D4.2 Safe Working On Dry Buk Ships

D4.
Safe Working on Dry Bulk Ships
PDP2 D4.2 Safe Working on Dry Bulk Ships Slide 1

D4.2 – Unit Aims
1. Outline the general health, safety and environmental
characteristics of transporting, handling and storage of
iron ore, coal, bulk fertilizer, grain, bauxite and alumina
on board dry bulk ships.
2. Provide information on the procedures and practices
necessary for safe transporting, handling and storage of
iron ore, coal, bulk fertilizer, grain, bauxite and alumina
3. Specify the safe operating procedures for equipment and
facilities used on transport, storage and handling of iron
ore, coal, bulk fertilizer, grain, bauxite and alumina on
board dry bulk ships.
D4.2 – Unit Objectives
1. Identify the health, safety and environmental concerns

within the International Maritime Solid Bulk Cargoes
(IMSBC) Code schedule for iron ore, coal, bulk
fertilizer, grain, bauxite and alumina.
2. Understand the role of the International Grain Code in
the safety of loading ships with grain.
3. Explain the relevant health and safety principles of the
ILO Code of Practice on Safety and Health in Ports.
4. Describe the types and the basic constructions of dry
bulk ships and explain how loading and unloading
operations can overstress/damage dry bulk ships.
5. List the importance of health, safety and environmental

procedures to protect the ships’ crew and portworkers
with respect to transport, handling and storage of iron
6. Explain the procedures in loading and discharging iron
7. Identify the equipment used in the loading and
discharging of iron ore, coal, bulk fertilizer, grain,
bauxite and alumina on board dry bulk ships.
8. Explain safety measures for the operation of equipment

used in the transport, handling and storage of iron ore,
coal, bulk fertilizer, grain, bauxite and alumina on board
dry bulk ships.
9. Describe the ship/shore communications.
10. Use Personal Protective Equipment (PPE) applicable to
handling iron ore, coal, bulk fertilizer, grain, bauxite and
alumina on board dry bulk ships.

11. Identify the responsibilities of the key personnel on

board dry bulk ships and the terminal representative in
loading and discharging dry bulk cargoes.
12. Perform risk assessment to identify and manage hazards
13. Implement control measures identified in the risk
assessment.
14. Identify the purpose of the International Ship and Port
Facility Security (ISPS) Code.

14. Describe the security measures in place on board dry

bulk ships.
15. Explain the major safety lessons learnt from historical
incidents on the loading and discharging of iron ore,
coal, bulk fertilizer, grain, bauxite and alumina on board
dry bulk ships.
16. Recognise definitions and distinguish true and false
statements of technical terms used in the Unit.

Scope
1.1 - 1.10: Dry Bulk Cargo - Iron Ore, Coal, Bulk

Fertilizer, Grain, Bauxite and Alumina
2.1 - 2.12: Dry Bulk Ships
3.1 - 3.5: Safety in Loading and Discharging Dry Bulk
Ships
4.1 - 4.6: Ship Cargo Equipment and Safety
Management
5.1 - 5.8: Security of Ships
6.1 - 6.8: Risk Assessments
7.1 - 7.5: Lessons from Historical Incidents
Section 1 – Dry Bulk Cargo:
Iron Ore, Coal, Bulk Fertilizer, Grain, Bauxite
and Alumina

Introduction
• Health, safety and environment (HSE) is
not a separate unit of knowledge.
• Portworkers working on board shall
comply with HSE regulations of the
ship.
• It applies to all activities that are
undertaken in the dry bulk ship.
Example:
– Correct PPE.
– Secured ship berthing.
– Equipment and manpower.
– Safety in loading and discharge etc.
Iron Ore Recap
• Iron ore is said to be the most important commodity to

humans after oil.
• It is the main ingredient in steel production.
• Iron ore terminals are responsible for keeping steel mills
open by maintaining supply of iron ore.

Iron Ore MSDS
Always ensure that you have the correct MSDS for the
product that you are handling!
• Section 3 – Hazards Identification
• Section 4 – First Aid Measures
• Section 8 – Exposure controls and Personal Protection
Issue Handout 1

Iron Ore Hazards
Iron ore may have the following hazards:

• Irritant to the eyes.
• Irritant to the skin.
• Inhalation of powder/dust may irritate the respiratory
tract.
Hatch coaming with dust

suppression watering
system fitted for loading.
Iron Ore First Aid Measures
Should you witness someone who has been impacted by

iron ore dust you can:
• Remove individual from the dust area.
• Wash affected skin and eyes with clean water.
• Refer to medical assistance for high levels of inhalation.
IMPORTANT – Know who to contact for a medical or first

aid incident in your terminal/on board ship!

Iron Ore Exposure Controls
Should you need to work in areas that are susceptible to iron

ore dust, you should wear the following:
• Eye protection.
• Long sleeves and trousers to cover exposed skin.
• Dust mask when exposed for longer periods.

Coal Recap
Coal has four main uses:

• Power generation.
• An ingredient in steel production.
• An ingredient in cement production.
• As a liquid to be an alternative to oil.

Coal MSDS
Issue Handout 2
Always ensure that you have the correct
MSDS for the product that you are
handling!
• Section 2 – Hazards Identification
• Section 4 – First Aid Measures
• Section 8 – Exposure Controls and
Personal Protection
• Section 11 – Toxicology

Coal Hazards and Toxicology
Dust is the greatest health, safety and environment hazard to

individuals when handling coal.
• May irritate eyes.
• May irritate skin.
tract.
• Continued inhalation may generate long term health
issues.

Coal First Aid Measures
• Eyes – Flush the eyes with fresh running water.

• Inhalation – Remove the individuals from the area
immediately and ensure they clear their airways.
• Skin – Wash area immediately.
• Ingestion – Provide water to drink.
• Seek medical care.
• First Aid Facilities in workplace.

Coal Exposure Controls
• Wear PPE including glasses, dust mask, gloves and eye
protection.
• Do not enter holds without safety checks to ensure dust
levels are not too high for humans to work in.
• Position yourself upwind when working around hatch to
ensure dust is not blown onto you from wind.
• Use dust suppression system (water spray) if available
and appropriate.

Coal Spontaneous Combustion
Coal + Oxidation + Self Heating

=
Spontaneous Combustion
Examples of spontaneous combustion on ship

Portworkers’ Actions for
Spontaneous Combustion
• Loading:
– Never allow coal to be loaded when it is suspected that
spontaneous combustion has started.
– When finishing each hold, ensure that there are no large
cracks in the surface of the coal which allows oxygen to be
introduced.
• Discharge:
– Always look out for signs of spontaneous combustion.
– Never use water on coal that is thought to be spontaneously
combusting.
– Report the occurrence to your supervisor.
– Close hatch lids if the spontaneous combustion is
advanced. Issue Handout 3
Stages of Spontaneous Combustion
Risk Stage of
Condition
Level Severity
Stage 1 Coal gives off steam
Low
Stage 2 Coal gives off localized white smoke
Stage 3 Coal gives off plumes of white smoke
High Stage 4 Coal gives off yellow sulphur smoke
Stage 5 Coal gives off flames

Remedial Actions (Ship’s Crew)
• Cargo hold shall be completely closed down and all
ventilation stopped.
• Compact and cover combustion coal with an inert
material (Release CO2 into cargo hold).
• Stringent control of entry to cargo hold due to safety.
• Conduct boundary cooling of the cargo hold using water.
• All incidents of spontaneous combustion must be
reported.
• Implementation Emergency Response Plan if required.
• The Master shall seek expert advice immediately and
consider heading to nearest port.
Bulk Fertilizer Recap
• Used primarily in the agricultural industry for enhanced

plant growth.
• Also used as an explosive within the mining industry
when large volumes need to be extracted.

