Guide For Maritime Transportation of Direct Reduced Iron (A) (Briquettes, Hot-Moulded)

Maritime Guide for Direct Reduced Iron (A).
Briquettes, hot - moulded Pag:1 of 17
GUIDE FOR MARITIME TRANSPORTATION

OF DIRECT REDUCED IRON (A)
(Briquettes, hot-moulded)
_________________ __________________
Captain’s Signature Shipper’s Signature
Document Revision N°: 1. July 2012

Maritime Guide for Direct Reduced Iron (A). Briquettes, hot - moulded Pag:2 of 17
CONTENTS
1.- MATERIAL DESCRIPTION 3

2.- MATERIAL CLASSIFICATION 4
3.- BULK CARGO SHIPPING NAME 4
4.- HAZARDS 4
4.1.- Oxygen depletion 4
4.2.- Hydrogen generation 4
4.3.- Self-heating 4
4.4.- Dust generation 4
5.- STOWAGE & SEGREGATION 4
6.- GENERAL NORMS, GUIDELINES AND PRECAUTIONS 5
7.- LOADING PROCEDURES 7
7.1.- Logistics and loading particulars of Port 7
7.2.- Requirements prior to loading 7
7.3.- Requirements during loading 8
7.4.- Top-off operations 9
8.- VOYAGE PRECAUTIONS 10
8.1.- Ventilation 10
8.2.- Routine checks 11
8.3.- Monitoring 11
8.3.1.- Procedures for measuring hydrogen or explosivity in cargo spaces 12
8.3.2.- Procedures for measuring temperature of the stow 12
8.3.3.- Procedures for measuring oxygen in cargo spaces 13
9.- UNLOADING 13
9.1.- Lightering operations at discharge port 14
10.- EMERGENCY PROCEDURES 14
10.1.- Additional Precautions If Concentration Of Hydrogen Over 1% (25% LEL) 15
10.2.- Procedures If Briquettes Temperatures Rise Above 65°C (Overheating) 15
10.3.- Procedures if seawater enters the cargo holds 17
WARNING 17
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GUIDE FOR MARITIME TRANSPORTATION OF DIRECT REDUCED IRON (A)

The scope of these guidelines is to act as a core document from which charterers, carriers
and terminal operators can develop specific and detailed instructions for the areas of their
responsibility describing how the standards of these guidelines are to be applied and
maintained.
1.- MATERIAL DESCRIPTION
Direct Reduced Iron (A). Briquettes, hot-moulded - DRI (A) is produced by removing oxygen
from iron ore by reaction with hydrogen and carbon monoxide at high temperature. This
reduced product is then compacted to form briquettes at 650 °C, and the briquettes are then
passivated.
DRI(A), is defined by the International Maritime Solid Bulk Cargoes Code (IMSBC Code)
published by the International Maritime Organization as “… a metallic grey material, moulded
in a briquette form, emanating from a densification process whereby the direct reduced iron
(DRI) feed material is at a temperature greater than 650°C at time of molding (Hot Briquetting)
and has a density greater than 5,000 Kg/m 3. Fines and small particles (under 6.35 mm) shall
not exceed 5% by weight.”
The material typically has the following Chemical and Physical Specifications in percentage:
Chemical Specifications (%) Physical

Specifications
Total Iron (FeT) 89.60 mín Size: 108 mm x 48 mm x 32

mm
Metallic Iron (Fe°) 84.70 mín Weight: 0.5 – 0.7 kg
Carbon (C) 0.80 mín Apparent Density: > 5.00 g/cm3
Phosphorous (P) 0.130 máx Bulk Density: 2.40 – 2.80 t/m3
Sulfur (S) 0.010 máx Granulometric > 6.35 mm: 95.0 % min
Distribution:
< 6.35 mm: 5.0 % max
Total Gangue 6.50 máx Moisture: 0.5 % max
A preliminary certificate of analysis of the product loaded will be supplied to the Master before
sailing.
_________________ __________________

2.- MATERIAL CLASSIFICATION
This material is classified as DIRECT REDUCED IRON (A) Briquettes, Hot Moulded, Class
MHB (Material Hazardous only in Bulk), Group B, Appendix 1, of the International Maritime
Solid Bulk Cargoes Code (IMSBC Code), and as such is suitable for sea carriage without the
use of inert gas or other special precautions. DRI (A) conforms to the requirement of the
above-mentioned IMO CODE in its latest edition. A copy of the relevant pages of the IMSBC
Code is included with this package as a courtesy only. Carriers are responsible for the latest
IMO documents on bulk cargoes.
3.- BULK CARGO SHIPPING NAME

