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A chemical tanker is a type of tanker ship designed to transport chemicals in bulk. As defined in MARPOL Annex I, chemical tanker means a ship constructed or adapted for carrying in bulk any liquid product listed in chapter 17 of the International Bulk Chemical Code. As well as industrial chemicals and clean petroleum products, such ships also often carry other types of sensitive cargo which require a high standard of tank cleaning, such as palm oil, vegetable oils, tallow, caustic soda and methanol.
Oceangoing chemical tankers range from 5,000 tonnes deadweight (DWT) to 35,000 DWT in size, which is smaller than the average size of other tanker types due to the specialized nature of their cargo and the size restrictions of the port terminals where they call to load and discharge.
Chemical tankers normally have a series of separate cargo tanks which are either coated with specialized coatings such as phenolic epoxy or zinc paint, or made from stainless steel. The coating or cargo tank material determines what types of cargo a particular tank can carry: stainless steel tanks are required for aggressive acid cargoes such as sulfuric and phosphoric acid, while 'easier' cargoes — such as vegetable oil — can be carried in epoxy coated tanks. The coating or tank material also influences how quickly tanks can be cleaned. Typically, ships with stainless steel tanks can carry a wider range of cargoes and can clean more quickly between one cargo and another, which justifies the additional cost of their construction.
IBC code governs the transport of dangerous chemicals
The "International Code for the Construction and
Equipment of Ships carrying Dangerous Chemicals in Bulk (IBC code)
contains requirements for the carriage of dangerous chemicals and
noxious liquid substances in bulk by sea. The IBC code is made mandatory
by being referenced in chapter VII, part B of the International
Convention for the Safety of Life at Sea (SOLAS convention).
The purpose of the IBC Code is to provide an
international standard for the safe carriage, in bulk by sea, of
dangerous chemicals and noxious liquid substances. The code prescribes
the design, construction and equipment standards of ships, especially of
chemical tankers.
List of chemicals provides information on risks during transportation
The IBC code contains a list of all the substances it
covers. This list provides information on hazards of these substances
and on minimum requirements for ships carrying them.
The objectives of the IBC code must neither be
confused with those of MARPOL annex I (oil and oil products) nor with
those of the IMDG code (dangerous goods in packaged form).
A chemical tanker is a type of tanker ship designed to transport chemicals in bulk. As defined in MARPOL Annex I, chemical tanker means a ship constructed or adapted for carrying in bulk any liquid product listed in chapter 17 of the International Bulk Chemical Code. As well as industrial chemicals and clean petroleum products, such ships also often carry other types of sensitive cargo which require a high standard of tank cleaning, such as palm oil, vegetable oils, tallow, caustic soda and methanol.
Oceangoing chemical tankers range from 5,000 tonnes deadweight (DWT) to 35,000 DWT in size, which is smaller than the average size of other tanker types due to the specialized nature of their cargo and the size restrictions of the port terminals where they call to load and discharge.
Chemical tankers normally have a series of separate cargo tanks which are either coated with specialized coatings such as phenolic epoxy or zinc paint, or made from stainless steel. The coating or cargo tank material determines what types of cargo a particular tank can carry: stainless steel tanks are required for aggressive acid cargoes such as sulfuric and phosphoric acid, while 'easier' cargoes — such as vegetable oil — can be carried in epoxy coated tanks. The coating or tank material also influences how quickly tanks can be cleaned. Typically, ships with stainless steel tanks can carry a wider range of cargoes and can clean more quickly between one cargo and another, which justifies the additional cost of their construction.
2 comments:
I actually own an IBC Tote reconditioning plant and a lot of the time the placards or SDS's are not accurate due to the amount of chemicals and products some companies are shipping. It becomes very hard for a company to keep track of everything. Sometimes a company will send me 40 SDSs sheets and say were not sure which chemical was in each tote. I had a major problem at my plant once when we received a tote without a placard and it previusly contained bleach which reacted with another chemcial at my plant. The end result was a 20 ft fire ball and two people had to go to the er.
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