During a voyage of M/V Gorgonilla from Gibraltar via the Kiel Canal to Kalundborg, after passing the locks in Brunsbüttel there was a blackout and a shutdown of the main engine. The vessel went alongside in Brunsbüttel 08.02.2010. The ships crew announced the very poor technical condition of the ship and asked for help and support. On the same day an overriding PSC inspection has been carried out.
This incident information refer to to heavy corrosion/pitting and subsequent cracking that was discovered in the side shell plating and frames of an old bulk carrier at sea, in ballast condition. The damage was found in way of the pipes connecting the hopper tanks and the top side tanks in cargo hold no. 4.
During a loaded voyage of a bulk carrier it was discovered that water had entered into the double bottom tank No.4, amidships. After inspection it was found that the water was coming through the ship’s side via the access trunk from the top wing tank and then to the double bottom ballast tank. The ingress water was estimated to be approximately 300 cubic meters per hour. Fortunately, the leak was limited to the double bottom ballast tank and the ballast pumps were able to keep the tank empty until the crack could be dealt with.
The M/V IOANNA G was a 9640 GT bulk carrier built in 1978, adapted for carrying timber cargo on deck, flying the flag of Panama. The vessel called at Las Palmas (Canary Islands, Spain) port on April 3rd 2009 being eligible for an expanded inspection. The ship had no previous inspection records in the Paris MoU region. The first visit on board took place on April 6th 2009.
Water ingress to the engine room of a bulk carrier was discovered during a voyage. The leakage was found to come through the short sounding pipe of the bilge water holding tank in the double bottom. After the visual inspection of the tank, the sea water ingress was found to come through an approximately 45 mm diameter area of serious pitting/hole in bottom plate (see figure below).
M/V EEC Atlantic arrived at Hamburg on 27.11.2008 to discharge bulk cargo. On the same day a PSC-inspection has been carried out. The ship’s statutory certificates were expired since June 2011. The inspection revealed 43 deficiencies of which 9 were considered as ground for detention.
The following incident took place onboard an oil tanker while the vessel was in port of discharge. Heated fuel oil was found to be seeping from the “oily water” overboard discharge pipe, and the vessel was subsequently detained. As soon as the oil spill was discovered the port heated fuel oil tank was emptied by transferring to another tank and the heated fuel oil tank/piping for the tank closed/sealed.
The information contained within this post are referring a technical problem encountered in a number of fishing and offshore support vessels, which have reported sea water leakage at the top of sea chests, located in the engine room. The sea chest holds a box cooler and the leakage has been experienced at the bolt flange between the box cooler and the sea chest. As a result a number of vessels have needed to be taken into dry dock for unscheduled repairs.
MV SUNLIGHT-BEY was a ro-ro cargo vessel converted into a 6056 GT livestock carrier, flying the flag of Lebanon. The vessel called at Las Palmas (Canary Islands, Spain) port on May 28th 2008. She had been reported by the pilot due to problems with the propeller. After the PSC carried out on the same day, she was detained with 25 deficiencies, out of which 6 were considered as detainable deficiencies.
During the main hull survey of an oil tanker, it was noted that deep spots of grooving corrosion had taken place under the walk ways, which is an almost inaccessible area, when the walkways are in place. The original plate thickness was 15 mm, but several grooved and corroded areas were found with only 5 mm of plate thickness; extending in the transverse direction of the deck.
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Officer of the Watch 