Unit 6 Cargo Space Defect and Inspection

INSPECTIONS AND DAMAGES ON BULK CARRIERS
Cargo space Damages/Defects and their Inspection
Prior to commencement of loading, the cargo holds should therefore be

A) inspected to ensure that they are clean, dry, free from smell, remnants of previous
cargoes and insects .
B) checked for small holes and cracks in the steel work to adjacent tanks as leaks from
ballast or bunker tanks can cause large scale damage/contamination.
If deficiencies are found, it must be rectified immediately and a corresponding record
made by completing the relevant maintenance or repair form.
Cargo space for dry bulk cargo are susceptible to damages due to the mode of loading
and discharging, use of shore facilities to assist in loading and discharging, corrosion
as well as damage due to severe weather condition.
Ship officers must carry out thorough inspection of the cargo space immediately after
completion of discharging operation for dry bulk cargo space to detect any damages
to the ship structure and report forwarded to the Chief Officer for further action.
Over-loading will induce greater stresses in the double bottom, transverse bulkheads,
hatch coamings, hatch corners, hold frames and associated brackets of individual cargo
hold .The weakening of the steel in a structure due to constant flexing, under the repeated
cycles of stress may result in structural fatigue failure. Fatigue usually begins at welded
joints, notches, discontinuities in structures and areas of high rigidity in particular.
Bulk carriers in particular become progressively weaker due to continuous corrosion. In

addition, the repetitive cycles of changing loads and the resulting stresses due to hogging,
sagging, panting, pounding and vibration all increase fatigue.
It is recommended that, as soon as any cracks are seen, arrangements are made
immediately to repair them.
Contributing factors that accelerate the rate of corrosion, damages include:
1) Cargo Damage - It occurs when heavy bulk cargo is allowed to freefall from height
onto the tank tops. The heavy impact of this cargo on the tank top causes damage
and breakdown of the coatings on the ceiling of the double bottom tank underneath.
2)corrosive cargoes - a number of bulk cargoes contain chemicals of a corrosive nature
3)equipment damage - grab damage to the hold floor, frames and ladders can occur
at most discharge ports. This not only causes material damage to the ship's structure,
but can also break down the paint coatings exposing the base steel to the atmosphere.
4) Overloading : Heavy cargoes place high loads on the structure and structural
failure is therefore probable.The load density of the tank top should never be exceeded.
Exceeding the maximum permissible cargo load in any of the holds of a ship will lead
to over stressing of local structure. Trimming should be done.
5) Liquefication of cargo leading to sloshing and structural damages. The TML of
cargoes should not be exceeded.
CARGO HANDLING EQUIPMENT DAMAGES
The internal hold structure and protective coatings in the cargo hold and the adjacent
double bottom are vulnerable to damage when the cargo is discharged using grabs.
The weight of empty grabs can be 35 tonnes. Other types of equipment employed to
free and clear cargo, including hydraulic hammers fitted to extending arms of tractors
and bulldozers can inflict further damage to the ship's structure, especially in way
of the side shell and the associated frames and end brackets.
Local buckling or detachment of side frames at their lower connection could lead to
cracking of the side shell plating which would allow the ingress of water in
to the cargo space.
Damages that occur during grab discharge operations are grab and payloader damage
in the holds, damage to hatch coamings and covers, and damage to deck
fittings and equipment.

Grab damage in the holds can be classified into three categories:
1. Damage to ladders or coamings

2. Damage to frames and hopper side
3. Damage to the tank top
Transverse section of a bulk carrier
DAMAGE INSPECTION IN BULK CARRIER.

