the International Safety Panel Briefing Pamphlet No.1 and class 5.2 of the IMDG Code indicates the “Instruction” that shall be used for each substance permitted for transport in a tank container.6. Table A5. Non-refrigerated liquefied gases are assigned to portable tank instruction T50.1. ADR/RID or ADN may be the applicable regulations for road / rail or inland waterways transport within Europe.   Section 4 Classification lists the 9 Classes of dangerous goods and describes the primary and secondary hazards.1.1.
Example UN 1133 Adhesives A5.
Instruction Min test pressure (bar) Min shell thickness Pressure-relief provision Bottom opening provision
1.2 See 6.2.6.1. A5.2.7.3.2
A5.2 See 6.5 1.2.3 See 6. greater shell thicknesses.7. Each Special Provision is identified by an alpha-numeric designation (TP1 to TP91).
A5.4.1.2.1
See 6.1. NOS
.1.8 Specific NOS entries covering a group of substances or articles of a particular chemical or technical nature Example UN 1477 Nitrates. Examples of Special Provisions are shown in Table A5.2
Table A5.1.4 Dangerous goods are assigned UN numbers and proper shipping names according to their hazard classification and their composition.7.2.1.7. Example UN 1090 Acetone A5.7.2
A5.4.6.2.7 For dangerous goods not specifically listed by name “Not Otherwise Specified” (NOS) is used to cover a group of substances or articles. more stringent bottom opening and pressure relief device arrangements may be used.1.5 Where an article or substance is specifically listed by name (proper shipping name) this is the name that must be used for transportation documents. additional portable tanks which possess higher test pressures.6
When no Instruction appears in the Dangerous Goods List.3. Inorganic.ICHCA International Safety Panel Briefing Pamphlet No 30
These instructions apply to liquid and solid substances of classes 3 to 9.8
When a specific portable tank instruction is specified in the Dangerous Goods List.2.4.2: TP7 TP13 TP20 Air shall be eliminated from the vapour space by nitrogen or other means Self-contained breathing apparatus shall be provided when this substance is transported This substance shall only be transported in insulated tanks under a nitrogen blanket
Table A5.1.6 UN numbers are also given for clearly defined groups of substances or articles. Dangerous goods commonly carried are listed in the Dangerous Goods List.7
A5.3. Special Provisions are assigned to specific dangerous goods in column 14 of the Dangerous Goods List in chapter 3.7.65
See 6.2 See 6.6. transport of the substance in portable tanks is not permitted unless a competent authority approval is granted.5 2. A5.
in particular.1 classes.4 When a substance. where it concerns transport by sea. material or article possesses properties that meet the criteria of a marine pollutant but is not identified in the IMDG Code. A5. When general NOS entries are made.1 Figure A5. A5. the appropriate NOS entry shall be used including its packing and labelling provisions A5. they shall be transported under entry.2. If they do not fall within the criteria of these Figure A5.S.9 General NOS entries covering a group of substances or articles meeting the criteria of one or more classes or divisions. A5. A5.. such substance.
.2 Marine Pollutants
A5.3 Column 4 of the Dangerous Goods List in the IMDG Code provides information on marine pollutants using the symbol “P”.2.1. ENVIRONMENTALLY HAZARDOUS SUBSTANCE.2 Marine pollutants shall be transported under the appropriate entry according to their properties if they fall within the criteria of any of the classes 1 to 8. A5.3 Wastes
A5.. SOLID.2. the physical state or packing group is changed in comparison with the listed substance. there can be a significant change in the measures to be taken in emergencies. NOS (Aluminium Martinate) A5. N.1 shows the mark / placard used for Environmentally Hazardous Substances (Aquatic Environment) which are known as marine pollutants in the IMDG Code.1. with the provisions of the IMDG Code.2.11 The exceptions to the above are if the solution is specifically identified by name in the Dangerous Goods List or if the entry into the Dangerous Goods List specifically indicates that it applies to a pure substance. shall be transported in accordance with the relevant international recommendations and conventions and. A5.10 A mixture or solution containing a single dangerous substance specifically listed by name in the dangerous goods list and one or more substances not subject to regulation is assigned the UN number and proper shipping name of the dangerous substance. If the hazard class or division or physical state or packing group of the solution or mixture is different from that of the dangerous substance. material or article shall be transported as a marine pollutant in accordance with the IMDG Code. which are dangerous goods.O. as appropriate.12 For a solution or mixture where the hazard class.1.O.1. N. LIQUID.1 Wastes.3. UN 3077 or ENVIRONMENTALLY HAZARDOUS SUBSTANCE.S. UN 3082.ICHCA International Safety Panel Briefing Pamphlet No 30
A5. unless there is a specific entry for the substance in class 9. the actual chemical name (the technical name) must be given in brackets as part of the PSN Example UN 1993 Flammable Liquid.
