MAPLE SHIPPING

Sulphur Guidelines

Notice to Vessels Arriving at the Port of Vancouver, Canada to

Load Bulk Formed Sulphur

Provided by sultran LTD., Port Moody, BC

1.    INTRODUCTION

This notice is delivered to provide information and to assist the Master and the Vessel Owner in the safe delivery of uncontaminated cargo. It is issued to protect the interest of the sulphur supplier and Sultran, acting on behalf of the sulphur supplier, and is not to be regarded as a code or as a limitation of the vessel's responsibilities for taking preventative measures for the protection of the cargo and the vessel.

2.    VESSEL INSPECTION

As a service to the sulphur supplier and/or customers, marine surveyors have been appointed to inspect vessels arriving at Vancouver to load sulphur. Upon completion of the inspection, an inspection certificate will be issued and will be made available to the Master and to the vessel agent through Sultran either approving the vessel for loading or rejecting it, and detailing the reasons for rejection. Neither approval of the surveyors nor actual loading of the vessel shall relieve the ship owners of the obligation for ensuring that the vessel is fit, and remains fit, for the carriage of sulphur, nor from the further responsibility for taking appropriate steps to protect the vessel from any effects of interaction with the sulphur cargo.

3.    CLEANLINESS AND CARGO PURITY

Sulphur shipped from the Port of Vancouver is generally described as "Canadian bright yellow formed sulphur". The sulphur suppliers warrant strict purity specifications to their customers and so are concerned at the risk of contamination. This product is easily contaminated by loose rust/scale and residues of previous cargoes. To facilitate the issuance of an inspection certificate, vessel owners should be aware of the following:

4.    POSSIBLE HAZARDS

a)    CORROSION

Sulphur, water and steel in the holds of vessels that have not been properly prepared for the receipt and carriage of a sulphur cargo may form a corrosive system which can lead to contamination of the cargo and damage to the vessel. Sulphur shipped from Vancouver is normally stored in uncovered stockpiles exposed to all weather conditions, resulting in a moisture content. It is also sometimes sprayed with fresh water prior to loading, if required, and is loaded wet. If a corrosion product occurs, it can contaminate the cargo. Such corrosion can be increased by higher temperatures and prolonged residence of the cargo in the hold due to unscheduled delays in carriage or in discharge.

i)    Preventing Corrosion

The Code of Safe Practice for Solid Bulk Cargoes as amended April, 1988 and adopted by the Maritime Safety Committee of IMO (London) ("the Code") states, In part "9.3.1.10 Materials which present corrosive hazards of such intensity as to affect either human tissue or the ship's structure should only be loaded after adequate precautions and protecting measures have been taken."

Vessel owners should, therefore, be aware of the following ... The reaction between sulphur, water and steel can be substantially reduced by a physical barrier between the cargo and the vessel. Pain and lime wash have been used for this purpose in the past. Experts have recommended that a mixture of approximately 60 kilograms to 200 litres of fresh, water should be applied to all surfaces which may come to contact with sulphur. Lime wash contractors are available in the Port of Vancouver. If lime washing is specified by the Owners or Charterers of the vessel, the holds should be prepared as described in paragraph 3 prior to the lime wash.

Studies have been shown that the reaction between steel and sulphur can continue if sulphur residues remain in the hold after discharge. The Code referred to above further states ... "9.31.1.12 After discharge of material, a close inspection should be made for any residue, which should then be removed before the ship is presented for other cargo; such an inspection is particularly important when  materials having corrosive properties have been transported."

ii)    Chlorides

The presence of chloride salts such as sodium and potassium chlorides can hasten the interaction between moist elemental sulphur and ship's steel. Sodium chloride, for example, is a major constituent of salt cake and of materials dissolved in sea water, and potassium chloride (potash) is regularly handled by bulk terminals in Vancouver. The faster effect can be more important if the ship's holds have not been properly prepared to receive sulphur. As a normal precaution of preventative maintenance, it is strongly recommended that all cargo compartments be thoroughly washed down with fresh water, prior to final preparation for receiving sulphur. Additionally, ingress of sea water during carriage must be avoided.

iii)    Moisture Levels

Increased moisture content enhances the corrosive interaction between sulphur and steel. Sulphur is loaded wet. During carriage, however, drainage of some of this moisture may occur. In order to minimize moisture content at tank top levels, bilge pumping efficiency should be assured.

b)    GAS EMISSIONS

i)    Hydrogen Sulphide

There are circumstances during cargo carriage and after discharge in which bulk sulphur can emit small but measurable quantities of hydrogen sulphide gas. All areas in which sulphur is stored or used, or which require the presence of personnel, should be thoroughly ventilated.

ii)    Sulphur Dioxide

Masters should also be aware of possible generation sulphur dioxide due to burning when repairs involving heating are effected in compartments previously exposed to sulphur. Appropriate safety precautions should be taken.