Bulk Fertilizer MSDS
Issue Handout 4
Always ensure that you have the correct MSDS for the
product that you are handling!
• Section 3 – Hazards Identification.
• Section 8 – Exposure controls and Personal Protection.
• Section 11 – Toxicology.

Bulk Fertilizer Hazards
• Swallowing may cause nausea, vomiting, diarrhoea and

abdominal pain.
• Eyes may be irritated.
• Skin may be irritated.
• May experience shortness of breath/breathing difficulties.

Bulk Fertilizer First Aid Measures
• Inhalation – Remove the individuals from the area

immediately and ensure they clear their airways.
• Skin – Wash area immediately.
• Eyes – Flush the eyes with fresh running water.
• Ingestion – Provide water to drink.

Bulk Fertilizer Exposure Controls
When Bulk Fertilizer is handled within the ships hold it is

essential that the hold is ventilated. In addition, the
following PPE are required:
• Overalls.
• Safety shoes.
• Chemical goggles.
• Gloves.
• Dust mask.

Grain Recap
What are grains?

• Seeds of plants used for human
or animal consumption.
• They are hard and dry when
transported.
• The husk (or hull) of the seed
will normally be removed prior
to transporting.

Whole Grain MSDS
Issue Handout 5
Handout 5 is a typical material safety data sheet (MSDS) for
whole grain.
NOTE: Specific MSDS may exist for particular grains being

handled within certain terminals. If this is the case then the
specific MSDS should be used instead of this generic MSDS.

Whole Grain Hazards
Two principle hazards are identified

within the MSDS. These are:
– Causes eye irritation.
– May form combustible dust
concentrations in air.
Each of these hazards are only present
when the handling of grain generates
dust. Therefore, any measures that
reduce grain dust will reduce the risk of
the hazards being present.

Grain First Aid Measures
Impact on
First Aid Measures
Body
– Remove the individual from the area while
ensuring that you do not become a victim
yourself.
Inhalation
– Allow individual to be in most comfortable
position and wait until he/she recovers.
– If symptoms persist, seek medical advice.
– Flush affected area of skin with water for 20
minutes to remove grain.
Skin
– If skin develops irritation or remains irritated,
seek medical advice.

Grain First Aid Measures
Impact on Body First Aid Measures

- Flush affected eye(s) with water for
20 minutes to remove grain
Eyes particles.
- If eye develops irritation or remains
irritated, seek medical advice.
- Provide water. Never give anything
Ingestion by mouth to an unconscious person.

Grain Exposure Control
Engineering Measures/Controls
• Possible inclusion of explosion
relief vents or explosion
suppression systems.
• Only use approved electrical
equipment where dust may be
generated to reduce the
possibility of sparks.

Grain Exposure Control
Engineering Measures/Controls
• Use mechanisms such as exhaust
ducts, dust collectors to prevent
/reduce the escape of dust into the
work place.
• Ensure that all systems are well
designed and maintained for the
grain being handled.

Grain PPE
• Dust mask (NP95) for short term

exposure.
• Safety goggles.
• Gloves.
• Long sleeves or protective
overalls
• Safety footwear.

Bauxite and Alumina Recap
• Bauxite and Alumina are the first steps in making
aluminium and subsequently aluminium products.
• Bauxite is mined.
• Alumina is extracted from bauxite through the Bayer
Process.

Bauxite and Alumina MSDS
Issue Handout 6 and 7
• Material Safety Data Sheet (MSDS) provides guidance on
health and safety issues.
• Always ensure that you have the correct MSDS for the
type of bauxite and alumina that you are handling!
– Section 2: Hazards Identification.
– Section 4: First Aid Measures.
– Section 8: Exposure Controls and Personal Protection.

Hazards of Bauxite and Alumina
Dust is the greatest health and safety hazard to individuals

from the handling of bauxite and alumina.
• If ingested may impact gastro intestinal tract.
• May abrase eyes.
• May irritate skin after prolonged exposure.
tract.
The terminal should therefore have dust management
measures in place, as well as providing appropriate PPE to
portworkers. Refers to D4.1 Section 6 on dust management.
Bauxite and Alumina
First Aid Measures
• Actions to be taken for bauxite and
alumina exposure:
– Inhalation: Remove from area and seek
medical advice if irritation persists.
– Eyes: Flush with water and seek medical
advice if irritation persists.
– Skin: Wash with soap and water.
– Ingestion: Do not induce vomiting, rinse
mouth out with water, then provide
liquid slowly and as much as the
casualty can comfortably drink.

Bauxite and Alumina
Exposure Controls
• Do not handle casualty in enclosed spaces.
• Always handle casualty where there is natural ventilation.
If this is not feasible, consider using respiratory
protection.
• Wear safety glasses with eye shields, or full face shield if
appropriate.

Hazards to Environment
We will consider hazards that

the commodities present to the
environment, including:
• Air Quality.
• Soil Quality.
• Water Quality.

• Iron Ore – No impact has been recorded on the soil, air

and water quality from a spill of iron ore.
• Coal – No impact has been recorded on the soil, air and
water quality from a spill of Coal. However, smoke
generated for burning coal affects the quality of air.
• Bulk Fertilizer – Major impact on water quality which
affects marine life:
– Decreases fertility.
– Decreases embryo growth.

• Grain
– Naturally occurring organic matter.
– No impact on the environment.
– Spills should be avoided.
• Bauxite and Alumina
– No impact on the environment if released.
– Spills should be avoided.
• All spills should be reported immediately

Ship/Shore Interface
• IMSBC Code is published by the IMO.

• Provides directions to ships regarding management of
solid bulk cargo on the ship, including loading, storage
and discharge.

Grain Code
• Unlike the IMSBC Code, the Grain
Code treats all grains the same,
hence there are no schedules for each
grain.
Why does grain require its own Code?

• At sea, grain in a partially filled
cargo hold will flow and may cause
the vessel to capsize if the grain is
not secured correctly.

Grain – Document of Authorisation
• The Grain Code addresses a
vessel’s minimum stability
requirements to carry grain on an
international voyage.
• “Document of Authorisation” is
issued by the vessel’s flag state.
Note: A vessel can apply for a

“Document of Authorisation” at any
stage of its life cycle.

