June 23, 2008 - Work Programme - Direct Reduced Iron

Direct Reduced Iron / DRI
info@intercargo.org / www.intercargo.org
v0.4 20080611 - Agenda item - Intercargo “other” work item

1. SUB ISSUES RELATING TO SHORT-TITLE :

• The Safety of Seafarers and Ships.
• Is existing information contained in the IMO “Code of Safe Practice for Solid Bulk Cargoes” (BC Code) sufficient to ensure safety ?
• Is proper emphasis placed on the safe carriage of certain Hazardous Materials carried in Bulk (MHB) compared with, say, packaged dangerous goods carried in containers ?
• Are shippers / Competent Authorities where this cargo originates, sufficiently professional and committed to safety procedures to enable certain types of this commodity to be safely carried as an MHB cargo ?


2. SUMMARY COMMENTARY / PROPOSED INTERCARGO STANCE :

Considering the various incidents connected with DRI, including the consequent scuttling of the “Adamandas”, the loss of life on the “Ythan” and a more recent incident in the Suez Canal, together with a number of other undocumented cases, Intercargo considers that the chemical composition of certain types of DRI makes carriage unsafe in all but the most carefully planned operations. Reaction with moisture and alleged incorrect pre-loading inconsistencies makes the carriage of certain types of DRI a risky enterprise.

“Intercargo will work with IMO to ensure that the safety of seafarers and ships is accorded the highest possible priority. We support the extension of schedules to 3 grades of DRI and the consequent requirement to inert Grades B and C.

Intercargo has called for a review of the carriage of this commodity and has submitted papers to IMO’s Dangerous Goods Sub Committee (DSC) with the support and assistance of the Marshall Islands and Malta and in line with the views of Intercargo’s CASTEC (Technical) Committee. Intercargo supports the proposed wording for revised IMO BC Code Schedules & is committed to a speedy, documented resolution.

3. NARRATIVE, RECENT DEVELOPMENTS, INFORMATION RESOURCES

• DRI has many definitions and the generally “explosive” nature of the commodity caused by as appropriately, moisture and / or a supply of oxygen, means that the size of the granules or “fines” is of key relevance. The more fines there are, the more hazardous it is to carry DRI.
• Assessing the hazards – and some of the names of associated commodities or trading names such as Hot Briquetted Iron [which is generally non-hazardous] / “Orinoco Remet” etc etc may present differing degrees of risk, is a challenge. Shipowners lack faith in some Competent Authorities & believe it is wrong to involve the Master in complex scientific verification processes.
• IMO’s DSC meeting in September 2007 failed to agree on what schedules should be written in the IMO BC Code. A Correspondence Group (CG) was established to progress further work, and the matter will be reviewed at the September 2008 meeting. In June 2008, the CG released a second draft of its three proposed schedules. This will be discussed internally by Intercargo members who will also consider whether they want to submit a paper to IMO.
• Statistics : Approximately 15.8 m/t of HBI / DRI is produced each year, with Venezuela being the most typical country of origin, with others including, but not limited to, Trinidad, India, Russia, Malaysia and Libya.
• PRACTICAL GUIDANCE & FURTHER INFORMATION : The Members Area (MA) of Intercargo’s Website contains details of the latest draft of the proposed schedules. As of 20080611, Intercargo Members have been asked to comment on a suggestion allowing DRI (C) to be carried in non-inerted state.
• Please consult the MA of the website for full details of what is proposed in the Second Draft paper, but in summary, DRI is divided into three types :-

o “A” : Fines and small particles under 6 mm not to exceed 5% [and broken briquettes not to exceed 15%] Material may slowly evolve hydrogen after contact with water. Surface ventilation either natural or mechanical, shall be conducted during the voyage as necessary for the cargo spaces carrying this cargo.
o “B” : Fines and small particles under 6mm in size shall not exceed [5%]. Reacts with fresh water, seawater, air and moisture in the air to produce hydrogen and heat. The cargo spaces carrying this cargo shall NOT be ventilated during the voyage.
o “C” : By products including fines. Contrary to previous drafts, the latest one suggests that mechanical ventilation, as opposed to just inerting, should be allowed.


4. FACTORS FOR CONSIDERATION BY INTERCARGO COMMITTEE / INDUSTRY

• Owners must consider the risks and make their decisions based on the implied risks outlined in the BC Code and from P&I advice.
• Feedback on the latest draft of the CG report sent out on 20080612 is welcome

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