Hatch Covers

Hatch Covers
Operation, Testing and Maintenance
by
Mike Wall
FCMS, FIMarEST, CMarTech, MllMS, NAMS-CMS
Managing Director and Principal Consultant
Kiwi Marine Consultants Ltd
Hoi:ig Kong
A Witherby Seamanship Publication
~
~~ , Seamanship
WITH ERBY~ lliHUiHIHIHI
PUBLISHING
- a:c Covers - Operation, Testing and Maintenance
First published 2008
ISBN 13: 978 1 85609 344 6
British Library Cataloguing in Publication Data
Wall, Mike
Hatchcovers Operation , Testing and Maintenance
1. Hatch covers
I. Title
623.8'6
ISBN-13: 9781856093446
© Witherby Seamanship International Ltd 2008
All rights reserved. No part of this publication may be reproduced, stored in a retrieval system, or
transmitted in any form or by any means, electronic, mechanical , photocopying, recording or
otherwise, without the prior permission of the publishers. ·
Notice of Terms of Use
While the advice given in this book (Hatch Covers Operation, Testing and Maintenance) has
been developed using the best information currently available, it is intended purely as guidance
to be used at the user's own risk. Witherby Seamanship International accepts no responsibility
for the accuracy of any information or advice given in the document or any omission from the
document or for any consequence whatsoever resulting directly or indirectly from compliance
with or adoption of guidance contained in the document even if caused by failure to exercise
reasonable care.
This publication has been prepared to deal with the subject of Hatch Covers and Hatch Cover
Testing. This should not however, be taken to mean that this publication deals comprehensively
with all the issues that will need to be addressed or even, where a particular issue is addressed ,
that this publication sets out the only definitive view for all situations.
The opinions expressed are those of the authors only and are not necessarily to be taken as the
policies or views of any organisation with which he or they have any connection.
Published in 2008 by
Witherby Seamanship International
4 Dunlop Square
Deans Estate
Livingston EH54 8SB
United Kingdom
Tel No: +44(0)1506 463 227
Fax No: +44(0)1506 468 999
Email: info@emailws.com
www.witherbyseamanship.com
Printed and bound by Bell & Bain Ltd., Glasgow
[58971]
ii
Preface
It is only more recently that the International

Preface Institute of Marine Surveying has introduced
the Diploma in Marine Surveying, of which
The correct operation, care and
Cargo Surveying is one option. One of the
maintenance of hatch covers are critical to a
modules for this option of the diploma is on
vessel's safety and its ability to carry cargo
hatch covers and hatch cover testing, written
without damage. Whilst there are currently
by myself.
two small handbooks, viz,
A Master's Guide to Hatch Cover It was as a consequence of writing the
Maintenance by Eric Murdoch, Director of above module that the chance to enlarge it
Loss Prevention, Charles Taylor & Co Ltd. into a book came about. As the book has
Published by The Standard P&I Club been written since the module was
published , it may be considered to include a
Holds and Hatch Covers. Published by
wider range and more up to date material.
A Bilbrough & Co Ltd .
both of which can be found in many ship's The subject is large. While there are some
technical libraries, a publication search basic hatch cover designs, there are many
revealed that there is no book that variations on them . There are also many
comprehensively covers this subject. different permutations of hatch cover type,
securing devices and methods for opening
The book is intended for all those associated and closing. I have tried to cover as many of
with the care, maintenance, operation and the designs as you are likely to meet,
inspection of hatch covers, eg, deck officers, together with a few you may not. It is hoped
deck ratings, superintendents and that the chapters that reveal the many and
surveyors. varied defects will enable you to avoid the
mistakes that others have clearly made.
It is impossible for marine educational
establishments to cover all aspects of ship's I hope that mariners and surveyors will find
operations during ~tudy for certificate's of this book valuable as a work of reference
competency. Some subjects have to be when confronted with different hatch cover
sacrificed and generally covered as 'on the designs and problems.
job training' or as a specifically designed
short course. This is one such subject. It is
only when we first walk onto a ship and are
confronted with a hatch cover design that Mike Wall
our learning of the subject begins. Much the
same can be said of most marine surveyors
who may not have served on different types
of ships with various hatch cover designs.
They also learn by experience.
iii
Hatch Covers - Operation, Testing and Maintenance
Foreword
Some years ago, as a Senior Master with Officers at sea and those we rely on for
the World Wide Shipping Company, I proudly hatch surveys. Indeed, all those with any
stood on the bridge of our latest addition to interest in the safe transportation of cargo
the fleet, a vast bulk carrier that was the and the structural safety of ships will benefit
largest dry cargo ship in the world . We were from this book.
to embark on a prolonged voyage that was
to take us around the world and, as I stood Captain Michael Lloyd, FNI
on the bridge, what struck me the most was
the seemingly endless row of hatches. My
attention was even more focused during our
voyage when, on occasion, we encountered
appalling weather, with the seas breaking
over the bows and crashing down our decks
and watching after each encounter, the ship
rising again with the water streaming off the
hatch covers and our decks, but still all
secure.
The purpose of the ship, the safe carriage of

the cargo, was reliant on these covers, and
when the ship arrived in port and the
rumbling noise of 22 huge slabs of steel
opening revealed a dry and well preserved
cargo we were very reassured. I had at that
time been asked to write the new dry cargo
regulations for the fleet and in my
deliberations I had emphasised the need of
hatch cover maintenance and care. This was
based on experience and the literature about
this most important subject that was
available. The information available was
surprisingly sparse considering the vital
importance of hatch covers, not just for the
cargo but for the safety of the ship and
those onboard.
Too often during my career at sea I have

joined ships to see the tell tale rust streaks
inside hatches, and the reliance on hatch
tape and sealant for the security of the
cargo. Now we have a book that for the first
time explains and details the complexities of
these vital parts of the ship's structure, and
the machinery, repairs and surveys required
to ensure their maintenance. Technical
books are not always the most easy to read
but this book is. It is well written, concise
and above all, understandable. This book is
essential reading for all Masters and Chief
iv
Author
The Author
Mike Wall joined Cunard Line as a marine
engineer apprentice at the age of
seventeen, eventually reaching the rank of
Chief Engineer with service aboard many
different types of vessel.
During his career Mike obtained a Class 1

marine engineer's certificate of competency,
a Bachelor of Science in Maritime Studies
and Master of Science degree in Shipping
and Maritime Studies. Experience was
gained in most areas of shipping with eight
years as a lecturer in Maritime Studies,
culminating in five years as Senior Lecturer
at Warsash College of Maritime Studies,
UK.
Twenty years experience was gained in hull,

machinery, cargo and condition surveys in
the USA, New Zealand, Fiji and South East
Asia,. Most of this was as Managing Director
and Principal Consultant for Kiwi Marine
Consultants Ltd, Hong Kong, for P&I Clubs,
Shipowners, Shipmanagers, Underwriters,
Admiralty Lawyers and other Principals.
Mike is also a qualified Mediator, registered
both in the UK and Hong Kong . ·
Mike is a regular contributor of shipping

technical articles to various maritime
publications and is currently editor of
FLASHLIGHT, the free emailed monthly
newsletter distributed to marine surveyors
around the world. Mike also organises the
annual 'Asian Marine Insurance and
Surveying Forum'.
'\" c v
Acknowledgements
A Master's Guide to hatch Cover
Maintenance by Eric Murdoch, Director of
Loss Prevention, Charles Taylor & Co Ltd.
Published by The Standard P&I Club
Holds and Hatch Covers. Published by A

Bilbrough & Co Ltd.
Ship Construction by D J Eyres, MSc,

FRINA. Published by Heinemann, London.
MacGregor Group for photographs graphics

and information on various hatch cover
types.
The Nautical Heritage Association for their

report on the Derbyshire inquiry.
www.nautical-heritage.org.uk/
derbyshire.html
Captain John Pearsall and Barry Thompson

for proof reading and their technical input.
Skuld for provision of case studies.
The various P&I Clubs who have given me

the opportunity to carry out many condition
surveys.
Finally, my wife, for her understanding and

patience during the writing of this book.
vi
Contents
Contents
Preface iii
~ffi~~ ~
The Author v
Acknowledgements vi
1 Why Hatch Covers are Fitted to Ships 1
2 Background to the Design of Hatch Covers 7
3 Ship Construction to Accommodate Hatch Covers 11
" 4.1
4.2
Bulk Cargoes
Containers
S"""ns for Different Cargoes 17
19
20
4.3 General Cargoes 23
4.4 Refrigerated Cargoes 23
4.5 Timber Cargoes 23
4.6 Other Cargoes 24
r; " " ' - · 111"'>.l" T\.I 25
5.1 Pontoon and Tarpaulin Covers 28
5.2 Direct Pull Covers 30
5.3 Folding Covers 38
5.4 Roll Stowing Covers 47
5.5 Side and Rolling Covers 50
5.6 Life and Roll Covers (Piggy-back) 61
5. 7 Sliding Tween-deck Covers 64
5.8 Pontoon Covers 65
5.9 Reefer Vessels 68
5.10 Other Sealing Systems 69
5.11 Other Hatch Cover Designs 70
5.12 Other Cleating Methods 70
6 The Differences Between Watertightness

,_ ....... ,,...,,...
73
6.1 Ram-nek Tape and Foam 76
7 Care and Maintenance of Hatch Covers 77
vii
Hatch Covers - Operation , Testing and Maintenance
8 Reasons for Hatch Cover Testing by

Various Organisations and the Role of the
II. C" .a. T f
85
8.1 National Based Survey Organisations 87
8.2 Classification Societies 87
8.3 Independent Surveyors 88
8.4 Insurance Surveyors 88
8.5 Cargo Surveyors 88
8.6 On/Off Hire Surveys 88
8. 7 Pre-purchase Condition Surveys 89
('\ ,- I
.... '-latch Cover lesting Methods 91
9.1 Chalk Test 93
9.2 Light Test 93
9.3 Hose Test 94
9.4 Air Test 94
9.5 Putty or Moulding Clay Test 95
10 The lJse of Ultrasound Testing Equipment,

Principles and Operation of the Varied
,... .a. ,,.. '3 on the Market 97
10.1 What is Ultrasound? 99
10.2 Advantages of Ultrasound 101
10.3 The Equipment 101
10.4 Miscellaneous 105
10.5 Comparison of the Equipment 105
10.6 Hatch Cover Testing Protocols and Procedures 108
11 Client Approval ot ultrasound Testing Equipment and

,......
113
11.1 Client Approval 115
12 Common Defects Found when Hatch Cover Testing 119
13 Repairs to Hatch Covers 125
C"-e S 131
Case Study 1: Hatch covers leaking in gale force winds 133
Case Study 2: Leaking hatch covers - damaged steel coils cargo 137
Case Study 3: Water ingress through hatch covers on a refrigerated vessel 145
Case Study 4: Port of refuge required 147
Case Study 5: Oil leakage from the hatch hydraulic system on to the cargo 149
Case Study 6: Water damage due to leaking hatch covers 151
Case Study 7: Alleged wet damage to frozen krill 153
Case Study 8: Water damage to fishmeal cargo 155
Case Study 9: Steel cargo damage - ship sweat and sea water 159
Case Study 10: Water soaked cargo 161
viii
Contents
Ar-en s 165
Appendix 1: Resolution MSC 169(79) 167
Standards for Owners' Inspection and Maintenance of
Bulk Carrier Hatch Covers
Appendix 2: Table Showing Comparison of Ultrasound Equipment 171
Index 173
ix
Why Hatch Covers are Fitted to Ships
In the majority of cases the principle behind

1 Why Hatch Covers the hatch covers is to expose the greatest
are Fitted to Ships possible area. This is so that cargo can be
lifted into or out of its stowage position with
A ship is basically a box that floats on water a minimum of horizontal movement. Also,
and carries various cargoes for profit. efficient hatch covers can reduce the time
Merchant cargo vessels have cargo holds in spent in ports preparing for work and
which the cargo is carried. To get the cargo opening up/battening down cargo spaces.
into the holds, there must be access through
the deck or sideshell. Unfortunately, cutting The reader should be aware that it is the
holes or hatches in the deck will cause a duty of the Master to ensure that hatch
loss of longitudinal strength and allow water covers are watertight and serviceable at all
into the holds. We therefore need to put times.
some 'lids' on the holes in the deck to
protect the cargo. These are known as hatch There is now a wide choice of hatch cover
covers. types available to the shipowner. These are
commonly known as:
The aim of a hatch cover is to allow as large • Wire, chain, electric, hydraulically
an access to the cargo holds as possible operated
while maintaining the strength and
watertighUweathertight integrity of the • end, side, folding, lift-off
vessel. Failure of the hatch covers and • weather, tween deck
breaching can cause damage to the cargo,
• flat, peaked top
loss of stability and ultimate loss of the
vessel. Hatch covers must also meet the • single, double skin, box, etc.
requirements of the SOLAS Convention, the
Loadline Convention, Classification Society The type of ship and its purpose determines
Rules and International Maritime the type of hatch covers. These include the
Organization (IMO) and International Labour modern multi-purpose cargo vessel, the roll
Organization (ILO) guidelines. on/roll off ship, the dry cargo bulk carrier,
combination carriers, container/ro/ro
For each class of vessel there is a need to vessels, ferries, vehicle carriers as well as
provide efficient and effective, time saving many other different forms of ship. While
and secure, coverings for weather decks, hatch covers must be watertight, they must
tween decks, vehicle decks, ro/ro doors, and also provide an efficient and effective time
where appropriate, equipment related to the saving method of access.
movement of cargo to, from and into spaces.
Hatch covers must be strong to resist the
dynamic forces exerted by heavy seas which
Figure 1.1 - Hatch Cover Deformation at Sea