Reserve for Local Content on the Types of Dry Bulk
Cargo Handled in the Local Terminal

Section 2 – Dry Bulk Ships

3D Animation on Import or Export Flow of Cargo

Export Terminal Sequence
A. Railway
D. Stacker / Receival
Reclaimer
I. Loading
H. Dispatch
F. Storage C. Conveyor B. Rail Car
Belts. Dumper
G. Bulk Fertilizer
Receival
E. Truck
Receival

Export Sequence
Railway Receival (A): For larger

production, the use of rail to
receive cargo into the terminal is
very common. The advantage is
the volume that can be handled is
significantly larger than by road
or any other means of receiving
cargo.

Export Sequence
Rail Car Dumper (B): The most

common means of unloading rail
car is by using a rotating dumper
that actually rotates between 1 –
4 cars simultaneously. The cargo
falls through the grates and into a
hopper below the dumper and is
carried away by conveyor belt.

Export Sequence
Conveyor Belts (C): Conveyor belts are used to transport

the cargo around the terminal and in this case, takes the
cargo directly to the stockyard. Where conveyor belts
change from one to the next, then the cargo will pass
through a hopper to ensure smooth transfer.

Export Sequence
Stacker / Reclaimer (D): In the stockyard, the cargo must

be stacked in a suitable way which is determined by the type
of cargo and how long it is likely to be in the stockyard.
Here you see a stacker/reclaimer being used to stack the
cargo on the stockpile.

Export Sequence
Truck Receival (E): An alternate to receiving cargo by rail

is to receive via road trucks. While the type of trucks may
vary, the actual process does not. Trucks will either deposit
directly onto the stockpile or via a dumping station serviced
by conveyor belts.

Export Sequence
Storage (F): As trucks come into the yard, they will either
dump directly onto the stockpile, as shown here, or
alternatively, they will dump at a designated station and the
cargo will be transferred to the stockpile via FEL, conveyors
as per the rail system.

Export Sequence
Bulk Fertilizer/Grain Receival (G): As bulk fertilizer /

grain cannot be handled in rain, it will generally be stored in
an indoor storage shed. The covered truck enters and dumps
the cargo on the floor, leaving the front end loader to create
the stockpiles.

Export Sequence
Dispatch (H): When a ship arrives at the terminal, the cargo

must be dispatched to the ship. This may be via the
reclaimer and conveyor belts as shown here, or via trucks
directly to the wharf face.

Export Sequence
Loading (I): The completion of the dispatch is loading the

vessel. Here, we show the use of a conveyor belt mounted
loader that is common.

Import Terminal Sequence
D. Reclaimer
dispatch
A. Unloading.
B Storage
C Truck Dispatch
B. Storage

Import Sequence
Unloading (A): Here a ship is

being unloaded by grab, which is
the receival stage of the terminal
operation. Remember that the use
of a gantry grab is only one
method of unloading a ship. The
cargo is dumped in a hopper and
taken to the stockyard via
conveyor. Trucks are able to
replace the conveyor.

Import Sequence
Storage (B): The stacker is used to store the cargo.

However, trucks may also dump cargo directly onto the
stockpile if being used. For Bulk Fertilizer, indoor storage is
generally used. Transport from the wharf to this storage
centre may be via truck or conveyor.

Import Sequence
Truck Dispatch (C): Trucks being loaded by a front end

loader is one method of dispatch. The truck will take the
cargo to the ultimate owner of the cargo outside the dry bulk
terminal.

Import Sequence
Reclaimer dispatch (D): Some import terminals are a part

of either steel mills or the thermal power stations, where the
cargo is dispatched directly to the mill/station. The reclaimer
passes the cargo onto conveyors that feed directly to the
mill/station.

Seaborne Cargo Carried
Issue Handout 8

Global Fleet Makeup

Dry Bulk Ship Types

Deadweight Example
Cargo Weight 196,125 tonnes

Heavy Fuel Oil 2,825 tonnes
Diesel Oil 50 tonnes
Fresh Water 310 tonnes
Lube Oils 30 tonnes
Stores 45 tonnes
Provisions 15 tonnes
Ballast (unpumpable) 25 tonnes
Constant * 675 tonnes
Total Deadweight 200,100 tonnes
Dry Bulk/Ore Carriers Types
NAME DWT LENGTH MAX. BEAM

DRAFT
Capesize >100,000DWT Over 230m Over 17m 40m and above
Panamax 60,000 to 99,999DWT 200 – 230m 13 to 15m Max. for

panama Canal is
32.2m
Handymax 40,000 to 59,999DWT 150 to 200m 11 to 12m Less than 30m
Handysize 10,000 to 39,999DWT 130 to 150m 10m Less than 30m

Other Dry Bulk Carrier Types
• Kamsarmax
• Newcastlemax
• Setouchmax
• Seawaymax
• Malaccamax
• Dunkirkmax
• Valemax

Combination Carriers
• Most dry bulk carries are ‘dedicated’

bulk vessels. Exception is the
combination carrier, or Ore-Bulk-Oil
(OBO) vessels.
• Designed to carry ore on one voyage
and oil on the subsequent voyage.
• This reduces the time the vessel is
carrying no cargo.
• Storage of ore and oil must be
segregated.

Combination Carriers
• Crew must be able to manage both oil and ore cargoes.

• Unique arrangement on covers of ore holds and oil
pipelines.
• Three incidents questioned safety of these vessels, MS
Berge Istra, MS Berge Vanga and MV Derbyshire.
• Ship design has been reviewed extensively for safe
transportation.

Ship Design
• Defined by the cargo weight and volume to be carried.

• Bulk Cargo stowage factor ranges form 0.6 tons/cu m for
grain to 3 tons/cu m for iron ore.
• Ports and passages it is designed for.

Ship Superstructure
• At the aft of main deck.

• Where accommodation, crew facilities, and the bridge are
located.
• Usually above the engine room.

Bridge
• Where the ship is navigated and controlled when

underway.
• It is the “command centre” of the ship when at sea.
• It houses equipment such as radar, sonar, electronic chart,
global positioning system, radios, steering, controls of
engines and machineries.

Engine Room
• Houses main engines, generators, pumps and other

machineries.
• Usually below the superstructure.

Hatches
• Hatch is the opening at the top of a cargo hold.

• In general, hatch covers are 45% to 60% of the ship’s
breadth.
• Hull stress concentrates around the edges of the hatch.
• Usually reinforced by stiffeners.
• Most hatch covers are hydraulic controlled.
• Important to have watertight integrity.
• As a portworker you should not operate hatch covers.
• Ensure the hatch is closed and safety rails are in place if
required to work on the hatch lid.
Types of Hatch Cover
• Multi-pull
• Single pull
• Folding

Types of Hatch Cover
• Rolling
• Pontoon
Issue Handout 9
Ship’s Hull
• Single hull curvature with bulbous bow.

• Efficiency of the hull design has an impact on cargo
carrying capacity. Example: Handymax can carry 5 times
of cargo weight as compared to its ship’s weight.
Capesize is designed to carry up to 8 times of cargo
weight.

Cross Section of Hull
Issue Handout 10

Forecastle
• Forward part of the ship.

• It houses the forward mooring lines and equipment,
winches, anchors, cables, storerooms and lockers.