The Bulk Cargo Shipping Name for this material as per the IMSBC Code is Direct Reduced
Iron (A) Briquettes, hot-moulded and shall be identified with such name in all shipping
documents.
4.- HAZARDS
4.1.- Oxygen depletion
DRI (A) is liable to cause oxygen depletion in cargo spaces.
4.2.- Hydrogen generation

The material may slowly evolve hydrogen after contact with water (notably saline water).
Hydrogen is a flammable gas that can form an explosive mixture when mixed with air in
concentration above 4% in volume (100% LEL) and can cause explosions in the
presence of an ignition source.
4.3.- Self-heating
 Temporary increase in temperature of about 30°C due to self-heating may be
expected after material handling in bulk.
 This cargo is non-combustible or has a low fire-risk.
4.4.- Dust generation
Dust is generated during material handling in bulk at loading and unloading.
5.- STOWAGE & SEGREGATION

Separated from good of class 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.
Separated longitudinally by an intervening complete compartment or hold from goods of class
1 others than division 1.4S.
_________________ __________________

Boundaries of compartments where this cargo is carried shall be resistant to fire and passage
of liquid.
6.- GENERAL NORMS, GUIDELINES AND PRECAUTIONS
Any ship intended for the carriage of DRI (A) should hold the appropriate valid statutory
certification. The certificates should be valid during the period of loading, carriage and
unloading.
In general, the ship should be suitable in all respects for the carriage of bulk cargoes and in
particular suitable for the loading, carriage and unloading of HBI. The specific requirements
are as follows:
 Single deck Bulk Carrier
 Classed by a world recognized Classification Society
 A tank top strength between 12 and 15 mt/m²
 Fitted with a natural ventilation system and/or a mechanical ventilation system as per
the DRI (A) schedule listed in the International Maritime Solid Bulk Cargoes Code
(IMSBC Code).
The vessel shall load, stow and unload cargo in accordance with the latest IMSBC Code, the
BLU Code (Code of Practice for the Safe Loading and Unloading of Bulk Carriers) as
supplemented by this Maritime Guide.
The relevant IMO Codes and recommendations on ship/port co-operation, loading, sea
carriage and unloading of bulk cargoes should be complied with (i.e., SOLAS, BLU Code,
IMSBC Code).
DRI (A) is suitable for shipment if it conforms to the following requirements:

 the quantity of fines and small particles (up to 6.35 mm in size) is no more than
5% by weight;
 the moisture content is less than 1%; and
 the temperature does not exceed 65°C
This cargo shall be kept as dry as practicable during loading and the voyage. Open storage is
acceptable prior to loading. This cargo shall not be loaded or transfer from barge to ship, ship
to barge or ship to ship during precipitation.
No water shall be allowed to enter cargo spaces containing this cargo.
All shipboard work necessary for docking, undocking and loading, including but not limited to
line handling and tending, opening & closing hatches and normal deck clean up should be
_________________ __________________

done by the vessel’s crew, after they are made aware by the vessel management of the
possibility of the presence of flammable hydrogen gas.
Cargo spaces containing this cargo and adjacent spaces may become oxygen- depleted.
Flammable gas may also build-up in these spaces. All precautions shall be taken upon
entering the cargo and adjacent spaces.
Personnel should not be permitted to enter a cargo space or enclosed adjacent space unless
the space has been ventilated, the atmosphere tested and found to be gas-free with at least
21% of oxygen. The ship should carry on board the self-contained breathing apparatus
required by SOLAS regulation II-2/19.3.6.2 and should follow the recommendations of IMO
Resolution A.864(20), 05 December 1997 for entering enclosed spaces aboard ships.
Appropriate precautions shall be taken to protect machinery and accommodation from the
dust of the cargo. Bilge wells of the cargo spaces shall be protected from ingress of the cargo.
Radars and exposed radio communication equipment of the ship, which carry this cargo, shall
be protected from the dust of this cargo.
Persons, who may be exposed to the dust of the cargo, shall wear protective clothing,
goggles, or other dust eye-protection and dust filter masks, as necessary.
Boundaries of cargo spaces should be resistant to fire and passage of water. So far as
possible, the cargo should not be stowed adjacent to hot areas.
Electrical fittings, cables, components and equipment located in cargo spaces, adjacent
spaces and on deck should be free from defects, properly safeguard against short circuits and
sparking, safe for use in an explosive atmosphere or positively isolated. Proper grounding of
deck components should be in place to avoid static. For example, incandescent lighting in a
hold (a broken bulb will briefly expose the light element, which is at high heat), unprotected
cables that may cause spark, etc., should be avoided. In addition, special precautions shall be
taken to ensure that no source of ignition gets into the cargo spaces. Where a bulkhead is
required to be suitable for segregation purposes, cable and conduit penetrations of the decks
and bulkheads should be adequately sealed.
Smoking, the use of naked flames, burning, cutting, chipping, welding or other sources of
ignition shall not be permitted near cargo spaces, adjacent spaces or on deck at any time
during handling, loading, carriage and unloading. “NO SMOKING” signs shall be posted on
decks and in areas adjacent to cargo spaces and no naked lights shall be permitted in these
areas. Prohibition of smoking, hot-work or any possible ignition source in cargo or adjacent
spaces shall be strictly enforced.
It is advisable that vessels have hydraulic fast opening / closing system of hatch covers in
order to avoid rain falling into the holds during loading.
Where practicable, ballast tanks adjacent to the cargo spaces containing this cargo, other
than double-bottom tanks, shall be kept empty.
_________________ __________________

