❓ A WA parliamentary question addresses safety concerns regarding the loading and handling of hot briquetted iron (HBI) at Port Hedland, following incidents involving HBI cargo at sea. The response outlines existing safety measures and oversight by BHP Billiton and regulatory bodies.
AnsweredQoN 1858Legislative Council
QuestionView source ↗
With regard to the sinking of the 35,315 dwt bulk carrier Ythan on February 28. It is noted that the ship was carrying a cargo of hot briquetted iron, better known as direct reduced iron, which had exploded. This incident was preceded by the scuttling of the Adamandas, laden with 21,000 tonnes of iron briquettes of the coast of Reunion island which had self heated -
(1) In light of these issues is the Port Hedland Port Authority reviewing the loading and handling of hot briquetted iron in the authorities jurisdiction?
(2) If yes to (1), when will such a review be tabled?
(3) If no to (1), why not?
(4) If parameters or standards exist that preclude these types of catastrophes happening in or as a result of loading in Port Hedland will the Minister table such information?
(5) In light of the issues arising from these accidents, is the Port Hedland Port Authority reviewing the issue of spillage of direct reduced iron into the harbour?
(6) In relation to issue of increased moisture in the hot briquetted iron, what processes are in place to vet all bulk carriers to ensure the integrity of the cargo in a dry state?
(7) What parameters are in place to ensure that there is no loading or handling of hot briquetted iron during rain events?
(1) In light of these issues is the Port Hedland Port Authority reviewing the loading and handling of hot briquetted iron in the authorities jurisdiction?
(2) If yes to (1), when will such a review be tabled?
(3) If no to (1), why not?
(4) If parameters or standards exist that preclude these types of catastrophes happening in or as a result of loading in Port Hedland will the Minister table such information?
(5) In light of the issues arising from these accidents, is the Port Hedland Port Authority reviewing the issue of spillage of direct reduced iron into the harbour?
(6) In relation to issue of increased moisture in the hot briquetted iron, what processes are in place to vet all bulk carriers to ensure the integrity of the cargo in a dry state?
(7) What parameters are in place to ensure that there is no loading or handling of hot briquetted iron during rain events?
AnswerView source ↗
Answered
7 May 2004
Responded by
Parliamentary Secretary representing the Minister for Planning and Infrastructure
Response time
38 days
The incidents under consideration relate to vessels at sea that were carrying cargoes of HBI. There is some concern that the characteristics of HBI cargoes may have been the cause of the loss of the vessels concerned, particularly so in the case of the Ythan. At this stage investigations confirming that HBI was the cause or a part of the process that led to these losses are not yet complete. Once the investigation outcomes are known, a review will be considered. As these incidents occurred at sea there is no indication presently that the loading procedures or handling methods at the loading Port contributed to these disasters. The supervision, loading and handling of HBI in Port Hedland is under the direct control of BHP Billiton. Port Authority involvement is to maintaining appropriate Emergency Response plans and procedures to ensure an appropriate response in the event of an incident such as overheating or a fire in the cargo. These procedures are reviewed in line with the ports other emergency response procedures. (4) HBI cargoes are loaded in line with the recommendations contained in the IMO’s Bulk Code for direct reduced iron and Appendix V of the Australian Maritime Safety Authority Safe Loading Manual. This document is provided to the Masters of all vessels entering Port Hedland to load HBI. Marine Orders Part 34 together with all current Marine Notices are also observed during all HBI loading operations. An independent Marine Surveyor is also in attendance to monitor cargo temperature and loading process throughout. (5) Neither of these incidents relates to environmental issues caused by HBI to our knowledge. Spillage has not been a problem in Port Hedland with this cargo to date. The Port Authority has advised that, should there be a spill, the impact on the marine environment would be minimal as HBI in the quantities that would result from a spill, during the loading process, does not pose a particular threat to the marine environment. (6) BHP Billiton vets all vessels contracted to carry their cargoes utilising a proprietary (BHP Billiton/Rio Tinto) vetting system “Rightship,” to determine their suitability to load at their Port Hedland facilities. The integrity and seaworthiness of vessels calling at Australian Ports is monitored and managed by Port State Control. The Australian Maritime Safety Authority (AMSA) is also very active in the large bulk ports of the North West. (7) Standard operating procedures for handling cargo of this nature are followed by BHP Billiton and the ship being loaded. The presence of an independent Marine Surveyor during the loading process ensures that normal precautions such as closing the hatches during periods of rain are followed.
