DIRECT REDUCED IRON – PELLETS, LUMPS, COLD MOULDED

BRIQUETS (DRI)

1.1 Description:
The traditional method of making iron from iron ore using the blast furnace is very
energy-intensive and during recent years, efforts have been made to reduce iron oxide
to metallic iron more economically. One of the most successful methods is the D.R.I
process, in which iron ore is crushed , partially freed from unwanted material and then
pressed in the form of pellets, lumps or cold molded briquettes. This material is then
submitted to hot reducing gases prepared from partial burning of methane or similar
gases.
This process to remove the oxygen is carried out at just below the fusion point of iron
(at temperatures under 650 deg C), and as the oxygen is removed from the material it
converts the reducing gases to carbon dioxide, leaving a rigid sponge-like structure.
This is called “Direct Reduced Iron” and is the starting point in the manufacture of
steel. The DRI is melted in an arc furnace and the various other substanc es required in
the manufacture of specialized steel, e.g, carbon, chromium, tungsten etc., can then be
readily added.
Cleaning the hold after discharging DRI to load a clean cargo requires greater effort
and time, because of the rust stains it leaves on the structure. For cleaning procedure,
see “Final Clean-Up”

1.2 Trade Name:

DRI

1.3 Size:
For lumps or pellets – average particle size from 6 to 25 mm with upto 5% fines under
4 mm.
For Cold molded briquettes – approximate maximum dimensions 35 to 40 mm.

1.4 Angle of Repose:

About 27 degrees for pellets

1.5 Stowage Factor in Cubic metres/MT:

About 0.5, less for Briquettes

1.6 IMO Classification;

Appendix B, BC Code No.15- Materials possessing a Chemical Hazard.
IMO Class: MHB (materials hazardous only in bulk), IMDG Code.

1.7 Properties:
By reason of its sponge -like nature (porous), the DRI material has an enormously high
surface area relative to its mass. Oxidation of iron is a surface phenomenon, the larger
the surface area relative to its mass, the more reactive is the product. The enormous
surface area of the DRI material is a key factor in rendering the material so reactive
and capable of building-up considerable heat. The DRI material has an affinity to
combine with oxygen from the atmos phere and revert to its Oxide state, this will
occur continuously, although slowly, at normal temperatures. This rate of re-oxidation
is accelerated by the presence of water and even more so, by the presence of water
containing chloride ions (seawater). In addition to producing intense heat, the action

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of salt-water on DRI will result in the production of hydrogen gas, which is highly
explosive. This exothermic reaction (i.e giving off heat) will only cease to be effective
when the available moisture is us ed up or the surface area has been completely
oxidised. Oxidised DRI loses much of its metallic value. Typical DRI has 92-94 %
metallisation; oxidised DRI reverts to about 60 % metallisation.
If the heat generated in the reactions is not dissipated (cooled), then the temperature
rises and hot spots occur which in turn cause the surrounding materials to become
heated.
Hot DRI material cannot be sprayed with water without causing a hazardous and even
explosive condition, because of the evolution of Hydrogen gas.
Moreover, Carbon Dioxide cannot be used to smother incandescent DRI, BECAUSE
AT THE TEMPERATURES PRODUCED CARBON DIOXIDE IS REDUCED TO
CARBON MOXOXIDE, ANOTHER EXPLOSIVE GAS.
In addition, the heated DRI material fuse together at elevated temperatures to form a
very dense, hard mass that is difficult to handle both in the hot and cold states, and
can cause potential damage to a cargo hold to such a point that the ships metal can
warp.
It is dangerous to load DRI material at temperatures in excess of 65 deg C,
particularly if it is improperly sized – i.e fines should not exceed 5%. It is also
hazardous to introduce any foreign materials that might restrict air passage or act to
generate heat. Combustible materials (like burlap over the bilge covers) must be
avoided. Fines tend to inhibit dissipation of heat and offer a greater surface area for
reaction. Fines in layers or concentrations that are in contact with coarser materials
create a stack effect and are sites for heating.
DRI material is also pyrophoric, which means that they have the property of catching
fire simply through exposure to air. The reaction here is the recapture of oxygen ions
from the air to replace those that were driven in manufacturing process. The simple
oxidation process is exothermic (i.e. gives off heat). The reaction is also
topochemical, meaning that it is a surface layer reaction. Consequently, once the
available surface area has been oxidised, the reaction will slow or stop. The degree of
reaction is then directly related to ava ilable surface area, which when related to its
mass could be as much as 1000:1 . This explains why DRI cargo, having more
available surface area than HBI cargo, is more prone to reaction and thus requires
precautions in addition to those taken when carrying HBI cargo.