Weather deck closures shall be inspected and tested to ensure integrity.
7.- LOADING PROCEDURES
7.1.- Logistics and loading particulars of Port
- The Vessel will be berthed with the port side to the pier.
- Ship loader moves running along the pier (forward to aft) and the loader arm moves from
port to starboard. In this way, cargo can be loaded and evenly spread into the hold, which is
SHIPPER’s loading recommendation.
- During loading, our personnel will be on the pier and/or the Vessel assisting the operation
and acting as a link between the Vessel’s Staff and the operator’s loading system at the Port
terminal. Shipper’s personnel will use best efforts to cooperate and/or assist vessel’s staff
during loading operations.
- Pre-stowage plan and loading sequence program is the responsibility of the Vessel.
- Loading will be under the Vessel’s control and supervision. Therefore, SHIPPER will not be
responsible of the way the cargo is distributed inside the hold upon completion of loading.
- It is Crew’s responsibility that the Vessel remains against the pier for an adequate stowage.
Please keep a constant watch on mooring lines.
NOTE: IF THE PORT OPERATOR DECIDES TO STOP THE LOADING OPERATIONS DUE
TO VESSEL SEPARATION FROM THE PIER, THIS TIME PERIOD WILL BE FOR VESSEL’S
ACCOUNT.
“We would like to point out that any time lost due to: (1) - Deballasting the Vessel, (2) -
Problems with hatch covers, (3) - by any other problem of Vessel’s concern that may stop
loading and (4) - checking draft and calculating trimming operations, WILL BE FOR
VESSEL’S ACCOUNT in excess of normal draft checking (Initial-intermediate and
final)”.
7.2.- Requirements prior to loading
Open storage of DRI (A) is acceptable prior to loading as per the IMSBC Code entry for this
cargo.
The cargo spaces shall be clean, dry and free from salt and residues of previous cargoes.
Wooden fixtures such as battens, loose dunnage, debris and combustible materials shall be
removed.
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Bilge wells shall be clean, dry and covered as appropriate, to prevent ingress of the cargo.
Burlap or any combustible material shall not be used. All bilge lines, sounding pipes and other
service lines within the cargo spaces should be checked and be in good order. Bilge wells
should be sift-proof and kept dry during the voyage.
Weather deck closures and hatch covers shall be inspected and tested to ensure integrity and
weather tightness which shall be maintained throughout the voyage. Water tightness testing
will be carried out prior to loading. Hatches and other hold openings shall be watertight.
The master of the ship is responsible for the integrity of the cargo holds in order to ensure that
no water gets inside. Seawater wetting the cargo can give rise to severely adverse
consequences.
Radar, RDF scanners, deck motors, hatch pistons and similar delicate equipment should be
protected against dust and fines during loading and unloading.
Prior to loading this cargo, the shipper shall provide the master with a certificate issued by a
competent person recognized by the National Administration 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 the IMSBC Code; that the quantity of fines and small particles (up to 6.35 mm
in size) is no more than 5% by weight; the moisture content is less than 1.0%; and the
temperature does not exceed 65°C.
Pre-stowage plan and loading sequence program is the responsibility of the Captain of the
vessel. A loading sequence form and individual hold loading sequence form should be
prepared prior to arrival for presentation to the shipper upon docking. The sequence should
allow for each pour not to be more than 2,000 tonnes for small holds and 3,000 tonnes for
large holds. Furthermore, the loading sequence should allow for the maximum amount of
cooling time before coming back to the same hold. Thus, if the initial sequence is, for
example, cargo holds 3/5/1/7; then the second run should be in the same order.
7.3.- Requirements during loading
The loading of DRI (A) should not be conducted if the quantity of fines and small particles (up
to 6.35 mm in size) is more than 5% by weight; its moisture content is over 1% and its
temperature exceeds 65°C.
The loading of DRI (A) shall only be done in dry weather conditions. If it begins to rain during
the loading process, the loading operation shall be halted and the hatches closed until the
rain stops. During rainy seasons, only one hold at a time should be opened.
The deck officer on watch shall ensure the spreading of the cargo throughout the cargo hold
to obtain an even surface trim of the cargo. Vessel personnel shall check that trimming is
done correctly and to the master’s requirements and entire satisfaction. The master is
responsible at all times for the safe loading and unloading of the ship as per the IMO BLU
Code.
_________________ __________________

