Unit One

CARGO OPERATIONS IN PORT

TASK 1
In groups of three or four, discuss the answer to the questions below. Then share the results of your
discussion with the class.

1. What do you think the term Port Operations refers to?

2. How are operations organised in ports?

TASK 2
Pay attention to the way the verb handle collocates with different nouns and how it changes its meaning.
Then read the texts and answer the questions marked with asterisks. Make a tree-diagram of the first part.

to handle a ship/passengers
to handle cargo
to satisfy/meet/suit requirements/needs

Part One
Port operations can be divided into three principal phases: pre-arrival operations, work scheduling and
performance review. The pre-arrival phase is the first and often the most important activity. It is designed to
achieve the highest productivity of discharging and loading, at the same time reducing to the minimum the
ship’s time in port. At this stage the first step is to allocate a berth which best suits the ship’s needs for cargo
handling equipment depending on her dimensions and the cargo she is carrying. In this respect the ship
Agent’s cooperation in providing the Cargo Plan and the Cargo Manifests is essential. Then managers have
to determine what labour and what particular facilities will be necessary when the cargo operations start.
This also involves the estimation of how many gangs working in how many shifts will be required to finish
the work within the stipulated time and when the berth will be free again. The operators also have to
calculate the time for handling each consignment in order to provide the necessary transport vehicles at the
exact time so that congestion at the wharf can be avoided. Another issue to be taken into account is if space
will be needed for storing the cargo and how long it will remain in the port. The final step at this stage is to
prepare the Tally Lists of the cargo to be discharged and to provide them to the respective personnel.
The second stage, i.e. work scheduling, means planning in detail the shift-to-shift schedule of operations to
ensure the quick and efficient handling of the ship with minimum delays. This is actually an extention of the
first phase when labour resourses are allocated. For this purpose a work schedule form is filled in for each
hatch and each shift. Of course, this schedule will constantly be updated depending on the circumstances*,
which in its turn requires continuous supervision of the working process.
The performance review is made when the vessel has completed the cargo handling operations and has left
the port. It is aimed at evaluating the operations and pointing out any weaknesses or problems in order to
take the necessary measures for improving work practices.
*What circumstances can cause a change of the schedule?
Along with cargo handling, ports perform an array of other value-added services which enhance port
economy.
Some of them are
- industrial services in ports,
- combining and separating cargoes,
- up-to-date monitoring of inventory and cargo movement,
- stuffing/stripping (vanning/devanning) of containers,
- palletization of cargo,
- bonded warehouse operations,
- wrapping, packaging and re-packaging, labelling, weighing
- insurance.**
They increase turnover, attract new customers and create an advantage over competitors. Many ports
encourage the co-development of various value-added services through franchising, licensing, and leasing.
Ports also concentrate industrial installations and logistic services and facilitate a range of other activities
such as fishing, leisure and recreation.

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** Which of the above services are offered in Varna port? Can you think of any other services, not
mentioned in the texts?
TASK 3
Discuss the following topics connected with port operations. Fill in the answers in the table below. Add
more lines, if necessary.

1. What dangers exist during:

a. The arrival of the cargo at a port,
b. The handling and storing of the cargo in a port and on board ship?
2. What measures are taken to prevent accidents and damage to cargo:
a. in a port,
b. on board ship?

Danger Measure

TASK 4
 DEVELOPING VOCABULARY: WORD BUILDING

What is the meaning of the prefixes pre-, de-, re- and co- in the words which appear in the text? Use your
previous knowledge to give more examples. Think of other prefixes which change the meaning of the basic
word. The Bulgarian terms will help you. Most of them are closely related to value-added services.

Prefix Meaning Examples

pre-
de-
re-
co-

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деконтейнеризация, претоварване (на кораб), претоварване (от едно транспортно средство на
друго), преподреждане (на товар), тегло над допустимата норма, презокенски, многомодален,
преподреждам, предварително сапанирам (to sling), сътруднича, подгрявам, закърпен (to sew),
презастраховка, подреден отгоре, предварително и последващо превозване, многоезичен,
преподписвам, съвместно застраховане

Part Two
Port machinery can seriously hurt people. Moving vehicles, cargo handling equipment in action, overhead
cables can cause injury or even death. Therefore a lot of compulsory safety measures have been adopted
internationally to protect workers’ life. These include wearing safety helmets, safety shoes and other
protective equipment. The movement of vehicles, especially in container yards and lorry parks, should be
regulated by traffic lights, road signs and markings and, where possible, there should be separate routes for
people. Building pedestrian bridges and vehicle ramps are another way of reducing road accidents.
Loading and unloading in ports involves the use of a wide range of lifting equipment. This includes fixed and
mobile cranes, forklift trucks, payloaders, bulldozers, reach stackers and so on. To ensure the safety of
workers, the operation of this equipment must be carefully planned and there should be instructions on how
to act in emergency situations. Therefore employees and supervisors are periodically trained in safe working
practices. Because of the risk of accidents caused by failure of lifting equipment or by falling of heavy loads,
the work areas have to be well marked and even fenced off, prohibiting people to stay within the range or
path of the respective facility.
If arriving cargo has to be stored in the port territory for a certain period of time, its improper stowage and
inadequate securing may also cause accidents if the packages fall off or slide when a pallet load or a
stow/stack tilts and collapses. To prevent this, the goods should be stowed on firm and level ground. If cargo
is on vehicles, the brakes have to be applied to prevent accidental movement.

TASK 5
What are the basic types of cargo? How are they handled? Which professionals are involved in the
operations?

Fill in the information in the table. Add more lines, if necessary.

Cargo type Equipment Professionals

TASK 6
In pairs make a dialogue between a port supervisor and a Chief Stevedore using the following prompts.
Think of an appropriate reaction by the Chief Stevedore:

- some dockers are not wearing protective helmets or shoes; others, who are releasing the slings from the
crane are without gloves
- some workers may be hit in case a heavy lift falls down – why?; what must be done?
- the vehicles engaged in the unloading do not show the proper signals and this may cause a car accident
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- one of the vehicles is stopped on sloping ground
Unit Two

STOWAGE OF GENERAL CARGO

TASK 1
In groups of three or four, discuss the answer to the questions below. Then share the results of your discussion
with the class.

1. What types of cargo do you know and how can we classify them?
2. How are they carried?
3. How are different cargoes handled?
4. Which professionals are engaged in cargo handling?

TASK 2
Read the text and discuss the factors to be considered when handling general cargo.