Poop (Aft) Deck
• The stern part of the ship.

• Usually behind the ship superstructure and provide access
to the accommodation and engine room.
• It houses the stern mooring lines, equipment and winches.

Common Ship Terminology
• Ballast • Length Overall

• Beam • Light Displacement
• Bow and Stern • Lightship
• Bunkers • List
• Canal Tonnage • Load Displacement
• Deadweight Cargo Capacity • Midship
(DWCC) • Net Tonnage
• Displacement • Port
• Draft • Ship’s Agents
• Freeboard • Starboard
• Gross Tonnage • Trim
• Heel • Waterline
Ship Terminology
Bridge
Poop deck Superstructure
Stern or aft Beam

Port
Forecastle
Starboard
Bow
Deck line / Main
deck
Hull

Ship Terminology
Length Overall
Freeboard Waterline
Draft Midships Depth or Moulded Depth

Bulk Carrier Construction
Issue Handout 11

Hull Failure

Video 1
Making of a Bulk Carrier in Cochin Yard
https://www.youtube.com/watch?v=-dh1AfR6Z9o

Mooring Operations
• Mooring operations involve making fast the ship to the

wharf/pier.
• Mooring lines are made of nylon, steel wire or highly
resilient materials like Kevlar.
• Mooring lines come under high tension and stress. If the
line breaks, it is extremely dangerous to those working
around.

Mooring Arrangement
Issue Handout 12
No. Name Purpose

1 Head line Keep forward part of the ship against the dock
2 Forward Breast Line Keep close to pier
3 Forward Spring Prevent from advancing
4 Aft Spring Prevent from moving back
5 Aft Breast line Keep close to pier
6 Stern line Prevent forward movement
Snap-back Zones
• Snap-back occurs when mooring lines break under

tension and the recoil could cause fatal injury.
• Snap-back zone is the distance almost equal to the
remaining length of the mooring line where it breaks.
• Keep well clear of any mooring lines under tension.
• Safety training is important for the mooring gang to
manage mooring lines.

Forces Affecting Mooring of Ship
• Wind.
• Current.
• Surge from passing ships.
• Tidal changes
• Changes in the ships draft and freeboard.

Video 2
Mooring Operations
https://www.youtube.com/watch?v=xUxgKW3AJLw

Ballast Water Management
• Traditionally, any form of non-cargo weight carried on a

vessel could be classified as ballast. Today, water is the
common form of ballast. The purposes of ballast are:
– Ensuring the propeller is immersed.
– Ensuring the vessel is trimmed as required by its design.
– Ensuring the forward draft of the vessel is appropriate to
minimise slamming of the bow and/or to ensure the bow
thruster is immersed.
– Ensuring the vessel meets the minimum stability criteria as
set down by the IMO.

Ballast Water Management
– Ensuring the bridge watch keepers’ vision is not hindered

by the bow.
– Ensuring the vessel is on an even keel (upright).
– Maintaining Sheer force and Bending Moments within
approved limits.

Discharging Cargo

Loading Cargo

Ship Load Line
• Load line is a special marking positioned amidships

which depicts the draft of the vessel.
• It is the maximum permitted limit in distinct types of
waters to which the ship can be loaded.
• Also known by a number of different terms including
plimsoll mark or international load line.

Plimsoll Mark
Also known as International Load Line:

• AB for the American Bureau of Shipping.
• LR for Lloyd’s Register.
• GL for Germanischer Lloyd.
• BV for Bureau Veritas.
• IR for the Indian Register of Shipping.
• RI for the Registro Italiano Navale.
• NV for Det Norske Veritas.

Plimsoll Mark
• TF – Tropical Fresh Water.

• F – Fresh Water.
• T – Tropical Seawater.
• S – Summer Temperate Seawater.
• W – Winter Temperate Seawater.
• WNA – Winter North Atlantic.

Plimsoll Mark
• Load line is to allot a maximum legal limit up to which a

ship can be loaded.
• Reduce the risk of having the vessel sailing with
inadequate freeboard and buoyancy.
• Avoid excessive stress on the ship’s hull.
• The Summer load line is the primary load line and it is
from this mark that all other marks are derived. It is
calculated from many factors such as length of ship, type
of ship, type and number of superstructures, amount of
sheer, bow height and so on.

International Load Line
• S (Summer) – basic load line and base

used for determining all other load
lines.
• T (Tropical) – 1/48th of summer draft
marked above Summer markings.
• W (Winter) – 1/48th of summer draft
marked below summer markings.

International Load Line
• WNA (Winter North Atlantic) – only for vessels less than

100 m and operating above 36° in North Atlantic.
• F (Fresh Water) – is the Summer fresh water load line.
The distance between S and F is the difference in
buoyancy between salt and fresh water (Fresh Water
Allowance).
• TF (Tropical Fresh Water) – is the same as the Fresh
Water Allowance, but measured from the tropical
marking.

International Load Line Zones
Issue Handout 13

Load Line Certification
• All surveyed ships are issued with an International Load

Line Certificate.
• The certificate is valid for 5 years and sets out the
assigned freeboard and fresh water allowance.
• The ship is not able to change any of these assigned
freeboard or fresh water allowance without making
application to the authorised authority.

Load Lines
Issue Handout 13
Vessel sailing from Gladstone, Australia to Europe

Ship Stability
Ship stability deals with how the ship sits in the water and
its ability to return to the upright position when it is at sea.
Stability is divided into two different areas:
• Transverse Stability.
• Longitudinal Stability.

Transverse Stability
Downward force
of Gravity
Upward force
of Buoyancy

Transverse Stability
Metacentre
Gravity
Buoyancy

Longitudinal Stability

Ship’s Stress
• Ship stress occurs as a result of considerably more weight

being loaded or discharged at a faster rate.
• The forces of gravity and buoyancy are not equal in each
section and this imbalance causes the stress to the ship.
• Ship stress has to be considered section by section
throughout the ship’s length.

Unloaded Ship

Loaded Ship

Sag and Hog

Bending of Ship

Shear Stress
Weight
Buoyancy
Bending Stress

Torsional Stress
Weight
Weight

Ship Stress Points
• Light Ballast Conditions:

– Shear stress around forward of engine room.
– Bending stress around mid-ship.
• Torsion stress when two pours take place at either side of
ship and also when unbalanced de-ballasting takes place.

Trade Daring – Case Study
• Hull fatigue due to age.

• Metal corrosion has weakened the structural integrity.
• Loading iron ore at 16,000 tonnes/hr and deballasting was
unable to catch up.

Confined Space Entry
• Confined space include cargo holds, battery lockers, paint

storerooms and mast houses as well as ballast, bunker and
cargo tanks.
• Accidents involved confined space entry has been
prevalent.
• Spaces must be well ventilated, tested and certified prior to
entry.

Reserved for Local Content on the Types of Dry Bulk
Ships in the Local Terminal

Section 3 – Safety in Loading and Discharging
Dry Bulk Ships

Loading Operations
• Shipper’s Declaration.
• Accepting cargoes not listed in the IMSBC Code.
• Pre-arrival Ship/Shore Exchange of Information.
• Cargo Load Plan.
• Ship/Shore Safety Checklist.
• Loading Procedures.
• Cargo Trimming (Loading).
• Grain Loading.

