Loss Prevention Circular No.

05-13

Structural damage from overfilling ballast

and fresh water tanks
Background
Structural damage as a result of excessive pressure in ships tanks
during filling operations is a common cause for claims. Excessive
pressure leads to bulging plates and distorted stiffeners in/near the
tank in most cases, but in the more serious cases, the tanks may
rupture and leak. In all cases, however, the shipowner faces
extensive and costly repairs and off-hire periods.
The most common cause of the above damage and deformation
appear to be overfilling, often in combination with obstructed air
pipes. In Gards experience, smaller tanks with long air pipes are
particularly vulnerable during filling operations but even large
ballast tanks are from time to time damaged as a result of
overpressure, or vacuum, due to obstructed air pipes. The purpose
of this circular is therefore to highlight the importance of proper
procedures and routines, both for tank filling operations and for
regular inspection and maintenance of tanks air pipes. We also
emphasise the importance of the crews familiarity with safety
functions and limitations built into tank systems.
Basic safety functions and limitations
All ship tanks must be fitted with air pipes. An air pipe allows a tank to breathe and
prevents overpressure or vacuum in the tank when liquid is pumped in or out. The size of
air pipes is an important factor in the design and structure of ships tank systems and
classification societies will typically require the sectional area of air pipes to be no less
than 125% of the sectional area of the filling pipe for the same tank. When air pipes
become obstructed from wear and tear after a period in operation, maintaining the
required air flow through the pipe may no longer be possible and an important
prerequisite for maintaining the tanks structural integrity during filling operations may no
longer be fulfilled. For the same reason, it is also a general requirement that air pipes shall
not be fitted with valves that may impair the venting function.
As water tight integrity is a concern when air pipes from ballast and other tanks extend
above the freeboard or superstructure decks, the International Convention on Load Lines
requires that such air pipes be fitted with automatic closing devices. Their purpose is to
prevent the free entry of water into the tanks while allowing the escape of air or liquid to
prevent excessive pressure or vacuum in the tanks (IACS UR P3). There is great variety
in the design and materials used in automatic closing devices but unless regularly
maintained, any such automatic closing device could in itself act as an obstruction in the
air pipe and reduce the required venting function for the tank.
Case examples
rd
In a recent Gard case, damage to a freshwater tank was discovered by the 3 Engineer
during his weekly safety round when he noticed that the floor of the emergency diesel
generator room was deformed. An immediate inspection of the adjacent starboard
freshwater tank indicated that some of the lower stringers of the tank were bent, but no
leaks were found. A detailed survey of the complete tank system found that extensive
layers of rust in the fresh water tanks air pipe vent head prevented its automatic closing
device from opening properly. It was also revealed that the tank had been left overflowing
for some time during the previous filling operation, apparently due to poor communication
between the watch on deck and the responsible officer. It could therefore be established
that the cause of the structural damage was the inability of the tanks air pipe to relieve the
overpressure created in the tank during the latest filling operation.
In another Gard case, when a vessel suffered serious structural damage during freshwater
delivery, it was found that the crew, instead of using the dedicated filling line had removed
the tanks vent head and connected the freshwater filling hose to the tanks air pipe with
clamps. With the filling valves in the dedicated filling line left closed, there was no means
available of relieving the built up pressure in the tank, leading to overpressure in the tank
and subsequent structural damage.
Gard AS, December 2013

Your contacts
Vice President, Loss Prevention
Terje R. Paulsen
terje.paulsen@gard.no
Senior Loss Prevention Executive
Marius Schnberg
marius.schonberg@gard.no
Loss Prevention Executive
Kristin Urdahl
kristin.urdahl@gard.no

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Loss Prevention Circular No. 05-13

Structural damage from overfilling ballast and fresh water tanks

Contributing factors
The above examples indicate that unclear operational procedures for tank filling and the
crews lack of understanding of a systems safety functions and limitations are some of the
factors contributing to the generation of excessive pressure in ships tanks. However,
incorrect filling operations, in combination with an obstructed air pipe, appear to be one of
the more common incident scenarios in cases handled by Gard.
Damaged and defective automatic closing devices on air pipes from ballast and fresh
water tanks are common findings during Gards condition surveys. These are also
reported by Port State Control (PSC) officers as a common cause of detainable
deficiencies that must be rectified before leaving port. Recent PSC detentions have also
revealed numerous cases of damaged and inoperable ballast tank air vent heads,
apparently caused by the heads being subjected to a continuous overflow of the ballast
tanks during ballast water exchange operations. See Lloyds Registers Statutory Alert
No.27/2013 dated 4 September 2013.
While the direct causes of damaged and defective air pipes are commonly found to be
broken guide pins on closing devices, cracked/punctured closing devices and corroded
vent head housings preventing proper opening of the closing device, the underlying cause
in many of the cases handled is identified as lack of proper maintenance. Air pipes and
their automatic closing devices are continuously exposed to occasional sprays from green
seas, rough handling of cargo on deck, ballast water being pushed through vent heads
during rolling, and, when operating in cold climates, freezing. Depending on the design
and the materials used for the closing device, the harsh environment on deck may easily
cause damage and defects to air pipes.
There is also, apparently, a tendency by some ship operators to increase the ballast
pumping capacity to meet a charterers demands for reduced laytime. An increased pump
capacity achieved by, for instance, operating two pumps on a piping system designed for
only one pump, may have a similar detrimental effect on tank structures.
Lessons learned
To avoid overfilling of tanks, it is essential that operational procedures for filling, and
emptying, of tanks take into account design assumptions and the limitations of each tanks
air pipe system.
Ensure that the crew is familiar with all procedures concerning filling, and emptying, of
tanks. Emphasise that all loading shall be done via the ships dedicated filling lines and
that the filling capacity must not exceed the design capacity of the air pipe system.
Continuously monitor tank levels during filling operations, by sounding, sight glasses
and/or instrumented systems, as applicable. In addition, the watch placed on deck
must be given clear instructions and be able to continuously communicate with the
officer responsible for the filling operation (engine control room).
Methods used for ballast water exchange, e.g. by discharging ballast water through air
pipe automatic closing devices, should be strictly in accordance with approved ballast
water management procedures for the ship.
To ensure that the required venting function for each tank is not impaired, the ships
Planned Maintenance System should include procedures for regular inspection and
maintenance of air pipes and their automatic closing devices.
Make frequent inspection of air pipes and closing devices in order to identify poor
conditions, e.g. visible rust, dirt and damages. Particular attention should be paid to air
pipes located in the fore deck due to their exposure depending on the ships
movement and the impact from heavy seas.
In addition, dismantle and open up air pipe automatic closing devices at regular
intervals for a more detailed examination, e.g. as part of tank inspections.
When replacing malfunctioning air pipe automatic closing devices, bear in mind that
such devices shall be of an approved type, e.g. by a classification society.

The information is provided for general information purposes only and is not intended as legal advice.
Whilst we have taken care to ensure the accuracy and quality of the information provided at the time
of original publication, Gard AS cannot accept any responsibility in respect of any loss or damage of
any kind whatsoever which may arise from reliance on this information. www.gard.no

Gard AS, December 2013

Your contacts
Vice President, Loss Prevention
Terje R. Paulsen
terje.paulsen@gard.no
Senior Loss Prevention Executive
Marius Schnberg
marius.schonberg@gard.no
Loss Prevention Executive
Kristin Urdahl
kristin.urdahl@gard.no

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