Words and phrases to remember

inherent – permanent, essential, characteristic
sweating - condensation
dunnage – wooden or other material used to protect cargo and keep it in position in a ship's hold
combustion - burning
a stow = a stack – a block of cargo packages or containers
to taint – to make sth smell badly
shipper – 1. person or organization which provides goods for transportation; 2. carrier

As general (break bulk) cargo is carried in various types of packaging, which requires different methods of
handling, the people involved in cargo transportation should be well familiar with the problems, which may
be encountered and with the various requirements of its proper stowage and securing. Therefore these
operations are supervised by a lot of specialists like Chief Stevedores, ship officers, representatives of
charterers, shippers, consignees, insurers and others. The problems usually concern type and quality of
packages and the cargo inside, condition of warehouses and ship cargo spaces, use of proper cargo handling
equipment, adequate stowage, care of the stevedores (dockers), cargo segregation and securing.
The first consideration in cargo handling should always be the inherent properties of the commodities. They
may be heavy, bulky, dangerous, combustible, inflammable, easily tainted, moisture absorbent, insect
infested, sweating, odorous, etc. Then come the requirements for proper and safe stowage, including securing
and dunnaging. To ensure compliance with the various international regulations a cargo plan is drawn up by
the ship Cargo Officer (The Chief Mate) or the Agent, always approved by the Master, because the latter is
ultimately responsible for seeing that the cargo is securely and safely stowed.
When the cargo is in bags, the size, type and quality of the package should be taken into account as it may
range from a close texture good quality fibre bag used for flour, sugar, small seeds etc., to a 4 or 5 ply paper
bag used for cement, or a plastic lined bag used for chemical cargoes such as nitrates and other fertilizers.
A stow of bagged cargo may collapse if the end bags are not locked or tied up. The contents of the stow may
also settle causing bags to be chafed by parts of the ship's structure or the surrounding cargo. Packaged
liquids should not be stowed on top of bagged cargoes.
The securing of breakbulk cargoes is most conveniently done by planning stows to occupy the spaces from
side to side. Dunnage is then placed below or around the stow to protect the goods and the ship, to provide
separation and to prevent cargo movement, which may cause chafe or even shifting.
The nature and condition of the cargo should be taken into account, too. All rice cargoes sweat, therefore
special ventilation canals have to be provided in the stow. Alternatively, cargoes like flour and sugar absorb
moisture and may be tainted by ordorous cargo.
Cargo which is rich in oxygen, e.g. many of the nitrates, can support combustion in case of fire even in an
enclosed space. Cargo liable to spontaneous combustion is enumerated in IMO Class 4.2, as the main hazard
of these substances is the risk of self-heating. These cargoes are subject to strict regulations concerning
segregation and safe stowage.
Sometimes ships deliver their goods as general cargo and pay the port to containerise them.

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What is the importance of these factors for the safe handling and transportation of general cargo?
Packages
Condition of holds and warehouses
Requirements for stowage
Segregation
Cargo Plan

TASK 3
Give the English terms of phrases for the following Bulgarian expressions. The teacher will help you if
necessary.

параден трап
вътрешен трап
претоварна механизация
магазия
хамбар
затворени помещения
достъп
забавяне
спирачка, спирам
лесно запалим
проволка
усъвързващи материали
укрепям товар
неукрепен товар
хлъзгам се
колани/ленти
ред (товар), слой (контейнери)
стиф, стифирам
пълня / изпразвам контейнер
бригада (докерска)
каска
(работна) смяна
размествам се ( за товар)
работя на смени
натоварвам /разтоварвам товар (на/от пътно превозно средство / в пристанище)
сапан, сапанирам
предварително сапанирам
кръстат сапан
очаквано време на пристигане (на кораб)
подреждам (товар)
складирам (товар)
брегови моряк
недостиг
умирисвам (товар)
товар, който се умирисва лесно
талиманя, талиман
талимански записки
бройките съвпадат / не съвпадат
несъответствие в бройките

TASK 4
Give the English terms for the following definitions.

cargo which weighs a lot

cargo which smells unpleasantly
cargo which is large and awkward

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cargo which can easily be set on fire
cargo in bags

TASK 5
In pairs make dialogues, using the prompts. Think of an appropriate reaction on part of the participants, if
necessary:

1. A port supervisor and a Chief Stevedore are discussing the loading of a ship:
- Корабът закъснява и товарът от кашони с бутилки вино, който е пристигнал току що, трябва да се
разтовари и складира в зоната на пристанището;
- ще се използва колесен кран;
- мястото трябва да е равно, защото палетите са увити с тънко фолио и кашоните могат да се хлъзнат
и да паднат, ако палетът се наклони;
- мястото трябва да се огради и да се маркира;
- палетите нямат колани, за които да се закачи куката на крана;
- на разположение има само проволка, но тя е много неподходяща – защо?;
- как да се реши проблемът.
2. Разговор между Старши стифадор и Бригадир
- ст. стифадорът е предвидил корабът за генерални товари да се товари от три бригади; ще се използват
брегови кранове и вилкови повдигачи за превозването на товара от складовата площадка;
- ще са необходими кръстати сапани за балите с памук и дървен дънидж за металните рулони; уредени са;
- ст. стифадорът обръща внимание, че рулоните трябва да се подредят във всички хамбари равномерно от
борд до борд на дъното като първи ред; ясно, бригадите не товарят рулони за първи път;
- тъй като памукът е опасен товар – защо?, хамбарите трябва да се проверят внимателно – да са чисти, да
няма мазни петна и да са сухи; ще бъдат добре проветрени;
- дъното да се покрие с дървен дънидж; няма наличен; да се реши проблемът

Make dialogueя between a Terminal Superintendent / Loading supervisor and a Foreman using the prompts:
3. - в пристанището има прекалено много камиони, които чакат да разтоварят контейнери, защо?;
- проблеми с товаро-разтоварното оборудване, кое точно?;
- причини: конструктивна повреда, дължаща се на претоварване, защо?;
- погрешно декларирано тегло;
- мерки, които трябва да се вземат, за да се решат проблемите

4. – корабът закъснява; защо?;

- камионите пристигат навреме; какви проблеми причинява това?;
- за да се избегнат допълнителни движения, контейнерите да се подреждат на кея, където ще
пристане контейнеровозът;
- има ли специални изисквания за подреждането;
- контейнерите да се подредят по вид на товара; къде точно да се стифират тези с опасни товари;
какъв кран да се използва

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Unit Three

HANDLING BULK CARGO

TASK 1
Pre-reading: answer the questions about dry bulk cargo

1. How is it handled? What handling methods are used in Varna Port?

2. What hazards does its handling present?
3. How is the loaded quantity measured?
4. What steps should be taken during the pre- and post-handling phases?

