After completing discharge of steel coils at Rotterdam, you carry out a routine hold inspection and find fresh scoring marks on the tank top and a cracked weld at the bilge strum box bracket. Describe what letters of protest or documentation you issue and to whom.

A. POST-DISCHARGE DAMAGE DOCUMENTATION: (1) NOTE OF PROTEST / LETTER OF PROTEST: issued to the terminal operators or stevedore company — formally records the damage, its location, extent, and time of discovery. Must be issued promptly (same day if possible) — delay weakens the evidential position. Address to: Port Agent / Terminal Superintendent / Stevedore Company. Content: vessel name, voyage, port, date, time, description and location of damage, photographs attached, statement that damage is attributed to cargo operations. (2) SURVEY REQUEST: instruct P&I Club correspondent to appoint a surveyor to attend and document the damage independently. Photographs and measurements by an independent surveyor create the strongest evidence basis. (3) COMPANY NOTIFICATION: DPA notified via ship's defect reporting system. (4) CLASS NOTIFICATION: cracked weld at bilge strum box bracket — assess against IACS criteria — if it is a structural weld (primary structure) or affects watertightness, notify class society surveyor for survey at this port before departure if possible. (5) CARGO INTEREST NOTIFICATION: if the damage could indicate cargo suffered impact damage during discharge, notify cargo insurer / receiver. TERMINAL's RESPONSE: the stevedore may dispute liability — the protest puts them on notice. Retain copies of all documents in voyage file for P&I Club.

B. Damage to the hold during cargo operations is the charterer's responsibility under the charter party. No documentation from the vessel is required — the charterer must file their own report.

C. Photograph the damage and save the images. Formal documentation is only required when the repair cost exceeds USD 50,000 — minor tank top scoring does not require a protest.

D. Report the damage only if the stevedore company admits liability. Issuing a protest when liability is disputed can create legal complications under Rotterdam Rules.

A. CARGO HOLD PRE-DEPARTURE INSPECTION — KEY AREAS AND DEFECTS: TANK TOP AND INNER BOTTOM: (a) Cracks or indentations in tank top plating from grab or bulldozer damage; (b) Paint condition — loss of protective coating accelerates corrosion; (c) Drainage — tank top drain plugs in place and secured; (d) Bilge strum boxes — clear and accessible. TRANSVERSE BULKHEADS AND FRAMES: (a) Bracket toes (lower connections of web frames to tank top) — most common fatigue crack location in bulk carriers; (b) Corrugated bulkhead lower stools — check for cracking at the stool shelf plate connection; (c) Pitting corrosion on transverse bulkheads. HATCH COAMINGS AND HATCH COVER SUPPORT PADS: (a) Distortion of coamings from grabbing; (b) Rubber seal condition and compression — damaged seals = weathertightness failure; (c) Drain channels clear of debris. LONGITUDINAL STRUCTURE: (a) Side shell frames and brackets — look for buckling in upper wing tanks; (b) Hoppers — corrosion pitting (most severe in lower hopper knuckle, hidden area). REPORTING: defects found → log in ship's Defect Reporting system → notify master → notify DPA → classification society notification if structural (IACS UR S18 criteria).

B. Inspect only the hatch covers for watertightness. Internal hold structure is inspected by classification society surveyors and is not the OOW's responsibility.

C. Walk around the hatch perimeter and check the cargo surface is level. Structural inspection requires special climbing equipment and is done only in dry dock.

D. Check the hold ventilation fans and lighting. Structural checks are the chief mate's responsibility and should not be conducted by the OOW.

A. HATCH COVER WEATHERTIGHTNESS TESTING — THREE METHODS: (1) CHALK AND STRAIGHT EDGE TEST: apply chalk to the seating/compression bar around the hatch coaming; close the hatch and then open it — check where chalk has transferred to the rubber seal. Chalk marks show contact; gaps without chalk marks indicate poor seal compression. Fast and simple. (2) HOSE TEST (WATER SPRAY): aim a fire hose jet at the hatch cover perimeter seals from a standardised distance — typically 1 metre at 30 psi. An observer checks inside the hold for any water ingress. This is the standard weathertightness test required under SOLAS (MSC/Circ.860). Record locations of any leaks. (3) ULTRASONIC TEST: an ultrasonic transmitter is placed inside the closed hold and a detector is used outside along the seal. The detector signals increased ultrasonic transmission at any gap — more sensitive than hose test and detects minor leaks. IICL and IACS recommend ultrasonic testing for ore carriers and container ships where full water testing is impractical. AFTER TESTING: any failed seals → replace rubber or adjust cleat compression before departure. Document test in the ship's records. P&I Club surveyors may witness testing for cargo claims protection. Hatch cover hydraulic rams and hinges → check for hydraulic leaks and proper operation.

B. Paint the hatch cover seals with red lead paint and close the hatch. Any areas where paint smears onto the coaming indicate a good seal. Areas without smearing are leaking.

C. Weathertightness testing is only required for chemical tankers. Bulk carrier hatch covers need only a visual inspection before sea passage.

D. Test by closing all hatches and flooding the deck with a fire hose over the entire top surface. If no water appears in the holds after 30 minutes, the hatches are watertight.