DIRECT REDUCED IRON- Briquettes, Hot Molded or HBI (Hot Briquetted

Iron)
1.1
Description:
This second form of DRI, is prepared as a powder and molded into briquettes at a
temperature greater than 650 deg C, with a density greater than 5.0g/cc to
manufacture HBI or Hot Molded Briquettes. As compared to DRI pellets or cold
molded briquettes, these briquettes have a very small surface area relative to the mass,
consequently the dangers associated with re-oxidation are minimal and the use of an
inert blanket is not necessary when carried in bulk. However even with HBI, care
needs to be taken during loading to prevent fragmentation, which may increase the
surface area.
Cleaning the hold after discharging HBI, 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
DRI

Trade Name:

1.3
Size:
Fines: Upto 5% under 4 mm. Approximate measurements: Length 90-130mm, Width
80-100mm, Thickness 20-50mm, weight 0.5 2.0Kg
1.4
Angle of Repose:
About 45 for FIOR briquettes and about 65 for MIDDREX briquettes.
1.5
Stowage Factor in Cubic metres/MT:
Bulk, 0.35 (shippers verification is required)
1.6
IMO Classification;
Appendix B, BC Code No.16- Materials possessing a Chemical Hazard.
IMO Class: MHB (materials hazardous only in bulk), IMDG Code.
1.7
Properties / Hazards:
HBI has an affinity to combine with oxygen from the atmosphere 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 of salt -water on HBI 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 used up or the surface area has
been completely oxidized. The degree of reaction is then directly related to available
surface area; for example, a one-inch cube of HBI would have an available surface
area of six square inches for reaction with air or water. This explains why DRI cargo,
having more available surface area than HBI, is prone to reaction and thus requires
precautions in addition to those taken when carrying HBI.
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 HBI 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 HBI 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 HBI 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.
HBI 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. Conse quently, once the
available surface area has been oxidized, the reaction will slow or stop.
1.8 Precautions:
1. Since HBI 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.
2. Capable of evolving hydrogen gas slowly after contact with water.
3. Also capable of temporary self-heating to about 30 deg C after cargo handling in
bulk.
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 HBI in rain, because any dry cargo loaded later over the wet cargo
will trap the heat from escaping.
1.9
Required Cargo Certificates:
Pre-shipment requirements should be strictly observed;
1. Required certification by a competent person recognized by the national
Administration of the country of shipment t o the ships 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 to the
requirements of the Code (BC code). Cargo should be properly and accurately
described before shipment.

1.10 Operational Procedures applicable to HBI:

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. This is best applied by a paint spraying machine with 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.
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 weathertight.
7. A high-pressure hose should be rigged up to the deck line in preparation of the
surveyor s 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 the ballast hold is used for loading,
then the ballast bell mouth 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. Isolate Electricals to Holds being loaded.
10. 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 (up to 4-6 mts)and a working platform or MOT gangway
are also useful for spraying the acids
11. The Emergency Hatch cover operating equipment should be tested and kept ready.

12. Thermometers and Equipment to measure Oxygen & Hydrogen 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, and hatches not
being used for loading be also covered with plastic /tarpaulin covers, to avoid
staining. 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 us ed 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
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 highpressure 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 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 sequence for HBI should allow for no more than:
Fior type briquettes: 2,000 MT per small holds and 3,000 MT per large holds for
each run

Middrex type briqu ettes : 3,000 MT per small holds and 4,000 MT per large holds
for each run.
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. The shippers may 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 may add more thermocouples. The shipper should provide the vessel
with an infra-red temperature measuring device. At the star t 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 temperatures of the pile in each hold
using the infra -red gun.
2. Open storage before loading is permitted.
3. 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.
4. 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.
5. 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. This will allow sufficient
cooling and airing of the cargo while at the same time minimize closing time in
the threat of rain.
6. When rain clouds are observed to be approaching, in consultation with the
terminal, loading should be halted and all hatches promptly closed. Prior to reopening hatches after a rain shower, all water should be brushed off the hatch
covers in order to avoid 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 accumulated water or wet cargo.
7. When loading HBI, precautions should be taken to avoid the concentration of
fines (pieces less than 4 mm in size) in any one location in the cargo hold. The
briquettes should be evenly distributed in the hold, making the pile as flat as
possible, beca use of its heavy density.
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. The angle of
repose is about 45 for the FIOR briquettes and about 65 for MIDDREX briquettes.
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. All de-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 sealed, and secured for sea and not opened
again until arrival at the discharge port ( to prevent entry of water into the hold).
2. All temperatures, oxygen and hydrogen checks are to be taken.
3. 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 washing down.
When using this chemical, proper protective clothing should be worn, which
includes chemical suit, goggles, respirator, and latex gloves.
1.10.6 Carriage/Ocean Passage/Emergency Response:
1. Cargo should be separated from the following: a.) IMDG Code Goods in
packaged form Classes 1 (Division 1.4), 2, 3, 4 and 5 and Class 8 acids and (b)
IMDG Code Goods in solid form in bulk Classes 4 & 5. (c) IMDG Code Goods
of Class 1 other than Division 1.4C separation in the form of longitudinally by
an intervening complete compartment or hold.
2. Further, the boundaries of compartments keeping the cargo should be resistant to
fire and passage of water.
3. Do not open hatches in open sea. However, only when and if sea conditions
permit (calm sea), consideration may be given to reopen hatches for 1 or 2 days
during dry weather If damp briquettes were loaded, they will warm up to about 60
deg C and will produce steam and a small amount of hydrogen gas as they dry.
Under certain conditions, the hatches may be opened to allow the water vapour
and hydrogen gases to escape, since these gases are lighter than air and will rise. It
is important that the relative wind direction will not drive these gases being vented
into the accommodation spaces, deck stores, and void spaces. Once dry, the
briquettes will cool down to about 30 deg C and the evolution of steam and
hydrogen will cease. At this point, the hatches can be closed. In addition to above,
and again only when sea conditions permit (calm sea), consideration may be give n
to keep the natural (passive) ventilators open for a portion of the vessels transit to
allow water vapor to escape, and to prevent reduction of oxygen in the stow.
4. Should a small amount of sea water enter the hold due to hatch cover leaks during
heavy seas, vessel may consider following procedure suggested under item 4
above, only if and when sea conditions allow (calm sea). The steaming may not be
noted for 16-24 hours after the ingress of seawater. The briquettes contacted by
sweater will oxidize to reddish brown colour. This is only superficial and does not
affect the quality of the cargo.
5. If at any time a loaded cargo hold must be entered, the hold should be checked for
adequate oxygen concentration. Before any person enters a hold containing HBI,

