We are here to describe to direct Reduced iron hazards an exemption from the requirement of the IMSBc code Mate's Receipt: - Mate's Receipt is usually a printed form, usually with a handwritten note confirming receipt of the shipment by the ship. is proof (signed by the officer of the receiving vessel) that the goods contained therein have been delivered and received by the vessel. Usually, the recipient of the bill of lading is the person entitled to collect the bill of lading in exchange for the return of the bill of lading. Shipper's Declaration: - A shipper's declaration in accordance with the IMO Code of Safe Practice for Solid Bulk Cargoes (BC Code) must be provided by the shipper of dangerous solid bulk cargoes, such as coal, for the master's guidance, the ship notification also lists any special requirements required precautions and lists where emergency procedures may be found, such as in the coal section of the BC code, which reproduces relevant excerpts. 
After the shipper has loaded a dangerous bulk cargo, if the conduct does not comply with the content of the shipper's declaration, the shipper may issue a master response form to obtain information on the shipper's cargo conduct during the voyage. Warehouse Plan: - Also known as Load Plan or Warehouse Allocation Plan, it shows the cargo, tonnage, and/or cargo measurements in each warehouse. The plan can be prepared by the ship's officers to provide a record of the loading observed and measured by the ship's personnel, in which case it can also provide information on the fuel carried as well as the ship's draught, trim, and stability. Alternatively, warehouse plans can be prepared by personnel at the loading facility to record the quantities loaded at each warehouse. The stowage plan provided by the shore staff will usually show the shore value of the tonnage loaded, whether these figures are used in the bill of lading. Cargo manifest: - Cargo manifest is issued by the shipper at the port of loading and is based on the information contained in the bill of lading. It provides brief details of the vessel and port of loading and unloading as well as a detailed inventory of the cargo carried. Details include a bill of lading number, contents, gross weight, and freight. A copy of the manifest, if any, is kept by the master and, if necessary, the master provides a copy to the authorities at the port of discharge or visiting ports along the way. Risks of DRI and its derivatives: The main risks of all DRI shipments and their derivatives fall into two categories: react with air in the first step, they react with oxygen in the air to generate heat. 
This effect can surprisingly disappear, leading to auto-oxidation (burning) of the iron, and as the temperature approaches 1000 degrees, the deposits become filamentous. J. In most practical applications, this tendency has been avoided by densifying the DRI particles at excessively high temperatures. 650 °C to produce HBI. While overheating is inherently dangerous and worrying, it is a gradual and gradual event that can usually be detected early, giving captains time to seek advice from land and take appropriate safety measures. The second risk is connected to the reactivity of iron, but this time it involves moisture or water. The result is hydrogen, which is explosive over a wide range of concentrations and shows shocking readiness for ignition in real-world situations. The hydrogen explosion in the air is so powerful and so fast that the unfortunate master has no chance at all to react to the explosion. DANGER: DRI may react with air to generate hydrogen and heat. The heat generated may cause combustion. Oxygen in enclosed spaces may be depleted. Storage and Segregation: 'Separate' from Class 1 (Section 1.4S), Class 2, 3, 4, and 5 Acids, and Class 8 goods in packaged form (see IMDG code). "Separate from" Class 4 and Class 5 solid bulk materials. Goods of Class 1, other than Section 1.4S, shall not be transported in the same container. The compartment boundaries in which this cargo is loaded must be fire and water-resistant. Keep it clean: Cargo spaces should be clean, dry, and free from salt and residues from previous cargoes. 
Wooden items such as knives should be removed. Weather Precautions: This cargo should be kept as dry as possible before, during, and during the journey. This cargo should not be loaded in rainy weather. During loading of this cargo, all non-working hatches in the cargo spaces in which this cargo is or will be loaded must be closed. Loading: If possible, adjacent ballast tanks, except double bottom tanks, should be kept empty. Weather deck packages should be inspected and tested to ensure integrity. Loads will not be accepted if the temperature exceeds 65°C (150°F). DANGER: Material may slowly release hydrogen gas when in contact with water. Temporary self-heating of about 30°C may occur after bulk material handling. The cargo is not combustible or has a low fire risk. Storage and Segregation: "Separate" from Class 1 (Section 1.4), Class 2, 4, 4, and 5, and Class 8 acids in packaged form (see IMDG Regulations). "Separated" from solid bulk materials of Class 4 and Class 5. "Longitudinal separation" from cargoes of Class 1 other than in section 1.4 C by a complete intermediate compartment or hold. The boundaries of the compartment in which this cargo is carried must be fire and liquid-resistant. Keep it clean: Cargo spaces should be clean, dry, and free of salt and residue from previous cargo. Weather Considerations: This cargo should be kept as dry as possible during loading and shipping. It can be stored in the open air before loading. This cargo should not be loaded during rain. During the loading of this cargo, all non-working hatches in the cargo spaces in which this cargo is loaded or is to be closed. 