1.8 Precautions:
1. Because of the possibility of danger to the ship if cargoes of DRI become wet, the
problem was investigated by a sub-committee setup by the International group of P&I
clubs in 1982, which recommended that the product should only be carried under a
blanket of Inert Gas (Carbon Dioxide or Nitrogen). The carriage of DRI was
considered again in January of 1986 at the 23rd session of the IMO, to which a paper
was presented by the Associations of P&I clubs, which recommended certain
amendments to the entry for DRI in the IMO Bulk Cargo Code and its
recommendations have subsequently been ratified by the IMO Maritime Safety
Committee.
The amendments concern only DRI pellets, lumps and cold molded briquettes and no
entry has been ma de to the entry for Hot Moulded Briquettes (Also called HBI).

The IMO amendments to the entry for DRI relate mainly to the “Shippers
Requirements” which now read as follows:

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“A. The Shipper should provide necessary specific instruction for carriage, either;

1. Maintenance throughout the voyage of cargo holds under an Inert

atmosphere containing less than 5% Oxygen. The Hydrogen content of the
atmosphere should be maintained at less than 1% by volume: OR
2. That the DRI has been manufactured or treated with an oxidation and
corrosion inhibiting process which has been proved to the satisfaction of
the Competent Authority, to provide effective protection against dangerous
reaction with sea water or air under shipping conditions.

B. The provisions of paragraph ‘A’ may be waived or varied if agreed by the

Competent Authorities of the countries concerned taking into account the sheltered
nature, length, duration, or any other applicable conditions of any specific voyage”

In relation to A(2), the major manufacturers in Germany have used a chemical

‘passivation’ process to inhibit oxidation/corrosion. However, there has been a serious
fire on board a ship carrying this product and there must be serious doubts about
whether such a passivation process renders the cargo safe for carriage by sea.

The association of P&I clubs continue to believe that the only proven method of
carrying this cargo safely is by maintaining the cargo holds in an inert atmosphere and
believe that the most effective method of providing an inert atmosphere is by injecting
the inert gas at the bottom of the stow in order to force out the air within the stow.

On present information, it is not thought that the length or nature of the voyage
contemplated (IMO paragraph ‘B’) can ever justify the waiver of the requirement of
maintaining the cargo in an inert atmosphere.

While the Associations continue to work with the major manufacturers and
international bodies to reach agreement for the further amendment of the regulations,
Members are again advised to ensure that the terms of their charter-parties permit the
carriage of DRI (pellets, lumps and cold moulded briquettes) in accordance with the
recommendation that the cargo should always be carried in an Inert atmosphere,
whatever the nature or length of the voyage contemplated.

2. Since DRI causes oxygen depletion in the cargo hold and adjoining enclosed
spaces (like void/stool spaces), due caution must be exercised prior to entering
such compartments. Also any ducts passing between the cargo holds and the
accommodation and any stores etc. Should be effectively sealed.
3. No activities like smoking, burning, cutting or other source of ignition to be
carried out around the cargo space area.
4. Every precaution to be taken to avoid water ingress into the cargo compartments,
including sealing the hatches with hatch sealing tape if required.
5. Do not load DRI in rain, because any dry cargo loaded later over the wet cargo
will trap the heat from oxidation, also the DRI material does not conduct heat very
well because its sponge-like nature allows for limited surface area that is in
contact with other DRI material in the stack.
6. There are 2 main rules for DRI: keep it dry, and keep it cool

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Cargo of DRI which heated as the result of seawater ingress through a ventilator
shaft. Hot spots were unloaded and spread on the quay to cool.

1.9 Required Cargo Certificates:

Pre-shipment requirements should be strictly observed;
1. Required certification by a competent person recognised by the national
Administration of the country of shipment to the ship’s Master that the cargo at
the time of loading, is suitable for shipment.
2. In addition, the shipper is required to certify that cargo conforms with the
requirements of the Code (BC code). Cargo should be properly and accurately
described before shipment.
3. Ensure that charter-party provides for inerting of the hold after loading is
completed. As stated earlier, there is serious doubt that oxidation and corrosion-
inhibition process by passivation technique will render the cargo safe for carriage
by sea.