3 The classification according to the dangerous characteristics and properties shall be carried out as follows  determination of the physical and chemical characteristics and physiological properties by measurement: or calculation followed by classification according to the criteria of the applicable class(es). or by the generator or exporter through the channel of the competent authority of the country of origin.3 In the event that packages and cargo transport units containing wastes are suffering from leakage or spillage.3. If the concentration of the constituent is such that the waste continues to present a hazard inherent in the constituent itself.2. and the competent authority of the country of origin.1 A waste containing only one constituent which is a dangerous substance subject to the provisions of the IMDG Code shall be regarded as being that particular substance.3.4In determining the predominant hazard. to the country of final destination.2 A waste containing two or more constituents which are dangerous substances subject to the provisions of the IMDG Code shall be classified under the applicable class in accordance with their dangerous characteristics and properties as described below.2. or if the determination is not practicable. the classification of the waste shall take into account the order of precedence applicable to dangerous substances with multiple hazards. the waste shall be included in that class.
A5. the following criteria shall be taken into account:  if one or more constituents fall within a certain class and the waste presents a hazard inherent in these constituents.ICHCA International Safety Panel Briefing Pamphlet No 30
A5.3.1 Transboundary movement of wastes is permitted to commence only when:  notification has been sent by the competent authority of the country of origin. has given authorization to the movement.3. it shall be classified according to the criteria of the applicable classes.2. This document shall be available at all times to the competent authorities and to all persons involved in the management of waste transport operations.
.3.2 Transboundary movements under the Basel Convention A5.3.3.3. A5. A5.3. the waste shall be classified according to the constituent presenting the predominant hazard.3.3 Classification of wastes A5.2 In addition to the transport document required all transboundary movements of wastes shall be accompanied by a waste movement document from the point at which a transboundary movement commences to the point of disposal.3.3. having received the written consent of the country of final destination stating that the wastes will be safely incinerated or treated by other methods of disposal. A5.3. or if there are constituents falling under two or more classes.
A5. the competent authorities of the countries of origin and destination shall be immediately informed and advice on the action to be taken obtained from them. A5.
O. LIQUID.3. N.3.S. However.6 Wastes not otherwise subject to the provisions of the IMDG Code but covered under the Basel Convention may be transported under the class 9 entries for ENVIRONMENTALLY HAZARDOUS SUBSTANCE. or ENVIRONMENTALLY HAZARDOUS SUBSTANCE...ICHCA International Safety Panel Briefing Pamphlet No 30
A5.S UN 3082 or ENVIRONMENTALLY HAZARDOUS SUBSTANCE. UN 3077. UN 3077. this is not applicable to substances which are covered by individual entries in the IMDG Code. UN 3082. A5.3.3.
. N. N.. SOLID. N. LIQUID.S. with the addition of the word "WASTE".O.5 Wastes harmful to the marine environment only shall be transported under the class 9 entries for ENVIRONMENTALLY HAZARDOUS SUBSTANCE. SOLID.O.S.O.
1.4. by the use of a pump.2 During loading and discharging operations. Discharge and Manway Lid Operation
A6.1.2 There are two methods of filling:   by gravity. there is always a risk of the shell becoming over pressurised and rupturing or for partial vacuum conditions to occur which could lead to implosion (see Picture A6.1
Filling.1 There are three main methods of discharging tanks  by gravity where the cargo is allowed to flow out of the shell. generally through the manway or top discharge valve by pumped or pressurised flow through the manway or top or bottom discharge valves.4.1 The main methods of loading are by gravity (“splash fill”) and by pump. a point on the top of the shell is needed to connect up the pressurising medium supply.1.3 Each of the methods of filling or discharging will involve a means of expelling or introducing air or gas into the shell to ensure that a excessive pressure or a vacuum does not build up during the process. this is generally the normal method for tank containers with bottom discharge assemblies.)