(Courtesy of MacGregor Group)
3
may break over them. Heavy seas may also g. Heavy rain may be simulated using the
cause a vessel to flex, ie hogging, sagging, shower head. While water will have
racking and twisting. Ships are not rigid entered the, tin and it will have become
structures and are designed to be flexible to slightly unstable, in still water there will
minimise the stresses on the hull. Rolling be no consequences. However, if the
and beam seas may also cause sideways water is stirred up to simulate waves,
movement of the hatch covers. This means there is more likelihood of more water
that the covers must be able to flex and entering the tin, further reducing its
move slightly while retaining watertightness. stability with the ultimate possibility of
sinking.
Watertight integrity of the hatch covers in
h. Remove the tin and empty it. Put it back
the forward 25% of the vessel is particularly
in the water.
important as this is where sea loads are at
their highest. i. Now place some weights in the tin,
eg large pebbles, to increase the draught
until there is approximately 40 mm of the
tin showing above the water level.
Practical Demonstration Ensure that the weights are fitted tight
into the tin to prevent them from moving
You may better understand why hatch around.
covers are fitted to ships by carrying out a
simple experiment. j. Again, simulate heavy seas by stirring up
the bath water to cre·ate waves. With the
You will need a water filled bath or trough, a lower freeboard it is easier for the waves
biscuit tin and enough pebbles or similar to break over and into the tin. You will
weights to half fill the tin. notice that as more water enters the tin,
it becomes more unstable, with draught
a. Take a 300 mm square, 100 mm deep, increased and freeboard reduced.
empty square biscuit tin with lid and Eventually, smaller waves will be able to
apply pressure to one of the top edges. fill the tin until it sinks.
The tin should generally maintain its
shape. k. Now empty and dry the tin completely.
Replace the lid and refloat the tin in the
b. Now remove the lid and again apply bath water. Simulate rain with the shower
pressure to one of the top edges. It will head and heavy seas by stirring up the
be seen that the tin will 'rack' easily, such bath water. If the lid is secure, no water
that it can be completely crumpled. will enter the tin and it will float without
c. Now fill a bath or trough with cold water problem.
to a depth of 300 mm. I. Next add the weights back into the tin to
d. Take the square biscuit tin and remove leave 40 mm of the tin protruding from
the lid. the water, and again replace the lid.
Simulate rain with the shower head and
e. Place the tin, empty and without lid, in heavy seas by stirring up the bath water.
the water. Depending on the thickness If the lid is secure, no water will enter the
and the density of the tin plate, the tin and it will float without problem, the
biscuit tin should float at a draught of contents remaining dry. If there are leaks
about 5-10 mm. in the lid, ie hatch cover, water will enter
f. Simulate heavy seas by stirring up the the tin and it will eventually sink.
bath water to create waves. The biscuit
tin should float without problem, with little This demonstrates that fitting watertight
or no water entering it. hatch covers to a ship will:
4
Why Hatch Covers are Fitted to Ships
Prevent the ingress of water to the cargo

holds, with possible loss of stability and
ultimate loss of the vessel, her crew and
cargo
prevent wetting of the cargo and possible
cargo damage
prevent seawater spray which, combined
with air, may also cause significant
corrosion of the vessel's structure and
consequential reduction in strength.
'.
Therefore, hatch covers are fitted to ships to
maintain watertight integrity and to protect
the ship, the crew and the cargo.
5
Background to the Design of Hatch Covers
hatch design until eventually, the hatch

2 Background to the board and tarpaulin were developed and
Design of Hatch fitted, as shown in Figure 2.1 . Note that the
hatch boards are laid longitudinally between
Covers hatch beams.
This chapter is not intended to be a history Although wooden hatch covers were the
lesson , but it does provide some background original hatch covers for many vessels, they
to the design of hatch covers. are unlikely to be found in modern merchant
vessels. However, this arrangement is still
Ever since men first went to sea in boats used today on smaller wooden vessels, such
they realised that they could be used to as fishing boats and some smaller steel
move cargoes. Some realised that they coasters. The system is also used to a large
could do this for profit and so the merchant extent on European canal barges, with
cargo vessel was born . aluminium covers replacing the wooden
hatchboards. While simple in use, the
Initially, cargo was carried loose and combination of wooden boards, beams ,
uncovered in the bottom of a boat. However, tarpaulins and wedges, and the time spent in
cargoes were wetted by rain or sea spray so removing and replacing, not to mention
cargo began to be covered in rudimentary personal hazards, are no longer acceptable
ways. on modern merchant vessels. However,
European canal barges have adopted a
As wooden ships became larger and small , longitudinally travelling gantry crane
designs developed , so did the hold and
Timber covers with

Moulded section tarpaulins over Flat
/
_..,,,. Heavy insert plate -Web

Wedge in web at socket
Cleat
Round bar
Hatch
Horizontal , _ _ / beam
stiffener section
Coaming
Deck Cleat
Batten
Wedge 1-
Half beam
, Plan At Horizontal Stiffener
Figure 2.1 - Diagram Showing Wooden Plank Hatchboards with Tarpaulin Cover
9
that efficiently lifts and stows the As bulk carriers became larger it was clear
transversely fitted metal cover panels. that fore and aft folding covers were going to
be too heavy and cumbersome. Side sliding
Earlier timber constructed sailing ships also hatch covers were developed, initially wire or
had timber hatchboards covered by chain operated but further modified with the
tarpaulins. When ships were constructed of hydraulic rack and pinion system later on.
steel and mechanically propelled , wooden
hatchboards with tarpaulin covers were still This book covers most hatch cover designs
being used. As steel ships became larger, and the basics of closing devices and
the timber hatchboards were replaced by discusses their continuing development.
transverse steel pontoons covered by However, with the rapid changes in
tarpaulins. These are still used today on technology there is likely to continue to be
some smaller bulk carriers. However, steel new developments.
pontoons are cumbersome and time
consuming to remove/replace.
With the development of larger steel ships

new methods had to be found to cover
hatches with systems that were quick and
easy to operate. The wire operated single
pull rolling hatch cover was developed to suit
this need and remained the most popular
until vessels became even bigger. It was
later modified with the addition of side
pulling chains. The development of hydraulic
systems contributed to the design of
hydraulically operated hatch covers, the first
being those lifted/lowered by hydraulic jacks
and operated by hydraulic rams forward and
aft. Not long afterwards, hydraulic hinges
were developed which, when applied to
hatch covers, resulted in even more deck
space saving .
..
10
Ship Construction to Accommodate Hatch Covers
stiffening and strengthening in the form of

3 Ship Construction robust hatch coamings with substantial
to Accommodate stays, together with additional underdeck
beams.
Hatch Covers
The ends of the hatch must also be rounded
For cargo to be loaded through the main off or 'filleted' to prevent sudden changes in
deck, a gap must be cut in the main deck for cross sections, which could create a 'stress
the hatch. As this is large, the loss in ship's raiser' and cause tearing of the main deck in
strength must be replaced by additional heavy weather:
A. Transversely
Framed Deck
Deck
plating
Side frames
Hatch end beam
B. Longitudinally
Framed
Deck Deck
Plating
Hatch coaming
Figure 3.1 - Deck Construction in Way of Hatch Coamings
13
Deep Hatch End

Beam (or Transverse)
Hatch
side
Hatch
side
girder
~ Patent hatch cover
Offset bulb plate
Offset bulb stiffener
Hatch
Longitudinal
stiffener
Radiused Hatch
Deck
Corner
Figure 3.2 - Additional Strengthening in way of Hatch Openings in the Main Deck
Coaming heights are vital aspects of their The coamings will also need various fittings,
strength, weathertightness and eg stevedore ladders and platforms. The
watertightness. Coaming height is also coaming bar forms the flat upper face of the
determined by the operation of the hatch coaming and carries the hatch cover weight,
covers and their stowage, together with the transmitted via the hatch cover rollers when
nature of the cargo carried . opening/closing. The coaming bar may
accommodate the hatch cover bearing pads,
Hatch coamings are fitted with vertical so the coaming and stays must be of
coaming stays above deck and horizontal substantial construction. The inner edge of
longitudinal stiffeners to assist with rigidity. the coaming bar will be proud of the flat
The stays can take various forms. The most coaming bar to form the inner drain channel.
popular is the solid plate type, which often It will also accommodate the sealing
has lightening holes through which deck mechanism and will need to have access for
pipelines can pass, eg fire main, hydraulic hatch cover side and end cleats.
pipes, etc. Some coaming stays may be of a
girder form, providing greater space Once lowered in place, hatch covers must
between the stay and the coaming . Below be secured using the cleats to prevent
deck there are brackets or stays supporting leakage. They must also be fitted with
the coaming extension (see Figure 3.3). drainage devices from cross joints and
coaming bar drain channels to prevent water
14
Ship Construction to Accommodate Hatch Covers
from entering the holds. As most ships trim

Compression
by the stern, ie the after draught is deeper
Inner biar than the forward draught, the coaming bar
drain Outer drain channel
channel & wheel trackway drains are usually situated at the after
corners, allowing any water, that has passed
by the rubber seal to drain away to the deck
(see Figure 3.5) . These are a non-return
design to prevent external deck water
entering the drainage channel and, possibly,
the holds.
Hatch
coaming
r
Main deck
r
Hold
Figure 3.3 - Diagram Showing Coaming Bar

Arrangement
i-- J...l_ ~ -
Figure 3.4 - Diagram Showing Quick Acting Cleat

15
Figure 3.5 - Hatch Cover Drain and Quick Acting Cleat
16
Different Designs for Different Cargoes
These are generally carried in ships called

4 Different Designs bulk carriers, of a similar design to that
for Different shown in Figure 4.1 .
Cargoes The vessel is provided with hopper plates at

each side. These help in raising the centre
The size and type of ship and the purpose of gravity of denser cargoes such as iron
for which it is being used determines the ore. The topside tanks may be ballasted to
hatch cover type. The type of cargo and further raise the centre of gravity when
speed of operation will often determine the carrying denser cargoes. The topside tanks
design. may, in some cases, be used for loading
lighter grain cargoes. Grains are less dense
cargoes so the hold will be completely filled .
Grain cargoes may have a tendency to
4.1 Bulk Cargoes liquefy and flow freely and to do so in such a
Bulk cargoes are considered to be primary large space could cause a substantial free
cargoes, ie the basic commodities to make surface effect and loss of stability. The
other products. These include: topside tank plates and higher hatch
coamings assist in reducing this effect. The
Ore, eg iron, copper, aluminium
higher hatch coamings mean that more
grain, eg corn, wheat, oats cargo can also be loaded. The hatch cover
width is approximately half the vessel's
coal and coke
breadth.
cement clinker
concentrates, eg fertilisers, chemicals Bulk carriers are generally categorised as:
· minerals, eg china clay, gypsum , Ilmenite, a. Mini-bulkers

rutile and zircon stands
Mini-bulkers are normally geared, ie they are
timber, eg wood ·chips fitted with means to load and discharge the
cargo. Cargo access is commonly assured
vegetable products, eg copra , sugar.
by folding hatch covers, although stacking,
piggy back or lift-away types may be
adopted.
b. The handy sized bulk carrier

This ship has a deadweight of up to
T5T tank
plate
40,000 tonnes. It will usually have its own
cargo gear, which will either be derricks,
Ca.-go
Side
shell 11 Frames
hold cranes or the more expensive gantry
equipment such as the Munck Loader:
Handysize and Handymax bulkers are
usually geared and feature folding hatch
--
-PU
Tanktop
Section Through Bulk Carrier

Bottom shell
covers. Very wide hatches are increasingly
specified to allow loading of non-bulk
cargoes such as steel coils and forest
products. Onboard cranes enable cargoes to
be loaded and discharged in ports with
Figure 4.1 - Bulk Carrier Midship Section . limited infrastructure.
19
c. Panamax e. Combination ships.