5.    FLAMMABILITY

A research report on the properties of formed sulphur was produced in 1989 by Alberta Sulphur Research Limited, a scientific research agency. The report focused on whether formed sulphur was a flammable solid within the meaning of the regulations issued by IMO's International Maritime Dangerous Goods Code, Class 4.1 - Flammable Solid, UN No. 1350 definition.

The result of tests included in the report led to the following declaration from the Canadian Coast Guard on August 7, 1989 that" "Based upon the results of the tests, as submitted, it is agreed that formed sulphur does not meet the criteria for classification in Class 4.1."

6.    MATERIAL SAFETY DATA SHEET

To provide further information regarding the properties and characteristics of the sulphur cargo, a copy of a Material Safety Data sheet and related technical information is available upon request.

7.    RESPONSIBILITIES

Sultran and the sulphur supplier hereby notify the Master of carrying vessels of the above properties. They do not undertake any responsibility for defining, devising, or advising upon the measures necessary to protect the vessel or the cargo. It is the responsibility of the Vessel Owners and the Masters to acquaint themselves with the characteristics of sulphur. The hazards which these might present to their vessels, and the appropriate methods of carriage as recommended by the national and international authorities.

August 7, 1989

Mr. W.A. Tett,

Vice President  - Operations

Sultran Ltd.

2840 Bow Valley Square 2,

205 - 5th Avenue SW

Calgary, Alberta

T2P 2V7

Dear Mr. Tett,

This will acknowledge your letter dated July 24th, 1989 enclosing the results of tests conducted with formed sulphur to ascertain whether or not it falls within the classification in Class 4.1. Based upon the results of the tests, as submitted, it is agreed that formed sulphur does not meet the criteria for classification in Class 4.1. 

Our Vancouver office will be advised of this decision.

Yours truly, 

C.G. Jones,

For Superintendent of Cargoes & Containers

Sultran Ltd.

2840 Bow Valley Square 2, 205 - 5th Avenue S.W., Calgary, Alberta T2P 2V7

(403) 265-1486 Fax 266-8770

January 18, 1993

To: Sultran Ltd. Users

Re: Canadian Commercially Formed Solid Elemental Sulphur Granted Special Exemption in United Nations Recommendations on Transportation of Dangerous Goods

Following several months of discussions and examination of data, the Sub-Committee of Experts of the United Nations Committee on Transportation of Dangerous Goods took action at its December 1992 meeting in Geneva on the question of the Classification of Solid Elemental Sulphur.

The existing Class 4.1 status of solid elemental sulphur, as a flammable substance, remains in place BUT, on a unanimous vote, the commercially formed types of solid elemental sulphur currently exported from Canada (Slate, Air Prill, GS Granule, Totoform and Wet Formed Pellet), were all given exempt status from not only Class 4.1 but from any regulation under TDG. Such UN actions are recommendations, and individual countries are free to adopt the recommendations as regulations. These actions are expected to be incorporated into the International Maritime Organization (IMO) regulations at the next revision in 1995.

This UN action places the Commercially Formed Sulphur Types in the unique position of being the only forms of elemental sulphur (liquid or solid) that are recommended as NOT being subject to Classification under the UN-TDG recommendations. This could represent a significant marketing advantage with respect to the various additional costs such as freight rates, insurance and vessel safety requirements associated with handling, storage and transportation.

The favourable outcome of the efforts made to obtain this UN ruling is a result of research conducted by Alberta Sulphur Research Ltd. and discussions initiated by Sultran among ASRL, Sultran and Canadian Government agencies that represent Canada and UN communities. If you should have any questions, please do not hesitate to contact our respective organizations.

Yours truly,

A.G. Gruszecki

Director of Operations

cc: Dr. J.B.Hyne, Alberta Sulphur Research Ltd.

Port of Vancouver - Sulphur Vessel Loading Facilities Maximum Parameters (Approximate)

Prepared by Sultran Ltd., Port Moody, BC (November 2003)

Information provided to Maple by external sources is accurate to the best of our knowledge.

Errors & Omissions Excluded.

Last Revised August 14, 2006