94004 Cargo Damage, Bilge Leak

 A Leaking Vessel
- United Kingdom.
- Report No. 94004.

I was called to attend a 499 GRT coaster trading in the North Sea on behalf of the Cargo Underwriters to investigate a claim that the cargo had been contaminated with salt water, ostensibly from the vessel's bilges. The Master owned the vessel, held appropriate certificates and had considerable experience of both the vessel and the trades. The vessel flew the flag of a European State and, for the puposes of operating and chartereing, had managers in that Country. It was also classified by a leading European Society. It had originally been built with two holds covered by means of wooden hatchboards and tarpaulins, side bilges and a wooden tank top ceiling. However, to facilitate the carriage of bulk cargoes the tank top ceiling had been floored over with steel plates welded together, the bilges having been similarly treated. The only access to the bilge was a hinged lifting section on the starboard side immediately above the bilge suction. The bulkhead between the two holds had also been removed to make a single hold. The method of covering the hatches remained the same except that synthetic fibre tarpaulins were now in use.

On inspection of the cargo it was found that it was indeed contaminated by salt water, particularly that which was adjacent to the tank top and there were puddles of salt water and damp salty patches on the tank top where it had been exposed during discharge, this particularly on the line of the former bulkhead. It was also noted that the hold, in general, was in poor condition with heavy scaling on all surfaces and large wasted holes in the deck beams, especially those adjacent to the former hold bulkhead. The false metal tank top was extremely flexible and water could be heard moving when this was walked on. The Master stated that the bilges had been dry at loading and no subsequent pumping had taken place. On completion of discharge, a further inspection was made of the hold and the Master was requested to press up the fore peak and all the double bottom tanks. A surveyor representing the vessel's P & I Association, a leading European Club, was now in attendance and it should be noted that his employers were also the local representatives of the vessel's Classification Society. A joint inspection of the hold revealed salt water standing in the sounding wells and the depressions in the tank top. The bilge cover was opened up and the bilge was found to be half full of salt water and it was clear that pumping had recently taken place as all the surfaces of the bilge above the waterline were wet. The bilge steelwork and the surrounding pipework were heavily corroded and the suction had no strum box fitted.

On completion of the pressing-up of the tanks, the Master was requested to stop pumping; however, as soon as the operation ceased, water had commenced to flood back into the bilge under pressure. The Master was present by this time and intimated that he would repair the ballast valve at sea; queries about a non-return valve elicited no response. Further inspection of the hold with the tanks pressed up revealed a few minor leaks in the false tank top. However, it was readily apparent from walking about on this surface, even to an untrained ear, that there was more serious leakage taking place below.

It was obvious that the vessel was unseaworthy. However, when it was suggested to the P & I surveyor that he put his other hat on and hold the vessel, at least until the bilge problem was solved, he declined with regret. He pointed out that previous experience in such cases was that the Master would contact his Managers who, in turn, would contact the Registry head office who would instruct him, the surveyor, to release the vessel immediately. The vessel sailed shortly afterwards as the D. Tp. had no-one available at short notice to inspect the vessel.