These ships are of a size that can pass There are two types in this category, the
through the Panama or Suez canals and are ore/oil carrier and the Oil/Bulk/Ore (OBO)
known as Panamax bulk carriers. For carrier. The ore/oil carrier is usually a very
Panamax bulkers, most shipowners adopt large ship, over 150,000 tonnes dwt, with
standardised cargo access and cargo ballast tanks that can also be used to carry
handling equipment. Vessels of this type are oil. The relationship between the hold and
normally equipped with side-rolling hatch tank space is such that these ships can
covers and are usually non-geared . carry a full cargo of ore or oil. Ore/oil ships
However, there may be provision cranes can be used for whichever trade is the most
situated aft of the superstructure. profitable at any one time, or they can
reduce unprofitable ballast time by carrying
d. The Very Large Ore Carrier (VLOC) different cargoes on different stages of the
These ships are designed to carry heavy ore voyage.
or coal cargoes. They are specially
strengthened with double bottom The Oil/Bulk/Ore (OBO) ships differ from the
compartments underneath the hold that larger ore/oil ships in that they can carry
raise the height of the cargo to prevent the either ore or oil in the same holds. This gives
ship from becoming unduly stiff when the ship the advantage of greater hold
carrying the heavier iron ore. Sometimes space to carry a wider range of bulk cargoes
known as the Capesize bulk carrier, as they than the ore/oil ship with smaller holds.
cannot pass through the Panama or Suez .When changing over from an oil to a dry bulk
Canals and must pass around Cape Horn or cargo the holds must first be cleaned and
Cape of Good Hope to move between gas freed and the heating coils lifted. The
oceans. VLOCs and other Capesize bulkers, ships have to carry water ballast in their
typically have holds served by side-rolling holds and, to prevent free surface from
hatch covers and are non-geared apart from endangering stability, can only sail with their
provision cranes. holds full or empty. They have deep hatch
coamings and a liquid cargo must be filled
up into these spaces to reduce free surface
effect. The vessels tend to have side sliding
hatch covers fitted with ventilators.
4.2 Containers
Containers come in various shapes and
sizes and are used for many different
cargoes. They are generally grouped into
the following categories:
a. Feeder - ranging from 200 to

2,000 teu
Figure 4.2. Typical Capesize Bulk Carrier. The first and last link in the transport chain,
feeders transport cargoes that are
subsequently transferred to and from large,
long-haul container vessels bound for
worldwide destinations. For cargo handling
in ports with limited infrastructure, feeders
20
panamax vessels have lift-away hatch cover

sets. Hatch cover sets for up to 21 holds,
comprising up to 80 panels, are arranged in
twin, triple, or four-panel configurations.
Rapid turnarounds in port are vital when

maintaining liner schedules. Cargo handling
for large, long-haul container ships, which
are generally non-geared, is provided at the
terminals by dockside gantry cranes.
However, feeder container ships are
equipped with deck cranes for cargo
handling in ports with limited infrastructure.
Feeders transport cargoes that are
subsequently transferred to and from large,
long-haul container vessels bound for
destinations worldwide.
Hatch covers will generally extend almost

the full width of the ship, except at the bow.
As the number of containers that these
vessels can carry is increasing daily, the
Figure 4.3 - Geared Panamax Container vessels are becoming larger and stack
Vessel with most Hatch Covers Removed heights becoming higher. This means that
(Courtesy of MacGregor Group) the hatch covers must be strong enough to
take the higher loads. A single hatch cover
covering the full width of the vessel would be
are often geared with two or three deck too heavy to lift and stow. Consequently,
cranes of the slim-line type to maximi·se there may be three or four sections
container stowage."space. athwartships, generally of a steel pontoon
design and double skin or box type. Small
b. Panamax - up to 5,000 teu container ships may have single skin covers.
A class of container sh ip with a cargo Container vessels are generally gearless,
capacity of up to approximately 5,000 TEU, so the hatch covers are lifted by shoreside
designed with a maximum beam and cranes using 20 feet sockets positioned at
draught to transit the Panama Canal. the centre of gravity on the hatch cover
upper surface. Another limiting factor in the
Customised lift-away (pontoon) hatch cover size of the hatch covers is the 40 tonne safe
sets are specified for all vessels with working load of most shoreside container
capacities over 1,000 TEU. The 17 openings cranes.
of a 5,000 TEU vessel may typically have
50 panels, arranged in single, twin and Some container ships are described as
triple-panel configurations, depending on the hatchless. However, this is a misnomer as
size of the individual hold . These vessels No 1 and 2 holds must have hatch covers.
may also be geared . These vessels also have a higher freeboard
to prevent further water ingress. Nos 1 and 2
c. Post panamax hatch covers are of the steel pontoon type
and are again lifted by container cranes.
A class of container ship with a cargo
capacity exceeding 10,000 TEU. In a simi lar
Containers may also be stowed in general
manner to all large, long haul tonnage, post
cargo vessels that have been designed or
21
Figure 4.4 - Geared Panamax Container Vessel with Hatch Covers in Place
22
modified to carry containers underdeck and Weathertightness and cargo hold humidity
on the hatch covers. This means that the are important issues. For tweendeckers,
hatch covers must be strong enough to take stowing length of the equipment must be
the higher loads imposed by the container kept to a minimum .
stacks.
There is a misconception among some ship

operators that container hatch covers do not 4.4 Refrigerated Cargoes
need to be weathertight or watertight. The
P&I Clubs tend to disagree and insist that all With the development of the reefer container
hatch covers are watertight. Like other there are fewer bulk refrigerated cargo
vessels, container vessel hatch covers are vessels at sea today. While the hatch covers
fitted with a sealing mechanism and locking are smaller and are not required to take
devices and do not rely on the weight of loads on top, they are still required to be
containers on top to maintain the seal. watertight and also to have a significant
amount of insulation.
4.3 General Cargoes

4.5 Timber Cargoes
General cargo vessels are becoming fewer,
with much general cargo now shipped in Timber is defined as loose timber, such
containers. However, there are still some as individual planks of sawn timber, logs or
general cargo and multi-purpose vessels in pit-props; or packaged timber, such as
service, which carry cargoes that cannot be bundles of sawn timber: Packaged timber
carried in containers, eg, heavy-lifts, break- consists of either similar sized planks
bulk, project cargoes. forming a regular cuboid (regular packaged
timber) or random sized planks that do not
These vessels may have fittings to load form a regular shape (irregular packaged
containers on deck. They may also carry timber).
project cargo or other heavy loads in holds,
on deck and on hatch covers. Consequently, Timber may be stowed in holds and on deck.
the hatch covers must be strong enough to Permanent and portable log stanchions,
take these higher loads. These are generally together with chain and wire lashing, assist
of the single skin type. in maintaining the cargo stow in a solid block
while preventing the cargo from falling
Multi-purpose vessels are designed to overboard .
handle and stow a variety of freight. This
may include forest products, manufactured A timber deck cargo stowed solidly in wells
goods, heavy equipment, vehicles, has an effect that is similar to raising the
machinery, bagged goods, steel and food height of the freeboard deck. In this way the
products and containers. Some specialised assigned freeboard may be reduced and the
vessels combine general cargo with heavy ship loaded to a deeper draught. A solidly
lift capabilities for transporting large, stowed, properly secured timber deck cargo
awkwardly shaped components to refinery, means that:
chemical processing and other plant Water cannot flow freely on the weather
construction projects. Vessels of this type deck
are normally equipped with hatch covers
designed to bear heavy loads. greater protection is given to closing
appliances, such as hatch covers that
23
protect the weathertight and watertight 4.6 Other Cargoes

integrity of the ship
the timber compensates for the loss of Liquid cargoes such as oil and chemicals
reserve buoyancy caused by the reduced tend to be carried in tankers. These vessels
assigned freeboard. It is, therefore, do not have hatch covers of similar type to
important that the timber cargo is solidly the other vessels mentioned above.
stowed to the minimum height, as However, they do have various deck fittings,
specified in the regulations. including access hatches, all of which must
be watertight and gas-tight. Tanker access
The timber rules state that the maximum hatches use the seal and compression bar
height of timber during winter is not to principle.
exceed one third of the beam. This means
that, for a vessel with a beam of 30 m, the Roro vessels carry general cargoes on road
height of the timber may be 10 m. With trailers that can be easily and quickly loaded
some logs weighing in excess of 1 tonne the and discharged. These tend to be used on
loads on hatch covers can be significant, so short sea routes where port time takes up a
they must be strong enough to take such lot of the vessel's operating life. Roro
loads. While some logs float, many of the cargoes thus minimise port time and
logs carried on timber carriers are of the maximise freight earning sea time. While
'sinker' type, ie with a density greater than they tend to have side, stern or quarter
1.0, so hatch covers still need to be ramps only, som~· smaller multi-purpose inter
watertight. island vessels may also have hatch covers.
Vehicle carriers have side, stern or quarter
ramps only. The ramp seal design is similar
to that of hatch covers, with compression
bars and rubber seals .
..
24
Hatch Cover Types
sealing system has a rubber seal housed in

5 Hatch Cover Types the hatch cover edges around the perimeter
acting on to the upper edge of a vertical
There are a number of basic types of hatch
steel plate known as the compression bar.
covers described below. These include:
Pontoon and tarpaulin All hatch covers should have some form of
drainage to remove slack water from the
direct pull
covers and around the coaming bars and to
folding prevent the possibility of water entering the
\ multi-folding - balanced hold and damaging the cargo. Drains from
the coaming bars are usually fitted at the
t multi-folding - foldlink and foldtite after corners, with non-return valves/traps.
piggy back or lift and roll
Cross joints should also be capable of being
roll up or rolltite drained quickly and will often drain from the
side rolling side of the cross joint channel into the
external drain channel and then onto the
stacking covers open deck.
steel pontoon - lift away type.
Hatch covers must also have an operating
There are many variations of these basic system that will enable them to be opened
types, which have been fitted by shipowners and closed quickly and efficiently to save
to suit particular vessels, trades and cargo downtime. They may be opened by means
operations. In this chapter we will look at the of chains, wires, rack and pinion, hydraulic
construction, opening/closing, stowage and rams/hinges or by other hydraulic link
securing devices together with some mechanisms.
advantages and disadvantages of the
various basic types. Double skin or 'box section' hatch covers
were developed to span large openings.
When closed, hatch covers must repel green They provide equivalent strength to those
seas and are often required to take heavy with open construction , without protruding
loads, so they must be robust in far down into the cargo spaces and taking
construction. However, they must not be rigid up valuable cargo carrying and freight
when secured as they tend to move and shift earning capacity. Tween deck hatch covers
as the vessel hogs, sags and elastically need to be even stronger as they may need
deforms in a seaway. They must also have a to take the additional weight of cargo laden
sealing system and fittings to enable them to fork-lift trucks. The single skin type may be
be securely closed and battened down. considered to be a set of longitudinal and
Other fittings may include gas sampling transverse stiffeners with a top cover, side
points, locators, cleats, chains, safety and end panels. Tween deck covers can be
devices, stoppers, cement or grain loading of the sliding type, pontoon, wire pull folding
ports and ventilators (fitted to ballast holds or hydraulically folding box type.
and OBOs).
All weather deck hatch covers are carried on
There are two basic types of sealing system , hatch coamings of varying heights,
which are the double drainage system and depending on the type of vessel and
the 'Cat' system . The Cat sealing system cargoes carried. The edge of the hatch
was originally used on Kvaerner hatch cover panels sit on the hatch coaming bar,
covers and incorporates a half round edged which carries the weight of the covers when
seal that acts down on to the flat coaming secured and the cover wheels when
bar. The more popular double drainage opening/closing . The hatch cover sealing
27
mechanism is usually incorporated into the 5.1 Pontoon and

outer edges of the cover panels, acting on
the coaming bar or a compression bar. The Tarpaulin Covers
hatch covers are generally secured to the These are still found on some older, smaller,
hatch coaming by cleats of various designs. bulk and timber carriers. A number of full
width steel pontoons are fitted across and
Hatch covers are usually less rigid than the within the hatch opening, loosely butting-up
coamings and, as the ship flexes in a against each other with no mechanical seal.
seaway, some water ingress can occur, Tarpaulins then cover the pontoons, usually
causing weathertightness problems. three layers, which are in turn held in
Weathertightness is not achieved by the position at the sides and ends by means of
hatch cover rubber seal or packing and batten bars (to stop the tarpaulins ripping in
compression bar alone. It is the combined the wind), which are held in place by
action of all the parts, ie hatch cover wooden wedges against steel wedge cleats.
side/end panels, outer drain channel, seal
and compression bar, inner drain channel
and non-return drain valves, which achieve
the watertight seal. The pontoons are usually of the all welded,
steel box type. Four lifting pockets are
Hatch covers, which are fitted over holds situated at each corner to enable lifting,
that may be ballasted, are required to be using hooked wire strops, by crane or
additionally stiffened to take the sloshing derrick. ·
forces imposed by the ballast water carried
-t ') C ,...I' ,.., I .&.
in the hold at sea. The covers or coamings
will also be fitted with large ventilators (see There is no mechanical sealing system fitted
Figure 5.1 ). with this type of hatch cover. The hatches
and holds are maintained in a weathertight
condition by means of the tarpaulins fitted
over the pontoons. These are secured at the
sides and end by batten bars and wedges
(see Figure 5.2). The tarpaulin is folded over
at the edges then lengths of batten bar are
laid along the sides and end coamings
Figure 5.1 - Ventilators Fitted to Ballast Figure 5.2 - Typical Pontoon and Tarpaulin
Hold Forward Coaming Hatch Covers
28
Hatch Cover Types
across the top that are secured to coaming