Airline valves – standard tank containers
. With the manway lid closed and compressed or atmospheric air being passed through the airline valve filling or discharging using a closed loop system for higher hazard dangerous goods where top discharge tanks are demanded by the regulations. A6. If discharging by air or nitrogen.ICHCA International Safety Panel Briefing Pamphlet No 30
Annex 6 A6.1. or filling or discharging with the manway lid closed. by introducing a pressuring medium such as air or nitrogen into the shell generally associated with top discharge.1. This can be achieved by:   filling or discharging with the manway lid open.1) Partial vacuum conditions may also occur in the shell during cleaning operations if hot water or
Picture A6.1. where the cargo is pumped out. (not used for pressurised discharge). A small diameter valve (typically ¾ inch to 1½ inch/ 20 mm to 38 mm) is usually provided for this purpose – the airline valve. depending on the method being used.
A6. this is generally associated with a top discharge valve.
4 If discharge has taken place using a pressurising medium. A6. the receiving storage tank suffers a pressure increase as the liquid level rises with consequent risk of bursting. too. Nevertheless.
. The situation is balanced using the vapour return line to divert the unwanted vapour from the storage tank into the tank container.1.1.1. On the other hand. These are not normally provided on the tank containers themselves.3 Particularly when discharging is taking place.4. One valve will be intended to be used either for filling with a pipe or hose temporarily bolted onto the flange once the covering plate has been removed or as a vapour return line.5 Vapour Return A6.4. These gauges should not be confused with the tell tale gauges fitted in the void between an in series bursting disc and press relief valve. It may be safer to relieve the residual pressure by opening the airline valve instead. The solution is a closed (vapour recovery) system with more than one valve fitted which allows greater flexibility in load and discharge arrangements A6.5. They may have the same diameter or one may be larger than the other.5. to vent any excess pressure in the shell from the pressurising medium to atmosphere.5. even though this is a slower process. the excess pressure or creation of partial vacuum conditions when loading and unloading these substances must be controlled.2 In the same area as the valve over the siphon pipe there will usually be at least two other valves – see the two valves to the right in Picture 24.1 Some dangerous goods are so dangerous that either to have the tank open for filling or discharge or.1. the shell will remain under pressure unless steps are taken to relieve the residual pressure.5. consideration should always be given to fitting non-return valves at suitable points in the lines. The second valve is intended to be used either as connection for pressure discharge or it.1. A6. Attempting to open a manway lid on a shell under pressure is an extremely dangerous practice.1.ICHCA International Safety Panel Briefing Pamphlet No 30
steam is used and the shell not allowed to cool down to ambient temperature before it is closed.5 Pressure gauges may be fitted to airline valves and vapour return lines on top discharge tanks. may be extremely dangerous as the escaping vapour may be a mixture of highly toxic or corrosive vapours and the pressurising medium.1. A6. the tank container is in need of vapour to replace the displaced liquid or implosion may occur.4. for example. may be used as a vapour return line.3 The air line valve may also be used as a venting valve to allow air into the tank to prevent implosion during discharge by pump. otherwise implosion can still occur. A6. Care has to be taken if this method of preventing implosion is used to ensure that the flow of air through the valve’s small diameter is sufficient. A6.4 When loading or discharging top discharge tanks using close circuit systems. A6.1.
Pressure may.2.
Picture A6.4 It is important that the manway lid sealing material is appropriate to the cargo carried. or its vapours escaping.2
Picture A6.2 shows an example of swing bolts which are tightened using nuts. A6.2.ICHCA International Safety Panel Briefing Pamphlet No 30
A6. Pressure may also be present due to volatile vapours or because a so-called “nitrogen blanket” has been used to inert the ullage space (liquid tanks) or gas phase (gas tanks).1.2 Opening the Manway Lid: A6. they fold back on allow the manway lid to be
A6.1 Great care must be taken by whoever is opening manway lids in case the tank container is under pressure. of swing bolts will vary the pressure rating of the loosened. An incompatible.3
Picture A6 4
Caution: All pressure must be released from the tank prior to opening the manway lid
. A6. This warning applies to tank containers intended for both dangerous goods and non-regulated goods.2 Picture A6.1. for example.1 Design A6.2
Manway Lid Operating
Picture A6. incomplete.1 The number according to shell.2.4).2. When their hinge to opened.5) or in the neck ring to receive the seal. remain inside a tank after discharge because it has not been fully depressurised after emptying.1.3.2. including beer tanks – see 9.1.2.3) while other designs may have a wing nut made of a softer non-ferrous metal (see Picture A6.2. poorly fitted or damaged seal (gasket) will present a severe risk of the cargo. The shanks and wing nut of the bolts may be made of the same metal such as stainless steel (see Picture A6.2. in good condition and complete.3 Compatible sealing material must be fitted into a circular recess made in the manway lid (see Picture A6.