1.10 Operational Procedures applicable to DRI :

In the following sections an attempt has been made to provide Masters with a detailed
List of procedures on a step-by-step basis. Although these procedures are provided to
assist Masters, they are not exhaustive and do not relieve you from your responsibility
to ensure that the cargo is carried and handled in accordance with the BC code and
other applicable international and national requirements.

1.10.1 Pre-Arrival Preparation:

1. All holds used for loading should be washed with fresh water and then thoroughly
dried.
2. It is recommended that all holds used for loading be coated with a complete thin
& firm coat of silicon (Dow Corning) in the product/water ratio recommended by
the manufacturers (about1: 4). This coat must be allowed to dry before
commencing loading. Best results are obtained by spraying with a paint spraying
machine fitted with a pole gun and reversible spray tip.
3. There should be no heat sources, such as steam lines and any wooden fixtures.
4. All bilges in holds to be loaded should be lined with wire mesh and not burlap or
any other combustible material.
5. If your vessel has encountered heavy weather or has taken on salt water spray en
route, you may consider it prudent to wash down the decks with fresh water.

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6. You should ensure that the hatch seals for all holds to be loaded and seals for all
hold ventilators or other enclosures leading into the hold are absolutely weather-
tight.
7. A high-pressure hose should be rigged up to the deck line in preparation of the
surveyors hose test of all hatches to be loaded. All load hatches should also be
battened down.
8. Prior to arrival and deballasting, all ballast tanks should be pressed up to the deck
level, in order to ensure that there are no leaks in the tank tops, air-pipes or
sounding pipes passing through the holds. Also it is important to check that the
sounding pipes for hold bilges passing through the Top-Side tanks are not holed.
This can be done by checking the soundings of hold bilges visually after pressing
up the TST, and by visual inspection of the sounding pipe after emptying the TST.
You should also perform a hose test on all hatches to be loaded along with the
ventilators and other openings to the hold. If ballast hold is used for loading, then
the ballast bellmouth covers should be tested to 3.0 bars with the valves open. All
this should be recorded in the Log book and confirmed to the surveyor on arrival.
9. The ship should be equipped with the following:
a. High Pressure water washing machine which should be tested and sufficient
spares maintained on board.
b. The ship should also be equipped with a Combi/Maxi-gun,
c. A Chemical sprayer for spraying the acid solution if required.
d. Sufficient stock of .either of the following: 1.) Drew Metal brightener/Muriatic
acid/Oxalic acid.
e. Long handle sponge mops for localized cleaning.
f. Portable scaffolding (upto 4-6 mts)and a working platform or MOT gangway
are also useful for spraying the acids
10. The Emergency hatch cover operation equipment should be tested and kept in
readiness.
11. Thermoneters & Equipment to measure and Oxygen & Hydrogen in an Inert
atmosphere should be available on board.

1.10.2 Arrival Preparation:

1. Radar, RDF scanners (if fitted), deck motors, hatch pistons, lifeboats, gangways
should be covered with plastic wrap in order to be protected against the dust. It is
recommended that the superstructure , especially the bridge -front be also covered
with plastic /tarpaulin covers. Hatches not used for loading should also be covered
with plastic/tarpaulin covers. In some cases, during dry weather, it is
recommended that superstructure be coated with a thin & firm coat of silicon.
2. Cranes should be topped up to maximum extent – i.e until the jib cuts out so that
dust settling on the jib is minimal.
3. No loose items whatsoever to be kept or left on deck.
4. Natural ventilation of all stores should be kept shut, so that no dust gets inside the
stores. The wire mesh of E/R blowers next to the funnel should be covered with
dust filters (porous material that will allow only air but not dust to enter). If fitted
with 4 blowers, the 2 leeward blowers should be kept shut. Any critical electronic
equipment exposed in the E/R should also be covered, e.g; Boiler controls.
5. The AC unit should be on 100% re-circulation. The AC inlet inside the
accommodation used during re-circulation should also be kept covered with a
filter type material (that will allow only air but not dust to enter). All natural vents