As these incidents occurred at sea there is no indication presently that the loading procedures or handling methods at the loading Port contributed to these disasters. The supervision, loading and handling of HBI in Port Hedland is under the direct control of BHP Billiton. Port Authority involvement is to maintaining appropriate Emergency Response plans and procedures to ensure an appropriate response in the event of an incident such as overheating or a fire in the cargo. These procedures are reviewed in line with the ports other emergency response procedures. (4) HBI cargoes are loaded in line with the recommendations contained in the IMO’s Bulk Code for direct reduced iron and Appendix V of the Australian Maritime Safety Authority Safe Loading Manual. This document is provided to the Masters of all vessels entering Port Hedland to load HBI. Marine Orders Part 34 together with all current Marine Notices are also observed during all HBI loading operations. An independent Marine Surveyor is also in attendance to monitor cargo temperature and loading process throughout. (5) Neither of these incidents relates to environmental issues caused by HBI to our knowledge. Spillage has not been a problem in Port Hedland with this cargo to date. The Port Authority has advised that, should there be a spill, the impact on the marine environment would be minimal as HBI in the quantities that would result from a spill, during the loading process, does not pose a particular threat to the marine environment. (6) BHP Billiton vets all vessels contracted to carry their cargoes utilising a proprietary (BHP Billiton/Rio Tinto) vetting system “Rightship,” to determine their suitability to load at their Port Hedland facilities. The integrity and seaworthiness of vessels calling at Australian Ports is monitored and managed by Port State Control. The Australian Maritime Safety Authority (AMSA) is also very active in the large bulk ports of the North West. (7) Standard operating procedures for handling cargo of this nature are followed by BHP Billiton and the ship being loaded. The presence of an independent Marine Surveyor during the loading process ensures that normal precautions such as closing the hatches during periods of rain are followed.
The supervision, loading and handling of HBI in Port Hedland is under the direct control of BHP Billiton. Port Authority involvement is to maintaining appropriate Emergency Response plans and procedures to ensure an appropriate response in the event of an incident such as overheating or a fire in the cargo. These procedures are reviewed in line with the ports other emergency response procedures. (4) HBI cargoes are loaded in line with the recommendations contained in the IMO’s Bulk Code for direct reduced iron and Appendix V of the Australian Maritime Safety Authority Safe Loading Manual. This document is provided to the Masters of all vessels entering Port Hedland to load HBI. Marine Orders Part 34 together with all current Marine Notices are also observed during all HBI loading operations. An independent Marine Surveyor is also in attendance to monitor cargo temperature and loading process throughout. (5) Neither of these incidents relates to environmental issues caused by HBI to our knowledge. Spillage has not been a problem in Port Hedland with this cargo to date. The Port Authority has advised that, should there be a spill, the impact on the marine environment would be minimal as HBI in the quantities that would result from a spill, during the loading process, does not pose a particular threat to the marine environment. (6) BHP Billiton vets all vessels contracted to carry their cargoes utilising a proprietary (BHP Billiton/Rio Tinto) vetting system “Rightship,” to determine their suitability to load at their Port Hedland facilities. The integrity and seaworthiness of vessels calling at Australian Ports is monitored and managed by Port State Control. The Australian Maritime Safety Authority (AMSA) is also very active in the large bulk ports of the North West. (7) Standard operating procedures for handling cargo of this nature are followed by BHP Billiton and the ship being loaded. The presence of an independent Marine Surveyor during the loading process ensures that normal precautions such as closing the hatches during periods of rain are followed.
(4) HBI cargoes are loaded in line with the recommendations contained in the IMO’s Bulk Code for direct reduced iron and Appendix V of the Australian Maritime Safety Authority Safe Loading Manual. This document is provided to the Masters of all vessels entering Port Hedland to load HBI. Marine Orders Part 34 together with all current Marine Notices are also observed during all HBI loading operations. An independent Marine Surveyor is also in attendance to monitor cargo temperature and loading process throughout. (5) Neither of these incidents relates to environmental issues caused by HBI to our knowledge. Spillage has not been a problem in Port Hedland with this cargo to date. The Port Authority has advised that, should there be a spill, the impact on the marine environment would be minimal as HBI in the quantities that would result from a spill, during the loading process, does not pose a particular threat to the marine environment. (6) BHP Billiton vets all vessels contracted to carry their cargoes utilising a proprietary (BHP Billiton/Rio Tinto) vetting system “Rightship,” to determine their suitability to load at their Port Hedland facilities. The integrity and seaworthiness of vessels calling at Australian Ports is monitored and managed by Port State Control. The Australian Maritime Safety Authority (AMSA) is also very active in the large bulk ports of the North West. (7) Standard operating procedures for handling cargo of this nature are followed by BHP Billiton and the ship being loaded. The presence of an independent Marine Surveyor during the loading process ensures that normal precautions such as closing the hatches during periods of rain are followed.
