Volume 12: Number 1: March 2005

'HBI fines'
     a confusing and dangerous description

The Association has previously published articles and circulars on the subject of Direct Reduced Iron (DRI).The precautions necessary for the carriage of DRI are extensive and could, for a standard design of bulk carrier, be considered onerous, given the need for nitrogen blankets and the placing of thermocouples at several levels within the cargo. A somewhat similar cargo called Hot Briquetted Iron (HBI) is considered much safer and the precautions when carrying this cargo are considerably less demanding. The differing requirements for carrying each are detailed in the IMO Code of Safe Practice for Solid Bulk Cargoes. Charterers and shippers are obviously aware that the precautions relating to DRI will result in much additional time and expense and therefore there is, perhaps, a certain reluctance on the part of shipowners to enter into charters, thus reducing the available pool of tonnage. The carriage of HBI does not pose the same problems. Given these differences, discussions on whether a cargo of HBI fines should be treated as HBI or as DRI clearly has a great significance for the safe carriage of the cargo, as well as time and cost implications for the parties concerned.

DRI is manufactured by de-oxidising iron ore. It is the re-oxidisation reaction which gives rise to change in its properties that can lead to problems with carriage. DRI is usually in the form of porous pellets with a relatively high surface area and is therefore prone to rapid re-oxidisation. This re-oxidisation is accelerated when there is a high moisture content.The result is a cargo which gives off (explosive) hydrogen and at the same time is prone to rapid self-heating.HBI, by contrast, is compressed or molded (briquetted) into a form which does not produce a high surface area and therefore does not tend towards rapid re-oxidisation; it is, therefore, relatively safe. During the production, transportation and storage of HBI, large quantities of small particles or dust are produced; these are known as fines. Having a high metal content, this dust or fines is of relatively high value and is collected and stored in the open until sufficient quantity is accumulated to justify sale and the chartering of a vessel. The important point is that the dust or fines, whilst associated with the molding or briquetting production, are obviously not briquettes and actually have many of the same properties as DRI. HBI fines, therefore, can be as dangerous as DRI and perhaps should actually be called DRI. The dangerous nature of the cargo was recently illustrated by an incident involving a Member of the Association.

The ship in question was carrying a cargo of HBI fines from the Caribbean to the Far East via Panama and suffered an explosion in one of the holds whilst transiting the Pacific. Five seamen were seriously injured. The source of the explosion was hydrogen produced within the cargo. Following an evaluation of the cargo by experts it was determined that without a significant flow of air through the holds, hydrogen concentrations could reach dangerous levels within a matter of one or two hours. Being a standard design bulk carrier the ship was not equipped with the forced ventilation system necessary to disperse hydrogen being created at such a rapid rate. Neither was it equipped with the inert gases which would normally be required for the carriage of DRI. This put the Member in a very difficult position when considering how to continue the voyage safely.

The confusing reference to HBI in the term 'HBI fines' possibly misleads the Master and Owners into the belief that the cargo can be treated as HBI, and is further complicated by the fact that companies associated with the shippers or charterers have been known to certify that the cargo is 'passivated' or 'safe'. That certification includes little, if any, useful scientific data on the nature of the cargo which raises a question as to the value and status of any such certificate. The misleading reference to HBI within the term of 'HBI fines' is perhaps just one example of unscrupulous charterers' and shippers' efforts to hide the real nature of the cargo. Masters and Owners should be sceptical of any unfamiliar cargo descriptions especially those descriptions which appear to mix terminologies.

It is very important that where Masters or Owners are in doubt they ask for specific details of the chemical composition, moisture content and size of the particles and, if not satisfied, refer the matter to the Association or relevant experts.

H₂0
Water - the key to avoiding kidney and bladder stones

In a recent issue of Risk Watch we looked at the most common medical conditions suffered by many seafarers.