TASK 2
Read the text and see if your predictions were correct

The handling of bulk commodities such as ore, grain or coal presents some critical shore-to-ship transfer
problems, which are far more complex than those involving loading or unloading of general cargo or
containers. Dry bulk cargo also needs sometimes to be stored within the port zone. This means it needs to be
transported between the quayside and the storage location or vice versa.
Most dry bulk cargoes are dusty and therefore a potential source of wind-borne dust pollution and spillage. If
large volumes of these or similar commodities are allowed to freefall in open air conditions, even at a distance
of half a metre or less, the sudden rush of disturbed air will give rise to air turbulence, causing dust particles to
become airborne. Therefore dust spillage can occur even during calm weather. This problem is particularly se-
rious during ship or barge loading operations. (Why?)
The most common way of handling dry bulk cargo is using grabs. One of the main problems with this type of
handling is the unacceptable amount of spillage and dust pollution associated with this method.
Slewing grab cranes, though usually achieving discharge rates well below 2000t/h, are popular because of
their high diversity. When not employed for grab handling of bulk cargo, they can be quickly rigged with
traditional hook block or spreader for handling general cargo or containers.
Dry bulk cargo which is awaiting shipment or which has just been discharged often needs to be stored
temporarily within the port area, normally within less than a kilometre of the quayside. In the past it used to
be standard practice to stockpile cargo which is not damaged by the weather (notably rain) in the open air,
while perishable materials were stored under cover. Commodities such as coal, iron ore, limestone and wood
chips could be included in this first category, and cement, grain, alumina and animal feed in the second. Coal
and iron ore are usually kept in large stockpile areas capable of accommodating 500,000 t or more which are
traditionally located a long distance from residential housing and urban areas. However, windblown dust
especially from open-air coal stockyards can be carried by wind over a considerable distance which is
becoming increasingly unacceptable.
Taking into account these characteristics of dry bulk cargo it is of utmost importance to check the working
area and the equipment before starting the operations. The berth has to be clean, the grabs and hoppers must
be in good working condition. The weather forecast is another very important factor for avoiding wind spill.
After the end of the cargo work the hoppers must be completely emptied, the working area cleaned and the
equipment inspected for damage. All spillage arising from dry bulk cargo handling at the facility must be
cleaned up and where necessary disposed of at an approved waste disposal facility. Any incidents like
uncontrolled release of cargo from grabs, hoppers or trucks should be reported. For facilitating this process
most ports have introduced checklists to be used before and after the respective operation.
Draft survey
Draft surveys are used to determine the weight of bulk cargo such as iron ore, coal, steel scrap, grain and
some specific quantities of liquid cargo loaded onto, or discharged from, a vessel.
Draft surveys are a convenient and economical means of ascertaining the quantity of cargo loaded or
discharged from a ship by reading the vessel’s drafts, measuring the ballast water, fuel and diesel oil and
other liquids on board, and calculating the final quantity by using the vessel’s approved deadweight scales
and tank tables, etc.
In principle, draft surveys require only a measurement of the water displaced by the vessel before and after
the cargo is transferred, along with a measurement of the water density. Water displacement is measured
through draft marks on the ship and converted to a volume using draft tables. The weight of displaced water
is calculated by multiplying its volume (displacement) by its density. The difference between the weights of

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water displaced before and after the cargo transfer equals the weight of the cargo within measurement
accuracy limits.
Ideally, while the survey is in progress, the ship should be upright with a trim of not more than one meter by
stern and lying still in water, ballast tanks either full or empty. Any other conditions give rise to a lot of
corrections, which increase the probability of errors. In practice, draft surveys are complicated procedures
that require a highly qualified draft surveyor.

TASK 3
Make dialogues

Разговор между терминален сюпървайзър и бригадир

1. - товари се зърно - прашен товар и всички работници в района трябва да носят маски;
- работниците са инструктирани и бригадирът ще провери;
- има ли поставен дежурен да следи да няма хора в обхвата на крана – назначен е;
- товаренето ще завърши скоро и свободната повърхност на зърното трябва да се подравни с бобкатове и
ръчно;
- докерите и бобкатовете са готови и чакат;
- не всички са с каски - ще ги сложат преди да влязат в хамбарите;
- на всеки люк също трябва да има дежурен;
- определени са и са инструктирани на кой канал на уоки-толкитата да държат връзка и да докладват в
случай на проблем

2. – ще се разтоварва зърно, но анализът установява, че влажността е над допустимото ниво – какво

трябва да се направи и защо;
- топло е и разтоварването ще започне на другия ден – работниците да изметат района много добре, за да
не се замърси разсипаният от грайфера товар;
- какво е състоянието на оборудването;
- къде ще се разтоварва зърното – директно на камиони;
- осигурено ли е редовното придвижване на камионите – да, как.

3. Сюпървайзър и старши стифадор обсъждат разтоварването на насипен товар:

- сюпървайзърът иска да обсъдят разтоварването на кораба, който току що е пристигнал на ... кей и носи
талаш – старши стифадорът е уведомен, че товарът ще се разтоварва директно на камиони;
- талашът е прашен товар и трябва да се внимава – всички ще бъдат предупредени да използват
съответните ЛПС (какви?);
- сюпървайзърът пита, дали има някакви проблеми или въпроси – графикът на камионите е готов и
изпратен на транспортната фирма – не се очаква струпване на превозни средства на кея;
- прогнозата е за хубаво сухо време и разтоварването трябва да завърши до вечерта - ще се работи на две
смени и работата вероятно ще върви по план;
- сюпървайзърът иска да получи доклад за проверка на оборудването преди началото на операциите, в
противен случай няма да даде разрешение за започване; старши стифадорът реагира адекватно и
приключват срещата

Unit Four

CONTAINER HANDLING

TASK 1
In groups discuss the answers to the following questions:

1. What is the most modern way of carrying general cargo (and sometimes small quantities of bulk
commodities)?
2. What types of container do you know?
3. What is a container terminal?
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4. How are containers carried?
5. How are containers secured on board ship?
6. What documents regulate the carriage of containers?
7. What types of containers are handled in Varna port?