3 Closing the Manway Lids A6.2. Tighten in the order shown in Picture A6.5
Pull the manway lid handle firmly upwards in order to release the gasket and then let it back. Start with the hand nuts closet to the hinge and proceed in the order shown in Picture A6 5. then swing them away from their receiving bracket in the same order as shown in Picture A6.
Wait for full evacuation of any residual pressure that might have remained into the tank. keeping the swing bolts upright and located in their receiving bracket.5 Open the manway lid by rotating it around its horizontal spindle (hinge).3.
. Complete the unscrewing of the swing bolts.6 Lock-tighten the swing bolts with a torque of 3 m daN in order to ensure gasket tightness 2 8 4 6 1 5 3 7
Picture A6.
Picture A6.1 The following steps should be taken when closing manway lids:     Check the gasket and gasket receiving surface for cleanliness and remove any dirt or grit.2 The following steps should be taken when opening manway lids:
Loosen the hand nuts on the swing bolts by rotating the hand nuts anticlockwise.
A6. Position the coverlid gasket in front of the neck ring sealing surface Close the manway lid Swing the swing bolts to the upright position and position them in their receiving bracket Rotate the hand nuts clockwise in order to tighten the swing bolts. it is acceptable to apply a torque up to 10 m daN if required with no risk of damaging the swing bolts.2.2.
Do not swing the swing bolts away from their receiving bracket. manway lid and receiving brackets.6
Note 1: It is recommended that a torque wrench be used to ensure that the correct torque is applied Note 2: Although a torque of 3 m daN should be necessary to ensure proper leak tightness.ICHCA International Safety Panel Briefing Pamphlet No 30
ports and access lids must be properly closed once filling has been completed. Should this happen then there is a risk that the seal will be broken thus increasing the risk of the cargo or its vapours escaping.4 mm (5 mm at time of delivery) 7.2. A6.3.2.
.3 Seal tightness check Replace gasket if necessary Swing bolt threads check Replace the swing bolts if the threads are scratched or elongated Pressure test inspection According to tank standards requirements Safety 4.3 If there is any doubt about the integrity of any closure then the shipper should be informed immediately.1 All valves.4 In Service It is possible that the seal will be compacted during transport.2. A6.1 Once per year the manway lid mechanism and dimensions should be checked as follow:  Manway lid and neck ring thicknesses The actual thickness shall remain over the minimum calculation thickness after potential corrosion.5. incorrectly tightening swing bolts or swing bolts that have loosened during transport.3.3. The values shown below are typical: Minimum manway lid thickness: Minimum neckring thickness:  Welding visual check No crack should show on swing bolts bracket attachments. A6. but if it lands upside down and the manway lid is not tightened correctly there will be a serious risk of the cargo escaping.2 Manway lids are a major cause of leaks due to improper fitting of the seal. fillets and on the circular weld between collar and neckring    A6. this could be caused by vibration or the properties of the seal material. If this should happen then the swing bolts should be re-tightened.ICHCA International Safety Panel Briefing Pamphlet No 30
A6.5 Maintenance A6.5 mm (8 mm at time of delivery)
A6. The structure of a tank container can survive a drop from height.
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Bp 30 Safe Handling of Tank Containers by kanakarao146 viewsEmbedDownloadDescriptionGuide to safe handling of tanker containersGuide to safe handling of tanker containersRead on Scribd mobile: iPhone, iPad and Android.Copyright: © All Rights ReservedList price: $0.00Download as PDF, TXT or read online from ScribdFlag for inappropriate contentShow moreShow less