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 to accommodation should also be shut. The galley vents should be on exhaust and
not on supply. All natural vents to wheel- house should be kept shut, and most
important, all bridge equipment and panels should be covered with old bed-sheets.
6. All accommodation access doors should be kept shut and latched from inside
(capable of being opened in an emergency), except the quay side entrance door
which should be kept closed but not latched. The bridge wing doors should also be
kept closed and ensured that the seals are capable of preventing dust from entering
the wheel-house. All deck stores, crane columns, steering gear room doors should
be kept shut.
7. Mooring hawsers and loose ropes should be covered with canvas. Pilot ladders
should be stowed aft and kept covered.
8. Safety permitting, as much ballast as possible should be pumped out prior to
docking and on the berth in order to avoid delays to loading.
9. A list of soundings of all tanks should be prepared at time of docking for the draft
surveyor.
10. Prior to loading, your vessel will be inspected to ensure that all holds to be loaded,
including bilges are clean and DRY. The surveyor will also conduct a high-
pressure hose test to ensure that all hatches and associated vents are weather-tight.
11. You should also ask the shipper/loading terminal to run the belt for five minutes
(but not over the cargo hold) in order to run off any rain water or cargo residues.

1.10.3 Stow Plan and Loading Sequence:

1. When possible, car go should be loaded in minimum holds to minimize on carriage

requirements and expedite hold cleaning for the next cargo.
2. A general loading sequence and individual hold loading sequence should be
prepared for presentation to the shipper/loading terminal on arrival.
3. The load sequence for DRI should be 50% of the quantity in any hold.
4. For the sea passage, it is highly recommended that ballast compartments (TST,
DB) adjacent to the cargo holds containing cargo be kept empty.
5. Furthermore, the loading sequence should allow for the maximum amount of
cooling time before coming back to the same hold. Thus, If your initial sequence
is, for example, hold 3,5,1,7, then the second run should be in the same order.

1.10.4 Loading Operation:

1. Before commencement of loading, the shipper will install a piping system in the
holds to be loaded to allow Nitrogen purging at the completion of loading.
Oxygen and hydrogen gas measuring equipment in an inert atmosphere should be
available on board.
2. The shippers will also install some thermocouple wires on the tank top. At mid-
loading, when about 50 % of the cargo assigned to that hold has been loaded,
Shippers will add more thermocouples. The shipper should provide the vessel with
an infra-red temperature measuring device. At the start of loading and during the
loading process, the temperature of the cargo at the spout should be monitored
continuously and recorded. The cargo should not be loaded if the temperature
exceeds 65 deg C at any stage. Also monitor the temperature of the pile in each
hold using the infra-red gun.
3. No wet cargo or cargo known to have wetted should be accepted for shipment.

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4. Due to the amount of dust generated by these cargoes, it is very difficult to
visually trim the cargo while loading. Thus, in order to facilitate the even
distribution of the cargo, it is suggested that you commence your loading
sequence with 500 MT in the centre of one of the centre holds. Then, continuing
athwartship line from starboard to port. The loader will then move back about 8
metres to allow you to repeat another 1,000 MT athwartship run. Once the bottom
is covered, the wakes of each run can be filled in with 500-1,000 MT to level the
cargo.
5. Loading should only be done in dry weather. If it begins to rain during loading,
the loading operation should be halted and hatches closed until the rain stops.
6. As each hold is loaded in sequence, the hatch covers should be left partially open
but ready for immediate closure in the event of rain.
7. When rain clouds are observed to be approaching, in consultation with the
terminal, loading should be halted and all hatches promptly closed. Prior to re-
opening hatches after a rain shower, all water should be brushed off the hatch
covers in order to avois any draining into the holds. Also, prior to resuming
loading, the loading belt should be run again for about 5 minutes over the jetty in
order to run off any accumulate d water or wet cargo.
8. Please ensure that the deck officer on watch keeps the loading arm moving every
few hundred tons in order to ensure an even surface trim of cargo. For DRI
pellets, the angle of repose is about 27 degrees.
9. It is recommended that the crew continuously keep sweeping all dust from main
deck, hatch tops, hydraulic rams to be carefully wiped with soft cloth, and avoid
scouring of the chromium plating. Electric conduits should be given particular
attention. When possible, compressed air should be made available on deck
throughout the loading. After sweeping, all the fine dust should be cleared with
compressed air. This should be done diligently and regularly.
10. It is recommended that all crew are wearing safety goggles and dust masks at all
times during loading operations.
11. No chipping/hot work/naked light should be kept on deck. Smoking is strictly
prohibited on deck. Please ensure that no one carries so much as a lighter on deck.
12. All ballasting sequences will be made to ensure that no ballast is in adjoining
tanks with the hold being loaded.