If damp DRI (A) (below 1% moisture content) were loaded, it may warm up to about 65° C,
and may produce water vapor (steam) and a small amount of hydrogen gas as it dries. This is
a normal condition and may last from one to two days until the DRI (A) is completely dry.
Steam and hydrogen gas evolution will cease. Natural ventilation is necessary.
Whenever weather permits, the hatch covers should be kept open to allow cooling after cargo
handling in bulk.
Immediately after completion of loading and sealing of cargo spaces for water tightness,
accumulations of dust from this cargo on deck or in proximity to cargo spaces shall be
removed as quickly as possible. Cleaning exposed radio communications equipment to which
dust from cargo might adhere is highly advisable.
Upon completion of loading, DRI (A) may be expected to warm up to about 45°C (in tropical
areas, this temperature may vary depending on the atmosphere), and may produce water
vapor (steaming), which is a normal condition. Hydrogen gas from water condensation may
be generated and due attention shall be paid as to open the natural ventilation as necessary.
7.4.- Top-off operations
In the case of top-off operations with barges, the same precautions taken for loading as
described in above section should be strictly followed where applicable. Additionally, the
following precautions and steps should be undertaken:
Barges’ cargo hopper shall be clean, dry and free from salt and residues of previous cargoes.
The cargo hold should have no residual chlorides or past cargoes, particularly those which
may increase oxidization, such as cement, lye, and borax.
Top-off operations shall not be performed during precipitation.
Barges for top-off operations should be provided with covers or the DRI (A) loaded should be
covered with appropriate material such as canvass or tarpaulin in order to limit water
absorption during the voyage from the loading dock to the toping-off area.
Additionally, great care shall be taken to minimize the entrance and accumulation of water in
the hoppers. Barge operators should have portable bilge pumps to pump out any water
accumulated in barge hoppers’ bilges and avoid excessive wetting of DRI (A).
Barges should be loaded in such a way as to have them with an adequate trim by the stern
(0.3 m or so) so that water accumulates in the aft part of the barge hopper for its easy
pumping out.
The DRI (A) should be loaded in the central part of the barge, leaving free space on port and
starboard sides for easy drainage of water to the stern and towards the bilge well. Free space
of about 2 meters should also be left from the aft part to avoid wetting of cargo with bilge
water accumulated.
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The DRI (A) should be evenly distributed in the barge, making the pile as flat as possible, in
small heaps. The drop of the briquette should be minimized, to reduce breakage and fine
generation.
The DRI (A) shall not be loaded if temperature is in excess of 65 °C.
The loading operations should be started in one end of the barge and thereafter continue
along the length of the barge hopper until reaching the other end of the barge.
Once the cargo is evenly distributed in the hoppers, loading personnel shall have available
space for inspection purposes.
The loading operations shall be supervised by personnel familiar with the safety precautions
and emergency procedures associated with handling of DRI (A). The loading operators shall
be trained in the appropriate safety precautions and emergency procedures for handling this
material
.
Unmanned covered barges used to transport DRI (A) shall be fitted with adequate vents to
provide natural ventilation.
If at any time the cargo compartment of a covered barge shall be entered, the compartment
shall be checked for adequate oxygen concentration. Before any person enter a covered
cargo compartment containing DRI (A), the hatches shall be opened for a sufficient length of
time to dissipate any accumulated gas.
8.- VOYAGE PRECAUTIONS
Provisions stated in the IMSBC Code for the carriage of this material shall be complied with.
Hatches shall remain closed while at sea to prevent the entry of seawater into the holds.
Under no circumstances should seawater be allowed to enter the holds.
During voyage, ventilation, routine checks and monitoring of the cargo should be given due
consideration and exercised as per below procedures:
8.1.- Ventilation
Surface ventilation only, either natural or mechanical, shall be conducted, as necessary,