TASK 2
Read the text and see if your predictions were correct

Part One: General

Today over 60 % of the world’s deep-sea general cargo is transported in containers , that is why ports need
specialized terminals to handle these units (boxes). Container terminals are designed for the handling,
storage, and loading or unloading of containers and possibly loading or unloading of cargo into or out of
containers. There containers can be picked up, dropped off, maintained, stored, and loaded or unloaded from
one mode of transport to another (i.e. vessel, truck, barge, or rail).
In general terms, container terminals can be described as open systems of cargo flow with two external
interfaces. These interfaces are: the quayside where loading and unloading of ships takes place, and the
landside where containers are handled on/off trucks and trains.
The container storage area is usually separated into different stacks (or blocks) which are further subdivided
into rows, bays and tiers. Some stack areas are reserved for special containers like reefers, which need
electrical connection, dangerous goods, or overheight/overwidth containers, which do not permit normal
stacking. Often stacks are separated into areas for export, import, special, and empty containers. At sheds
containers are stuffed and stripped, and goods are stored.
Stowage planning is the essence of ship planning. Planning a ship’s stowage is a two-step process. The first
step is performed by the shipping line. The shipping line’s stowage plan has to be designed for all ports of a
vessel’s rotation. The positions of all containers for all ports of a rotation have to be carefully selected within
the ship. Stowage planning of a shipping line usually does not cover specific containers identified by
numbers, but categories of containers. These categories or attributes are: the length or type of a container, the
discharge port and the weight or weight-class of containers. Such containers are assigned to specific
positions within the ship. The objective of optimization from the shipping line’s point of view is to minimize
the number of shifts during port operation (ship to ship or ship to shore shifts) and to maximize the ship’s
utilization. Based on this instruction the terminal planner then assigns specific containers identified by
numbers to the respective slots.
The most advanced method of stowage planning nowadays is considered to be the online (real-time) stowage
planning. Its purpose is to overcome problems like delays, the need for special treatment, etc. In it a stowage
plan which assigns specific containers to ship positions is no longer prepared. Instead containers are selected
for transportation according to the attributes assigned to ship positions in the stowage instruction of the
shipping line. Containers with the same attributes are considered as equal. They are then loaded according to
their arrival time at the quay crane. Thus the specific stowage plan addressing specific container data to
specific ship positions is generated simultaneously to the loading activity. On-line stowage planning is not
yet in use at container terminals but it can improve the efficiency of ship loading.

Part Two: Container Handling in Port

The handling of containers is a complex task which requires high cost lifting equipment of various types.
Trains, which drop off or pick up the containers, are commonly loaded and unloaded by gantry cranes while
the transports between the stack and the railhead are performed by internal equipment like straddle carriers,
trucks and trailers or similar vehicles. Trucks arrive at the terminal’s in-gate where the data of the containers
have to be checked and filed into the computer system or actualized in case of prior notification. Then they
drive to transition points where the containers are loaded or unloaded by internal equipment. Transition
points are located either at the stack crane or inside the yard in case of straddle carrier operation. Internal
movements involve also empty boxes which will be stuffed or which have to be returned. Furthermore, some
import containers are driven to the respective shed to be stripped. All this requires a lot of coordination and
reorganization of yard work.
The handling and positioning of containers, and especially those containing dangerous cargo, in a terminal is
a complex problem because each container has a set of individual properties like dimensions, weight,
destination and type of goods it contains. Moreover, hazardous containers should be classified, labelled,
packaged, stored and transported according to the IMDG Code requirements. Therefore all DG containers
must be checked for proper labelling/placarding upon arrival and prior to every handling operation in order
to prevent possible errors. Before loading or dispatch these units are stored in a dedicated area and subject to

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a visual check, involving signs of leakage, visual deformations of the transport unit, pressure and
temperature (if necessary), seals, seal number, container number etc. Problems with marks and labels may be
that they are not visible, wrongly placed, damaged, missing, incomplete or incorrect. In some cases there
may be unknown or misdeclared DG containers or there could be a mismatch between the content of a
container and the safety data sheet, therefore any deficiencies must be reported and corrected immediately.
As containers are usually stored on the ground, it is important that there is adequate flooring to prevent a
number of problems. (What exactly?)
In order to avoid environmental pollution as well as accidents with moving equipment and people, access to
the storage area should be limited to those people and products that need to be there. (Why?) Besides, all
personnel should wear the correct personal protective equipment (PPE).
Refrigerated containers require special care. These containers need to be supplied with power, monitored
closely for proper function and repaired as required in case of malfunction. They must also be examined for
possible external damage sustained during previous handling, proper ventilation and temperature setting.
Their cleanliness is of paramount importance and should be maintained at all times. It may also be necessary
to have access to the stack to carry out maintenance.
Once power supply to the reefer container has been confirmed, its condition shall be checked for set
temperature and ventilator percentage open or closed, and compared with manifest data. Any alarms
displayed on the digital indicator and any abnormal noise or vibration from the refrigerating equipment
should also be immediately reported and dealt with. All reefer containers shall be monitored regularly and in
case of any malfunction, a reefer technician shall be arranged for inspection and repair.

Part Three: Documents

Bill of Lading
Booking Note
Container Inspection Checklist
Hazardous Cargo Manifest
Safety Data Sheets provide useful information on chemicals, describing the hazards the chemical presents,
and giving information on handling, storage and emergency measures in case of an accident.
The Container Interchange Report is a document that gives a detailed description of the outward condition of
a container when the container transfers from one responsible holder to another. By preparing an interchange
report for each transfer, it can be established when damage to a container has occurred and the party who
during that period had the container in his possession can be held responsible.
The Reefer Manifest should contain information regarding container No., stow position, commodity,
temperature and ventilation status.
The Container Packing Certificate proves that the contents of the consignment are fully and accurately
described, and are classified, packaged, marked and labelled according to international regulations.

TASK 3
Make dialogues between a Terminal Supervisor (a Chief Stevedore) and a Foreman
1. - след разтоварване на контейнерите на кея до кораба има много, които са подредени смесено и трябва
да се преместят на различни места;
- има контейнери с опасни товари, с генерален товар за различни получатели, празни контейнери и такива,
които ще се изпразват;
- за контейнерите с опасни товари ще се използва един портален автотоварач/камион, за тези с генерален
товар – терминални спредери (рийч стакери), а за празните – вилкови повдигачи;
- защо само един портален автотоварач; колко спредери и колко вилкови повдигачи;
- дали има достатъчно работници за изпразването – камионите са дошли и чакат да бъдат натоварени; ако
трябва, да се повика втора бригада;
- какво ще се прави с празните контейнери;
- да се подредят на контейнерната площадка на 4 стака по 7 слоя;
- няма хладилни контейнери

2. – камиони доставят контейнери с опасни товари – дали докерите проверяват маркировката;

- не са установени грешки или несъответствия между информацията на етикетите и съпътстващите
документи (кои документи?), но на два няма стикери – това е докладвано (на кого?);
- има ли проблеми със самите контейнери;
- всички пломби са здрави и номерата им се виждат добре, но на един контейнер с опасни товари има следи
от външна повреда (какво да се направи с него?)
10
- щом всички останали са наред, да се складират в края на контейнерната площадка, а зоната да се огради и
да се назначи дежурен докер;
- пояснете защо е необходимо това