The information was taken from independent studies conducted by two doctors in the Philippines and involved over 14,000 repatriated seafarers over a five year period. In this edition, we review some of the other findings of the study, in particular in relation to gastro-intestinal and genito-urinary disorders. We should emphasise that the two studies involved only Filipino seafarers and the findings may not necessarily be relevant to other nationalities. However, as many of our Members employ Filipinos on board their ships, a significant number of the claims handled by the Association's Personal Injury Department involve Filipino seafarers.

Gastro-intestinal illnesses include those affecting the organs of the body responsible for the digestion of food and the elimination of waste from the body. Genito-urinary conditions affect the kidneys and bladder as well as the connecting tubes called the ureter and urethra. The former carries urine from the kidneys to the bladder and it is through the urethra that urine is expelled from the body.

One of the more common gastro-intestinal illnesses is gastritis. Gastritis is the inflammation of the lining of the stomach and has several causes. The condition can become acute when excessive amounts of alcohol or other irritating substances have been consumed. Regular smoking can also aggravate the condition. The risk of contracting the illness can be reduced by avoiding excessive alcohol consumption, cutting down or, preferably, giving up smoking and avoiding the regular intake of highly seasoned or spicy foods.

In both of the medical studies, urinary tract stones were the second most common reason for crew repatriation. Urinary tract stones form in the kidneys or bladder. Kidney stones form as result of poor kidney function. Bladder stones are usually caused by an obstruction to the bladder outflow, which results in stagnant residual urine – ideal conditions for the crystallization of the chemicals that form stones. One of the simplest ways to avoid the formation of both types of stones is to drink plenty of water. Seafarers often work in extreme temperatures that will result in loss of bodily fluids, primarily by sweating. Under normal conditions, it is recommended that a healthy person should drink at least two litres of water a day to replace the bodily fluids lost during the course of the day. This should be increased if the person is involved in physical exertion or working in high temperatures.

Under normal conditions, it is recommended that a healthy person should drink at least two litres of water a day to replace the bodily fluids lost during the course of the day.

Garbage segregation in California

A recent incident in California has highlighted the need for scrupulous care in handling garbage onboard and the need to segregate non-biodegradable material.

The United States has enacted under CFR 33 Part 151 the regulations laid out by Annex V of MARPOL 73/78, Regulation 9 (placards, garbage management plan and garbage record-keeping).

A Member's ship underwent a routine Port State Control inspection where particular care was paid by the attending United States Coast Guard (USCG) Officer to the garbage on board. A close inspection of the stored garbage revealed the presence of what appeared to be a plastic wrapper (i.e. a nonbiodegradable material) in the foodstuff's bin. A detention order was issued and the Member now faces a fine for this apparent breach.

The 'plastic' in question is thought to have been cellophane, an entirely biodegradable product made of cellulose. However, the distinction may not be readily evident and Members are reminded to pay close attention to proper segregation. Clear wrapping material ought to be disposed of in the plastic bin to avoid potential detentions and fines.

REEFREP Reporting System

On 1 December 2004 the new REEFREP mandatory reporting system came into force for vessels sailing through the Great Barrier Reef and Torres Strait areas off Queensland, Australia.

The purpose of REEFREP is to enhance navigational safety in these areas to minimise the risk of maritime incidents and pollution or other damage to the sensitive marine environment. REEFREP reports are to be made by all ships of 50m in length or over, and all oil, liquefied gas and chemical tankers and any ship which comes within the INF Code (which relates to irradiated nuclear fuels), regardless of their length.

Ships transiting the REEFREP area are required to lodge a pre-entry report with 'REEFCENTRE' at Hay Point two hours before they enter the area, and must provide a route plan at least one hour before entry. Whilst transiting the area ships are required to issue automatic position updates via their Inmarsat-C facilities.

The Australian Maritime Safety Authority (AMSA) has said that REEFREP will significantly enhance navigational safety by improving the frequency and accuracy of information regarding ship traffic in the area. Compliance with the new system should not prove much of a burden on visiting vessels as, prior to its formal introduction, 70% of vessels transiting the area had been making reports voluntarily.

For more information see www.amsa.gov.au