Shipper’s Declaration
Issue Handout 14

Pre-Arrival Ship/
Shore Exchange of Information
Issue Handout 15

Cargo Load Plan

Cargo Load Plan
• Each line represents one pour.

• The hold being loaded.
• Tonnage of cargo.
• Ballasting to occur during that pour.
• Approximate time of the pour.
• Any relevant comments.
• Calculated draft, trim and stresses expected.
• Observed drafts during actual loading to ensure loading is
proceeding correctly.

Ship/Shore Safety Checklist
Issue Handout 16
1. Depth of water.
2. Mooring arrangements for a ship.
3. A ship should at all times be able to leave the berth
during loading and discharging.
4. Safe access for personnel to the ship.
5. Communications between the ship and shore.
6. Identification of the ship and shore contact persons.
7. Adequate crew are required at all time on a ship.

8. Bunkering should not disrupt the loading/discharging

operation.
9. Repairs should not be undertaken to the ship or wharf
during loading/discharging operation.
10. Reporting and recording damage is important because of
the liability issues.
11. The ship is informed of the port and terminal
regulations.
12. Properties of the cargo as per the shipper’s declaration
need to be provided.
13. Important to test the atmosphere of confined spaces

prior to persons entering.
14. Information exchange should be undertaken through
the pre-arrival ship/shore exchanges.
15. Information is acknowledged by all.
16. Allow the terminal to check the load/discharge plan
to ensure it is in order.
17. The type of trimming required for the cargo.
18. The ballast program to ensure it is in sync with
cargo loading/discharging.
19. Management of Cargo residue.

20. Draft survey and agreement on who will measure the
quantity of the final pour needs to be made.
21. Estimated duration of the ship in the terminal.

Preparations of Cargo Spaces
• Bilge wells and strainer plates are
prepared to facilitate drainage and
prevent cargo entering the bilge
system.
• Bilge lines, sounding pipes and other
service lines are in good order.
• Cargo space fittings are protected
from damage.
• Measures are in place to minimise
dust entering living quarters or other
interior spaces or coming into contact
with moving parts of machineries and
navigational aids.
Loading Procedures
(BLU Manual)
• The Master and terminal representative should confirm
the method of cargo operations so as to ensure no
excessive stresses to the ship.
• The Master should be informed if:
– The cargo is heavy.
– The individual grab loads are large.
– High, localized impact loads on the ship's structure.
– High free-fall drops that may cause structural damage.
• Monitoring of the cargo handling operation and effective
communication.
Loading Procedures
(BLU Manual)
• Cargo trimming in accordance with IMSBC Code.

• Readily accessible information on the total quantity loaded as
well as the quantities per pour:
– The loading belts should be run empty before the 90% survey.
– Scale weights should be checked against the draught survey
estimates of cargo loaded.
– The exact quantity of cargo
should be delivered.
– Ensure correct draught and trim.

Loading Procedures
(BLU Manual)
• Upon completion of loading, the

Master and the terminal
representative should agree in
writing that the ship has been
loaded in accordance with the
loading plan, including any
agreed variations.

Cargo Trimming
(Loading Cargo)
• Trimming cargo is spreading it evenly in the hold to

ensure that the cargo is secure ready for the sea passage.
• Cargo that fill, or nearly fill the hold need to be fully
loaded into the corners and under the hatch comings of
the cargo hold.
• Cargo shift may lead to the centre of gravity of the ship
shifting resulting in the listing of the ship.
• Trimming of cargo is achieved by the loader itself
spreading the cargo as it is being loaded or manually by
portworkers.

Grain Loading
• Loading of Grain is based on International Grain Code

due to the free flowing nature of grain.
• Grain can be loaded in the same way as other bulk
cargoes in respect of:
– Pre-arrival ship/shore exchange.
– Cargo load plan.
– Ship Shore Safety Checklist.
– Preparation of Cargo Spaces.
– Loading Procedures.

Grain Loading Operations
• The shipper is still required to provide a shipper’s

declaration to inform the vessel and master of any
dangers associated with the cargo.
• Grain Trimming (Cargo Loading) must be done according
to the International Grain Code, not as per IMSBC Code.
• Three types of loaded holds:
– Filled compartment – Trimmed.
– Filled compartment – Untrimmed.
– Partially filled compartment.

Grain Loading Operations
• Irrespective of how the

compartment is to be trimmed, the
primary requirement for trimming
grain is
“All necessary and reasonable
trimming shall be performed to level
all free surfaces and to minimise the
effect of grain shifting”.
• Trimming should only be done
under the direction of the
supervisor and ensuring that it is
safe to do so.
Discharge Operations
• Discharge Procedures.
• Safety in Discharge Operations.
• Use of Machineries in the Hold.
• Hold Cleaning.

Discharge Procedures
The Master and terminal representative must:
• Confirm and comply with the method of cargo unloading
plan.
• Monitoring and maintain effective communication.
• Agree in writing that the ship has been unloaded in
accordance with the agreed unloading plan, with the
holds emptied and cleaned to the Master’s requirements.
Any detected damage suffered by the ship should be
recorded.
• Have readily accessible information on the total unloaded
quantity.
• Take account of the possibility of flammable vapours
PDP2 from the holds. D4.2 Safe Working on Dry Bulk Ships Slide 145
Safety in Discharge Operations
• Safe access for all personnel.
• Access on deck to be confined to the outboard side only.
• Hold access ladders should be safe and secure.
• Hold access trunks should be adequately lit.
• Adequate hold lighting.
• Adequate ventilation of holds.
• Avoid the risk of overhanging cargo from falling.

• Safe access to portworkers to remove (trim) residue cargo
from ship’s frames, pipes and structures.
• Safe arrangements on entering cargo holds and the lowering of
equipment into holds.
• Safe access to provide guard railings around hatch covers.
• Ensure hatch covers are properly secured.
• Geared ships to have gears swung outboard.

• Manhole covers of holds and bilge cover plates should be well
secured.
• Keep well clear of unloading areas.
• Respiratory protection should be used when handling dusty
cargo.
• Defects and deficiency or hazards should be reported to the
Master.
• All lifting appliances and gears should have current test and
examination certificates.

Use of Machinery in Holds
• FEL are used to remove cargo from the bulkheads and the
sides of the hold and transfer to the centre of the hold for
removal by the grab.
• The lifting of the machinery into and out of the holds can
pose a hazard. Strict supervision to ensure that safety is a
priority.

Lifting Considerations
• Never stand under a machine suspended from a crane.
• Ensure that only one person is providing signals to the crane
driver.
• Ensure no loose pieces of equipment that may potentially fall
from the machine.
• Use lifting equipment with the correct load limit.
• Follow the safe system of work of the terminal.
• No persons should be on or in the machine when being lifted.

Machine Working in Hold
• Undertake normal safety checks.