3. – хладилни контейнери се разтоварват на кея до кораба с портални кранове;

- проверяват се следните показатели – температура, вентилация, съдържание, евентуални конструктивни
повреди и цялост на изолацията;
- на един от контейнерите температурното показание е много под необходимото (какво да се направи?), с
останалите показатели няма проблеми, но някои контейнери имат мазни петна (какво да се направи?);
- трябва бързо да се превозват до хладилния склад (защо, с какво?);
- да се остави проход между стаковете (защо? – дайте възможно най-много причини)

4. – контейнери ще се преместят от склада до кея, за да бъдат натоварени;

- установяват се затрупани контейнери (какво трябва да се направи?);
- каква техника да се използва за пренасянето до кораба – камиони-платформа (lowboy trailer);
- на кея се е получило задръстване поради повреда на крана; дали е уведомено отговороното лице;
- в момента кранът се ремонтира, вероятно скоро ще започно отново да работи;
- платформите ще трябва да изчакат; бригадирът заедно с работниците да прегледат стифовете за
евентуално други затрупани контейнери и да ги престифират, за да не се губи още време

Контейнеризация – А
Вие сте Старши стифадор. Обсъждате с
Бригадира пълненето на контейнери. Дайте
необходимата информация или попитайте.
- Пристигнали са камионите с товар, който
трябва да се контейнеризира;
- Все пак нека да обсъдите какво ще се прави;
- Дошли са обаче още камиони и ще трябва да
се пълнят още 10;
- Очевидно бригадирът е прав
предположението си (слушайте внимателно
какво мисли бригадирът); да уведоми другия
бригадир какво трябва да се прави и да го
предупреди, че трябва да са приключили до 6
часа;
- Разчитате на професионализма на хората -
оставяте ги да работят.
Контейнеризация – Б
Вие сте Бригадир. Обсъждате със Старши
стифадора пълненето на контейнери. Дайте
необходимата информация или попитайте.
- Имате недостиг на работници, защото в
момента изпразват контейнери и очаквате да
приключат след около час;
- Знаете, че трябва да се напълнят 10
контейнера със стоки за Полша;
в - Това означава, че работата ще се увеличи и
вероятно ще бъде довършена от следобедната
смяна;
- Не е нужно да се безпокои; ще предадете
информацията. Знаете си работата и с другата
бригада винаги сте си сътрудничили отлично –
ще свършат навреме;
- Смятате, че няма да има проблеми и
продължавате с това, което сте започнали.

Unit Five

HANDLING DANGEROUS CARGO

TASK 1
Answer the questions about dangerous goods:
1. What do you know about dangerous goods (DG)?
2. What documents regulate their carriage?
3. What requirements are there for their handling in ports and on ships?
4. How are DGs marked?
5. How are DG packed?

TASK 2
Read the text and see if your predictions were correct

Words and phrases to remember

a permit = a permission (also a document)
11
a penalty = a fine, a punishment
a (cargo) manifest – a document describing the cargo
a stock of – a supply of, a quantity of
prior to = before
in the event of = in case of

General
In order to be able to handle, store, stow, load, discharge or transport dangerous cargo, port facilities must
fulfil the conditions of the applicable requirements and provisions set forth in a number of international
conventions, i.e. SOLAS, MARPOL and IMDG code, local and national regulations and other documents.
That means that all IMO Rules and Regulations for the carriage of Dangerous Goods (DG) must be strictly
complied with. Besides, the handling, storing, stowing, loading, discharging or transporting of dangerous
cargo may be done only if the relevant permit has been issued by the Harbour Master. Performing such oper-
ations at any other unauthorized facility is prohibited, and violations are subject to penalties.
Dangerous cargo must be accompanied by a proper manifest and declaration as required by international and
national regulations. All individual hazardous packages or containers are checked against the hazardous
cargo manifest to ensure the correct warning signs are displayed. Any deficiencies must be corrected
immediately. For this reason, a stock of spare labels/placards must be kept so that they may be replaced by
the dockers or the ship’s crew in case DGs are delivered with insufficient labels or the marks are lost during
transportation. It should be noted that labels are attached to packages and placards to cargo transport units
(CTUs).
The entry of dangerous goods into port areas by any mode of transport should be strictly controlled therefore
the port authority should be duly notified. The port authority may prohibit the entry of dangerous cargoes or
their transit through the port area if it is considered that their presence would endanger life or property. The
notice required to obtain such permission should generally be not less than 24 hours. After confirming the
acceptability of the relevant cargo, a plan must be worked out for its proper stowage and segregation.
Specific stowage requirements for DG cargo, e.g. clear of administrative buildings or in a mechanically
ventilated space, etc. may be verified from individual entries of dangerous goods list in the IMDG code.
Many cargoes transported in packages have hazardous properties that could cause fire and explosion, injuries
or environmental damage. The IMDG Code also recognizes that many substances, as well as being
potentially dangerous to people, can be hazardous to the marine environment, e.g. creosote. The shipper is
required to classify the goods and arrange for them to be packaged in appropriate internationally approved
packagings, marked with the relevant hazard warning signs. Individual packages are often further packed
inside a CTU, such as a container or road or rail vehicle, in which it will be transported to their destination.
All packaged dangerous goods have to be declared in a dangerous goods transport document signed on
behalf of the shipper. The information included in the declaration always includes: proper name of the cargo;
class; UN number; packing group; number and kind of packages; total quantity of dangerous goods. This
information is required so that the port and the shipping company can arrange for the safe handling, stowage
and segregation on the terminal and on board the ship.

Handling DG Containers
Upon arrival in port the dangerous cargo containers are checked to ensure that they are properly labelled and
stowed as per the plan, and that any leakages or damage to the containers are reported immediately to the
Loading Supervisor. They must be conspicuously marked and readily accessible for handling and inspection.
DG containers must be checked for condition prior to loading and all leaking or damaged containers posing a
hazard shall be rejected. It must be ensured that all DG containers are loaded in the planned stowage
position. Any discrepancies shall be brought to the notice of the Terminal planner and /or local agent as
required. The final condition may be accepted only if all stowage and segregation requirements are met; oth-
erwise it must be corrected by discharging / shifting the respective container(s). Care must be taken that any
hazardous containers being handled do not interfere with the segregation limits of hazardous containers
already stowed.