during the voyage for this cargo. On no account shall air be directed into the body of the
cargo. When mechanical ventilation is used, the fans shall be certified as explosion-proof and
shall prevent any spark generation thereby avoiding the possibility of ignition of hydrogen air
mixture. Suitable wire mesh guards shall be fitted over inlet and outlet ventilation openings.
Ventilation shall be such that escaping gases cannot enter living quarters in hazardous
_________________ __________________

concentrations. During non-favorable weather and sea conditions, surface ventilation should
be conducted as practical and safe as possible.
Ventilation should be closed during heavy seas to keep seawater and moisture out.
8.2.- Routine checks
Personnel shall not be permitted to enter cargo spaces at any time. Suitable signs should be
displayed at all access points and where possible access points to cargo spaces should be
locked.
Bilges shall be sounded twice a day and any excess water pumped out.
Enclosed spaces adjacent to cargo spaces, e.g. storerooms, carpenter’s shops,

passageways, tunnels, etc., should also be regularly monitored for the presence of hydrogen.
Such spaces should be adequately ventilated and, in the case of mechanical ventilation, only
equipment safe for use in an explosive atmosphere should be used. Testing is especially
important prior to permitting personnel to enter such spaces or activating any equipment
located in such spaces.
Before entry by any personnel, enclosed adjacent spaces should be thoroughly ventilated and
the atmosphere tested and found to be gas-free and to have 21% oxygen. If this is not
possible, only trained personnel wearing self-contained breathing apparatus under the
supervision of a responsible officer should undertake emergency entry into such spaces. In
addition, special precautions to ensure that no source of ignition is carried into the space
should be observed
8.3.- Monitoring
Temperature of the cargo shall be taken regularly during the voyage and a record kept on
board for a minimum of two years. For better control, it is advisable that the ship is fitted
and/or carries on board adequate equipment for remotely taking temperature measurements
of the cargo being carried in each hold. The ship should also have means of determining
qualitatively and quantitatively oxygen and hydrogen content of the cargo spaces, without
requiring entry into the cargo spaces. All this equipment should be operational and properly
calibrated at the commencement of loading. The vessel’s crew should be properly trained in
the use of this equipment.
The vessel’s crew should actively use this equipment at least once every shift throughout the
voyage. The information collected should be recorded, kept on board for a minimum of two
years and made available upon request. Results of monitoring during the voyage shall be
sent to the shipper during the voyage or at the end of it.
_________________ __________________

8.3.1.- Procedures for measuring hydrogen or explosivity in cargo spaces
For quantitative measurements of hydrogen, a suitable detector shall be on board while this
cargo is carried. The detector shall be suitable for use in an atmosphere without oxygen and
of certified safe type for use in explosive atmosphere. The concentrations of hydrogen in the
cargo spaces carrying this cargo shall be measured regularly, during voyage, and the results
of the measurements shall be recorded and kept on board.
The ingress of moisture into the instrument should be restricted in order to get accurate
results. Proper calibration as per instrument’s manufacturer should be ensured.
The ship’s hatch covers should be fitted with appropriate sampling points (minimum one;
preferable two) for the measurement of hydrogen gas in each cargo hold throughout the
voyage.
The concentration of Hydrogen in the cargo spaces should be kept below 1% or 25% LEL
(Lower Explosivity Limit). If this value is exceeded, immediate measures for dissipating
hydrogen shall be taken as per the Emergency Procedures section of this Guide.
Throughout the voyage, hydrogen gas analyses shall be conducted as frequently as