(5) Neither of these incidents relates to environmental issues caused by HBI to our knowledge. Spillage has not been a problem in Port Hedland with this cargo to date. The Port Authority has advised that, should there be a spill, the impact on the marine environment would be minimal as HBI in the quantities that would result from a spill, during the loading process, does not pose a particular threat to the marine environment. (6) BHP Billiton vets all vessels contracted to carry their cargoes utilising a proprietary (BHP Billiton/Rio Tinto) vetting system “Rightship,” to determine their suitability to load at their Port Hedland facilities. The integrity and seaworthiness of vessels calling at Australian Ports is monitored and managed by Port State Control. The Australian Maritime Safety Authority (AMSA) is also very active in the large bulk ports of the North West. (7) Standard operating procedures for handling cargo of this nature are followed by BHP Billiton and the ship being loaded. The presence of an independent Marine Surveyor during the loading process ensures that normal precautions such as closing the hatches during periods of rain are followed.
(6) BHP Billiton vets all vessels contracted to carry their cargoes utilising a proprietary (BHP Billiton/Rio Tinto) vetting system “Rightship,” to determine their suitability to load at their Port Hedland facilities. The integrity and seaworthiness of vessels calling at Australian Ports is monitored and managed by Port State Control. The Australian Maritime Safety Authority (AMSA) is also very active in the large bulk ports of the North West. (7) Standard operating procedures for handling cargo of this nature are followed by BHP Billiton and the ship being loaded. The presence of an independent Marine Surveyor during the loading process ensures that normal precautions such as closing the hatches during periods of rain are followed.
(7) Standard operating procedures for handling cargo of this nature are followed by BHP Billiton and the ship being loaded. The presence of an independent Marine Surveyor during the loading process ensures that normal precautions such as closing the hatches during periods of rain are followed.
As these incidents occurred at sea there is no indication presently that the loading procedures or handling methods at the loading Port contributed to these disasters. The supervision, loading and handling of HBI in Port Hedland is under the direct control of BHP Billiton. Port Authority involvement is to maintaining appropriate Emergency Response plans and procedures to ensure an appropriate response in the event of an incident such as overheating or a fire in the cargo. These procedures are reviewed in line with the ports other emergency response procedures. (4) HBI cargoes are loaded in line with the recommendations contained in the IMO’s Bulk Code for direct reduced iron and Appendix V of the Australian Maritime Safety Authority Safe Loading Manual. This document is provided to the Masters of all vessels entering Port Hedland to load HBI. Marine Orders Part 34 together with all current Marine Notices are also observed during all HBI loading operations. An independent Marine Surveyor is also in attendance to monitor cargo temperature and loading process throughout. (5) Neither of these incidents relates to environmental issues caused by HBI to our knowledge. Spillage has not been a problem in Port Hedland with this cargo to date. The Port Authority has advised that, should there be a spill, the impact on the marine environment would be minimal as HBI in the quantities that would result from a spill, during the loading process, does not pose a particular threat to the marine environment. (6) BHP Billiton vets all vessels contracted to carry their cargoes utilising a proprietary (BHP Billiton/Rio Tinto) vetting system “Rightship,” to determine their suitability to load at their Port Hedland facilities. The integrity and seaworthiness of vessels calling at Australian Ports is monitored and managed by Port State Control. The Australian Maritime Safety Authority (AMSA) is also very active in the large bulk ports of the North West. (7) Standard operating procedures for handling cargo of this nature are followed by BHP Billiton and the ship being loaded. The presence of an independent Marine Surveyor during the loading process ensures that normal precautions such as closing the hatches during periods of rain are followed.