Areas where extra vigilant inspection is recommended include:

1.The brackets at the connection of frames to the upper and lower wing tanks
2. the upper and lower connection of corrugated transverse bulkheads
3. corners of the hatch coamings where they are joined to the main deck.
4.Bulkhead plating and weld connections to the lower/upper stool shell plates;
5.Any areas where coatings have broken down and there is evidence of corrosion or wastage.
Hatch covers inspection
The inspection of the vessel should include a special check on the condition of:
watertight doors, ventilation heads, hatch covers, hold access covers, dogs and clamps,
side ports, ramps and doors to the superstructure and the condition of the rubber gaskets.
Damaged, worn or compressed parts must be replaced immediately. Drain channels
and drain valves on the hatch covers and panels also require attention
and need to be kept clean at all times.
On the vessel with hatch covers, if the vessel’s cargo operations so allow, make a daylight
test of the hatch covers to check whether they are tight. Hatch covers are the most
vulnerable part of the vessel when it comes to water ingress during the voyage and
can endanger the safety of both the vessel and the crew.
Hatch cover quick acting cleats should be in good working condition and rust free.
Worn parts should be replaced.
Ballast tanks inspection
Due to the nature of trade and cargo carried, ballast tanks onboard are generally
subjected various conditions of loading and discharging as well as sloshing effect or free
surface effect. Even though the damage due to internal factor is minimal but due
to the nature of its location which are generally next to the cargo space, the damage due to
cargo operation must also take into consideration.
Another possible cause of damage for the ballast tanks is the corrosion where there
existing of paint work defect. Cathodic Protection system in ballast tanks
helps to minimise corrosion damages.
Proper Enclosed Space Entry Procedures should be followed while entering

and Ballast Tanks ( Double Bottom or Top side Tanks) for Inspection.
Damage Report
Damage to any part of the vessel may be caused by:

A) stevedores during cargo operation
B) Shore terminal operators with cranes
C) Contractors during works
As in the case of any other damage it is important to collect the necessary evidence as soon
and as complete as possible in order for the Company to be able to pursue the claim.
To avoid losing a claim, any negligence by the stevedores should immediately be
brought to the attention of the Chief Officer, who should notify them in writing.
Master, in turn will notify the concerned parties including managers,

charterers and P&I Club as well as the stevedores. A letter should be issued to the
stevedores holding them responsible for the damage . If the ship has been chartered,
the charterers are usually responsible for the damage caused by the stevedores. However,
since the onus to prove the claim in such cases is on the claimant, ie the carrier, the ship's
officers must ensure that adequate evidence is collected as soon as possible.
ACTIONS TO AVOID DETRIMENTAL EFFECTS OF CORROSION,

FATIGUE & CARGO HANDLING ON BULK CARRIERS
1) Through inspection after completion of discharge to ascertain any equipment

handling damages.
2) Inspection prior loading of cargo to identify any signs of physical damage, corrosion
or coating damage to the ship's structure.
3) Loading / deballsting should be carried out as per agreed loading plan to avoid
localised stresses. Loadicator should be used to ensure SF/BM within limits.
4) In case of high density cargoes load density of tank top should not be exceeded.
5) Cargo should be trimmed properly to vaoid any shifting and to avoid overloading.
6)Ships stability booklet should be refered to ensure that amount of cargo loaded in each
hold and adjacent holds are not exceeded.
7)For cargoes with Moisture content TML should not be exceeded.
8) During discharge of cargo any fork lift truck or other vehicle used on board must
operate in an area free of obstructions.
9)Cargo watch on deck should monitor stevedore grab handling and damage. Crane
drivers should be advised to take care not to damage ship structure
10)Cargo watch on deck should monitor ballast operations. Consider gravitating ballast,
to reduce pressure on ballast tank structures .

Unit 6 Cargo Space Defect and Inspection

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INSPECTIONS AND DAMAGES ON BULK CARRIERS

Cargo space Damages/Defects and their Inspection

Prior to commencement of loading, the cargo holds should therefore be

Bulk carriers in particular become progressively weaker due to continuous corrosion. In

CARGO HANDLING EQUIPMENT DAMAGES

fittings and equipment.

1. Damage to ladders or coamings

Transverse section of a bulk carrier

DAMAGE INSPECTION IN BULK CARRIER.

Areas where extra vigilant inspection is recommended include:

Hatch covers inspection

Ballast tanks inspection

Proper Enclosed Space Entry Procedures should be followed while entering

Damage to any part of the vessel may be caused by:

Master, in turn will notify the concerned parties including managers,

ACTIONS TO AVOID DETRIMENTAL EFFECTS OF CORROSION,

1) Through inspection after completion of discharge to ascertain any equipment

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