necessary. In the case, the Hydrogen surpasses 1% or LEL surpasses 25%,, additional
ventilation procedures should be undertaken. Refer to the Emergency Procedures section of
this Guide.
8.3.2.- Procedures for measuring temperature of the stow
Temperature of the cargo shall be taken regularly during the voyage and a record kept on
board for a minimum of two years.
It is advisable that adequate equipment for remote monitoring of temperatures within different
parts of the stowage is incorporated at approximately half depth. It is advisable that at least
four spots in the cargo be monitored per hold.
In warm latitudes the ambient temperature of the cargo spaces above the stowage may rise
to a high during the day due to solar warming, combined with the accompanying
condensation This should not significantly affect the temperature within the cargo. There may
be a steady rise in the cargo temperature for the first 24-36 hours after loading due to
disturbances caused by material handling. A gradual temperature decline towards the ambient
temperature should then follow.
If the temperature rises above 65°C (150F), refer to the Emergency Procedures section of
this Guide.
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8.3.3.- Procedures for measuring oxygen in cargo spaces
An adequate instrument for measuring oxygen concentration in the cargo holds is required.
The ingress of moisture into the instrument should be restricted in order to get accurate
results. Proper calibration as per instrument’s manufacturer should be ensured.
The ship’s hatch covers should be fitted with appropriate sampling points (minimum one;
preferable two) for the measurement of oxygen gas in each cargo hold throughout the
voyage.
Caution: Emergency entry into a cargo space should be undertaken only by personnel
trained in confined space operations and wearing self-contained breathing apparatus, and
protective clothing if necessary, and always under the supervision of a responsible qualified
officer.
9.- UNLOADING
Prior to arrival at the dock or before opening cargo holds, hydrogen gas concentration in
cargo or adjacent spaces should be checked. Care should be taken to vent any accumulated
gases prior to opening of hatch covers. Cargo hatches and other openings should be opened
carefully to avoid creating sparks. If hydrogen concentration is found to be over 1%, the
Captain should notify the harbormaster of the potential dangerous conditions and follow the
procedures outlined in the Emergency Procedures section of this Guide.
Oxygen concentration before entering any cargo spaces shall be also measured. At the
discharging port, no one is to enter any holds until the oxygen content has been verified and
ensured to be over 21%. No one is to go into the holds until after several hours of opening
holds and verifying that the oxygen concentration has been restored.
Check cargo temperature inside cargo holds before unloading. If temperatures of cargo are
over 65°C, follow the procedures outlined in the Emergency Procedures section of this Guide.
Radar, RDF scanner and other delicate equipment should be protected against dust.
Any bulk material handling system such as cranes and grabs can do unloading. Conveyor
belt system is most appropriate for handling from dock to yard. In the yards, front-end loaders
are used to handle the cargo in bulk.
Unloading can be conducted under all weather conditions, as long as the DRI (A) remains
outdoors, is not going to be transshipped, will not be stored in a confined space, and will not
have a confined space directly above.
During unloading, a fine spray (not excessive) of fresh water is permitted for dust control. It is
not recommended to apply a fine spray of fresh water to this cargo when it will be stored in an
enclosed space or is to be transshipped.
The cargo temperature should be monitored during unloading.

_________________ __________________

If hot product needs to be discharged, it should be done in an open and clean space free and
away from combustible materials such as coke, wood, lye, chlorines, etc. No hot material
shall be discharged on wooden docks. Refer to the Emergency Procedures section of this
Guide.
Immediately after unloading, accumulations of dust or small particles from this cargo on deck
or in proximity of cargo spaces shall be removed as quickly as possible.
After the holds are clean, the hatches should be shut, and the deck and ships’ structure
should be thoroughly cleaned using an environmental friendly method and media in order to
remove any fines or dust that may have accumulated. Local and international environmental
regulations should be strictly followed for this procedure.
9.1.- Lightering operations at discharge port
Ships carrying DRI (A) and discharging on barges should follow the same procedures as
described in the Top-off Operations section of this Guide. The same precautions should be
strictly followed concerning limiting the water absorption of the product during its
transportation by barge to the discharging site.
Unloading can be conducted under all weather conditions, as long as the DRI (A) remain
outdoors and is not in a confined space, and does not have a confined space directly above.
10.- EMERGENCY PROCEDURES
In case of any emergency in which the cargo of DRI (A) is involved, do the following:
a. Follow the procedures below for each particular case,
b. CONTACT THE SHIPPER IMMEDIATELY for detailed instructions at any of the

following telephone or fax numbers:
Shipper: Contact Telephone Fax e-mail

Antonieta Paciello (58-286) 7006027 (58-286) 9941091 apaciello@venprecar.com
Félix Rodríguez (58-286) 7006024 (58-286) 9940607 rfelix@venprecar.com
José Arcadio Castillo (58-286) 7006141 (58-286) 9940607 josecastillo@venprecar.co

