3.4 Specific
considerations for warehouses and terminal areas
3.4.1 Dangerous cargo areas
3.4.1.1 Dangerous cargo areas should have separate
areas with all necessary facilities appropriate to the hazards emanating
from the cargoes to be kept. Where appropriate these facilities should
include separate ventilation, drainage, fire resisting walls, ceilings,
etc.
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3.4.1.1 The quantity and type of dangerous cargo
areas will vary from port to port and depend on the volume and types
of cargo handled in it. In some ports it may be sufficient to have
dedicated open areas which are either fenced off or clearly marked.
More sensitive dangerous cargoes may need to be kept in purpose built
dangerous goods boxes, permanently stationed containers, magazines in
general cargo sheds or dedicated and clearly marked areas in such
sheds. Other cargoes may require to be kept in an area that is covered
by a roof but open on all sides. Consideration should also be given to
the maximum amount of cargo to be kept in area, and the maximum height
of the stowage of such cargo.
Example 5
Figures 2 and 3 show how one port, handling about 400,000
tons of packaged dangerous cargoes of all classes annually, has dealt
with it.
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Figure 2 Plan showing dangerous goods areas
Figure 3 Dangerous goods boxes
3.4.1.2 Dangerous cargo areas should, where possible,
be located so that management and/or security personnel may keep them
under continuous observation. Otherwise, an alarm system may be provided
or the spaces inspected at frequent intervals.
3.4.1.3 The spaces should enable an adequate segregation
of dangerous cargoes in accordance with the legal requirements of
the
regulatory authority
.
3.4.2 Container stacking areas/rail sidings/lorry
parking areas
3.4.2.1 Separate areas may be designated for specific
dangerous cargoes
.
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3.4.2.1 In addition to providing sufficient space
for segregation, the layout of the dangerous cargo area should provide
adequate access to the dangerous cargoes kept in that area and access
lanes for handling equipment such as lift trucks.
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3.4.2.2 Segregation requirements of the
regulatory
authority
should be met when designating areas.
3.4.2.3 Care should be taken that, in case of
an emergency, adequate access is provided for handling equipment,
emergency services, etc.
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3.4.2.3 The following illustrates how one port
with straddle carrier operations has dealt with it (see also figure 4).
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Figure 4 Container storage area
In the container storage area every first position of the
odd-numbered lanes is dedicated for the storage of a DG container.
The lanes are marked with striking red triangles. The containers are
always placed with their doors to the roadway and never stacked on
top of each other.
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Example 6
One hundred and eighty-five lanes out of a total of three
hundred and seventy (every odd numbered lane) are designated for
containers carrying dangerous cargoes. Each such lane is marked with a
red triangle. Only the first container positioned in a lane may contain
dangerous cargoes to allow opening of the door for easy access in case of
an emergency. The segregation requirements for the containers are in
accordance with the IMDG Code requirements for “on deck” stowage, which
are set out in chapter 7.1 of the Code. However, in this case stacking of
dangerous goods containers is prohibited. For containers requiring
temperature control, lanes with shore power connection stations are
available.
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3.4.2.4 Adequate emergency facilities should be
provided. These should be appropriate to the hazards of the
dangerous
cargoes
to be handled.
3.4.3 Fumigation areas
3.4.3.1 Separate areas should be provided or designated
for
ships
and/or cargo transport units to
be fumigated.
3.4.3.2 Whenever practicable, these areas should
be fenced off to prevent the entry of unauthorized persons and should
have facilities for watchmen. The facilities should include adequate
means of communication.
3.4.3.3 A guide to fumigation operations is set
out in annex 7.
3.4.4 Special areas for damaged dangerous cargoes
and wastes contaminated with dangerous cargoes
3.4.4.1 Special areas for damaged dangerous cargoes
and wastes contaminated with dangerous cargoes should be provided,
where damaged dangerous cargoes may be kept and repacked or contaminated
wastes separated and kept until their disposal.
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3.4.4.1 The following describes how one port has
dealt with it:
Example 7
The facility consists of an area surrounded by a high
fence which is easily accessible by road and rail. Inside there are
two buildings. One is for the personnel required to work there and
contains all controls for the drainage system, means of communication
and emergency equipment.
The second is a shed where damaged cargo can be kept
safely. The shed is divided into three sections, each of which can
accommodate one 40 foot container. The floor is sloped to allow the
containment of 30 m3 of contaminated liquids within shed.
The floor is made of concrete and has a double barrier-layer sheet
underneath which seals it from the ground. The barrier-layer sheet has
a drain system which enables the user to immediately detect any damage
(leakage) by means of a vacuum pump. The handling area in front of the
shed is also made of concrete and sealed.
The drainage system has been especially designed and is
resistant to approximately 95% of all dangerous substances handled in
the port. All pipes are made of PE-HD (high density polyethylene)
while all valves are coated with PTFE (polytetrafluoroethylene). Three
storage basins are available, two small ones of 2 m3
capacity each and a large one with a capacity of 80 m3. All
basins are coated.
Normally, all valves are kept in an open position to allow
direct drainage into the harbour. When damaged cargo or contaminated
waste is handled, the valves are closed. Only when no spillages have
occurred during the handling are the valves opened again.
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3.4.4.2 Such areas should, where appropriate,
be covered, have a sealed floor or ground, separate drainage systems
with shut-off valves, sumps or basins and means to discharge contaminated
water to special facilities in order to safeguard the
port
area
and the environment.
3.4.4.3 Such areas should be fenced off to prevent
the entry of unauthorized persons and should have facilities for watchmen.
The facilities should include adequate means of communication.
3.4.5 Repairing/cleaning facilities
3.4.5.1 Where repair or cleaning facilities for
ships
or cargo transport units are provided, they should
be situated well away from any area where dangerous cargoes are transported
or handled. This should not preclude the carrying out of minor voyage
repairs on ships at cargo handling
berths
or
cleaning of cargo tanks at tanker terminals.
3.4.5.2 Cleaning facilities should be designated
and constructed to protect the environment when environmentally hazardous
substances are used or are otherwise involved, in the cleaning process.
3.4.6 Reception facilities
3.4.6.1 Facilities should be provided for the
reception and disposal of bilge water, wastes, ballast and slops,
contaminated with
dangerous cargoes
, as
appropriate.
3.4.7 Tank storage and pipelines
3.4.7.1 Permanent installations for the storage
of liquid
dangerous cargoes
, including
pipelines
, in the
port area
should
be designated, constructed and maintained in accordance with the
regulatory authority
’s legal requirements, taking
into account temperature, the development of pressure, compatibility
of substances and the need to ensure harmonization with the requirements
laid down for
ships
.
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