Tarpaulins
Lifting
Lifting eye Batten
stay hooks or rings.
pocket bar
Wooden
A " (""\...,.,......,.;...,.,.../,..I,...,..,...,.,..
wedges
Before pontoons can be removed the nets,
wedges and battens must be removed. The
tarpaulins are then folded and stowed.
pontoon
Removing the tarpaulins exposes the
pontoons, which can then be lifted by derrick
or crane using hooks in the four lifting
Coaming
stay pockets.
Hatch Pontoon deck
Sealing
Arrangement When closing, the pontoons are positioned
transversely within the coaming . Three
tarpaulins are spread over the complete
Figure 5.3 - Pontoon and Tarpaulin Sealing hatch opening, folded at their sides to take
System (cargo nets not shown) the batten bars and wedges. Nets and ropes
are then fitted.
against the tarpaulin edge. The hard wood r A t::: ... ,....,., ....... - - - f n.,.,.r---•-
wedges are then hammered into position
Pontoons and tarpaulins are usually stacked
against the angled cleats to hold the batten
on top of each other on the main deck on
bars in place.
either side of the hatches.
A 'l ~01"' -1 r'\\ I;'°'"" C°"
There are no cleats fitted to the coamings or

covers. Pontoons rely on their weight .and
location within the coaming plate to prevent
them from shifting: The tarpaulin covers are
held in position at the sides and ends by
batten bars held in place by wooden wedges
against steel wedge cleats. Heavy seas and
wind can lift tarpaulins at their edges if they
are not properly secured. Tarpaulins are
prevented from lifting by nets and ropes
Figure 5.4 - Pontoon and Tarpaulin Hatch Figure 5.5 - Stowage of Pontoons,
Coaming and Securing Tarpaulins and Nets
29
~ 1 ~ r.nmm,::lntc::. pontoons - report on condition,

particularly any corners sticking up that
Pontoons must be stowed on top of each might damage tarpaulins
other or on the main deck during loading
and discharging, creating deck clutter condition and number of spare tarpaulins.
All hatches have three tarpaulins in use,
the system needs several crew to fold one in 'new' condition and each large
tarpaulins, remove wedges and battens enough to cover the hatch
and to hook up the pontoons for lifting
locking devices must be in position and
opening and closing take up valuable properly secured.
time
coamings with excessive wastage that
there is an inherent danger from swinging are near locking devices
pontoons around the main deck
the supply of spare hardwood wedges
tarpaulins can be damaged by logs and
timber, increasing the risk of water the condition of the coaming and
ingress to the holds. coaming bar.
When inspecting this type of hatch cover the

following should be reported on:
5.2 Direct Pull Covers
Wedge cleats - report any heavily These can be found in general cargo vessels
corroded or wasted cleats to be replaced and smaller bulk carriers. Multi-panel covers
side and end battens - report any heavily may· be operated by a wire, ie single pull as
deformed/buckled battens that will need shown in Figure 5.6, activated by the ship's
to be faired gear, usually by deck cranes or winches.
Alternatively, they may be pulled open or
closed by means of chains either side, the
McGregor Rolling Hatchcovers
Figure 5.6 - Typical Wire Operated Single Pull Hatch Covers
30
Hatch Cover Types
welded steel panels. The covers are

strengthened by thick and deep
longitudinals, providing longitudinal strength,
with transverse floors of smaller scantlings
to provide rigidity and the ability to take
loads on top.
Panels are independent of each other when

lifted as they are only connected by the link
chains at each side. Lugs are provided
around the hatch cover sides (to take quick
acting cleats). Lugs are also provided at
Figure 5.7 - Single Pull Hatch Cover each cross joint edge to house steel cross
Coaming, Stays, Chains and Rollers. joint wedge cleats (see Figure 5.10).
') ') Sea•: .... ,... ""ste-

chains being operated by hydraulic or This type of hatch cover generally uses the
electric windlasses at the forward or after double drainage system shown in Figure
end of the hatch coaming. 5.8, which has external and internal drain
channels. In the diagram shown, the hatch
ri -t l""cnc-+r• .,...:,.,.
cover weight is taken by the edges sitting on
Direct pull covers are single skin, flat steel the coaming bar. This system incorporates a
top and fabricated from all welded steel rubber seal, retained in the seal channel
panels. Bulk carriers may have domed around the hatch cover edges, that presses
panels. These sides and ends will also be against the top edge of a vertical steel
Hatch cover
Weight taken by
hatchcover edge
Double drainage
channel
Non-return
drain trap
Figure 5.8 - Double Drainage Sealing System
31
compression bar. This is the most important the rubber seal it will pass into the inner
barrier to water ingress and must be drain channel. As ships are generally
retained in an elastic state to accommodate trimmed by the stern, the water runs down to
hatch cover movement due to the flexing of the after end of the hatch coaming. A non-
the ship. The rubber seal is made from a return drain trap is usually fitted at each of
specific type of rubber with a specific design the coaming bar after corners, allowing any
compression that is sufficient to maintain water in the drain channel to drain down to
watertightness without permanently the deck.
deforming the rubber. Excessive
compression will result in the rubber 'setting '
or hardening , forming a deep permanent
Hatch covers are held in position by quick
channel and leading to less flexibility and
acting cleats around the sides and ends,
loss of compression. The steel to steel
with steel wedge cleats spaced out across
bearing pads, or hatch cover edge, is
the top of each cross joint (see Figures 5.9
designed to take the load of the hatch cover,
and 5.10) . These retain the covers in place
not the rubber seal.
but allow a certain amount of movement
relative to the coaming bar. Their main role is
Any water that might pass the hatch cover
to keep the hatch covers in place while at
edge has to pass the rubber seal. Once past
Compression
bar
Figure 5.9 - Quick Acting Cleats
32
Hatch Cover Types
C/J = Cross Joint F

II pr: n n 1111 n
PI I
(Centre face seal here)
C/J
Compression Rubber
bar seal
~
C/J
-,
t...---...._J
C/J Cross Joint Face Seal Detail
Figure 5.10 - Plan View of Direct Pull Hatch Cover with Fittings
sea. They prevent the covers from lifting be lowered into position first so that the left
when the ship's hull flexes in a seaway. hand panel compression bar is dropped
down on to the seal when the panel is
Two quick acting cleats are fitted to either lowered.
side of each panel, with those at the forward
and after ends distributed equally across the Cleats should not be over tightened as this
width of the panel. The side and end cleats may cause damage to the rubber cleat
pull the hatch cover panels down onto the washer, which can become hardened and
seals and bearing pads. The cross joint rigid, not allowing the cover to flex. If bearing
cleats ensure that adjacent panels match up pads are also worn, over-tightening of cleats
so that the cross joint seals are compressed. will cause excessive grooving of the seals.
Adjacent panel surfaces should be even, ie Over-tightening of cross joint cleats may
with no overlap, when cross joints have been result in other cross joints being pulled
cleated. If the cross joint face seal is apart, allowing water ingress.
horizontal then the right hand covers should
33
Hatch cover
Rubber seal
Bearings pads ~
Weight taken/ ~~.........___.._.~...-....-....u

by bearing pads Quick acting cleat
Coaming
Compression bar
Figure 5.11 - Double Drainage System Showing Quick Acting Cleat and Internal Bearing Pads.
In Figure 5.11 , the weight of the hatch cover seals are only slightly compressed. As may
is taken by the bearing pads, which are be seen, if the bearing pads are allowed to
generally around 450 mm in length and corrode and wear down, more pressure is
spaced at appropriate locations along the applied to the rubber seals. This causes
length of the coaming bar. The bearing pads them to become heavily grooved and
also act as spacers, ensuring that the rubber hardened, which eventually allows water to
f - - - - - Lever
Quick
'---_ _ _acting cleat
i - -Wheel bar
Compression
' - - - -:.__'--"'.z___ _ bar
Steel/steel
' - - - - - - _ . : __ _ _ bearing pad
Figure 5.12 - MacGregor Flexseal System
34
Hatch Cover Types
pass between the compression bar and seal. an eccentric so that, when turned by a small
If the bearing pads are not renewed, crow bar, the wheel can be turned through
renewal of the rubber seals is pointless as 180 degrees to raise the hatch cover and
they will continue to become heavily vice versa for lowering (see Figure 5.13). A
grooved. locking pin prevents the wheel from
returning to the lowered position.
MacGregor have introduced the Flexseal
system (see Figure 5.12), which With the direct pull, chain operated, type
incorporates a special hollow rubber seal. each of the panels has only one roller wheel
This is reported to reduce the possibility of at its forward end, with the after end resting
heavy grooving of seals. on the adjacent cover panel. The wheels are
on fixed shafts, unlike the single pull wire
'"" A f"'\...,.,..,....,.;...,.,.../"l'"'"inn operated type. Consequently, the coaming
bar channel in way of the rollers must be
All quick acting side cleats and cross joint
lifted to allow opening of the hatch covers.
cleats must be released to allow the cover
panels to be raised. Each panel is fitted with
This is carried out by individual hydraulic
two wheels each side to enable the panels
track lifting jacks or by a link rod that
to roll forward or aft. The wheels are of a
operates each roller lift pad simultaneously,
specific type, working on the eccentric
the rod being operated by a single hydraulic
principle. The outer part of the wheel is on
jack at the forward or after end of the side
Hatch cover Hatch cover

Roller
Hatch cover Panel Lowered Hatch cover Panel Raised
Figure 5.13 - Diagram Showing Direct Pull Hatch Cover Rollers
35
Cross joint cleat

~
Eccentric wheel locking,pin
Eccentric wheel
Junction piece assembly
Eccentric wheel turning lever
Figure 5.14 - Diagram Showing Direct Pull Hatch Cover Rollers, Fittings and Hydraulic Lifting Jack.
Figure 5.15 - Direct Pull Hatch Covers Operated by Side Chains
coaming. Once raised, the link rod is fixed in same speed. Connected at corresponding
position by a locking pin (see Figure 5.14). points on the side chains are elongated
washers, which are connected to the side of
Chains run along the side of the hatch the last hatch cover panel. When operated,
covers in steel angle bar channels to a the chains pull this hatch cover, which in turn
hydraulic windlass, and back again to the pushes those ahead of it to the stowage
forward-most hatch cover in the system (see well.
Figure 5.15). The hydraulic windlass drives
the chains on each side of the covers at the
36
Hatch Cover Types
Wire to winch or crane hook
Electronic
wheel
Balancing
Cleats I
Hatch coaming Coaming
roller stay bar
Figure 5.16 - Direct Wire Pull Hatch Cover Opening and Closing Arrangement
....... ,...1e-
As the first panel moves towards the 5 " c:. S""' .& -
stowage area, side wheels at the centre of

On smaller ships all of the panels may roll
each side panel (slightly higher than side
into a well at the forward or after end of the
rolling wheels) meet with a vertical side plate
coaming, depending on space available and
that accommodates the side roller. As the
the working trim of the vessel. On larger
panel and roller move along the plate, the
hatches, some panels will stow forward and
panel tilts to the vertical and then rolls into
some aft, with a cross joint where the covers
the stowage well. Due to the chains linking
meet each other when closed. Rubber
the adjacent panels, each of the other
stoppers prevent the stowed panels from
panels follow until all are stowed in the well.
running away.
Closing the covers is the reverse of the
previous procedure except that when
opening the panels push each other and
when closing the side chains pull adjacent
covers along the coaming to the stowage
well.
With the single pull wire operated system,

the procedure is much the same except that
instead of windlass operated side chains
pulling the covers, a wire from a deck crane
wire is connected to an eye on the leading
panel, which is then pulled with the other
panels following (see Figure 5.16). The side
chains maintain the alignment of the panels
as they roll into the stowage well.
Fig 5.17 - Domed Direct Pull Hatchcovers
and Stowage
37
and abrasion damage to the coaming bar. In

turn this can cause the hatch covers to drop
The more panels there are, the higher the
further onto the coamir:ig bar, causing heavy
maintenance required, and this is the case
grooving and hardening of the rubber seals.
with this type of hatch cover. The lead panel
has six wheels, three each side, and other
panels have two each side, all of which need
to be regularly greased. Cleats need to be
regularly adjusted and chains need Seals - report if heavily grooved,
occasional length adjusting as the links tend hardened, damaged or missing
to wear and stretch with operation. The
watertightness test results
panels are not linked by steel hinges and are
independent of each other except for chains. hatch wheels greased and free
Consequently, chain lengths are critical with condition of chains and wires
this design as the panels must be perfectly
aligned when lowered onto the compression condition of wheels, tracks and any jacks
bars. Several crew are needed to release condition of drains and non return
side and cross joint cleats and to lift the assemblies
hatch cover wheels for opening and lowering
when closing. the tightness and condition of cross joint
wedges and side cleats
The single wire pull type needs more deck the condition of the coaming ,;3nd
crew, one to operate the crane and another coaming bar
two to attach the wire to the hatch cover
panels. While the chain operated pull type the condition of the panels, edges, etc.
does not need as many deck crew, there are
more chain rollers that need greasing and
chains that need occasional adjusting.
There is a steel-to-steel contact between the

panel rollers and the coaming bar. There is
no point in either being painted as the
coating will soon wear off with operation of
the panels. This fact, in combination with the
inhospitable environment in which the
covers operate, means that corrosion and
wastage is accelerated. The wheels and
coaming bar erode and wear down, reducing
clearances.
Figure 5.18 - Wire Operated Folding
,_
Link chains are, by their very nature, elastic Tweendeck Hatch Covers. (these must be :::::
lowered before proceeding to sea as they
enough to take the shock loads of opening are not designed to remain in the open
and closing hatch cover panels. However, if position)
wheels are not regularly greased this will
place additional loads on the chains, which
will tend to stretch causing misalignment of 5.3 Folding Covers s
the panels. These will be either hydraulic or wire
operated and may be fitted to weather deck a:
In older designs without bearing pads, the and tweendeck hatchways. The covers may
edge of the hatch cover resting on the be of flat topped panels, box or single skin
coaming bar can cause fretting, grooving design.
e
38
Hatch Cover Types
Folding covers are increasingly being fitted more folding panels. The first set of panels
for both weather and tween deck use in to fold open, adjacent to the coaming end,
general cargo and multi-purpose vessels. are termed the leading pair: The following
This design has been developed into various pair is termed the trailing pair: Multiple
other designs including: trailing pairs are termed first, second, etc,
trailing pairs.
Foldtite hydraulic folding
' link-link hydraulic folding
hydraulic ram operated
hydraulic hinge operated.
An example is shown below.
Figure 5.20 - Folding Hatch Cover Wheel
Figure 5.19 - Folding Hatch Cover Single

