Direct Reduced Iron (c) (By-Product Fines)
DIRECT REDUCED IRON (C) (By-product fines)
Schedule source MSC.539(107), Annex 9, Appendix 1, IMSBC Code Amendment 07-23 · pages 192, 193
Description
Direct reduced iron (DRI) (C) is a porous, black/grey metallic material generated as a by-product of the manufacturing and handling processes of DRI (A) and/or DRI (B). The density of DRI (C) is less 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 hydrogen and heat. Hydrogen is a flammable gas that can form an explosive mixture when mixed with air in concentrations above 4% by volume. Cargo heating may generate very high temperatures that are sufficient to lead to self-heating, auto-ignition and explosion. Oxygen in cargo spaces and in enclosed adjacent spaces may be depleted. Flammable gas may also build up in these spaces. All precautions shall be taken when entering cargo and enclosed adjacent spaces. The reactivity of this cargo is extremely difficult to assess due to the nature of the material that can be included in the category. A worst case scenario should therefore be assumed at all times.
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
Cargo spaces shall be clean, dry and free of 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 within the permissible moisture content indicated in this schedule at all times during loading, and during transportation. This cargo shall not be loaded onto ships, or transferred between ships or barges, during ANY 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 and all other equipment 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; that it conforms with the requirements of IMSBC Code; that the moisture content does not exceed 0.3%; and the temperature does not exceed 65°C. This certificate shall state that the cargo meets the loading criteria with regard to ageing and material temperature. As the density of the cargo is extremely high, 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 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%. Any cargo that has been wetted, or is known to have been wetted, shall not be loaded into any cargo space. Trim in accordance with the relevant provisions required under sections 4 and 5 of IMSBC Code. The cargo temperature shall be monitored during loading and recorded in a log detailing the temperature 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 of fines and small particles the moisture content has not exceeded 0.3% and the temperature does not exceed 65°C. On completion of loading of a cargo space it shall be immediately closed and sealed. Sufficient inert gas shall then be introduced to achieve an oxygen concentration less than 5% throughout the cargo space.
Precautions
Due consideration shall be given to the possibility of moisture inside the cargo pile in order to avoid loading of wet cargo or a wet part of the cargo, recognizing that the bottom of the pile can be wet even though the surface of cargo pile looks dry. The carrier’s nominated technical persons or other representatives shall have reasonable access to stockpiles and loading installations for inspection. Prior to shipment, the cargo shall be aged for at least 30 days and a certificate confirming this shall be issued by a competent person recognized by the competent authority of the port of loading. Shippers shall provide to the master, prior to loading, comprehensive information on the cargo and safety procedures to be followed in the event of emergency. This advice may be an amplification of IMSBC Code, but shall not be contrary thereto in respect of safety.
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