The terminal operator should ensure that dangerous goods are stowed safely, taking into account any segre-
gation required by incompatible cargoes. Dangerous goods may be kept in specified areas in sheds, ware -
houses or on the terminal, or with other cargo. Any of these options may be acceptable, but in each case
proper segregation rules should be applied. Dangerous goods should only be kept in the stacking area in
accordance with national legal requirements and terminal rules.Vehicles carrying dangerous goods in such
areas should be segregated accordingly.
12
If the facility transfers dangerous cargo in the dark hours, it must have outdoor lighting that adequately
illuminates the transfer work area. All relevant personnel must be kept well aware of all hazardous
containers/cargoes to be loaded, the pre-stowage plan, segregation and any special requirements.
When handling dangerous cargo, smoking is strictly forbidden except in designated smoking areas through-
out which signs/placards shall be appropriately displayed.
Emergencies could occur anywhere therefore the safety equipment, e.g. fire extinguishing equipment, and
protective clothing must be ready for use in the event of leakage, spillage or other accident of any hazardous
commodity and key personnel must be familiar with its use. All persons involved with the transport of
dangerous goods should be appropriately trained. Such persons include persons employed by regulatory
authorities and shipping companies, as well as port management, supervisors and portworkers. These persons
should receive training appropriate to their duties, consequently different training is provided to different
groups of portworkers.

TASK 3
Make dialogues using the information below:

1. Разговарят Ст. стифадор и Бригадир на бригада, която подрежда опасни товари, пристигащи в
пристанището
- ст. Стифадорът се интересува, дали информацията от всяка опаковка се сравнява с тази в
манифеста;
- правят проверка, но на някои липсват етикети, други са частично повредени по време на превоза;
- докерите да поставят липсващите етикети или да подновят повредените – имат достатъчно в запас;
- а картинните обозначения поставени ли са правилно на палетите;
– там всичко е наред;
- къде е планът, по който товарите ще се подреждат на площадката – у бригадира е. Той внимателно
следи дали се спазва;
- Ст. Стифадорът забелязва варели, които са много близо до хладилния склад – товарът не е
взривоопасен или опасен за човешкия живот, затова терминалният оператор е позволил да останат
там;
- кога ще товарят торбите с ... в контейнери;
- това ще стане след обяд от другата бригада;
- Ст. Стифадорът моли Бригадира да предаде на колегата си от втората смяна да не базравят да
поставят необходимите предупредителни знаци на всеки контейнер, като обърнат специално
внимание на количеството на торбите – ще бъде направено;
- Ст. Стифадорът забелязва теч под няколко варела – оказва се, че това е дъждовна вода;
- трябвало е да се вземат мерки и да се сложи нещо под тях. Ако варелите бъдат повредени, отговорна
ще е стифадорската компания;
- Бригадирът ще се опита да вземе мерки за предотвратяване на евентуални повреди.

2. Ще се изпразват контейнери, част от които са фумигирани. Разговарят Ст. стифадор и Бригадир

на бригада, която ще извърши работата
- проверени ли са етикетите за наличие на вредни газове след фумигиране; да, но не на всички има
предупредителни знаци
- ако има съмнение, трябва да се направи проверка на атмосферата вътре; сюпървайзърът вече е
уведомен и ще изпрати специалист да направи проверка със сонда (probe)
- докерите не са поставили личните си предпазни средства; рано е, ще започнат работа, когато са готови
анализите на атмосферата
- независимо от резултатите, контейнерите трябва да се вентилират преди да се разреши на работниците
да влязат; разбира се, ще бъде направено
- не само да бъде направено, но да се попълнят съответните чеклисти за оценка на риска и за влизане във
фумигирани контейнери

Unit Six

SAFETY AND HEALTH IN PORTS

13
TASK 1
Pre-reading activities

Answer the questions about the safety of port operations:

1. What factors ensure the safety in ports?
2. Which officials are required to ensure it?
3. What can the breach of rules lead to?
4. What types of fire-fighting equipment and systems have you seen in port?

Compare the meaning of the underlined words:

to ensure something v.s. to ensure that
to occupy a position v.s. an occupation / occupational

Read the collocations and remember their meaning:

a wide range of
along with
with a view to/of
to take measures
to draw up a rule/contract
to get familiar with
to result in
to result from
to keep s.o. informed
to set out

TASK 2
Read Part One and find the English equivalents of the following Bulgarian terms and expressions:

Неспазване/нарушение, охрана на труда и техника на безопасност, облекло, поука, съставям

(документ), все по, спирачка, контейнерен склад, указвам/описвам, водна маса, интензивен трафик
(на превозни средства), смъртен случай, бързо, по никакъв начин, професионално заболяване,
евакуация