Skin Construction
Figure 5.21 - Folding Hatch Cover Cleat.

r- ~ A r',-. ...... ~.i.~
Folding covers have a flat steel top and are 5 ,. ., ,. ., l"'0aP . . . ,.. l"'yl"'+em
fabricated from all welded steel panels.
Sides, ends, and in the case of box type This type of hatch cover incorporates the
bottom panels, are also of welded steel double drainage sealing system. As the
panels. They are strengthened by thick and hatch cover starts to open, the leading
deep longitudinals that provide longitudinal wheel rides up an incline on to the raised
strength, with transverse floors of smaller wheel track, keeping the seals clear of the
scantlings to provide rigidity and with the coaming bar. The reverse applies during
ability to take loads on top. As ships using closing (see Figure 5.20).
this type of hatch cover become larger and
hatches wider, the panels become heavier.
To keep weight to manageable levels the
length of panels is reduced so that there are
39
Rubber washers
Coaming
Wedge Cleat Shoe Cleat
Figure 5.22.- Wedge and Shoe Cleats
cleats, as shown in Figure 5.22. As the

panels lower into position, the wedges,
welded to the coaming bar, locate in
matching lugs welded on to the hatch cover
side, the wedge action forcing the hatch
cover panel down on to the compression bar.
Panel Raised Panel Cleated
. ,../""I""". ,....
Figure 5.23 - Hydraulically Operated Hook Wheels are fitted to the ends and sides of
Cleats the last panel and at the junction of pairs of
panels, so that the hatch covers roll into
position along the coaming bar: Earlier
Ill""' ~
designs were wire operated, using a deck
crane or electric/hydraulic windlass to pull
This type of hatch cover tends to have larger
the wire to open the hatch cover: The wire is
quick acting cleats, although some very
connected to a shackle at the centre of the
large covers may have set screw type side
cross joint on top of the first panels or
cleats, which need a spanner or wrench to
'leading pair' and the arrangement will
tighten in to position. Cleats are prevented
depend on the number of panels. With four
from being over tightened and placing undue
~anels, the leading pair will be pulled open
pressure on the rubber seals by the bearing
first, the trailing pair rolling behind on the
pads. Because they are connected by steel
coaming bar. The wire is then secured to the
hinges, there is no need for cross joint
trailing pair at the centre of the cross joint
cleats. As they close, the two faces of the
and the trailing pair pulled up for stowage.
adjacent panels come together, one with a
With more than four panels, four panels are
compression bar the other with a matching
opened to the forward end and the rest to
rubber seal, to form the watertight cross joint
the after end.
seal
With the development of hydraulics came
The folding hatch cover may be secured in
the hydraulic ram operated folding hatch
place by means of automatic wedge or shoe
cover. Rams may be positioned in various
40
Hatch Cover Types
locations to enable opening. The first type

incorporated the rams at the forward and
after ends of the coaming, operating only
two panels each, one pair folding aft and the
other pair forward (see Fig 5.24). The rams
were positioned so that they would push up
the leading panel, one end being hinged to
the main deck, the second panel being
linked to the first by hinges and following
automatically.
For vessels with a lack of deck space,

Figure 5.24 - Hatch Cover Hydraulic Rams hydraulic rams at either end took up
considerable space. An extension of the
hydraulic ram operated hatch cover is the
Foldtite design with rams at each side of the
Foldtite covers (see Figure 5.25).
~~ Intermediate hinge
Another variation on the hydraulic folding
hatch cover is the space saving link-link
hydraulic folding hatch cover, which
incorporates hydraulic rams in the panel's
operating hinges that open and close the
t.t ~ Trailing covers (see Figure 5.26).
pair
Lifting wheel
for trailing
pair
Bell crank
~4 1!!1'1J Longitudinal
fixing
device
Link-Link Hydraulic Folding
External liydraulic External hydraulic

cylinder for leading cylinder for bell
pair crank
End hinge
Figure 5.25 - Hydraulic Ram Operated

Foldtite System Figure 5.26 - Hydraulic Link Operated
41
Panels fold vertically and will be stowed at

the forward end of the hatch coaming as
shown in Figures 5.29 and 5.30 . Once
opened, the covers are locked together at
the side and bottom by steel hooks on to
matching lugs on adjacent panels. These
are generally locked in place by locking pins
to prevent inadvertent release. Wires can
then be removed and cargo operations
commenced. There may also be a back up
locking device in the form of a bottle screw
and wire strop, secured to the coaming
structure and connected to the leading panel
Figure 5.27. Hydraulic Hinge
as shown in Figure 5.28.
The next progression was the fitting of

hydraulic hinges to each of the pairs of
As with the direct pull type, the more panels
panels. This removed the need for space for
you have the higher the maintenance, and
hydraulic rams at the ends or sides (see
this is the case with this type of hatch cover.
Figure 5.27).
However, the box sectiorJs are easier to
maintain with fewer wheels requiring regular
greasing and fewer cleats needing adjusting.
There are also no chains fitted. The panels
are linked by steel hinges, which also need
regular greasing. Grease points are supplied
at a convenient position with grease
supplied by pipes to the relevant point. The
advantage of this type of hatch cover is that,
once cleats have been released, fewer crew
are required.
There is a steel-to-steel contact between the

rollers and the coaming bar. There is no
point in either being painted as the coating
will soon wear off with operation of the
panels. This fact, in combination with the
inhospitable environment in which the
covers operate, means that corrosion and
wastage is accelerated. Wheels and
coaming bar will erode and wear down,
reducing clearances. Liberal application of
grease is therefore advisable.
Wire operated folding hatch covers can be

considered as inherently dangerous. If the
wire was to part, the hatch cover panels
would crash down onto the coaming and
Figure 5.28 - Stowed Folding Hatch Cover possibly into the hold. However, the same
Locking Devices
42
Hatch Cover Types
can happen if the hydraulics are lost from Intermediate hinge _ _ __

hydraulically operated covers.
Opening and stowing covers will cause the

vessel's centre of gravity to be raised.
Therefore, the vessel should have an
adequate GM before the covers are opened.
Opening in high winds can also cause a
windage and stability problem for smaller
vessels.
Longitudinal stopper
With the gradual scrapping of older tonnage
that is fitted with direct pull hatch covers and
Wheel - - - - - ,
wire pulled folding hatch covers,
hydraulically folding hatch covers will be in
the majority. --~LJ
Seals - report if heavily grooved
hardened, damaged or missing
watertightness test results Figure 5.29 - MacGregor Two Panel Folding
Hatch Cover
hatch wheels greased and free (Courtesy of MacGregor Group)
condition of hydraulic pipes - report if
leaking or wasted
condition of rams and track jacks Intermediate hinge ..i
condition of drains and non-return Leading pair_ _ _ _ __
assemblies
the tightness and condition of side cleats
the condition of the coaming and
coaming bar
the condition of the panels, hinges, etc.
i::. 'l 7 n ......... ·

Hatch cover manufacturers are continually
striving to improve their designs to improve
ease of operation and to reduce the amount
of required maintenance. The latest
MacGregor hydraulic folding designs are
shown in Figure 5.29 and 5.30.
When carrying out condition surveys of

older vessels it may often be found that the
hull and machinery are generally in
satisfactory to good condition. It is often the Figure 5.30 - MacGregor Multi-Folding
hatch covers that pull the standard of the Hatch Cover
43
Figure 5.32 - The Flexipad Bearing Pad

Figure 5.31 - Bell Crank Hydraulic
Ram System
vessel down. The main areas that cause

problems are the compression bar, coaming
bar, bearing pads and rubber seals. All four
of these areas must be in good condition to
give the hatch covers a chance of being Figure 5.33 - The Lubripad Bearing Pad
watertight.
The correct height of the bearing pads will

ensure that the correct pressure is applied
to the rubber seals. In the case of hatch
covers where the edge of the cover takes
the load, the coaming bar condition will
determine the load on the seals. Due to the
exposed environment in which ships
operate, the combination of seawater,
together with the ship's motion with resultant
chafing, can cause accelerated
corrosion/erosion of the bearing pads or
coaming bars. Regular greasing of the
bearing pads helps retard the rate of Figure 5.34 - The Polypad Bearing Pad
corrosion and erosion. Internal bearing pads (Courtesy of MacGregor Group)
have a clear advantage over external pads.
However, they are still subject to chafing and
need regular greasing.
MacGregor have identified these

problematic areas and are attempting to
reduce the detrimental effects with new and
innovative designs. These include the
Flexseal, Flexipad, Lubripad, Polypad and
steel bearing pad shown in Figures 5.32 to
5.39.
Figure 5.35 - The Steel Bearing Pad
44
Hatch Cover Types
iii' Lever
Quick
I B acting cleat
Compression
~,. ~:'/i""
bar
Steel/steel
~------'-----bearing pad
Figure 5.36 - The Flexseal System With

Internal Steel-to-Steel Bearing Pads Figure 5.39 - The Cat System With
(Courtesy of MacGregor Group) External Lubripad
The advantage of these designs is that the

pads can be renewed relatively easily
compared to traditional steel-to-steel bearing
pads. They can also be 'shimmed' to
maintain the pad at the correct height.
Rubber seals have a tendency to harden

bearing pad
over time and should be replaced every five
Quick acting years or when heavily grooved, whichever
I cleat
comes first. The introduction of the Flexseal
Lever '-
system is intended to reduce the possibility
of heavy grooving of seals, by using a
hollow rubber seal. Variations in the design
Figure 5.37 - The Flexseal System with of rubber seals may also be found in the
External Steel-to-Steel Bearing Pads
market as shown in Figure 5.36 and 5.37.
The Cat profile seal has also been

introduced with hydraulic folding hatch
covers.
Lever _ _ _ _ _-.-_..,
A key requirement with the Cat system is
Quick acting that the seal should act downwards onto a
cleat ,_..
smooth clean surface. Unfortunately,
coaming bars tend to be dirty and often
Stainless steel
tightening corroded, reducing the effectiveness of the
surface - - -,
J seal.
As may be seen from Figures 5.38 and 5.39,

MacGregor have introduced a stainless steel
strip that is fitted along the coaming bar
where the Cat seal acts downwards, the aim
Figure 5.38 - The Cat System With
External Flexipad being to maintain the coaming bar in a
(Courtesy of MacGregor Group) smooth condition. However, crew are still
45
required to keep the coaming bar free of

debris and dirt when closing the covers.
MacGregor have also introduced more

variety in the cross joint sealing systems.
Two of these are the Omega and Swing-seal
systems.
Note the cam system shown in Figure 5.41,

which allows adjustment of seal pressure.
Figure 5.41 - The Swing-Seal Cross

Joint System
Figure 5.40 - The Omega Cross Joint

System Figure 5.41 b - An Alternative Rubber Seal
Design
46
Hatch Cover Types
Figure 5.42 - Rolltite Hatch Cover System
5.4 Roll Stowing Covers 5.42. The hatch cover consists of a number
of panels spanning the hatchway, which are
Fitted to general cargo vessels and small to hinged at each of the cross joints. This type
medium bulk carrier weather decks. is also popular on small general cargo
vessels and inland waterway vessels.
Space on deck is often limited, making the
stowing of hatch cover panels a problem. It c ii '1 ("',..,.,..,.l' ....
is debatable whether the Rolltite covers have
solved this problem. Hatch cover panels roll Roll stowing covers are full width, single
onto a drum for stowage, as shown in Figure skin, flat steel top and fabricated from all
47
welded steel panels. The sides and ends are

also of welded steel panels. They are
This type of ~atch cover tends to have a
strengthened by thick and deep longitudinals
neoprene packing material retained in a seal
providing longitudinal strength, with
ch~nnel around the edges of the panels,
transverse floors of small scantlings to
~h1~h presses down on to the flat coaming
provide rigidity with the ability to take loads
s1m1lar to the Cat system shown in
on top. The cover panels are linked by steel
Figure 5.43. As the ingress of water is
hinges that allow the panels to only fold
prevented by the rubber seal alone, the
through 180°, preventers stopping the
hatch coaming bar must be clean and
~a~~ls from bending backwards, giving them
smooth to create a good seal.
ng1d1ty when lifted. There is only one wheel
fitted to the port and starboard sides of the
last panel, allowing the panels to roll and
stow.
Sea l with hatch shut Sea l with hatch open
-------- · ~
Fig 5.43 - Cat Sealing System
48
Hatch Cover Types
Fig 5.44 - Hatch Cover Cat Face Seal
~ A ') C' .... ,.J 8" .: """"'

