http://www.iacs.org.

uk/document/public/Publications/Other_technical/PDF/Bulk_Carriers_Handle_
With_Care_pdf781.pdf
cargo and damage to ship structure





Dit gedeelte bevat een aantal filmpjes over het de cargo holds en wat daarbij komt kijken.
https://www.youtube.com/watch?v=q30JIvskxe8
Hier zijn ze een cargo hold aan het klaarmaken voor het transport van graan.
Je moet bedenken dat graan schoon vervoerd moet worden. Contaminaties van eerdere ladingen
zoals erts of kolen kunnen dan letterlijk roet in het eten gooien.
Tijd 6.14 kun je een voor en na foto zien!
Bezemschoon opleveren!
Maar eerst alles bijelkaar vegen.
https://www.youtube.com/watch?v=d1U04KODPzg&list=UUieVPArQedkTynEQs9RxG_w&index=55

https://www.youtube.com/watch?v=FleefNOZ8xo
Als je je afvraagt waar de krasjes vandaan komen!
https://www.youtube.com/watch?v=5wVw6b59fB0
Let er op dat je bij deze condition surveys actief moet zoeken naar schade.
https://www.youtube.com/watch?v=jUBcdKwpTNw
hoe kom je boven of liever hoe kom je beneden?
Dit gaan doen wij dus ook toch?
https://www.youtube.com/watch?v=NPoaS4fz0wU



Schade, bijvoorbeeld een scheur in de tankbottom kan opdat moment niet veel betekenen, maar kan
na het laden en een ruwe zee leiden tot ernstige schade. Dit kan zowel cargo als boot betekenen.
Bij het gebruik van machines 1:58 sec. ) moet men er wel op letten dat de lading niet wordt
verontreinigd.
Landfill of bulk solid with the aid of tractor tire accessory pick in the chopping barriers in the ship's
hold. .
https://www.youtube.com/watch?v=ouqHzzs03-M
krasjes ? niet alleen op de bodem maar ook iets daarboven door deze tandenstokers!
Handmatig kan ook !
https://www.youtube.com/watch?v=4lY6c-XSpcE
So you think your job stinks ? look at these guys salt stings in the eyes ..
Handmatig ? misschien met luchtcompressor hamers ..

Het regent het regent ook in de cargo hold. Neem altijd juiste kleding mee.
https://www.youtube.com/watch?v=NSj23KZEeFE
Beschadegingen aan de hatchcoaming
Opzuigen doormiddel van slang/pijp
https://www.youtube.com/watch?v=RZVr2Q99Utw


transverse bulkhead shifts accident
https://www.youtube.com/watch?v=MV4rFEW9AE4
corrosion 1
https://www.youtube.com/watch?v=OxN32vz7vGg&list=UUY9sHytLeTn96OOUiAuGFoQ
corrosion 2
https://www.youtube.com/watch?v=CTT-ggC2mYk
corrosion 3

https://www.youtube.com/watch?v=odlpAS6yuoc
Sinking of the Derbyshire approx. 2 minutes

https://www.youtube.com/watch?v=9tN4xROtMjI





Premature Failure of Cargo Hold Coatings by Active
Cargoes
By Dr Jane Lomas & Dr Les Callow