• Assign areas of the hold that the crane and FEL can
operate independently of each other.
• No people aside from FEL operator should be in hold.
• Ensure that fumes are free to escape from hold and that
hold atmosphere does not become contaminated.

Hold Cleaning
• Hold cleaning requirements depends on potential

contamination of:
– Cargo discharged.
– Cargo to be loaded.
• Need to remove all residue cargo on horizontal surface of
bulkheads.
• Maximise cargo discharge.
• Additional hold cleaning may be required to meet
regulatory requirements.

Manual Hold Cleaning Tools
• Brooms
• Scrapers
• Brushes
• Elevated work
Platforms
• Shovels

Hold Cleaning Safety
- Operating with Elevated Platforms
• Ensure the work area is clear

of other workers due to
falling of residue cargoes.
• Use a safety harness at all
times.
• Attached all tools to the work
platform to prevent dropping
to the hold floor.
• Work within the safe working
limits of the equipment.
Hold Cleaning Safety - Lighting
• Holds may be required to be cleaned day and night.
• Cleaning holds at night time requires appropriate lighting.
• The ship is responsible for providing appropriate lighting.
• Lighting may be supplied via:
– Fixed deck lights that shine into the hold; or,
– Portable lights rigged on the hatch coaming.
• If lighting is not adequate, request more or wait for daylight
conditions.

Additional Hold Cleaning
• Use of high powered hose to flush.

• Use of detergents for additional cleaning.
• Mechanical removal of any rust and residue cargo that
may contaminate the next cargo.
• Removal of residue through washing the bilge system.

Additional Hold Cleaning
• Certificate of cleanliness of the cargo hold may be

required prior to loading. This may be a requirement of
the national/local authority and/or administration.
• The purchaser of cargo may also state such a certificate as
a mandatory requirement.

Video 3A
Cargo Hold Washing – Bulk Carrier
https://www.youtube.com/watch?v=3BeXNAAK9Ik

Video 3B
Cargo Hold Cleaning
https://www.youtube.com/watch?v=iQfaQ1I-KZY

Positions Involved
Issue Handout 17
• Loader/Unloader.
• Terminal duties.
• Ship duties:
– Master
– Officer of the Watch

Reserved for Local Content on Safety Issues in Loading
and Discharging Dry Bulk Ships

Conduct Worksheet 1 and Debrief

Section 4 – Ship Cargo Equipment and Safety
Management

Ship Cargo Equipment
• Cranes.
• Grabs.
• Self-discharging Ship.

Wire Luffing Cranes
• Most common type of crane on board bulk Carrier.
• Wires run from the top of the crane turret to the head of
the jib.
• Additional wires are also provided to the grab which may
be controlled by either a two-wire, or a four-wire system.
• Smaller bulker usually equipped with Hydraulic Cranes.

Ship’s Grabs
• Remote Controlled Grab (RC)

• Electro Hydraulic Grab (EH).
• Hydraulic Attachment Grab (HA).
• Mechanical Grab (MC).
• The Hand-Trip Grab (Hand-Pull).

Safe Working Load (SWL)
• The SWL is the maximum that the lifting equipment can

lift at a certain distance from the crane and the weight of
the cargo it can safely lift. Example:
– Between 26 and 32m radius: SWL is 25 tonnes.
– < 26m radius: SWL is 45 tonnes.
• De-rating of SWL is used in situations where:
– The grab digs deep into the bulk cargo.
– The grab is hoisted from within the bulk material and
hence added resistance and weight of entrained cargo.

Self-Discharge Ship
• More efficient method of unloading bulk cargo.

• Minimal shore-based infrastructure is required.
• Discharge via a series of conveyor belt system.

Video 4
Cargo Self-Discharger Ship

Purpose of ISM Code
The purpose of International Safety Management (ISM)

Code is:
• To ensure safety at sea.
• To prevent human injury or loss of life.
• To avoid damage to the environment and to the ship.
ISM Code covers the maintenance, inspection and testing of
shipboard equipment and machineries.

Safety Management System
Each ship must have a Safety Management System (SMS)

which consists of:
• Commitment to safety from top management.
• Top Tier Policy Manual.
• Procedures Manual.
• Procedures for conducting internal
and external audits.
• Includes Designated Person Ashore.
• Records gaps on corrective actions.
• Regular management reviews.
ISM Procedures
• Need to maintain ISM Code Procedure Manual.

• Documents all standard operating procedures covering
all normal operations and emergency situations.
• Risk-based approach to ensure all critical safety activities
are prioritised.

Reserved for Local Content on Ship Cargo
Equipment and Safety Management Used in the Local
Terminal

Section 5 – Security on Ships

ISPS Code Background
World Trade Centre 11th Sept 2001 Limburg 6th Oct 2002

Introduction ISPS Code
• Promulgated by the IMO as Chapter

X1-2 of the SLOAS Convention.
• Came into effect in July 2004.
• Part A: Mandatory.
• Part B: Guidance.

ISPS Objective
• The objective of the ISPS Code is to address the maritime

security issues confronting the ships and port facilities
and to develop the necessary measures for the early
detection and deterrence of maritime security threats.
• Portworkers on board the ship must comply with the
security measures adopted by the ships.

Security Levels
• Security level 1: Normal protective

security measures.
• Security level 2: Additional
protective security measures.
• Security level 3: Further specific
protective security measures.

Ship Security Assessment (SSA)
• Identifies existing security measures, procedures and

operations.
• Identifies and evaluates key ship board operations that are
important to protect.
• Identifies possible threats to the key ship board operations
and the likelihood of their occurrence, in order to
establish and prioritize security measures.
• Identifies weaknesses, including human factors in the
infrastructure, policies and procedures.

Video 5
Security Assessment

Ship Security Plan
Ship Security Plan (SSP) must address the following:

• General.
• Ships General Arrangements.
• Communications.
• Security Equipment and Systems.
• Documentation/Records.
• Threat Evaluation and Risk Assessment.
• Monitoring Ship Security.
• Emergency Preparedness & Contingency Procedures.
• Training, Drills & Exercises.

Video 6
Security Plan

Company Security Officer
• Using the data acquired from the SSA, provides advice

on various threats which are likely to be encountered by
the ship and recommends the ship security level.
• Arranges for internal audits and reviews of security
activities.
• Develops the SSP on the basis of observations and results
from the SSA.
• Seeks for the approval of SSA and SSP from Flag
Administration or the Recognized Security Organization
(RSO).

• Modifies the SSP to remove deficiencies in the security

measures and to satisfy security requirements of each
ship.
• Ensures SSP is implemented and maintained in the best
possible manner.
• Enhances security awareness and vigilance in his staff
and also among ship personnel.
• Arranges for the initial and subsequent verifications of
the ship by the Flag Administration or the RSO.

• Ensures adequate training is provided to those responsible

for the security of the ship.
• Manages deficiencies and non-conformities found during
internal audits, periodic reviews, security inspections and
verification of compliance.
• Ensures consistency between security requirements and
safety requirements of the ship.
• Maintains effective communication and cooperation
between the SSO and PFSO.