This type of hatch ~over tends to have larger
quick acting cleats. Cleats are prevented
from being over tightened and placing undue
pressure on the rubber seals by the bearing
pads. Being connected by steel hinges there
is no need for cross joint cleats. As they
close, the two faces of adjacent panels
come together, one with a compression bar
the other with a matching rubber seal, to
form the watertight cross joint seal.
A A r'\-,..... '
Figure 5.45 - Side Sliding Hatch Covers on
The leading wheel is lifted by a hydraulic a Capesize Bulk Carrier
jack lifting the relevant section of track,
which in turn results in all panels clearing
,... t::. Ctn·. ·-g,- -.& o-ne'S
the coaming bar. The stowing windlass is
then operated to roll the covers onto a drum As may be seen from Figure 5.42,
(see Figure 5.42). the panels are rolled onto a drum at the
forward end of the hatch by hydraulic or
electric motors. In order to stow correctly, the
first panels to roll on to the drum are shorter
in length, with the latter panels being longer.
49
Generally fitted to large bulk carriers, 080

carriers and combination carriers. These
It is debatable whether this system has any
consist of two large panels at each
speed or space saving advantages over
hatchway which open athwartships. They
other types, as cleats have to be removed
are extremely heavy and require hydraulic
and the wheels lifted in the same manner as
lifting to raise them into a rolling position.
for folding hatch covers.
The cover panels open sideways, the centre
joint being along the centre line of the
This is not a popularly adopted type of hatch
vessel.
cover. In many years of marine surveying I
have seen only one such type, where the +.. ,._+·
crew reported that there were many
problems with the windlass system. Side and rolling covers are generally single
skin but may also be box type, flat steel top,
When inspecting this type of hatch cover the fabricated from all welded steel panels. The
following should be reported on: sides and ends are also of welded steel
panels. They will be strengthened by thick
Seals - report if heavily grooved,
and deep longitudinals providing longitudinal
strength with transverse floors of smaller
watertightness test results scantlings to provide rigidity.
hatch wheels greased and free
Coamings are approximately 2 m high with
condition of hydraulic pipes - report if guides extending both sides so that panels
leaking or wasted roll into open position on guides.
condition of track jacks
The weight of the hatch covers may be
condition of drains and non return taken by bearing pads or by direct contact of
assemblies the hatch cover edge with the coaming bar.
coaming bar This type of hatch cover uses the double
drainage system, with a compression bar
extending the full perimeter of the coaming
bar. The two panels come together with a
direct facing seal system there being a
5.5 Side and Rolling compression bar on one cover and a
matching rubber seal on the other. A drain
Covers channel is positioned beneath the seal,
which drains to the forward and aft coamings
on to the open deck. Non return drain traps
are also fitted on port and starboard, forward
and after ends.
Figure 5.46 - Side Rolling Hatch Cover Face

Compression Bar and Drain Channel
50
Hatch Cover Types
Figure 5.47 - Side Rolling Cross Joint

Side Cleats Figure 5.49 - Side Sliding Hatch Cover
Centre Locating Lugs
Figure 5.48 - Side Rolling Cross Joint

· Cleats
Figure 5.50 - Side Sliding Hatch Cover
Panel Locating Lug
c::. c::. ') c,.,.,... ·~=-~ ...J
Hatch covers are held in position by large

quick acting cleats or set bolt cleats around
the sides and ends. Set bolt cleats may also
be spaced out across the top of each cross
joint (see Figure 5.48). Set bolt cleats may
also be fitted at the cross joint sides, which
may be vertical or horizontal across the joint
(see Figure 5.47).
Before the cover panels can be secured they

must be correctly aligned. A number of
different methods are used and examples
are shown in Figures 5.49 to 5.52.
The advantage of the arrangement shown in Centre Locating Cups
Figures 5.51 and 5.52 is that' it locates the
cover panels both transversely and
longitudinally.
51

Panel Locating Cone
A f"'\
,.,. . '""'"'
There are three methods employed to Figure 5.54 - Hydraulic Jack in Lowered
operate side sliding hatch covers , rack and Position
pinion, chain and wire operated. However,
before the panels can be opened they must
be lifted. This is carried out by raising the
coaming track in way of the cover panel
rollers using hydraulic jacks, as shown in
Figures 5.53 and 5.54.
Figure 5.55 - Hydraulically Driven Rack

and Pinion Drive
Figure 5.55 shows the rack and pinion

system. The rack or gear is turned by means
of a hydraulic motor. This is engaged with a
toothed rack extending along the underside
and along the centre line of one of the hatch
covers. A wire and pulley system enables
Figure 5.53 - Hydraulic Jack and Track in the cover with the rack and pinion to operate
Raised Position the other hatch cover (see figure 5.57) .
52
Hatch Cover Types
side cleats operated. Attempting to bring the

covers together with them lowered is almost
impossible as you are trying to pull two very
heavy steel units together along rubber
seals. It is therefore unlikely that the face
seals will be made properly, with the
possibility of misalignment of one or other of
the covers.
c:: c:: c:. C' "",...,. ...... ,... ,...,.~ .............. l'"'\1,,...
The two hatch covers when closed are equal

Figure 5.56 - Chain Driven Side Sliding
Hatch Cover. to half the vessel's beam. When opening,
(Courtesy of MacGregor Group) the panels slide sideways and outboard,
their rollers travelling along tracks that
extend out to the sides of the vessel.
Locking devices are fitted to prevent the
cover panels from moving when opened.
These may be pins fitting into slots in the
cover panels and tracks or a similar device.
r:: c:: ~ r\,..,.,..: ........ ,.,!,.... ·-• ......... .....,.,...,....,.+

Until recently, the side sliding hatch cover
lifting, rolling and cleating actions have been
carried out separately. This necessitated
releasing the cleats, operating the hydraulic
jacks to lift the wheel bar and then pulling
the two covers apart using the wire/chain
Figure 5.57 - Side Sliding Hatch Cover windlass or rack and pinion drive.
Showing Chain Arrangement and MacGregor have developed the Roll-up-Roll
Hydraulic Jacks system that enables panel lifting, partial
rolling and cleating in the same action. The
system can be fitted with rack and pinion
The chain operated system is similar to the drives or chain/wire operated types. The
rack and pinion system in that the rack and system also adopts the auto-cleating
pinion are replaced by a hydraulically driven system .
chain windlass, the chains operating both
hatch covers simultaneously via pulleys (see
Figure 5.56).
The wire operated system is similar to the

chain driven system, the hydraulic driven
chain windlass being replaced by wires that
operate both hatch covers simultaneously
via pulleys.
When closing side sliding hatch covers, the

covers should be brought together first and
the cross joint cleats secured to make the
two halves into a single hatch cover. The Figure 5.58 - Auto-Cleating System for
covers should be lowered, then the end and Roll-up-Roll Hatch Covers
53
With larger, heavier panels two hydraulic

rams are used. For small panels, one
hydraulic ram .activating only one of the cogs
may be adopted.
Set bolt studs take a little longer to release.

Once the cleats have been released and the
track raised, hatch covers can be opened
and closed quickly, which is often necessary
with water sensitive cargoes when rain is
threatening. The design is relatively simple
with few moving parts needing maintenance.
Figure 5.59 - The Roll-up-Roll System in
Closed Position with Wheels Lowered As large bulk carriers may be allowed to
ballast one or two holds, large ventilators will
be fitted to the cover or coaming of the
ballast holds with additional stiffening of the
cover panels to take the loads exerted by
sloshing of the ballast water.
The rack and pinion system requires regular

grec;ising, as do all wires and pulleys with
wire operated covers. Wires will require
periodic re-tensioning to ensure correct
alignment of the two cover panels. Hydraulic
jacks may be covered in grease
impregnated sack cloth to protect them from
the elements.
Figure 5.60 - The Roll-up-Roll System in When inspecting this type of hatch cover the
Opening Position following should be reported on:
When closing, as may be seen from hardened, damaged or missing
Figure 5.59, the yellow cog segments watertightness test results
simultaneously lower and merge the two
panel faces together, while the cover panel hatch wheels greased and free
wheels drop into a locating gap in the condition of hydraulic pipes - report if
coaming bar. As they do so, the autocleats leaking or wasted
come into effect.
condition of track jacks
When opening, as may be seen from condition of drains and non return
Figure 5.60, the hatch covers are lifted to the assemblies
rolling position by the hydraulically actuated
the tightness and condition of cross joint
yellow cog segments. The cover panels are
and side cleats
simultaneously uncleated, lifted and rolled
outboard onto the wheel bar. The cover the condition of the coaming and
panel drive mechanism would then be coaming bar
activated, ie rack and pinion, chain or wire the condition of the panels.
systems.
54
Hatch Cover Types
8 •hr n_r._v-i.....ire messages to Oceanroutes every two days,

