The names of a bulk carriers structural elements

Structural defects They are caused by poor design details, poor detailed design, local stress concentration, poor repair workmanship, operational incident and wear and tear. Where to look for structural defects: In general: Note the condition of access ladder. Always check both sides-port and starboard.

 Ullage spaces-a very corrosive environment. Common bulkheads between water ballast tanks and heated fuel tanks/warm machinery spaces. Excessive amounts of accumulated loose scale and/or residual ballast mud lying at the bottom of a tank entraps water ballast, creates a damp and corrosive environment that results in coating breakdown and subsequent structural diminution. Excessive amounts of loose scale also suggest diminution has occurred at some location(s) within the tank. Bottom plating in way of suction bell mouth and sounding pipe striking plate. Bottom plate pitting, i.e. microbial water ballast contamination. Where internal members fail, plating becomes unsupported. This leads to further detachment of adjacent internal members and subsequent failure of the plating. Areas of stress concentration, usually with associated local coating breakdown. Both sides of internal structural elements in water ballast tanks are subjected to corrosion. The boundary plating only one side. The upper deck: The connection of the outboard strake (stringer plate) to the sheerstrake is one of the most highly stressed connections on a bulk carrier. It is important that no attachments are welded to the upper edge of this upstand, hence avoiding any stress-raising notches. Forward topside tanks under deck structure. This structure is subject to green sea loading especially during heavy weather voyages. This also applies to the forecastle deck structure. Main hatch opening corners. Look for grab wire damage and possible fractures in way of the shedder plates, if fitted. Between main hatches-undulated and/or pitted plating. Also the corners and edges of the small access hatch deck openings.

The ships aft end: Connection of transverse floors to the side shell plating, especially in way of the propeller aperture, due to propeller induced vibration. Connection of the rudder horn webs to side shell plating especially in way of so-called transition area. Defects are more likely if the rudder horn is a fabricated construction and not a casting. More extensive surveys are required in way of the deckhead and forward areas of the aft peak tanks, if the engine room extends across the top of the tank and ventilation trunks pass through the tank, which could be the case on smaller ships. If the lower area of the aft peak tank is partially ballasted for stern tube cooling purpose then this can only be surveyed during a drydock period when the tank can be fully drained. Machinery spaces: Forward bulkhead structure in way of the topside structure on the forward side of the bulkhead.

 Underdeck structure in way of generators-for vibration induced defects. The connection of side shell structure to the engine room tank top, especially if the bilges are not kept in clean and dry condition. This also applies to the lower areas of forward bulkhead. Structure in way of leaking machinery, such as seawater pumps and pipes. Double bottom tanks: Bottom plating in way of the ballast suction pipe(s) and sounding pipe striking plate. Connection of transverse floors and longitudinal girders in way of the bottom stool plating on the hold side of the tanktop, especially in way of the ballast hold. Structure in way of the bilge wells. Cargo handling damages in way of the inner bottom plating, i.e., indented plating and/or tripped inner bottom longitudinals. Cargo holds, especially in water ballast holds:

 Connection of the sloping hopper plating (P&S) and the forward and aft bulkhead bottom stool sloping plating to the tanktop plating, in way of the hopper space transverse web frames and double bottom longitudinal girders respectively. Tanktop openings at bilge well openings. Shedder plates on transverse bulkheads in way of bottom stool upper shelf plate. Side shell frames: upper, mid and lower areas for general condition and connection to associated plating. More especially in way of the cargo heap area. Pneumatic hammers and bulldozers are used to free the last remains of entrapped cargo. Such a practice results in mechanical damage to the structure, including indents, detachments and even holes. The general condition of the transverse bulkhead especially in way of the cargo heap area. Also connections to the upper and lower stools. Upper deck under deck structure, i.e., cross deck strips, including hatch end beams. Cargo handling equipment damages in way of bulkheads and side shell frames. Top side tanks: Sloping plate in way of lower area. Also the remaining sloping plate, especially in way of the sloping plate longitudnals for possible necking. Transverse web frames in way of large opening radiused corners and the slots for longitudinals. Connection of transverse web frame stiffener to upper deck and sloping plate longitudinal. Scarphing structure at aft end of aftermost tank and forward end of the forwardmost tank. Structure immediately adjacent to air pipes. Hatch covers and coamings: Hatch cover cross joints, for local wastage. General wear and tear of compression rubber, running wheels, chains, etc. Coaming top bar grooving, i.e., rubbing of lower edge of covers due to hull girder bending. Coaming end bracket toe connection to the deck, especially in way of the ships mid length. Forward end:

 Ullage space in the fore peak. Horizontal stringers, including openings, slots, etc. The slots for passing through side shell frames are subject to local stress concentration, especially the aft upper half of the tank (P&S) just forward of the collision bulkhead. Scarphing structure on the forward side of the collision bulkhead in way of the topside tank sloping plate (P&S). General shell side structure which is subjected to slamming forces. Forecastle deck structure subject to green sea loading. External hull, whilst in drydock: Bottom and side shell indents, i.e. operational contact damages-routine dock inspection. Underside of rudder horn and topside of rudder recess-surfaces that are seldom painted. Rudder recess corners, i.e. relatively small radius corners. Fractures are common. Rudder soft nose plating-pitted surface due to propeller induced cavitation. Corrosion/erosion of external welds, both butts and seams. Also welds in way of drain plug housings. Bilge keel endings, either single lengths or shorter multi-length bilge keels. Also crack arresting holes in way of bilge keel butt welds.