Direct Reduced Iron (b) Lumps, Pellets, Cold-Moulded Briquettes
DIRECT REDUCED IRON (B) Lumps, pellets, cold-moulded briquettes
Schedule source MSC.539(107), Annex 9, Appendix 1, IMSBC Code Amendment 07-23 · pages 187, 188, 189, 190, 191
Description
Direct reduced iron (DRI) (B) is a highly porous, black/grey metallic material formed by the reduction (removal of oxygen) of iron oxide at temperatures below the fusion point of iron. Cargoes in briquette form are defined as those with total iron (Fe) content of at least 88% by weight which have been moulded at a temperature not greater than 650°C or which have an apparent density of not greater than 5,000 kg/m3.
Hazard
Temporary increase in temperature of about 30°C due to self-heating may be expected after material handling in bulk. There is a risk of overheating, fire and explosion during transport. This cargo reacts with air and with fresh water or seawater to produce heat and hydrogen. Hydrogen is a flammable gas that can form an explosive mixture when mixed with air in concentrations above 4% by volume. The reactivity of this cargo depends upon the origin of the ore, the process and temperature of reduction, and the subsequent ageing procedures. Cargo heating may generate very high temperatures that are sufficient to ignite the cargo. Build-up of fines may also lead to self-heating, auto-ignition and explosion. Oxygen in cargo spaces and enclosed spaces may be depleted.
Stowage and Segregation
“Separated from” goods of classes 1 (division 1.4S), 2, 3, 4 and 5, and class 8 acids in packaged form (See IMDG Code). “Separated from” solid bulk materials of classes 4 and 5. Goods of class 1, other than division 1.4S, shall not be carried in the same ship. Boundaries of compartments where this cargo is carried shall be resistant to fire and passage of liquid.
Hold Cleanliness
The cargo spaces shall be clean, dry and free from salt and residues of previous cargoes. Prior to loading, wooden fixtures such as battens, loose dunnage, debris and combustible materials shall be removed.
Weather Precautions
The cargo shall be kept dry at all times during storage, before and during loading, and during transportation. The cargo shall not be loaded onto ships, or transferred between ships or barges, during precipitation. During loading of this cargo, all non-working hatches of cargo spaces into which this cargo is loaded, or is to be loaded, shall be kept closed.
Loading
Prior to loading, the terminal shall ensure that the conveyor belts used for loading this cargo contain no accumulation of water or other substances. Each time cargo operations are commenced or restarted, particularly after rain or washing down, any loading belt shall be operated empty and not over a ship’s cargo space. Prior to loading, an ultrasonic test or another equivalent method with a suitable instrument shall be conducted to ensure weathertightness of the hatch covers and closing arrangements and all readings shall confirm weathertightness. Prior to loading this cargo, the shipper shall provide the master with a certificate issued by a competent person recognized by the competent authority of the port of loading stating that the cargo, at the time of loading, is suitable for shipment, and that it conforms with the requirements of IMSBC Code; that the quantity of fines and small particles (under 6.35 mm in size) does not exceed 5% by weight; that the moisture content does not exceed 0.3%; and that the temperature does not exceed 65°C. This certificate shall state the date of manufacture for each lot of cargo to be loaded in order to meet the loading criteria with regard to ageing and material temperature. The cargo shall not be accepted for loading when its temperature is in excess of 65°C or if its moisture content is in excess of 0.3% or if the quantity of fines and small particles (under 6.35 mm in size) exceeds 5% by weight. Any cargo that has been wetted, or is known to have been wetted, shall not be loaded into any cargo space. Prior to loading, provision shall be made to introduce a dry, inert gas at tank top level so that the inert gas purges the air from the cargo and fills the free volume above. Nitrogen is preferred for this purpose. All vents, accesses and other openings, such as coaming drains, that could allow the inert atmosphere to be lost from cargo spaces carrying this cargo shall be closed and sealed. The cargo shall be loaded in such a way as to minimize both the breakage of the cold-moulded briquettes, pellets, lumps and the additional generation of fines and the concentrating of fines in any area of the cargo. This cargo shall be homogenous, with no added waste. The addition of DRI particles, fines or dust in this cargo shall be prohibited. Due consideration shall be given to evenly spreading the cargo across the tank top to minimize the concentration of fines. Trim in accordance with the relevant provisions required under sections 4 and 5 of IMSBC Code. When the stowage factor of this cargo is equal to or less than 0.56 m3/t, the tank top may be overstressed unless the cargo is evenly spread across the tank top to equalize the weight distribution. Due consideration shall be given to ensure that the tank top is not overstressed during the voyage and during loading by a pile of the cargo. The cargo temperature and moisture shall be monitored during loading and recorded in a log detailing the temperature and moisture for each lot of cargo loaded, a copy of which shall be provided to the master. After loading, a certificate shall be issued by a competent person recognized by the competent authority of the port of loading, confirming that, throughout the whole consignment, fines and small particles (under 6.35 mm in size) do not exceed 5% by weight, that the moisture content has not exceeded 0.3% and the temperature does not exceed 65°C.
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