Safe carriage of Iron ore & other iron concentrates in bulk

Iron ore is used for the production of metallic iron in steel-making. Although
some 45 countries export natural iron ore resources, seven countries provide
75% of the total exported. The two largest exporters are Brazil and
Australia, with about 33% of total world exports each. Other exporting
countries include Chile, India, South Africa, Canada, Russia and the United
States.

Handling iron ore in bulk carrier

The majority of incidents where bulk carriers have been lost were when
carrying iron ore. In the carriage of iron ore, the following precautions
should be taken:

1. Iron ores are heavy cargoes which occupy a small area for a large
weight, ie they have a low stowage factor (between 0.24 0.80
m3/tonne). It is therefore important that the tanktop has sufficient
strength to carry certain iron ores
2. trimming of these cargoes is generally required (even though their
angle of repose is mostly above 35°) to spread their weight across the
entire tanktop
3. the stability of vessels as iron ore is a high density cargo, when
loaded on an ordinary bulk carrier (not an ore carrier) it will increase
the vessel's GM to make it a `stiff' ship.

4. dust iron ore is commonly loaded with conveyor belts, grabs, chutes
and bucket belt unloaders, causing significant quantities of dust during
both loading and discharging. However, enclosed conveyor belt
systems generate less dust. The dust may damage ship's machinery as
well as the health of personnel.
5. moisture content iron ore is assumed to have a homogeneous
moisture content between 016%. However, if kept lying in the open,
the moisture content may increase due to absorption from air or rain.
If the exact moisture content is unknown, a proper laboratory test may
be called for. The Master must also ask the shipper to detail the
cargo's moisture content and TML
6. In recent years an increase incidents attributed to carrying iron ore
filings with excessive moisture content, causing sloshing and adverse
stability and in some cases the rapid loss of the ship. During the
monsoon season in the Indian sub-continent iron ore filings are stored
and transported open to the elements. It is worth remembering that
 the cargo may remain stockpiled before being shipped later in the dry
season
7. It is imperative that the cargo moisture content is tested prior to and
monitored during all stages of loading as, once onboard, cargo may be
extremely difficult to remove.
The shipper's test certificate should be presented before loading, be
sound and no more than seven days old. A good indicator during the
load is the presence of splatter marks of iron ore filings on the
bulkheads. If splatter marks are evident, they should be taken very
seriously as an indication that the moisture content is above the TML
and the flow moisture point. If the Master is in any doubt, he should
contact the owners and the P&I Club correspondent.
8. stress monitoring stresses upon the ship, both in port and at sea,
should be monitored using an HSMS (Hull Stress Monitoring System) if
fitted, and the movement of cargo and ballast monitored using stress
calculating software
9. alternate hold loading bulk carriers sometimes carried iron ore in
alternate holds at the request of charterers owing to the economic
advantages of faster turnround and raised centre of gravity. To do so
ships must be specially strengthened. SOLAS Chapter XII bans
alternate hold loading for single skin ships of 150 m or more in length,
built before 1st July 1999, that carry cargo equal to 90% of the ship's
deadweight.
10. the iron ore standard sampling procedure given in the IMSBC
Code should be followed.

Precautions for carriage of iron ore:

Iron concentrates

concentrates of iron are produced by either:

1. the dry method, in which high grade ore is crushed to remove waste
material, leaving a low moisture content in the powdered ore. Iron
concentrates obtained by the dry method are susceptible to
spontaneous combustion because of the air already trapped within the
concentrate during the crushing process.
Due to dampness within the cargo, the sulphur can react with the
oxygen to produce heat, resulting in spontaneous combustion.
Therefore, for concentrates, the holds should be kept closed and
ventilation avoided. Additionally, due to sulphur and other metallic
contents within concentrates, these may emit poisonous/explosive
 gases. The cargo spaces should be treated as enclosed spaces and
appropriate entry procedures followed
2. the wet method, in which the crushed rock is washed in water to
separate the sulphides. The concentrate has a high moisture content
that may liquefy and shift onboard ship. The moisture content of these
concentrates should therefore be checked prior to loading and, if
above TML, the cargo should be rejected

Sponge Iron (or Direct Reduced Iron (DRI))

This is produced from iron ore and is used in the manufacture of steel. It
involves heating the iron ore at low temperatures without allowing it to come
in contact with air. It is, therefore, important to allow the piles of sponge
iron to be weathered before shipping so that its temperature drops.

The sponge iron is separated by magnets so has little moisture content.

Therefore, when it is shipped in large quantities, if it gets damp from contact
with air, it is likely to oxidise and so is liable to spontaneously combust
and/or emit toxic fumes. Sponge iron cannot be used directly for
manufacture of any consumer products as it first needs to be processed into
wrought iron. Some owners will not accept these cargoes on their vessels

Pig Iron

Produced by burning coke as fuel to heat the iron ore which then gives off
carbon monoxide. This combines with the iron oxides in the iron ore to
produce metallic iron known as pig iron. Pig iron is obtained in a molten
state that can be moulded as required. It contains a comparatively higher
quantity of carbon, about 3.5%, and is less pure than sponge iron.

Fig: Discharging iron ore -final stage

When loading any of these iron ore products, care should be taken to
monitor the temperature of the cargo itself whether it is in pellet, lump or
briquette form. If the temperature exceeds 65°C, it must not be loaded
onboard. The alternate option is that the shipper's declaration provides
information as to whether the cargo has been sufficiently treated for
oxidation/ corrosion inhibition to avoid any chance of spontaneous
combustion on increase in the moisture content.

Blended iron-ore

Blended iron-ore containing DRI (C) can be identified by its chemical

composition, which must include: total iron (Fe) content; metallic iron (Feo)
content; and moisture content. The information must be supported by a
certificate from an independent testing laboratory and be related to the
cargo offered for shipment. The certificate should state the method and
standards followed when obtaining the tested samples (preferably ISO
10835) and when determining the metallic iron content (preferably ISO
5416).

If a blended iron-ore cargo contains any metallic iron it should be regarded

as DRI (C) and carried in accordance with the IMSBC Code.

Problem with Mill Scale

Mill Scale, a by product of hot rolled steel-making, is a bulk commodity liable

to liquefaction, like iron ore fines. Mill Scale and Mill Scale Fines possess a
transportable moisture limit (TML) and have thus been confirmed as Group A
cargoes, which should not be accepted for loading without the shipper
having certified the moisture content and TML. Due to the high density of
the cargo, the IMSBC Code requires that it should be trimmed flat for the
voyage, distributing the weight evenly over the tank top - wet base cargoes
are prone to shifting, as the bottom liquefies and the top of the stow
becomes free to slide over the base.