1.10.5 Upon Completion of Loading:

1. Hatches should be battened down and sealing tape should be applied by the crew.
2. Once the hatches are sealed, the Nitrogen Purging operation starts via pipeline
from the deck. The object of this purging is to replace the oxygen in the cargo
holds by nitrogen, which is an inert gas. The operation lasts between 2-3 hours per
hold.
3. All temperatures, oxygen and hydrogen checks are to be taken jointly by the crew
and the attending cargo superintendent, if nominated by the shipper to stay on
board during the loading and also for the passage.
4. Compressed air should first be used to remove the fines accumulated on
decks.The ship should then be washed thoroughly with high-pressure fresh water
sprays. This will remove the fines adhered to the structure. While hosing down the
deck, ensure that no water is allowed to enter the cargo holds. If staining is
observed, then DREW Rust stain remover/Metal Brite (this is a mild acid ) or
Oxalic acid can be applied and allowed to stay for about 20 minutes before

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 washing down. When using this chemical, proper protective clothing should be
worn, which includes chemical suit, goggles, respirator, latex gloves.

1.10.6 Carriage/Ocean Passage/Emergen cy Response:

1. Cargo should be separated from the following: a.) Goods from Classes (Division
1.4S), 2, 3, 4 and 5 and Class 8 acids in packaged form of IMDG code; and (b)
Solid bulk materials of classes 4 and 5.
2. Also note that goods of Class 1, other than Division 1.4S, should not be
transported in the same ship.
3. Further, the boundaries of compartments keeping the cargo should be resistant to
fire and passage of water.
4. Ensure that temperature, oxygen and hydrogen checks are to be taken jointly by
ships crew and the attending cargo superintendent, If one is provided (usually
twice a day) and reported to Charterers and to Shippers.
5. Any increase in the readings near critical values is closely monitored and, in the
unlikely case that those critical values are reached, the Shippers cargo
superintendent on board the vessel will provide the Master with appropriate
advice. If there is no cargo superintendent on board, then 1.) Do NOT use
water.2.) Seek professional help. However, applying inert gas to a smouldering
situation could be effective. If Nitrogen gas is available, use of it could keep the
Oxygen level low and thus contain the fire. 3.) Nevertheless the ship should head
for the nearest port and NO water, steam or additional Carbon Dioxide should be
used at this stage. 4.) Prepare for grab discharge if serious heating is apparent. 5.)
DO NOT ballast any adjacent ballast tank to cool the cargo in the hold, as the tank
manhole cover gaskets may have given way due to the high temperature and this
would allow the ballast to enter the hold, only worsening the situation.

1.10.7 Unloading:

1. Items 1-7 of “Arrival Preparation” , and items 9,10,11, and 12 ( substitute

deballasting for ballasting) of “Loading Operation” should be followed.
2. Unloading can be done by any bulk material handling system, such as grabs or
magnets (only for briquettes). Unloading does not have to be stopped during rain,
but transshipping to other vessels should be stopped during rain.

1.10.8 Final Clean-Up:

1. The holds should be swept to remove as much dust as possible.

2. After sweeping, the holds can be rinsed out with high-pressure fresh water to
remove any fines that are left behind. Scaffolding or Chery-picker if available
should be used at this stage, if not and weather permitting, a basket suspended by
crane may be used.
3. If staining of the cargo holds are observed, then a solution of a mild acid like
DREW Metal brite/Rust stain remover or Muriatic/Oxalic acid(about 40-60 lts
mixed with about 100 lts of fresh water) may be applied by chemical sprayer
using scaffolding/cherry-picker or a basket suspended by crane (only if weather
permits). After allowing to stay for 15-20 minutes (not too long, otherwise paint
could be damaged), this should then be washed down using high-pressure Combi-
Guns (air/water gun). The wash should be allowed to collect in one of the hold

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 bilges, after blanking the other and creating about 1 degree list to that side. Then
using the slurry pump or wilden pump to dr ive the combi-gun, this wash water
could be re-used to give a couple of closed cycle washes till satisfactory results
are obtained. When using this chemical, proper protective clothing should be worn
which includes chemical suit, goggles, respirator, latex gloves.
4. The washings should be collected in the Hold water washing tank or any other
holding tank, and disposed off without contravening any local port regulations and
MARPOL annexes.
5. Superstructure if stained can then be washed with high-pressure fresh water.