• In the event that the security plan of a

sister ship or fleet security system is
used, ensures the SSP for each ship
would reflect the ship-specific
information accurately.
• Ensures that an alternative, equivalent
arrangement for security of each ship is
implemented and maintained when
required.

Ship Security Officer
• Implements and maintains the SSP.

• Conducts security inspections at regular intervals to
ensure proper security steps are taken.
• Proposes modifications to the SSP. Makes amendments to
the SSP if required.
• Assists in the development of SSA.
• Ensures that the ship’s crew is properly trained to
maintain a high standard of ship security.

• Enhances security awareness and vigilance onboard ship.

• Reports all security incidents to the CSO and the ship’s
Master.
• Takes cognizance of the views and suggestions of the CSO
and PFSP when making amendments to the SSP.
• Assists CSO in his duties.
• Implements security measures related to handling of cargo,
access control, ship’s store etc.

• Coordinates with shipboard

personnel and port authorities to
carry out all ship operations with
utmost security considerations.
• Ensures that the ship security
equipment is properly operated,
tested, calibrated, and maintained.

Port Facility Security Officer
• Develops, maintains and updates PFSP taking into

account of the PFSA.
• Enhances security awareness and vigilance of the port
facility personnel.
• Ensures adequate training has been provided to personnel
responsible for the security of the port facility.
• Reports to the relevant authorities and maintain security
records as required.

Port Facility Security Officer
• Co-ordinates the implementation of PFSP with the

appropriate CSO and SSO.
• Co-ordinates with security services, as appropriate.
• Ensures that standards for personnel responsible for
security of port facility are met.
• Ensures security equipment is properly operated, tested,
calibrated and maintained.
• Assists SSO in confirming the identity of those seeking to
board the ship when requested

Declaration of Security
• Under ISPC Code a DoS is defined as:

“An agreement reached between a ship
and either a port facility or another ship
with which it interfaces, specifying the
security measures each will implement."

Contents of DoS
• Validity of the DoS.

• Security measures undertaken by respective parties in the
DoS.
• Security levels of the ship and port facility.
• Initials of the SSO/Master and the PFSO for their
endorsement of the DoS.

Activities Covered in DoS
• Ensure the performance of all security duties.

• Monitoring Restricted Areas to ensure that only
authorized personnel have access.
• Controlling access to the ship.
• Monitoring of the port facility, including berthing areas
and areas surrounding the ship.
• Monitoring of the ship, including berthing areas and areas
surrounding the ship.

Activities Covered in DoS
• Handling of cargo.
• Delivery of ship's stores.
• Handling of unaccompanied baggage.
• Controlling the embarkation of persons and their effects.
• Security communication is readily available between the
ship and the port facility.

Portworkers on board Ship
• Note the security level that the ships is operating at.

• Seek permission from the SSO or designated security
personnel of the ship at the gangway to gain access to the
ship.
• Work in designated locations on board.

Portworkers on board Ship
• Participate in ship security drills and exercises when they

are on board, when required.
• Do not enter Restricted Area of the ship without prior
consent.
• Report all suspicious activities and security incidents.

IMO/ILO Code of Practice on
Security in Ports
“is to enable governments, employers,

workers and other stakeholders to reduce the
risk to ports from the threat posed by
unlawful acts. The code provides a guidance
framework to develop and implement a port
security strategy appropriate to identified
threats to security.”

Reserved for Local Content on Ship Security and the
Interface between Ship and Port Facility

Section 6 – Risk Assessment

Risk Assessment
• As part of managing the health, safety and environment
hazards of a business.
• Everyone’s responsibility.
• Ship’s officer to ensure control measures are in place for
safe operations on board ship.
• Terminal supervisor to apply control measures when
deploying portworkers on board ship.
• May be a requirement of national law and legislature.

Risk Assessment
• Hazard is anything that may cause harm, such as

chemicals, electricity, working from ladders, an open
drawer etc.
• Risk is the likelihood of it happening, with an indication
of how serious the consequence could be.

Risk Assessment
• Identify the hazards.

• Decide who might be harmed and how.
• Evaluate the risks and decide on precautions.
• Record your significant findings.
• Review your assessment and update if necessary.

Identify the Hazards
• Manufacturer’s Instructions.
• Historical accidents.
• Non routine operations.
• Long term hazards to health.
• Refer to other sources of information.

Risk to Portworkers
• Workers with particular requirements.

• Visitors and contractors accounted for.
• Will the public be affected?
• Other businesses.
• Co-workers.

Evaluate the Risk
• Risk cannot be totally eliminated.

• Measures adopted must be “reasonably practical”.

Evaluate the Risk
Some practical steps you could take include:

• Adopting a less risky option.
• Preventing access to the hazard.
• Organizing work to reduce exposure to the hazard.
• Issuing protective equipment.
• Providing welfare facilities such as first aid and washing
facilities.
• Involving and consulting workers.

Hierarchy of Risk Control Measures
Issue Handout 18
Elimination
Substitution
Isolation
Engineering Controls
Administrative Controls
Personal Protective
Equipment
Risk Precautions
• Involve the workers in developing precautions.

• Use “Risk Management Model” that is:
– Relevant to the type of work.
– Relevant to existing work situation.

Record Findings
• Proper check was made.

• Identify who might be affected.
• Deal with the obvious significant hazards.
• Determine the control measures.
• Involve employees in the process.

Continuous Improvement
The following changes warrant a review of risk assessment:

• Equipment/Machinery/Technology.
• Nature of work.
• Product.
• Workplace.
• Legislature/Regulations.
• Periodical review.

StepBack 5 x 5
• Personal risk assessment model in the workplace.

• Identify hazards for every job – all day long.
Issue Handout 19 and 20
5 5
Risk Management Model
• What is the sequence of steps in the job?

• What are the hazards at each step in the job?
• How can we control these hazards?

Work Procedure
1. Take 5 steps back from your job.

2. Take 5 minutes to discuss:
– Changes in the work environment.
– Hazards in the next step of the job.
– New or unforeseen hazards.
– Are these hazards adequately controlled? Reassessment
of control measures?

Work Procedure
3. Repeat (a) and (b) all day long for each step of the job.
4. Review:
– Hazards and control measures.
– Feedback for continuous improvement.
5 5
Value of the Model
• Analysis of accidents indicates that:

– A large number are caused by poor control of hazards.
– Identification of hazards and control measures could
be improved.
• StepBack 5 x 5 is a powerful and effective safety tool for
high risk work environment.

Maintaining the Model
• Portworkers to complete a StepBack 5 x 5

on a regular basis.
• Managers should undertake StepBack 5 x
5 with portworkers to show management
commitment.
• Discuss the findings of StepBack 5 x 5 at
Safety meetings.
• Appoint a “Champion” of the system to
get more commitment to the StepBack 5 x
5.
Before the Job:

• Stop and think.
• Observe the work area and surroundings.
• Go through the steps in your mind of what you are going
to do.
• Think about what else is happening in the area or nearby.
• Identify what else could go wrong.
• Satisfy yourself that the hazards are controlled before
starting the work.