Its a bulk carrier; of course the paint came off the cargo holds,
what did you expect?
Everyone who works with bulk carriers knows that there is no paint
available on the market today that is capable of withstanding the type of
physical damage inflicted in cargo holds by grabs, bobcats, bulldozers,
etc, particularly where such damages result in the deformation of the steel
itself. As a result of these impacts and abrasions, paint is damaged or
removed from the cargo holds and also from the reverse side of the steel
plating, in areas such as the ballast tanks, stools and outer hull.
If paint is expected to fail under severe impacts, what about the situation
where the cargo hold paint is damaged by the cargo itself and how do
certain cargoes accelerate the corrosion of the cargo holds? This article
gives an outline of some of the factors influencing coating breakdown and
steel corrosion when active cargoes are carried.
The type of coating failure produced by an active cargo is shown
in photograph 1 (bulkhead). The defects have a characteristic Christmas
tree pattern, as shown in photograph 2 (X trees) and typically have a
high density of damages of between 60 and 250 defects per square metre,
as shown in photographs 3 and 4 (many spots and big scrapes). The
number of coating damages and sags varies depending upon the local
conditions within the cargo hold. Factors such as coating type and the
extent of cure, cargo type and shape and cargo corrosivity will all have an
influence on the extent of damage. Other factors such as the method of
loading the cargo, the sea states during the voyage and the quantity of
water applied to or associated with the cargo are also important.
The paint damage is usually concentrated on bulkheads, hoppers and the
face plates of the vertical stiffeners on the shell bulkheads. Damage to the
coating often extends up to the top of the cargo line.
What is an active cargo? For this article, it can be defined as one that
physically affects the cargo hold coating and directly influences the
corrosion reaction on the underlying steel. Examples of active cargoes in
this article are coal, coke, bauxite, sulphur and petcoke.
What makes these cargoes active is that they are ionically conducting,
posess a large surface area with a significantly high moisture content or
associated water and the cargoes act as good cathodes.
The corrosion reaction that is taking place on the steel is the anodic half of
the process and generates electrons. The electrons are consumed by the
reduction reaction of oxygen and water that takes place at the cathodic
site. Normally the cathodic reaction is very slow and controls the rate of
the anodic dissolution of iron, however, the extremely large surface area
of the cargo removes this limitation. The corrosion reaction can occur at
significantly increased rates when an active cargo is carried. The corrosion
products formed can lever the paint off the steel, causing further fresh
steel to be exposed to the aggressive environment. In severe cases, the
corrosive solutions that develop can also result in the formation of pits.
Pitting corrosion occurs when there is a small anodic site (in this case the
exposed steel) and a large cathodic site. Cathodic sites generally form on
the intact coating, but some cargoes are capable of supporting the
cathodic reaction. Pitting corrosion can be accelerated with active cargoes,
which drives the corrosion process at a greater rate. This is frequently the
situation that occurs with carbon based cargoes such as coal and coke.
Products such as coke and petcoke have very large surface areas and can
form excellent cathodic sites and pits may grow rapidly under such
circumstances.
There are many cargoes transported by bulk carriers that will cause
accelerated corrosion of the steel if they are in direct contact with the
metal. However cargoes that are soft and of low density are unlikely to
cause direct physical damage to the paint and therefore they will only
accelerate corrosion of the steel and subsequent coating breakdown at
sites of existing coating damage or failure. Hard, dry cargoes such as
ingots or ferrochrome do not tend to produce this type of damage, but
cargo cycles that include iron ore can exacerbate the damage caused by
the previous cargoes.
How do the active cargoes cause coating failure? Two major factors are
required, a suitably hard and abrasive cargo and a coating in a susceptible
condition. The cargo hold coating may be susceptible to damage by active
cargoes due to a number of factors.
1. An incorrect choice of paint (that is a coating that is not designed to
withstand abrasions and impacts) will quickly fail in a cargo hold
environment when active cargoes are carried.
2. If the application and/or curing conditions for the coating were not
suitable, for example the curing temperature was too low or there may
have been inadequate ventilation during the curing period, then the
coating may remain soft when it enters service and will fail prematurely.
3. If the quality of the surface preparation of the steel is not sufficiently
good, then contamination may remain on the steel and be over coated by
the paint. When suitable conditions of water and oxygen are present,
corrosion can quickly initiate and propagate at contamination sites,
generating rust under the paint and ultimately levering the coating from
the steel.
4. The presence of water in the coating can also result in plasticisation of
some paints, making them easier to deform.
5. Increased temperatures can cause some types of coating to soften and
again this will result in deformation and sags when in contact with active
cargoes.
Active cargo corrosion occurs in a sequence of events that results in
coating damage, often with the characteristic tree pattern, together with
steel corrosion. The first stage of the damage to the paint occurs when the
sharp, hard and angular cargo scratches into the coating due to
settlement during both loading and the voyage. Eventually the cargo cuts
through sites of weak paint to the steel and exposes the metal to the
cargo environment.
It is first seen as a small puncture in the coating, which creates a pathway
for water to reach the steel. Water associated with the cargo can
permeate along the interface between the paint and the steel at the site
where the coating has been damaged, resulting in the loss of adhesion of
the coating.
When examined visually, the damaged area may appear to be small, but
when it is investigated with a penknife, it is often found that the paint is
loose around the damage site. When this loose coating removed, the true
extent of the corrosion and associated coating delamination becomes
apparent. Photograph 5 (large disbond) shows two damage sites that were
initially very similar with only tiny punctures visible in the paint. It can be
seen that the corrosion under the coating and the loose paint extend
several centimetres from the visible damage site.
As the cargo settles, soft or weak paint can move with the cargo creating
blisters and sags of the type shown in photographs 6 and 7 (scrape &
sag and black tear/sag). The loose coating sag is removed by further
settlement of the cargo, which in turn can cause the formation of another
sag. Repeated stick slip cycles of cargo settlement result in the tree
shapes of photograph 2.
Coating problems of this type, particularly when they occur very early in
the service life of a new vessel or very quickly after major cargo hold
repainting work, usually give rise to a claim against the coating applicator
and/or the paint supplier. Such paint damages can often be avoided by a
careful choice of the coating system. The coating application and curing
conditions are vital to get right in order to minimise the risk of paint
failure and subsequent corrosion of the steel by active cargoes.
The risk of active cargo damage is highest in the period following the
coating work. When possible, careful consideration needs to be given to
cargo choice immediately following new building or major refurbishment.
If such cargo hold coating damage does occur, it should be carefully
quantified and assessed before further damage occurs.