December 2012 TO ALL MEMBERS Dear Sirs Information required when offered a shipment of iron fines that may contain DRI (C) Background We refer to our circular of March 2010 dealing with the carriage of Direct Reduced Iron (DRI) by sea and changes to the IMO Code of Safe Practice for Solid Bulk Cargo. The process of manufacturing DRI from iron ore and the subsequent hot briquetting procedures generate unwanted by-products, in the form of dust and broken chips, during most of the stages. Some manufacturers recover these by-products and offer them for shipment. Historically, such cargoes have mainly originated from Venezuela and Trinidad, although shipments have also been made from the US, Mexico and Libya. This cargo has been responsible for a number of casualties in the past, most notably the MV YTHAN, in 2004, in which six crew members lost their lives during explosions that occurred in four of her five cargo holds and which also resulted in the loss of the vessel. This cargo was not specifically included in previous editions of the Bulk Cargo Codes. Following extensive discussions, a new schedule was drafted to encompass this material and was included in the 2009 edition of the IMSBC Code, which became mandatory on 1 January 2011. The latest version of the IMSBC Code was issued this year. The entry is DIRECT REDUCED IRON (C) (By-product fines), and the definition of the material is based only on its production, particle size and density, without reference to the metallic iron or moisture content. Despite extensive publicity, cargoes are still being offered and shipped that do not have DRI in their descriptions but which in fact are blends that contain a significant proportion of DRI (C) fines. Descriptions have included reoxidised iron fines, iron fines (blend), iron ore pellet chips, oxide fines, pond fines, sludge fines, remets, clarifier slush and dust, spent iron fines and lodos. Other similar cargoes include DRI in the description, but are offered on the basis that they are not DRI (C) and therefore do not need to be carried in  The Britannia Steam Ship Insurance Association Limited Managers Tindall Riley (Britannia) Limited Regis House 45 King William Street London EC4R 9AN T e l +44 (0)20 7407 3588 Fax +44 (0)20 7403 3942 www.britanniapandi.com accordance with the DRI (C) Schedule of the Code. Members should also be aware that, even if the cargo offered is not DRI (C), in some instances stockpiles are adjacent and non DRI cargo can become contaminated with DRI fines. This circular provides guidance to Members and their Masters on the information to be requested to assist in the identification of DRI cargoes and the correct safe practices for carriage. For the avoidance of doubt, it is the position of the International Group of P&I Clubs (IG) that cargoes with DRI in their descriptions should be declared using the appropriate Bulk Cargo Shipping Name (BCSN) for a DRI (C) cargo and prepared, loaded and carried in accordance with the provisions of the IMSBC Code. Information to be obtained before loading Cargo blends containing DRI (C) can be identified by their chemical composition, details of which must be requested. These details must include the total iron content (Fe), the metallic (or free) iron content (Fe o ) and the moisture content. This information should preferably be supported by a certificate from an independent testing laboratory and must relate to the cargo that is being offered for shipment. In other words, a “