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Containerised scrap metal - potential dangers
| Traditionally, scrap metal has been carried in bulk and is, therefore, subject to the Bulk Cargo(BC) Code. The BC Code recommends a number of general precautions which should be taken for the carriage of scrap metal, although it states that no particular hazards are involved and that such cargo has a low fire risk except when it contains swarf. By contrast, the IMDGCode, which is primarily intended to govern the carriage of containerised and break bulk cargo, does not include any specific requirements for the carriage of scrap metal. Furthermore, by its very nature and unlike the position where scrap is carried in bulk, it is not possible to carry out a visual inspection of containerised scrapmetal prior to loading on board without actually opening the container. However, scrapmetal is increasingly being shipped in containers (particularly from the USA) and a shipowner has recently been involved in an incident which highlights the potential dangers. In this recent case the shipper described the cargo as 'scrap metal'. The container was packed by the shipper and delivered to the shipowners at the terminal where it was stored on the quay in one of three adjacent stacks to await loading. Some time later an explosion was heard in the vicinity of the stacked containers. Shortly after this a fire was reported. The local fire department was called and was able to extinguish the fire but approximately 5 containers and their contents were badly damaged. Upon opening, the container of scrap metal was found to contain bales of crushed vehicle radiators which had been bundled together with steel straps. These bundles also contained plastics, rubber hoses and transmission coolers. On top of the bundles were stowed rolls of aluminium foil scrap wrapped in plastic sheeting and packaged in cardboard boxes. Fire experts concluded that the fire had resulted from an exothermic reaction (i.e. a chemical reaction involving the giving off of heat) that had occurred within the crushed bundles. The metal scrap was found to consist not only of dissimilar metals and other materials tightly compressed together but also various automotive liquid residues such as antifreeze, brake fluid and transmission fluid. The experts concluded that this compression of various materials combined to produce an exothermic reaction, generating sufficient heat to ignite the aluminium foil scrap wrapped in plastic sheeting and cardboard which served as an effective fuel for the fire, along with the wooden floor of the container itself. Fortunately, because the container was still on the quay, the fire was relatively easy to extinguish and the extent of the damage was, therefore, limited. However, if the container had been on board the intended ship when the fire broke out, it is easy to conceive the potential danger this would have represented both to the crew and to other property. When accepting the booking of scrap shipments ,liner operators may wish to ask the shipper to clarify exactly what the scrap consists of and its origin, eg used automobile parts. If the scrap contains products which are listed in the IMDG Code (eg acids, fuels etc.)then the cargo constitutes dangerous goods. The shipper should then be required to make a declaration in accordance with the IMDG Code and the container should be marked properly and stowed accordingly. Alternatively the shipper could be asked to certify that all residues (eg brake fluid, oily rags, battery acid)that are potentially dangerous have been purged from the scrap before it was packed in the container. Without these precautions being taken, the container should perhaps be treated as if it contains potentially combustible goods while it is at the terminal and should be stowed accordingly. Source : Britannia - Risk Watch |