Part One
General
Nowadays a very wide range of different cargo-handling activities is carried out in ports. Although in many
ports certain working practices have been replaced by newer methods, older conventional methods continue to
be used in other ports. To protect human life and ensure the safety of port equipment a lot of safety measures
should be taken along with ensuring the proper organization of management and operations. For this purpose
each country shall base its occupational safety and health (OSH) regulations on relevant international
documents, including instruments adopted by the International Labour Organization (ILO), the International
Maritime Organization (IMO) and the International Organization for Standardization (ISO). Safety in ports is
the responsibility of everyone who is directly or indirectly concerned with work in ports and needs to cooperate
to develop safe systems of work and ensure that they are put into practice.
Supervisors occupy a particularly important position in the management chain and as such they most often
come into contact with port workers and are most likely to influence them. These officials observe that port
work is carried out both safely and efficiently because they know best how it is done in practice. Their duties
involve familiarization of port workers with the hazards and risks of the activities they perform, including fire
protection, fire prevention and firefighting, and the need to follow safe systems of work. They also ensure that
port workers are provided with and use the correct protective clothing and equipment, which should be
maintained in good and efficient working condition and that any defects in it, any breaches of procedures or any
hazards, which they see, are reported to them and dealt with promptly.
The responsibilities of port workers are to get familiar with and comply strictly with all safety and health
instructions relating to their work at all times. They should use properly all safety devices and other appliances
provided for their protection or the protection of others and try to avoid careless or reckless practices and
actions that are likely to result in accidents or injuries. In no way should they interfere/mess with, remove, alter
or displace any safety devices and other appliances ensuring personal protection. Besides, they should cooperate
in the training of new workers.
14
A permanent service responsible for OSH should be established in each port. This service should have the
following tasks: promotion of OSH throughout the port and prevention of occupational accidents and diseases;
inspection of workplaces; investigation into the causes of accidents that have led to death, serious injury or
serious material damage; informing management and port workers of such accidents and discussing the lessons
to be learned; informing management of incidents involving non-compliance with safety regulations; making
formal reports on breaches of legal requirements; giving practical advice on safety and health.
Another body concerned with these problems is the port safety and health committee. It should be kept
regularly informed of all dangerous incidents, accidents and occupational diseases that occur. The committee
should also be informed of dangerous and unhealthy working conditions that are established, before they result
in an accident or affect health. Its functions include drawing up rules setting out safe systems of work for
operations, and revising them when necessary, discussing reports of inquiries, resulting from accidents with a
view to preventing recurrence, and spreading of information to port workers and employers about hazards
inherent in the work and ways of eliminating them. The latter may include the preparation of safety leaflets,
posters, and so on.
With the mechanization of cargo-handling operations the design, layout and maintenance of port infrastructure
and equipment have become increasingly important. As vehicles and mobile gear are now one of the main
elements in fatal and serious accidents in ports, people should be separated from vehicles whenever this is
practicable.
Suitable roadways should provide safe access for vehicles to all parts of port areas and if possible, vehicles and
pedestrians should be separated. All permanent or temporary obstructions should be clearly marked to be visible
by day and night. Holes, lamp posts and other obstructions should be securely fenced as necessary. Fencing
should generally consist of metal railings and reinforced concrete barriers may be appropriate on structures
alongside bodies of water and where there is heavy vehicle traffic for ro-ro or container operations.
Mobile equipment used in ports, including various types of vehicles are one of the most common elements in
fatalities and serious injuries in ports therefore they should be properly maintained and kept in good order.
Special attention should be paid to the maintenance of brakes and braking systems. Vehicles should be brightly
painted or marked and fitted with a flashing or rotating yellow lamp.
Persons, who need to enter the operational areas like container yards or ro-ro terminals, should be able to do so
safely. This may be achieved by the provision of clearly marked walkways that do not enter container-stacking
areas or cross traffic routes, or by the provision of specialized transport to their destination. The shore
approaches to ramps of ro-ro ships should generally include a clear area around the end of the ramp. This area
should be signed “Keep clear” and marked in accordance with national requirements. Where this is not
practicable, temporary signs should be used.

TASK 3
Read Parts Two, Three and Four and give the English equivalent for the following words and expressions

Подемни устройства; претоварна механизация; винаги, когато; преустановявам работа временно;

звукова сигнализация; износване; лошо време; електрически кабел; авария, повреда; (работен)
гащеризон; вися, провесвам; двигател с вътрешно горене; сапанджия; чистачки (на превозно средство);
леснозапалим товар; затворени пространства; каска

Part Two
Surfaces in ports must be as level as possible and provided with an adequate drainage system (Why?).
As asphalt can be damaged by oil, fuel and other chemicals, spillages should be cleaned up immediately to pre -
vent or minimize damage.
Adequate lighting of all working port areas during the hours of darkness and at times of reduced visibility is
also very important. Different levels of lighting may be appropriate in different areas, e.g. higher levels of light-
ing may be required at particularly dangerous places, such as shore gangways, accommodation ladders, steps
and other breaks in quays and also in enclosed spaces. Besides, some lamps give a good light in foggy weather
but change colours and may lead to confusion, especially when dangerous goods are handled.
Fire precautions in ports should be provided in accordance with national legal requirements in respect of fire
protection, fire alarms, fire-fighting equipment and the means of escape in case of fire.
Appropriate means for fighting fire should be provided throughout port areas. These include both portable first-
aid fire extinguishers and fixed systems such as hoses and hydrants. Adequate means of escape in case of fire
should be provided from all places in ports leading to safe places outside buildings and other enclosed spaces.
Every truck driven by an internal combustion engine should carry an appropriate fire extinguisher, too.
In many cases, the personnel in charge of handling cargo need to enter enclosed spaces like cargo holds or

15
warehouses. Not adhering to the proper safety procedures might result in workers entering spaces with reduced
oxygen concentration or ones in which there are toxic gases. This can lead to some serious problems, therefore
they must be checked for oxygen content and thoroughly ventilated before entry. The use of special equipment
to check for oxygen content in such places is mandatory. Other hazards in confined spaces include carbon
monoxide, dust, excessive heat or cold, etc. Appropriate ventilation should also be provided in buildings where
vehicles with internal combustion engines are used (e.g. fork lift trucks), or toxic, explosive or flammable goods
are kept.
All doors of refrigerated chambers in warehouses should be able to be opened from the inside at all times. A bell
or other suitable means for summoning help in an emergency should be provided, where necessary.

Part Three
Lifting appliances cover all stationary or mobile cargo handling gear, including shore-based power operated
ramps, used on shore or on board ship for suspending, raising or lowering loads or moving them from one posi-
tion to another while suspended or supported. The safe working load (SWL) of all lifting appliances, including
fork lifts and slings, should be clearly marked.
All lifting appliances and loose gear in use, including forklifts, have to be regularly inspected by responsible
persons. The inspections usually comprise visual examinations to check that, so far as can be seen, the
equipment is safe for continued use, particularly wire ropes, as they are a subject to corrosion and wear and tear
and often need to be replaced. Cranes should only lift loads vertically, loads should never be dragged. They
perform lifting operations only when specifically instructed to do so by the designated signaller.
Lifting appliances should be fitted with automatic audible and visual alarms which operate whenever the equip-
ment is in motion. The audible alarm should be distinct from any other alarm, and loud enough to warn any
persons who may be in the vicinity. The visual alarm should be a flashing light, normally of amber colour.
Anemometers should be fitted in the most exposed position of large cranes to provide warning of wind
conditions requiring them to be taken out of service.
Adverse weather conditions in which lifting operations may need to stop include: high winds; lightning;
dangerous reduction of visibility by rain, snow, fog etc.; rough sea leading to significant vessel movement.
When planning lifting operations the following should be taken into consideration:
— type and size of ship and cargo;
— type of loads to be lifted;
— particular lifting hazards associated with those loads (position of centre of gravity, stability, etc.);
— any handling symbols marked on cargo;
— connection of the load to the lifting appliance (availability of appropriate loose gear);
— frequency of the lifting operation;
— where the loads have to be lifted from and carried to;
— selection of appropriate lifting appliances;
— position of the lifting appliance (sufficient space and level ground);
— proximity hazards (power cables, buildings, roadways, other cranes, etc.);
— requirements for safe erection of the lifting appliance (space, ground loadings, level, etc.);
— ground loadings that will be applied by the lifting appliance and any necessary equipment to spread the load;
— provision of competent staff (lifting appliance operators, slingers, signallers, supervisors, etc.);
— safe systems of work for taking the lifting appliance out of service during maintenance, examination, testing
and repairs;
— emergency procedures, including rescue of an operator from an elevated position;
— systems for reporting breakdowns, accidents and dangerous occurrences/events;
— systems to prevent any unauthorized movement of lifting appliances;
— provision and maintenance of appropriate safety equipment.
Daily checks
All lifting appliances should be inspected at the beginning of each shift or working day during which they are to
be used. The use of a checklist is recommended. The checks should include, as appropriate for the type of
appliance, all daily checks specified in the manufacturer’s handbook, and checks to ensure that:
— all ropes are correctly positioned;
— electrical equipment is not exposed to contamination by oil, grease, water or dirt;
— all limit switches, cut-outs and handles operate correctly;
— the safe working load limiter is correctly set;
— the radius indicator is appropriate to the jib configuration, if separate from the safe working load limiter;
— correct air pressure is maintained in any pneumatic control system (e.g. brakes);
— items such as lights, windscreen wipers and other attachments are properly secured and operate efficiently;