The supervision, loading and handling of HBI in Port Hedland is under the direct control of BHP Billiton. Port Authority involvement is to maintaining appropriate Emergency Response plans and procedures to ensure an appropriate response in the event of an incident such as overheating or a fire in the cargo. These procedures are reviewed in line with the ports other emergency response procedures. (4) HBI cargoes are loaded in line with the recommendations contained in the IMO’s Bulk Code for direct reduced iron and Appendix V of the Australian Maritime Safety Authority Safe Loading Manual. This document is provided to the Masters of all vessels entering Port Hedland to load HBI. Marine Orders Part 34 together with all current Marine Notices are also observed during all HBI loading operations. An independent Marine Surveyor is also in attendance to monitor cargo temperature and loading process throughout. (5) Neither of these incidents relates to environmental issues caused by HBI to our knowledge. Spillage has not been a problem in Port Hedland with this cargo to date. The Port Authority has advised that, should there be a spill, the impact on the marine environment would be minimal as HBI in the quantities that would result from a spill, during the loading process, does not pose a particular threat to the marine environment. (6) BHP Billiton vets all vessels contracted to carry their cargoes utilising a proprietary (BHP Billiton/Rio Tinto) vetting system “Rightship,” to determine their suitability to load at their Port Hedland facilities. The integrity and seaworthiness of vessels calling at Australian Ports is monitored and managed by Port State Control. The Australian Maritime Safety Authority (AMSA) is also very active in the large bulk ports of the North West. (7) Standard operating procedures for handling cargo of this nature are followed by BHP Billiton and the ship being loaded. The presence of an independent Marine Surveyor during the loading process ensures that normal precautions such as closing the hatches during periods of rain are followed.
(4) HBI cargoes are loaded in line with the recommendations contained in the IMO’s Bulk Code for direct reduced iron and Appendix V of the Australian Maritime Safety Authority Safe Loading Manual. This document is provided to the Masters of all vessels entering Port Hedland to load HBI. Marine Orders Part 34 together with all current Marine Notices are also observed during all HBI loading operations. An independent Marine Surveyor is also in attendance to monitor cargo temperature and loading process throughout. (5) Neither of these incidents relates to environmental issues caused by HBI to our knowledge. Spillage has not been a problem in Port Hedland with this cargo to date. The Port Authority has advised that, should there be a spill, the impact on the marine environment would be minimal as HBI in the quantities that would result from a spill, during the loading process, does not pose a particular threat to the marine environment. (6) BHP Billiton vets all vessels contracted to carry their cargoes utilising a proprietary (BHP Billiton/Rio Tinto) vetting system “Rightship,” to determine their suitability to load at their Port Hedland facilities. The integrity and seaworthiness of vessels calling at Australian Ports is monitored and managed by Port State Control. The Australian Maritime Safety Authority (AMSA) is also very active in the large bulk ports of the North West. (7) Standard operating procedures for handling cargo of this nature are followed by BHP Billiton and the ship being loaded. The presence of an independent Marine Surveyor during the loading process ensures that normal precautions such as closing the hatches during periods of rain are followed.
(5) Neither of these incidents relates to environmental issues caused by HBI to our knowledge. Spillage has not been a problem in Port Hedland with this cargo to date. The Port Authority has advised that, should there be a spill, the impact on the marine environment would be minimal as HBI in the quantities that would result from a spill, during the loading process, does not pose a particular threat to the marine environment. (6) BHP Billiton vets all vessels contracted to carry their cargoes utilising a proprietary (BHP Billiton/Rio Tinto) vetting system “Rightship,” to determine their suitability to load at their Port Hedland facilities. The integrity and seaworthiness of vessels calling at Australian Ports is monitored and managed by Port State Control. The Australian Maritime Safety Authority (AMSA) is also very active in the large bulk ports of the North West. (7) Standard operating procedures for handling cargo of this nature are followed by BHP Billiton and the ship being loaded. The presence of an independent Marine Surveyor during the loading process ensures that normal precautions such as closing the hatches during periods of rain are followed.
(6) BHP Billiton vets all vessels contracted to carry their cargoes utilising a proprietary (BHP Billiton/Rio Tinto) vetting system “Rightship,” to determine their suitability to load at their Port Hedland facilities. The integrity and seaworthiness of vessels calling at Australian Ports is monitored and managed by Port State Control. The Australian Maritime Safety Authority (AMSA) is also very active in the large bulk ports of the North West. (7) Standard operating procedures for handling cargo of this nature are followed by BHP Billiton and the ship being loaded. The presence of an independent Marine Surveyor during the loading process ensures that normal precautions such as closing the hatches during periods of rain are followed.
(7) Standard operating procedures for handling cargo of this nature are followed by BHP Billiton and the ship being loaded. The presence of an independent Marine Surveyor during the loading process ensures that normal precautions such as closing the hatches during periods of rain are followed.
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