the hold should be ventilated for a sufficient length of time to dissipate any
accumulated gases.
6. If a hold is breached due to an accident and the hold is flooded with water, there
will be bubbling action in the flooded cargo due to production of hydrogen. The
water temperature will remain constant and it will not heat up. Leave the hatch
cover open to allow hydrogen to escape. No explosive ga s mixtures can form
under this condition. You should immediately consult your P&I club in order to
define what further action should be taken. You should also advise the charterer
and shipper immediately.
7. Ensure that temperature, oxygen and hydrogen checks are taken and reported to
Charterers and to Shippers on a daily basis.
a.) If thermocouples are fitted, temperatures for each TC should be recorded
every 6 hours along with a change in temperature (Difference) from the last
reading
b.) If Infra-red guns are used, you should report the maximum temperature in
each hold obtained by scanning the complete surface of the stow.
Temperatures should be recorded every 6 hours along with a change of
temperature (Difference).
c.) If no monitors are supplied on board, the temperature readings should be taken
with a thermometer in the sounding pipe or air vents to measure any
significant temperature changes.
d.) Please note that temperatures should be recorded at 0000, 0600, 1200, 1800
hours for each day.
e.) In warm latitudes, you may notice that the temperatures rise to a high around
1400 hours due, probably, to the suns rays raising the ambient temperature of
the holds combined with the accompanying condensation. You may also
notice a steady rise in the cargo temperature for the first 24-36 hours due to
handling and possible surface moisture after loading. Both these conditions are
normal. A gradual decline towards the ambient should then follow.
f.) Please note, however, that if temperatures do not begin to decline after 48
hours, or if tempe ratures continue to rise above 60 deg C, you should alert the
Charterers and shippers immediately.
Procedures if temperatures continue to rise over 6o deg C
If you have reported a continuous rise in temperature over 60 deg C, you should
commence institution of the following procedures while awaiting further instructions:
1. Crack open the natural ventilators for about 1 hour per watch to allow venting
of any gas accumulation (sea conditions permitting).
2. Prohibit smoking on deck.
3. Do not allow welding, chipping, or any activity that could lead to a gas
ignition. Treat the entire deck area as having a gas explosive potential.
4. Check temperatures by lowering a thermometer down the sounding pipes to
bilges, DBs, and wing tanks and record the temperatures.
5. On holds that do not carry HBI, open the hatch covers sufficiently to ventilate
and clear the holds to allow crew entry into these areas to check for bulkhead
heating. Record any changes and spray the bulkheads if heating is noted
providing they are sound

6. If tank vents, weather deck, coaming, hatch covers, or ships side plates show
signs of heating, spray the surfaces to cool them, ensuring that none of the
spray enters the holds
7. Increase frequency of temperature monitoring to once every four hours
8. Keep and report all temperature recordings immediately.
9. Follow the instructions of the appointed expert or surveyor from Shippers.
10. Prepare for grab discharge
What should not be done at sea
1. Do not open the problem hold without explicit instructions from the appointed
expert or surveyor.
2. Do not use water on HBI at any time (HBI can only be cooled with water
when the briquettes are spread out in thin layers). However applying inert gas
to a smoldering situation could be effective.
3. DO NOT consider ballasting any adjacent ballast tank to cool he cargo, as the
manhole cover gaskets may have given way and water would enter the holds,
only worsening the situation.
1.10.7 Unloading:
1. Items 1-7 of Arrival Preparation , and items 9,10,11 ( 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 vesse ls should be stopped during rain.
3. After checking with the discharge terminal and port authorities, a fine spray of
fresh water for dust control is permitted. .
1.10.8 Final Clean-Up:
1. The holds should be swept to remove as much dust as possible.
2. After unloading, the holds can be rinsed out with high-pressure fresh water to
remove any fines that are left behind. This is best achieved with
scaffolding/Cherry-picker if available.
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 CombiGuns (air/water gun). The wash should be allowed to collect in one of the hold
bilges, after blanking the other and creating about 1 de gree list to that side. Then
using the slurry pump or wilden pump to drive 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, and 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.