m
(58-286) 7006142
Port:
_________________ __________________

c. Inform your P & I Club immediately and seek expert advice. Have the P&I Club contact
the shipper.
10.1.- Additional Precautions If Concentration Of Hydrogen Over 1% (25% Lel):
 INFORM THE SHIPPER IMMEDIATELY AND SEEK EXPERT ADVICE.
 KEEP THE NATURAL SURFACE VENTILATION OPEN AT ALL TIMES.
 Monitor LEL in the holds continuously until level drops to less than 25 %.
 Avoid any possible ignition source on the vicinity.
 Care shall be taken as to prevent any spark generation.
Monitor the hydrogen concentration in the holds and keep the surface ventilation (either
natural or mechanical) until values fall below 1%.
When hydrogen levels are within safe values, proceed as normal.
On the contrary, additional ventilation should be applied to the space if available and re-
testing should be conducted after a suitable interval.
Contact the P & I Club and Shipper and follow the instructions of the appointed expert or
surveyor.
At sea, do not open the troubled hold without explicit instructions from the shipper or
appointed expert or surveyor.
Ensure there are no possible sources of ignition near the cargo spaces, adjacent spaces or
open decks.
10.2.- Procedures If HBI Temperatures Rise Above 65°C (Overheating).
a. INFORM THE SHIPPER IMMEDIATELY AND SEEK EXPERT ADVICE.
b. Monitor the temperature of the cargo in the holds and adjacent bulkheads
more frequently and evaluate its tendency.
c. Check if the temperature rise is temporary. Temperature increase of about

30 °C due to self-heating may be expectated after material handling.
_________________ __________________

d. Batten down until assessing the situation.
e. Check whether there was any ingress of water in cargo holds.
o If there was ingress of seawater, the effect will only be noticed after
16-24 hour.
o The temperature would increase and then should stabilize
f. Check bilge wells and remove any water
g. Check for steaming of cargo
o If so the natural ventilation should be kept open at all times
h. DO NOT USE WATER TO COOL DOWN THE CARGO
i. If the temperature of the cargo continues rising, if weather permits and

unloading gear is available, open the hatch covers to spread out the hot
spots of cargo inside the hold as much as possible. Evaluate the cargo
temperature tendency. If the cargo temperature shows sign of decreasing,
continue with this operation until temperatures drops to below 65°C. Then,
close the hatch covers and keep the natural ventilation open.
j. If temperatures of the cargo reaches and surpasses 120 °C, preparation to

jettison or discharge the cargo at the nearest safe and suitable port should
be conducted.
k. Bulkheads of empty cargo holds adjacent to loaded holds with hot cargo can
be sprayed with water to help indirectly cool down the cargo in the adjacent
space. DO NOT USE WATER DIRECTLY ON HOT CARGO.
Consult immediately the P & I Club in order to define what further action should be taken.
At sea, do not open the trouble hold until assessing the situation and tendency of cargo
temperature and without explicit instructions from the shipper, appointed expert or surveyor.
Temperatures of the cargo can also be checked by lowering a thermometer down the
sounding pipes to bilges’ double bottom and wing tanks and record the temperatures.
In holds that do not carry DRI (A), open the hatch covers sufficiently to ventilate to allow safe
entry into these areas to check for bulkhead heating. Record any changes and spray the
bulkheads with water if heating is noted, providing the bulkheads are mechanically sound and
watertight.
Monitor the material temperature every hour. Record all the temperature readings.
_________________ __________________

DO NOT AT ANY TIME USE WATER DIRECTLY ON DRI (A) TO COOL THEM OR IN ANY
SPACE CONTAINING DRI (A). DRI (A) can only be cooled with water when they are spread
out in fine layers in open yards or as a last resort completely flooded when in an enclosed
compartment; the latter action may give rise to considerable hydrogen generation and should
only be done upon expert advice.
10.3.- Procedures if seawater enters the cargo holds
IF SEAWATER ENTERS THE HOLD CONTAINING DRI (A), THE MASTER SHOULD OPEN
THE VENTS AS SOON AS POSSIBLE AND SHOULD CONTACT THE SHIPPER
IMMEDIATELY.
If the hold is breached due to an accident and becomes flooded with seawater or, there will be
a bubbling action in the flooded cargo due to the production of Hydrogen. Keep the surface
ventilation system (either natural or mechanical) operating continuously and measure
hydrogen concentration. Levels of LEL should be maintained at less than 25%. The
temperature of the water will remain constant. The steaming of DRI (A), if it occurs, may not
be noticed until 16 - 24 hours after the entrance of seawater. DRI (A) contacted by seawater
will oxidize to reddish brown color. Monitor the temperature of the cargo more constantly and
follow the emergency procedures for both high hydrogen levels and overheating included of
this Guide.
Inform the P&I Club and look for advice. Have the P&I Club call the shipper.
If a small amount of seawater enters the holds, due to the hatch cover leaks during heavy
seas, keep the holds closed and sealed. Keep the surface ventilation (either natural or
mechanical) open whenever weather conditions allow (The goal is to allow the hydrogen gas
that may generate to dissipate to the atmosphere). Increase the frequency of monitoring and
follow the emergency procedures for high hydrogen and high temperature of this Guide.
WARNING
DO NOT USE EITHER FRESH WATER OR SEAWATER TO COOL DOWN HOT
MATERIAL in enclosed spaces such a cargo hold on a ship, unless strictly necessary
to keep integrity of vessel and under Master’s expertise. If water shall be used: i) use
large amount of water to completely flood the material and ii) provide adequate
ventilation to let Hydrogen gas generated escape to atmosphere. Be prepared to
jettison cargo if very high temperatures (over 120 °C) are recorded, or make
arrangements to get to the nearest safe and suitable port for discharging the hot
cargo. Hydrogen concentration should be kept below 1% and the ventilation system
should be operating continuously to lower the concentration of hydrogen gas inside
the cargo hold. Consider the solutions with the following priorities as follows:
1.- Unload the troubled cargo at nearest port
2.- Jettison of cargo
3.- Flood the hold with water
_________________ __________________