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— wheels are secure, and the condition and pressure of tyres are appropriate on wheel-mounted lifting
appliances;
— all controls function correctly without load;
— audible warning devices operate correctly;
— the appliance is in tidy condition and free from tins of oil, rags, tools, or other maintenance materials;
— safe access is provided;
— appropriate fire-fighting equipment is available;
— there are no obstructions in the path of travel of a crane.
Appropriate records should be kept evidencing that the inspection has been carried out and any defects found
that could not be immediately rectified. Such defects should be reported for rectification.

Part Four
PPE should be selected to ensure that it is as comfortable as is practicable for those who have to wear it, as this
can be onerous, particularly if more than one type of protection needs to be worn at the same time.
It is essential that appropriate training in the use, care and maintenance of PPE is given to all portworkers
Suitable facilities should be provided for the storage of PPE when it is not in use. This should generally be
separate from accommodation for workers’ personal clothing in order to prevent cross-contamination.
Cargo handlers should generally be supplied with:
— protective footwear;
— safety helmets;
— overalls;
— appropriate bad-weather clothing;
— high-visibility outer garments;
— gloves.
PPE that should be supplied to portworkers may include:
— ear/hearing protection;
— fall prevention and fall arrest equipment;
— flotation aids;
— foot and ankle protection;
— hand and arm protection;
— head protection;
— high-visibility clothing;
— knee and leg protection;
— overalls;
— respiratory protection;
— shoulder protection;
— weather- and heat-resistant clothing.

TASK 4
Find in the texts synonyms of the following words or phrases
to correct, to take into account, clothes, call for, especially, shoes, substitute, event, moving, deterioration (of
visibility), risk, to stop, breathing - adj., (very) important, follow/observe (rules), burning, everywhere in

TASK 5
Make dialogues using the information below

1. Разговарят сюпървайзър и старши стифадор:

- времето е лошо и товарните операции са спрени, затова сюпървайзърът ще проведе обучение по
техниките на безопасност - всички докери трябва да присъстват;
- такова обучение вече е правено през лятото;
- това е опреснително обучение, а и вече е ноември, времето се влошава и условита за работа са по-
опасни;
- да, често повърхностите са хлъзгави и скоро ще има заледявания;
- това важи особено за всички метални стълби и повърхности; вижда, че работниците са облечени добре,
но някои нямат каски;
- всички имат каски, но в момента не се работи; има проблем с обувките – не всички имат такива с
гумени подметки (rubber soles);

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- сюпървайзърът благодари за загрижеността и за това, че ст. стифадорът го е информирал за проблема -
ще говори с човека от ръководството, отговорен за това; обучението ще започне след половин час в ... –
има време всички да бъдат уведомени и да се съберат.
2. Инспектор от службата за охрана на труда прави внезапна проверка на начина, по който няколко
докера ремонтират повредена стрела на кран и обсъжда проблемите с бригадира, който реагира
съответно.
- дали имат разрешение да работят нависоко – имат, бригадирът го представя;
- зоната отдолу не е оградена и случайни минувачи могат да бъдат ранени (passers-by); назначен е
наблюдател (сигналчик), който да предупреждава хората – това не задоволява инспектора;
- инструментите, с които работят, са в джобовете на работниците, а не на колана за инструменти;
- инспекторът забелязва, че един от работниците си е откачил обезопасителното въже (lifeline);
- иска да види чеклиста за работа нависоко и подписания инструктаж – няма чеклист, но инструктажът е
подписан;
- инспекторът не е доволен от мерките за безопасност по време на работа и ще напише доклад до
ръководството за констатациите си (findings)

3. Инспектор от службата за охрана на труда прави внезапна проверка на площадка за обработка на

опасни товари и разговаря с отговорника на площадката, който реагира съответно.
- защо площадката е оградена с въжета, а не с бетонни блокове – какво ще стане, ако спирачките на
камион откажат и той навлезе в зоната;
- отговорникът на склада няколко пъти е уведомявал сюпървайзъра, но все още няма реакция;
- на земята вижда петно от разсипан химикал – какво може да са последствията; станало е току що, още
не са го почистили;
- вижда, че не всички лампи са включени и осветлението не е достатъчно – включени са само тези, които
осветяват работната зона; инспекторът не одобрява това – защо;
- на един от мотокарите сигналната лампа не свети, а друг не подава звукова сигнализация, докато се
движи из района;
- инспекторът смята, че не всички правила за безопасност се спазват и това може да доведе до инцидент
и дори до смърт – ще предприеме съответните мерки за уведомяване на отговорните органи

4. Инспектор от противопожарната служба прави проверка на състоянието на противопожарните

съоръжения в закрит склад и разговаря със складовия отговорник, който реагира съответно.
- иска да види противопожарния план и схемата за пътищата за евакуация;
- документите са наред, но на няколко места липсват указателни табели за пътищата за евакуация;
- при прегледа на преносимите пожарогасители вижда, че на порталния кран няма монтиран прахов
(powder) пожарогасител, който е предназначен за потушаване на пожар на ел. инсталацията – поставен е
отстрани, на стената до вратата на склада; това е грубо нарушение на правилата;
- работниците инструктирани ли са какво да правят в случай на различни видове пожар – да,
отговорникът представя съответния дневник за инструктаж с подписите на всички складови работници;
- инспекторът го преглежда – няма възражения, но вижда, че на земята има няколко мазни петна – явно
има теч и това може да причини пожар;
- вижда, че всички вилкови повдигачи имат пожарогасители, което също е добре, но въпреки това ще
напише доклад до ръководството за констатираните нередности и ще даде препоръки за сроковете, за
които трябва да се отстранят

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