giving her position and speed. On 3rd
The bulk carrier Derbyshire sank in
September the Master increased the ship's
September 1980 in the Pacific, about
speed to 12.5 knots to pass ahead of a
350 miles south east of Japan . The sea is
tropical depression , which he had learnt
about 4200 metres (2 ~ miles) deep at this
about from a Japanese weather fax.
point, 44 people died, 42 crew and the wives
Oceanroutes confirmed the existence of the
of two of the officers.
tropical depression and recommended that
the ship take a northerly course to clear it.
She was a very large OBO with a
On 5th September Oceanroutes told the
deadweight of 160,000 tons of oil , iron ore,
Master that his route was still valid and that
coal, grain or other bulk cargoes.
the tropical depression would reach storm
intensity by the following day. On 6th
She was the biggest British registered
September the ship reduced speed to 10
merchant ship ever to have been lost. 294
knots as the tropical depression had
metres (1000 ft) long - almost three times
apparently subsided, but during the course
the length of a football pitch and 44 metres
of that day typhoon Orchid developed close
(150 ft) wide - as wide as a six lane
to the tropical depression . Some 20 years
motorway. Her loaded draught was 18.5
later Oceanroutes was criticised for not
metres (62 ft). She had one 30,400 hp diesel
warning the ship about Orchid.
engine driving a single propeller.
The Derbyshire's last message was to her
In the 1980s about 17 ships like the
owners on 9 September 1980 it read.
Derbyshire were lost each year. The figures
for the years 1993-2002 were 108 ships lost. "9th September 0930 GMT; Now hove to
The loss of the Derbyshire was due to severe tropical storm; estimated
extraordinary because she was only four time of arrival Kawasaki 14th hopefully"
years old; she was British owned and
manned by a competent and experienGed This was the last known message sent by
Master and crew; she was built by a British the ship, No MAYDAY (distress message)
shipyard - Swan Hunters; she was fully was heard, which is most unusual.
classed A 1 by Lloyds Register of Shipping ;
all her surveys and certificates were up to On 13th September 1980 the shipowner
date. asked the Japanese authorities to search for
the Derbyshire. On 15th September the
On her final voyage, she left Fos sur Mer, Japanese authorities and other ships in the
France on 23rd June 1980 for New York. area commenced searching. An oil slick was
She arrived on 5th July to take on fuel oil found and a sample was sent ashore for
bunkers. She got to her loading port, Sept analysis. This showed that the oil was of the
Isles, Canada on 10 July and left on 11th same type as that used by the Derbyshire.
July after loading 157,447 tonnes of iron ore The search was interrupted on 17th
concentrates bound for Japan. September due to another typhoon. It
resumed on 18th September but was called
She sailed for Japan via Capetown, where off on 21st September as nothing had been
she took on stores. After leaving Cape Town found.
the charter party required the ship to comply
with recommendations from a weather The UK Government refused to hold a
routing organisation called 'Ocean routes '. It formal investigation because there was no
would advise on course and speed, evidence, so an investigation would be
according to expected weather conditions , to unable to find out why she had disappeared.
minimise fuel consumption . The ship sent
55
The Department of Transport instead asked In July 1985 the DOT issued a draft report
two independent bodies to undertake some based, presumably, on the research done by
research into bulk carrier losses. the two independent bodies (British Ship
Research Association and Brunel University)
In March 1982 one of the Derbyshire's sister and on Peter Ridyard's data. The report
ships, the Tyne Bridge, encountered severe tended to agree that the Derbyshire could
weather in the North Sea and her deck have been lost due to damage in front of the
plating started to crack just forward of the bridge in the region of Frame 65. However,
bridge in an area known as Frame 65. Ships' the underwater investigation in 1997 proved
frames are numbered from aft and the that the ship had not been lost in this way.
Derbyshire had over 300 frames. It was
found that the damage was caused by a The Derbyshire families were angered when,
defect in the Frame 65 area. The four other in March 1986, the DOT published the report
remaining sister ships were contacted. Each in a much modified form, saying that the loss
one in turn found similar damage in the of the ship could have been due to various
same location. other reasons. The Government said that
the draft report had been changed in the
It was later found that the last five of the six light of new evidence but even, when
sister ships, including the Derbyshire, had challenged in the House of Commons, they
been modified in this area and that the would not say what the new evidence was.
shipyard had mislaid the plans of the
modification. The modification resulted in a Then, on 18th November. 1986 the Kowloon
massive longitudinal girder being cut at the Bridge, one of the Derbyshire's sister ships,
bulkhead by Frame 65 - instead of developed severe deck cracking at Frame 65
penetrating the bulkhead to maintain while crossing the North Atlantic in severe
strength. The modification sought to weather. In view of the connection with the
maintain longitudinal strength by means of a Derbyshire, the Department of Transport's
fore and aft bulkhead. Not only was this inspectors boarded the Kowloon Bridge on
much weaker than the massive girder but 20th November in Bantry Bay, Eire where
was out of line with the bulkhead by as she lay at anchor.
much as 35 mm (1.5 inches). This
modification was the result of a change in But on 22nd November she broke away from
International Rules for ship construction - her anchor and, to be safer, put to sea again.
and was not done at random by the She then lost her rudder and on
shipyard. However, even though the first 24th November went aground on Stag Rock
sister ship, the Furness Bridge, had been off the south coast of Ireland. On
built to plan she also suffered cracks in the 25th November, after grounding, she broke
same area. her back. The break occurred near Frame
65. It was learnt that cracks in the Frame 65
Peter Ridyard, the father of the 4th Engineer area of the Kowloon Bridge had been
Officer on the Derbyshire was a very repaired in April 1982 and that massive
experienced ship surveyor. He was girders had been welded over the deck there
convinced that a ship like the Derbyshire to prevent further cracking.
should not have sunk and he started to
collect information about the damage to her Following the loss of the Kowloon Bridge,
sister ships in the Frame 65 area. He sent and the growing suspicion that the
this data to the Department of Transport Derbyshire could have been lost because of
(DOT) in September 1982 but received no a failure at Frame 65, the Government
response. He sent it again in June 1983 but agreed to hold a formal investigation into the
once again no response. loss of the Derbyshire. This took place
between October 1987 and March 1988 in
56
Hatch Cover Types
Church House, Westminster, under a Wreck - a half hour long documentary about the
Commissioner, Gerald Darling QC. The Derbyshire.
investigation was the longest of its type ever
to have been heard. It took the Wreck On 29th May 1994 a US organisation,
Commissioner 10 months to reach a Oceaneering Technology, commenced a
conclusion which was in any case search for the Derbyshire. This cost
inconclusive. The conclusion was £350,000 and was organised and paid for by
announced on 18th January 1989 (almost the International Transport Federation (ITF).
nine years after the loss of the Derbyshire). An off-shore support vessel called Shin Kai
Maru was used, from which the Ocean
"For the reasons stated in this Report the
Explorer 6000, a unique dual channel side
Court finds that the Derbyshire was
scan sonar, was used to search for the
probably overwhelmed by the forces of
wreck. On board the Shin Kai Maru was a
nature in Typhoon Orchid, possibly after
team from Channel 4 TV who later
getting beam on to wind and sea off
broadcast an excellent documentary. During
Okinawa in darkness on the night of
the days following the loss of the Derbyshire
9th/10th September 1980, with the loss of
in September 1980, oil had been seen
44 lives. The evidence available does not
bubbling to the surface, by helicopter, and
support any firmer conclusion."
the positions noted. Based on this it was
estimated that she would lie somewhere
The Wreck Commissioner gave these
within an area of 200 square nautical miles.
reasons for his conclusions:
It was more likely that she lay within an area
1. Even under the weight of severe seas the of 90 square nautical miles. Against all odds
ship would not have fractured amidships. the wreck was discovered only 23 hours
As the Frame 65 area was stronger than after the search had commenced.
amidships it is unlikely that failure Deteriorating weather delayed a more
occurred there. detailed examination and the time that the
2. Fatigue cracking was unlikely to have ITF had paid for was running out.
caused the total·loss of the ship whether Nevertheless, Oceaneering Technology
amidships or af Frame 65. donated the use of its Magellan 725, a
remotely operated vehicle, to obtain video
3. Failure of the hull at Frame 65 due to evidence to identify the wreck. The bow and
brittle fracture was extremely unlikely. stem were found more or less intact but the
4. Although flooding of the bosun's store rest of the wreckage was spread over a
and the chain locker could have caused large area of about 1500 x 1500 metres
loss of freeboard by the bow, followed by (2.25 sq. km). The cargo holds had imploded
sequential damage and failure to No. 1, 2 (opposite to exploded) due to the enormous
and 3 hatch covers, it was thought water pressure that was exerted on the ship
unlikely that this caused the loss of the as she sank to the bottom.
ship.
Now that the wreck had been found the
The government felt that a search for the Government was forced to take action and
Derbyshire was impossible as her Lord Donaldson was appointed to assess
whereabouts was not known and there was what further steps were needed to obtain
no technology to obtain clear photographic evidence on the loss of the Derbyshire. He
evidence at a probable depth of 4,200 concluded that a second expedition to the
metres. ship was essential, not only to establish why
she sank but also for the benefit of ship
In June 1990 Tyne Tees Television took up safety in general.
the fight through the 'Northern Eye' program
57
Three assessors were appointed to oversee On 17th December 1998 the Government
the expedition and prepare a report. Two announced that there would be a full
underwater remotely controlled vehicles re-opening of the formal investigation in the
would be used, Argo to obtain a broad view High Court. The hearing commenced on
of the wreckage and Jason for a more 5th April 2000 and lasted for 54 days.
detailed inspection. Although the wreckage Evidence was taken from a number of
was distributed over a wide area the experts. The Court decided that the cover to
assessors were surprised that it was as the bosun's hatch had not been left open by
localised as that, considering the depth of the crew.
water. The technical achievements of the
survey were exceptional. 135, 774 individual The Court concluded that the cover to the
electronic photographic stills were obtained bosun's hatch had probably been destroyed
of over 98% of the entire wreckage field. when one of the massive windlasses on the
The stills were then joined up to make larger fore deck was dislodged. Evidence about the
pictures. Some 2,500 separate items of alleged unsecured hatch to the bosun's
wreckage were identified and some 200 store was given by a previous Chief Officer
hours of video were taken. The Assessors of the Derbyshire. He explained that on
had a lot of work to do before they could leaving port the forward mooring ropes
come to a conclusion and it took them would be stowed away in the bosun's locker.
almost 11 months to publish their report in Before lowering them into the locker the end
March 1998. of each one would be lashe.d to the following
one. Then, to make it easier to get them out
The assessors' conclusion was that the lid to of the locker when they were next needed,
the hatch leading to the bosun's store on the the end of the final rope to be stowed would
fore deck had not been secured . Their be lashed to a special bracket on the
evidence for this was that they could see a underside of the hatch cover. It was the end
mooring rope trailing from it. They also noted of this rope which the Assessors saw
that the wing nuts, which should have protruding from the store hatch that caused
secured the hatch, were not fully tightened. them to draw the wrong conclusions.
The open store hatch had allowed water to
fill the void spaces in the fore part of the This Chief Officer also explained that the
ship. The bow of the ship had then sunk hatch dogs had a nasty habit of working
deeper into the momentous seas, which loose, especially when heavy seas, landing
soon damaged the hatch on No 1 hold, on top of the lid, compressed its rubber seal.
causing it to collapse and the hold to fill with He knew that the ship's carpenter habitually
water. This made the bow go down even secured the lid with a 'cat's cradle' of rope to
further with the result that the same thing prevent the dogs from working loose and it
happened to No 2 hatch and No 2 hold was most unlikely that the 'cats cradle' was
flooded. And so, one by one, under the not in place.
same circumstances the remaining holds
flooded and the vessel sank. The assessors The Court learnt from weather hindcasts
did not know how long this sequence of (backward looking weather forecasts) about
events took. It could have been just a few the sea conditions that the Derbyshire
minutes. The assessors also said that Frame probably encountered during Typhoon
65 had not caused the loss of the ship. Orchid.
The conclusion that the bosun's hatch had Before making its decision the court heard
not been property secured implied serious the results of tests on a model of the
negligence on the part of the crew. Derbyshire that were conducted at the
MARIN Research Institute, Wageningen,
Netherlands. These were designed to
58
Hatch Cover Types
measure the forces exerted by heavy seas Classification Societies (IACS), supported
on the forward hatches under different by IMO.
conditions of trim and wave heights. It was
established that if the Derbyshire had been The new requirements for existing bulk
bow on to the very high waves, and if the carriers consist of a set of actions that have
wave length was similar to the length of the been implemented on almost all bulk
vessel (about 1,000 metres), then she could carriers:
have pitched down into the trough of
1. Earlier implementation of SOLAS
successive waves. Before the bow had a
Chapter XII requirements. The objective
chance to rise back to the horizontal, it
is to bring forward the reinforcement of
would have been submerged under the next
the corrugated transverse bulkhead
wave crest.
between No 1 and No 2 holds and the
double bottom of No 1 hold. This is now
On the basis of the condition of the
to be complied with at 10 years for
wreckage, the model tests done by MARIN
vessels under 10 years old as of 1st July
and the weather hindcasts, the Court
2003 and at the due date of the next
believed that the initiating cause of the loss
Intermediate or Special Survey
was the destruction of the ventilators and air
(whichever comes first) after 1st July
pipes on the foredeck by continuous green
2003 for vessels of 10-15 years of age as
water loading over many hours on 8th and
of 1st July 2003. Previously, these
9th September 1980. The seas then flooded
requirements were applied at 15 years.
the bosun's store and the forward ballast
The changes are introduced through the
tank causing the ship to trim down by the
adoption of a new revision of IACS UR
bow and eventually sink. This trim was not
S23, which covers the early
perceptible from the bridge because it would
implementation of the already existing
have been obscured by the extremely poor
IACS UR S19 and UR S22 for existing
visibility that was likely at the time due to
single side skin bulk carriers.
driving wind and spray. Also, the bridge was
over 260 metres (8.50 feet) from the how. This involves reinforcing of the No 1/2
The sea started cFashing on to the No 1 bulkhead, either by doublers or
hatch cover as the bow dropped lower in the cropping/renewing the steel corrugations.
water: No 1 hatch cover was not designed to
2. Adoption of a new revision of UR Z10.2
withstand such enormous pressures and
(Hull Surveys of Bulk Carriers). This
eventually gave way. This caused No 1 hold amended Unified Requirement now
to flood and so the bow went down even extends ESP requirements for close-up
more. The same thing then happened to the
surveys at Special Survey No 2 and also
other hatches, one after the other, until each requires Intermediate Surveys of bulk
hold filled with water and the ship finally carriers of 10-15 years of age to have
sank. The Court also concluded that it was essentially the same scope as Special
most unlikely that the ship had been lost due
Survey No 2.
to any other cause, including faults at Frame
65. The Court believed that it was most This means that the more stringent Class
unlikely that she went beam on to wind and surveys of the third special survey are
sea, as was suggested in the Formal brought forward to the second special
Investigation held in 1987-1988. survey, ie when the vessel is at or about
nine years old.
The Court made a number of significant 3. Extended application of IACS' UR S24,
recommendations to improve ship safety requiring the installation of water ingress
which are gradually being implemented by detection and alarms in all cargo holds of
the International Association of
59
existing bulk carriers, as well as new

buildings.
This involves the fitting of water ingress
monitors in all cargo holds with an alarm
panel fitted in the wheelhouse. The
monitoring system can take various
forms, eg, detectors fitted into the hold
after stool to detect at two different levels,
usually 0.5 m and 2 m height.
4. Requirements for the installation of an
improved bulwark or breakwater on
existing bulk carriers when not fitted with
a forecastle, and a forecastle on new
vessels, to provide more protection for Figure 5.61 - Locating Lug fitted to No.1
forward hatches and fore-deck fittings. Hatch Cover to Conform to IACS
Requirements
5. Requirements to increase the integrity of
fore deck fittings on existing and new bulk
carriers, to resist green water loading. 7. Implementation of requirements for the
strength of side shell frames of existing
Those fittings which are forward of any
vessels taking into consideration IACS
breakwater must be protected or
UR. S 12, which today is applicable only
strengthened to prevent failure in green
for side frames of new bulk carriers.
seas. These can take the form of a 'U'
shaped steel guard around a ventilator or Class may require sideshell frames in
the ventilator being strengthened by webs No 1 and 2 holds to be renewed or
approximately 200 mm high at 0°, 90°, strengthened . Strengthening can take the
180° and 270° around its base. form of doublers or inboard sloped
intercostal webs that provide additional
6. Implementation of hatch cover
longitudinal strength to the frames.
requirements within the forward 0.25 L of
existing vessels that are generally 8. Fitting of water ingress detection and
equivalent to UR S21 requirements for alarms for spaces forward of the cargo
new vessels. UR S21 is currently under area.
review for revision in light of the findings
of further model tests carried out by the The forward deck store is now required to
UK, with input from IACS in conjunction have a water ingress monitoring system,
with the findings of the RFI on the loss of often combined with the hold water ingress
the Derbyshire. monitoring system. The space is also
required to have a remotely operated
Class are currently requiring No 1 and 2
de-watering system whereby the space can
hatch covers to have additional methods
be pumped out. This usually involves an
of securing the covers in place. This can
eductor system operating off the fire or
take the form of additional pads welded
ballast main.
around the outside of the covers on the
coaming bar to prevent their transverse
To summarise the above, Class surveys of
and longitudinal movement. Some early
bulk carriers have been revised to bring
hatch cover designs have been fitted with
forward the special 15 year survey to the
locking pads that locate through a fitting
second special survey at 9 years. Bulk
on the hatch cover down into the coaming
carriers are now required to have forecastle
bar (see Figure 5.61 ).
ventilators additionally stiffened, additional
locking devices on No 1 and 2 hatch covers
60
Hatch Cover Types
to prevent them from being opened by heavy reduces the amount of clutter on the
seas, together with water ingress monitors in coaming bar.
all holds, water ingress detection and remote
pumping arrangements in the forecastle k. c. '=> cl"\,._, ...: ... ,.. ,..ii"\,"""'"'
store, additional stiffening (intercostals) of
Hatch covers are held in position by large
No 1 and 2 hold sideshell frames, additional
quick acting cleats or set bolt cleats around
stiffening of No 1 tanktop and the No 1/2
the sides and ends. Set bolt cleats may be
bulkhead. The design and arrangements for
spaced out across the top of each cross
all of the above must be approved by the
joint. Set bolt cleats may also be fitted at the
vessel's Classification Society.
cross joint sides which, may be vertical or
horizontal across the joint (see below).
When carrying out P&I conditions surveys it
is likely that the Club will require the C:: C. A I'") .... ,.,..-.. '-1,.. ......
surveyor to ensure that the vessel complies
with the above. In the two panel configuration at Figure 5.63,
one of the panels has a minimum of two
wheels to each side. This panel is not lifted.
5.6 Lift and Roll Covers

