🚢 When Heavy Weather Is Not the Real Enemy: The Silent Risk of Wet Damage on Bulk Carriers

 

🚢 When Heavy Weather Is Not the Real Enemy: The Silent Risk of Wet Damage on Bulk Carriers

At sea, we often blame the storm.
The Beaufort scale rises, green seas sweep the deck, and the vessel works heavily.

But after discharge… when surveyors step into the hold and the top layer of grain is wet…
Was it really the weather?

Or was it something quieter. Something we overlooked.

Wet damage on bulk carriers continues to be one of the most costly and frustrating cargo issues in our industry. As highlighted in Wet Damage on Bulk Carriers (The Swedish Club, 2018) , the pattern is clear: heavy weather alone does not damage cargo — poor hatch cover integrity does.

Let’s talk about what this means for us onboard and ashore.

 

1️⃣ Heavy Weather Is a Test — Not the Root Cause

We have all sailed through rough oceans. Hatch covers buried in green water. The vessel pitching, rolling, flexing.

Heavy weather is part of shipping life ⚓

But the real issue begins when hatch covers are not truly weathertight.

Many claims reviewed in the report show a common pattern:

• Leaking cross-joints
• Worn rubber gaskets
• Corroded compression bars
• Blocked drain channels
• Misaligned panels

In several cases, hatch covers passed a hose test in port — but failed under real sea pressure. Ultrasonic testing later revealed compression failure in cross-joints.

The lesson?
The ocean only exposes weaknesses. It does not create them.

A well-maintained hatch system should withstand heavy weather. A poorly maintained one will fail — silently — and the cargo pays the price.

#BulkCarriers #Seamanship #CargoCare #HeavyWeather #ShipManagement

 

2️⃣ Tape Is Not Maintenance

Let’s be honest.

How many times have we seen hatch covers taped before departure?

Tape and sealing foam may give psychological comfort. But they are not engineering solutions.

The report clearly notes that in many wet damage cases, crews had taped cross-joints and hinges. Yet during the voyage, tape peeled off under sea pressure.

Water does not respect temporary fixes.

True protection comes from:

• Proper gasket elasticity
• Correct compression bar alignment
• Functioning non-return drain valves
• Cleats properly adjusted — not overtightened
• Bearing pads within tolerance

Maintenance is not about passing a survey.
It is about protecting the cargo owner’s trust.

And remember — a vessel may be “seaworthy” while still not being “cargo-worthy.” A few tons of seawater may not sink the ship — but it can destroy a full cargo.

#LossPrevention #HatchCovers #MaritimeLeadership #CargoClaims #PrudentOperator

 

3️⃣ Testing: What We Think Is Tight… May Not Be

Water hose tests are common practice.

But under real sea loads, pressures are far greater than what a fire hose can simulate. In several documented cases, hatch covers passed hose testing but later failed ultrasonic testing — only after cargo damage occurred .

Ultrasonic testing offers a more accurate picture:

• Identifies exact leakage points
• Confirms gasket compression
• Can be done during loading
• Works even in sub-zero conditions

As Masters and Operators, we must ask:
Are we testing to comply?
Or testing to protect?

Because once the discharge surveyor starts taking silver nitrate samples… it is already too late.

#MarineSafety #UltrasonicTesting #BulkShipping #OperationalExcellence #RiskManagement

 

4️⃣ Weather Routing: Leadership Beyond Maintenance

Maintenance alone is not enough.

Weather routing is operational leadership 🧭

Today’s market pressures push for strict ETAs. But running into avoidable heavy weather increases:

• Structural stress
• Fuel consumption
• Cargo risk
• Crew fatigue

Professional weather routing services help vessels:

• Avoid the worst systems
• Update ETAs realistically
• Balance safety and schedule

Good leadership is not about arriving fastest.
It is about arriving safely — with cargo intact.

#WeatherRouting #MaritimeOperations #ShipMasters #ShippingIndustry #SafeVoyage

 

5️⃣ The Bigger Lesson: Act Like a Prudent Uninsured

Insurance exists. P&I cover exists.

But the principle remains clear:
Act as a prudent uninsured.

Wet damage claims are expensive. They affect reputation. They create disputes. They strain relationships between owners, charterers, and cargo interests.

And most importantly — they are largely preventable.

Maintenance recorded in PMS.
Original spare parts.
Proper cleat adjustment.
Functional drain valves.
Regular inspections.

These are not small details.
They are leadership actions.

A Master who insists on proper hatch inspection before departure…
An operator who schedules ultrasonic testing ahead of sensitive cargo…
A manager who invests in manufacturer service engineers…

That is how we protect both vessel and career.

#ShipOpsInsights #MaritimeMentorship #BulkCarrierLife #ShippingWisdom #ProfessionalGrowth

 

⚓ Final Thought from ShipOpsInsights

The sea will always test us.

But most wet damage cases are not born in storms —
They are born in neglected maintenance routines.

If you are sailing on a bulk carrier today, ask yourself:

Have we truly checked our hatch covers?
Or have we simply assumed they are tight?

👇 I would genuinely like to hear from you:

• Have you experienced a wet damage claim onboard?
• What was the root cause in your case?
• Do you prefer hose testing or ultrasonic testing?

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Let’s learn from the sea — before it teaches us the hard way. 🚢