During the Job:

• Be aware that when performing a routine task, it is
possible to get into an automatic mode of operation.
• If it is a long routine task, take short regular breaks to re-
focus on the job, work environment and related hazards.
• When a job is coming to a conclusion or a natural break,
e.g. Meal Break, re-focus your effort on what is required
to complete the task safely.

After the Job:

• Observe the work area.
• Take action to control any hazards that may have been
created by the work.
• Reflect on how well the job went and the mental planning
process you used.
• Did you feel safe doing the job?
• Were others around you working safely?
• Can any improvements be made next time?

Reserved for Local Content on Risk Management

Section 7 – Lessons from Historical Incidents

Introduction
• Analysis of case studies on historical incidents enable us to
learn the lessons of the mistakes and misfortune of others.
• Four cases to be covered:
– Case 1: MV Pasha Bulker on ballast water management.
– Case 2: MS Frontier on working in confine space.
– Case 3: MV King Hakan on spontaneous combustion of
coal.
– Case 4 – MV Vienna Wood N portworker falls from
crane ladder
• Participants are to discuss the scenarios and present the
lessons learnt.
Case Study 1
MV Pasha Bulker

Case Study 1
Pasha Bulker Ballast Status
Issue Handout 21

Case Study 1
Lessons Learnt
• Inadequate understanding on heavy weather ballast, the
holding power of the ship’s anchor, local weather
conditions or the limitations of the Newcastle anchorage
in adverse weather.
• Departed anchorage too late.
• Poor manoeuvrability as the propeller was not
submerged.

Case Study 2
MS Frontier - Confined Space
Issue Handout 22

Case Study 2
Lessons Learnt
• Coal cargoes will deplete the oxygen within confined
space.
• Testing of the atmosphere of confined space using a gas
detector is critical prior to entry.
• Should you see a person collapse within the hold you
MUST NOT react by attending to that person, as you may
be placing yourself in danger. Your response must be to
raise the alarm and not enter the hold until the atmosphere
has been tested and found suitable.
• Always be aware of the dangers of the cargo that you are
working with and take appropriate actions to protect your
health and safety.
Case Study 3
MV King Hakan
Issue Handout 23

Case Study 3
Lesson Learnt
• Ensure that the temperature of the coal is appropriate

when loaded and that the process of spontaneous
combustion has not already started.
• Load the cargo to ensure that there are no large cracks
that will allow oxygen to circulate through the cargo.
• Restrict the entry of oxygen to the hold, as oxygen is the
catalyst for the spontaneous combustion process.
• Monitor the temperature of the coal throughout the
voyage and if the temperature increases, ensure oxygen
has been restricted from the hold.

Case Study 4
MV Vienna Wood N

Case Study 4
Lessons Learnt
• Take necessary precautions and stay alert to avoid falling
from height when climbing on a vertical ladder.
• Vertical ladder without fitting of guard rings could not
protect a person from falling sideway in case of losing
grip on the ladder.
• Always maintain a 3-point contact when climbing
ladders.

Reserved for Local Content on Studies involving
Shipboard HSE Incidents

Conduct Worksheet 2 and Debrief

Conduct D4.2 Test

D4.2 Safe Working On Dry Buk Ships

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

D4.2 Safe Working On Dry Buk Ships

Uploaded by

Copyright:

Available Formats

D4.

Safe Working on Dry Bulk Ships

PDP2 D4.2 Safe Working on Dry Bulk Ships Slide 1

1. Identify the health, safety and environmental concerns

5. List the importance of health, safety and environmental

8. Explain safety measures for the operation of equipment

PDP2 D4.2 Safe Working on Dry Bulk Ships Slide 5

11. Identify the responsibilities of the key personnel on

PDP2 D4.2 Safe Working on Dry Bulk Ships Slide 6

14. Describe the security measures in place on board dry

PDP2 D4.2 Safe Working on Dry Bulk Ships Slide 7

1.1 - 1.10: Dry Bulk Cargo - Iron Ore, Coal, Bulk

PDP2 D4.2 Safe Working on Dry Bulk Ships Slide 9

• Iron ore is said to be the most important commodity to

PDP2 D4.2 Safe Working on Dry Bulk Ships Slide 11

PDP2 D4.2 Safe Working on Dry Bulk Ships Slide 12

Iron ore may have the following hazards:

Hatch coaming with dust

Should you witness someone who has been impacted by

IMPORTANT – Know who to contact for a medical or first

PDP2 D4.2 Safe Working on Dry Bulk Ships Slide 14

Should you need to work in areas that are susceptible to iron

PDP2 D4.2 Safe Working on Dry Bulk Ships Slide 15

Coal has four main uses:

PDP2 D4.2 Safe Working on Dry Bulk Ships Slide 16

PDP2 D4.2 Safe Working on Dry Bulk Ships Slide 17

Dust is the greatest health, safety and environment hazard to

PDP2 D4.2 Safe Working on Dry Bulk Ships Slide 18

• Eyes – Flush the eyes with fresh running water.

PDP2 D4.2 Safe Working on Dry Bulk Ships Slide 19

PDP2 D4.2 Safe Working on Dry Bulk Ships Slide 20

Coal + Oxidation + Self Heating

Examples of spontaneous combustion on ship

PDP2 D4.2 Safe Working on Dry Bulk Ships Slide 23

• Used primarily in the agricultural industry for enhanced

PDP2 D4.2 Safe Working on Dry Bulk Ships Slide 25

PDP2 D4.2 Safe Working on Dry Bulk Ships Slide 26

• Swallowing may cause nausea, vomiting, diarrhoea and

PDP2 D4.2 Safe Working on Dry Bulk Ships Slide 27

• Inhalation – Remove the individuals from the area

PDP2 D4.2 Safe Working on Dry Bulk Ships Slide 28

When Bulk Fertilizer is handled within the ships hold it is

PDP2 D4.2 Safe Working on Dry Bulk Ships Slide 29

What are grains?

PDP2 D4.2 Safe Working on Dry Bulk Ships Slide 30

NOTE: Specific MSDS may exist for particular grains being

PDP2 D4.2 Safe Working on Dry Bulk Ships Slide 31

Two principle hazards are identified

PDP2 D4.2 Safe Working on Dry Bulk Ships Slide 32

PDP2 D4.2 Safe Working on Dry Bulk Ships Slide 33

Impact on Body First Aid Measures

PDP2 D4.2 Safe Working on Dry Bulk Ships Slide 34

PDP2 D4.2 Safe Working on Dry Bulk Ships Slide 35

PDP2 D4.2 Safe Working on Dry Bulk Ships Slide 36

• Dust mask (NP95) for short term

PDP2 D4.2 Safe Working on Dry Bulk Ships Slide 37

PDP2 D4.2 Safe Working on Dry Bulk Ships Slide 38

PDP2 D4.2 Safe Working on Dry Bulk Ships Slide 39

Dust is the greatest health and safety hazard to individuals

PDP2 D4.2 Safe Working on Dry Bulk Ships Slide 41

PDP2 D4.2 Safe Working on Dry Bulk Ships Slide 42

We will consider hazards that

PDP2 D4.2 Safe Working on Dry Bulk Ships Slide 43