Guide For Maritime Transportation of Direct Reduced Iron (A) (Briquettes, Hot-Moulded)

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Maritime Guide for Direct Reduced Iron (A).

Briquettes, hot - moulded Pag:1 of 17

GUIDE FOR MARITIME TRANSPORTATION

Document Revision N°: 1. July 2012

1.- MATERIAL DESCRIPTION 3

Document Revision N°: 1. July 2012

GUIDE FOR MARITIME TRANSPORTATION OF DIRECT REDUCED IRON (A)

Chemical Specifications (%) Physical

Total Iron (FeT) 89.60 mín Size: 108 mm x 48 mm x 32

Metallic Iron (Fe°) 84.70 mín Weight: 0.5 – 0.7 kg

Carbon (C) 0.80 mín Apparent Density: > 5.00 g/cm3

Phosphorous (P) 0.130 máx Bulk Density: 2.40 – 2.80 t/m3

Total Gangue 6.50 máx Moisture: 0.5 % max

Document Revision N°: 1. July 2012

2.- MATERIAL CLASSIFICATION

3.- BULK CARGO SHIPPING NAME

4.2.- Hydrogen generation

4.4.- Dust generation

Dust is generated during material handling in bulk at loading and unloading.

5.- STOWAGE & SEGREGATION

Document Revision N°: 1. July 2012

6.- GENERAL NORMS, GUIDELINES AND PRECAUTIONS

 Single deck Bulk Carrier

 Classed by a world recognized Classification Society

 A tank top strength between 12 and 15 mt/m²

DRI (A) is suitable for shipment if it conforms to the following requirements:

No water shall be allowed to enter cargo spaces containing this cargo.

Document Revision N°: 1. July 2012

Document Revision N°: 1. July 2012

Weather deck closures shall be inspected and tested to ensure integrity.

7.- LOADING PROCEDURES

7.1.- Logistics and loading particulars of Port

7.2.- Requirements prior to loading

Document Revision N°: 1. July 2012

7.3.- Requirements during loading

Document Revision N°: 1. July 2012

7.4.- Top-off operations

Top-off operations shall not be performed during precipitation.

Document Revision N°: 1. July 2012

The DRI (A) shall not be loaded if temperature is in excess of 65 °C.

8.- VOYAGE PRECAUTIONS

Surface ventilation only, either natural or mechanical, shall be conducted, as necessary,

Document Revision N°: 1. July 2012

8.2.- Routine checks

Enclosed spaces adjacent to cargo spaces, e.g. storerooms, carpenter’s shops,

Document Revision N°: 1. July 2012

8.3.1.- Procedures for measuring hydrogen or explosivity in cargo spaces

Throughout the voyage, hydrogen gas analyses shall be conducted as frequently as

8.3.2.- Procedures for measuring temperature of the stow

Document Revision N°: 1. July 2012

8.3.3.- Procedures for measuring oxygen in cargo spaces

The cargo temperature should be monitored during unloading.

Document Revision N°: 1. July 2012

9.1.- Lightering operations at discharge port

10.- EMERGENCY PROCEDURES

a. Follow the procedures below for each particular case,

b. CONTACT THE SHIPPER IMMEDIATELY for detailed instructions at any of the

Shipper: Contact Telephone Fax e-mail

José Arcadio Castillo (58-286) 7006141 (58-286) 9940607 josecastillo@venprecar.co

Document Revision N°: 1. July 2012

10.1.- Additional Precautions If Concentration Of Hydrogen Over 1% (25% Lel):

 INFORM THE SHIPPER IMMEDIATELY AND SEEK EXPERT ADVICE.

 KEEP THE NATURAL SURFACE VENTILATION OPEN AT ALL TIMES.