Exemption from The Requirement IMSBC Code
For goods listed in Annex 1 of the IMSBC Code, such as DRI (C), Section 1.5 allows the competent authority to impose any additional conditions or exemptions provided that such alternative provisions are at least as effective and safe as the required provisions. Give permission code. Three competent authorities are recognized: the port of origin, the port of entry, and the flag state. Prior to any shipment to which the exemption applies, the recipient of the exemption shall notify other relevant authorities that may or may not accept the exemption. Although IMSBC rules allow for exemptions, it is strongly recommended that you comply with the detailed shipping requirements for DRI (C) in the IMSBC entry. If the carrier chooses not to follow this recommendation, it must ensure that all three competent authorities above have been notified and have accepted the waiver, ensure that the rules of the flag State Administration have not been violated, and keep the waiver certificate up to date. On board any vessel carrying solid bulk cargoes under the exemption. For goods offered for transport under the above exemptions, loading, handling, and safety procedures must be clearly stated. In particular, the master should be informed of the ventilation rate and duration of each cargo space. Necessary criteria to prevent the explosion of ventilation fans; details of warehouse ventilation duct arrangement; method and frequency of monitoring of hydrogen concentration in each cargo space. Method and frequency of cargo temperature monitoring in each cargo area. 
Criteria for determining a state of emergency; procedures to be followed in an emergency; contact numbers for senders in an emergency; and procedures to be followed before and during discharge. The IMSBC code procedure for DRI (C) specifies a maximum moisture content of 0.3% at the time of shipment. When cargoes have humidity above this value, they are not compliant, and at higher humidity, they could pose a real risk that they could liquefy in a similar way to some iron ore and nickel cargoes. Therefore, any statement relating to such cargo should classify the material as Group A and Group B, and the accompanying test certificate should state the cargo's transportable moisture limit and actual moisture content. The certificate must also refer only to the consignment being submitted for transport, i.e., the general standard obtained from the previous consignment, and the standard achieved when the test samples were obtained. The IMSBC Code also addresses goods not listed in Annex 1 of the IMSBC Code and provides that such goods may be transported under conditions to be determined by a tripartite agreement between the competent authority of the port of loading and discharge and the State. The cargo is described as iron ore or one of the other descriptions given in the background section of this circular and is found to contain metallic iron (Foe), which should be considered DRI (C). Since the tripartite agreement procedure applies to goods not mentioned in Appendix 1 of the Rules, they are transported as specified in the Rules. Once the cargo is identified as DRI (C), the IMSBC code will specify the information to be provided to the master. 
In addition to the general requirements, DRI entry (C) specifies the following: "Before loading, the shipper must provide the master with a certificate issued by a competent person recognized by the national authority of the port of loading that the goods are fit for transport when loaded. the moisture content is less than 0.3%. And the mercury does not rise above 65 degrees Celsius. In the certificate, it should be stated that the goods meet the loading standards in terms of age and temperature of materials. "Consignments must have a confirmation certificate issued by a competent person recognized by the National Loading Port Authority and must be aged at least 30 days prior to shipment. " The shipper must provide the master with comprehensive information about the cargo and safety procedures to be followed in the event of an emergency before loading. The temperature of the cargo should be monitored during loading and recorded in a report recording the temperature of each loaded cargo and a copy should be provided to the master. After loading, a certificate issued by a competent person recognized by the State Loading Port Administration confirms that the total amount of fine particles and moisture particles does not exceed 0.3%, and the temperature does not exceed 65 degrees Celsius.
Conclusion
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