The panel immediately adjacent to the first
(piggy-back) panel does not have rollers but has side
Generally fitted to combination carriers, bulk protruding lugs that align with long vertical
carriers, container ships and multi-purpose hydraulic jacks fixed in the hatch coaming
vessels. They are very popular for large (see Figure 5.64). The hydraulic jacks are
specialised forest product (timber) carriers used to lift the panel clear of the coaming ,
and multi-purpose vessels with box holds. high enough for the rolling panel to roll
underneath. When the rolling panel is in
This type is a development of rolling covers. position the jacked panel can be lowered on
In theory there is no limit to their size ..There top of the rolling panel. The two panels can
can be two panels for a 26 m x 23 m then be moved forward and aft to make hold
hatchway and more for larger hatches. space available for cargo operations. The
panels are moved either by windlass
c:: a 1 r'n ....... +... •l"'tif"'O"\ operated chains or internal electric motors
driving the wheels via a gearbox (see Figure
They are generally constructed with a
5.65).
double skin type steel pontoon design.
There is a flat steel top fabricated from all
With a four panel configuration, the other set
welded steel panels. The sides, ends, and
are of the same configuration, one with
bottom panels are also of welded steel
wheels and one with jacking legs. This
panels. The covers are strengthened
means that either 25% or 50% of the hatch
internally by thick and deep longitudinals
area can be made available for cargo
providing longitudinal strength , with
operations.
transverse floors of smaller scantlings to
provide rigidity with the ability to take loads
on top, eg logs.
c:: ~ I') C- --1: ... ,... C'.'\/C'.'t" .......
This type of hatch cover may adopt either

the Cat system or double drainage system.
The Cat system tends to be preferred as it
61
Figure 5.62 - Piggy Back (Rolling) Hatch Covers (Note Also the Use of Sealing Tape)
Fig 5.64 - Hydraulic Jacks Used to Lift Fig 5.65 - Piggy Back Hatch Cover Electric
Piggy-Back Hatch Cover Wheel Drive Motor
(Courtesy of MacGregor Group) (Courtesy of MacGregor Group)
62
Hatch Cover Types
r~~i-tt fl ?@ (j-ii D~
II
II
___ _Jj
____ IP!'/
/'
Fig 5.63 - Diagram Showing (Chain Driven) Lifting Arrangement for Piggy-Back Hatch Covers
63
,,...,
5. 7 Sliding Tweendeck
Panels are not removed from the coaming
but slide to either end of the coaming to
Covers
allow access to hold areas. While the side Tweendeck hatch covers are made up of a
chains will prevent covers from moving, number of two section plates that slide
locking pins are also fitted to prevent under each other to expose the hatchway.
movement. When closed they are flush with the
surrounding deck, facilitating the use of fork-
lift trucks. They can support normal loads
and the weight of fork-lift trucks carrying
As ships using this type of hatch cover cargo. These covers are not generally
;:
become larger and hatches become wider, required to be watertight. Additional sealing
the panels become heavier, needing will be used if tweendecks are to be used for
significant rollers and hydraulic jacks. The bulk cargoes, with other cargoes being
advantages of these covers is that they do stowed in lower hold spaces.
not vertically stow or need to be landed
ashore for storage during cargo operations.
While operating the covers can be achieved
relatively quickly, their one disadvantage is Tweendeck covers have a flat steel top
that the whole hatch area is not made fabricated of all welded steel panels, with
available for cargo operations. A maximum the leading edge face plate also made of
of one half of the hatch area only is made welded steel.
available at any one time, so cover panels
must be rolled backwards and forwards to
give access to other areas. The design Some older covers were wire operated with
incorporates large, long hydraulic jacks that later versions operated by means of
need regular maintenance and adequate hydraulic or electric motors operating pinions
protection from the elements. on the sides of the leading cover panel,
which engage in a rack along each side of
When inspecting this type of hatch cover the the opening. When closing, the leading
following should be reported on: panel pulls the other panels. When opening,
Seals - report if heavily grooved, the other panels slide over each other until
hardened, damaged or missing the leading panel is in the open position.
watertightness test results

hatch wheels greased and free
condition of hydraulic jacks and pipes -
report if leaking or wasted
condition of drains and non return
assemblies
coaming bar
Figure 5.66 - Sliding Tweendeck Hatch

Covers
64
Hatch Cover Types
""7 ') fl"\· .. £

condition of tracks
As may be seen from Figure 5.66, the the condition of the panels, hinges, etc.
panels slide under each other to one or both
ends of the tweendeck space with a
walkway left around the sides and ends of
the space. 5.8 Pontoon Covers
Sometimes known as Lift-Away hatch
"*7 A c""• ..... : ..... ,.... """""''•'""' covers. Generally fitted to roro, lolo,
container and heavy lift vessels. Container
Cleats may be used to lock panels in the vessels can range from 200 to 12,000 teu
closed position. These will be capacity. The small vessels may have only
accommodated in slots to ensure that the one hatch cover fitting across the hatch
tweendeck surface is not obstructed. while the larger vessels may have twin,
triple, or four panels across the width of the
r::7c:;. r f,..
hatch opening. The panels will be slightly
This is a relatively simple design. However; longer than 40 feet so that when removed
like other hatch covers, they require regular they allow access to a set of 40' cell guides.
maintenance. Cover links, racks and pinions
need regular greasing ,.. '"' . . r,.... ......... f.,., ..... f;,... .....
Smaller vessels may have single skin
When inspecting this type of hatch cover the covers. The flat steel top is fabricated from
following should be reported on: all welded steel panels. Sides, ends and, in
Hatch wheels greased and free the case of box type, bottom panels, are
also made of welded steel panels. They are
strengthened by thick and deep longitudinals
leaking or wasted
Cover spreader
Stacked pontoon
lifting lugs~
,~,t,,
,...,~
~·
,.
,.-
,.
..- ... •
..-
,
-t ...
. ,-
- "Ill& • Securing device
Device for container

lashing
Figure 5.67 - Container Vessel Hatch Pontoon Configuration
65
Figure 5.68 - Feeder Container Vessel Hatch Covers
providing longitudinal strength, with

transverse floors of smaller scantlings to
provide rigidity with the ability to take
significant loads on top. As ships using this
type of hatch cover become larger and
hatches wider, the panels become heavier.
To keep weight to manageable levels, more
panels are used so that larger vessels may
have twin, triple, or quadruple panels across
the width of the hatch opening.
As covers are independent and not linked to

each other or to any opening/closing
system, they are fitted with locating devices
that allow them to locate quickly and
properly when lowered into place. The top Figure 5.69 - Container Hatch Cover
face of the covers are fitted with various Showing Locating Lug and Cleat
types of equipment to accommodate
containers, eg, container cone sockets,
lifting sockets, 'D' rings or lashing plates,
etc.
The cover panels are often fitted with heavy

duty lugs on the upper face to allow other
pontoons to be stowed on top.
Figure 5.70 - Hold-Down Cleat

66
Hatch Cover Types
0 I') C' "'"'' ... · "' ''"'",..... stowed on the quay on the other (inboard)
side of the container crane, with container
Quick acting cleats of sizes appropriate to
trucks passing under the crane.
the hatch cover size are adopted around the
cover perimeter, particularly on feeder
vessels that have fast turnarounds. Vessels
5 0 c::. c .......... prq l"'\ll"' ... . -
on longer liner trades may have set screw Both the double drainage and Cat system
type cleats. Covers may also be held in are used by container vessels, irrespective
position by hold-down cleats (See of size and trade. Variations on the Cat
Figure 5.70). system are also used, with seals of various
profiles acting on the flat coaming bar.
As may be seen, while there is no
adjustment with the hold-down cleat, it is There are many designs of cross joint
quick and easy to operate. sealing. In some vessels with three panels
athwartships, there is no cross joint seal at
,.. n ~ f"\nenjng/~10 ..... ;...,.,.... all between the centre and outboard panels,
there being a 75 mm high wash plate or weir
Before removing covers, cleats must be
fitted on the cover panels, each side of the
removed. Sockets are welded on the panel's
cross joint gap. Other designs are shown in
top face to allow panels to be lifted off by a
Figure 5. 72.
container spreader, either by the ship's
cranes or by shoreside container cranes
(see Figure 5.71).
- r!)
.K "'
J
Sequentiajoint
1'-, J Sliding joint
1r1
,...........__,,q""'
I ]
Double rubber lip seal Open joint with drainage
Figure 5.71 - Container Spreader About to

Lift Hatch Cover
.I<=>
.............
r= A c+,... ... ,,.,.l"tO nf r ...... Omega joint Opm joint. no drainage
Panels can be stowed on top. of each other

to provide access to the relevant container
Figure 5.72 - Container Hatch Cover Cross
bays, although at larger container terminals
Joint Designs
they are lifted off the ship altogether and (Courtesy of MacGregor Group)
67
5.9 Reefer Vessels

Some ship operators have a misconception Hatches and hatch covers are usually small
that container ship hatch covers do not need to prevent thawing of the cargo during cargo
to be weathertight, the cargo being operations. The frozen cargo is usually
protected in steel containers. However, P&I landed through the hatch and stowed using
Clubs and cargo underwriters do not agree fork-lift trucks. There may be several
with this belief. There is always the tweendecks, which may be common, ie all at
possibility of hold bilge wells being blocked, the same temperature, or they may be
preventing discharge of hold water, creating sealed from each other to allow stowage of
a stability problem and damage to the cargoes at different temperatures.
contents of lower containers. Tweendecks are usually of the hydraulic
folding type. The sealing system used for
On larger vessels each container hatch reefer vessels is similar to the double
cover can weigh up to 40 tonnes, which is drainage system, but with additional
taken by the four lifting sockets when being insulation rubber packing installed to seal
lifted and lowered. There have been some the space (see Figure 5.73). If leaks were
serious accidents with containers falling allowed to pass the seal there is a danger of
from significant heights so you are well covers becoming frozen in place. Hatch
advised to keep clear of container lifting and cover panels are of the hydraulic ram
lowering operations. operated folding type, generally small, and
with only two panels and of box
While container cranes are generally stable, con~truction. ·
the spreader tends to swing at the bottom of
its travel. With the ship also tending to move When inspecting this type of hatch cover the
at its moorings, it makes it difficult to locate following should be reported on:
the spreader in the sockets, the spreader
often contacting and damaging other fittings.
When being lifted, the pontoons can also
swing and cause damage to locators, watertightness test results
ventilators, etc.
leaking or wasted
following should be reported on: condition of drains and non return
assemblies
• Seals - report if heavily grooved,
hardened, damaged or missing the tightness and condition of side cleats
watertightness test results the condition of the coaming and
coaming bar
hatch wheels greased free
the condition of the panels, hinges, etc
condition of drains and non return
assemblies condition of insulation.
• the condition of the coaming and
coaming bar
the condition of the panels
condition of locating lugs.
68
Hatch Cover Types
'Z4',-7.J.:.Z
;
Hillth cover
/f
Insulation
Insulation rubber r
~ .-,
Insulation rubber
Hatch side and ends Cross joint
Figure 5.73 - Reefer Vessel Sealing System
-t f\ ') Ti,..- r'\_.,.,.,. __ -· ·-f.,.,....,..
This system is similar to the CAT system in

that the seal is a tubular section with a
leading edge pressing against a flat surface.
c:: -1 f\ ") nn+,.,.f.:"",.. 4=,...,... ,...
Not seen for some time although some

vessels may have the system fitted. The two
hatch covers are landed in position. On the
Figure 5.74- EVA Sealing System face of one cover is a rotating compression
bar while there is a rubber seal on the other
that can be rotated into position . The crew
turn handles at the hatch cover side, which
5.10 Other Sealing rotate the seal or compression bar from a
Systems housed position to make contact with each
While I have tried to cover the most popular other. The system was not popular due to
hatch cover sealing systems, there are other the maintenance required and the tendency
less used systems in use around the world . for one or other to seize when in place.
5.10.1 The
-. ,.,.... .. EVA sealing
The seal is formed by a double rubber seal
acting into a groove or channel , the theory
being that two seals are better than one.
69
5.11 Other Hatch Cover 5.12 Other Cleating

Designs Methods
I have attempted to cover most hatch cover While there are a number of standard
types and there will always be variations on cleating designs in use to secure hatch
a theme. Generally, hydraulically operated covers the reader may find other less
hatch covers are fore and aft folding or side popular designs in use. One such design is
sliding. However, from time to time the the claw type cleat. Claw type cleats are
reader may see some variations on these. spaced around the edge of the hatch cover
One such variation was recently seen in a which , when the hatch cover is closed and
Chinese shipyard. These were side folding lowered , protrudes down through a gap in
hatch covers as shown in Figures 5. 75 and the coaming bar. A hydraulically operated
5.76. sliding bar slides into the claw to hold the
hatch cover in position .
Figure 5.75 - Side Folding Hatch Covers in

Closed Position
Figure 5.77 - Claw Type Cleat Fitted to Side

Sliding Hatch Cover
Figure 5.76 - Side Folding Hatch Covers in Figure 5. 78 - Hydraulically Operated Sliding
Open Position Bar in Open/Unlocked Position
70
Hatch Cover Types
igure 5.79 - Hydraulically Operated Sliding Figure 5.80 - Claw Type Cleat in Locked
Bar in Closed/Locked Position Position
As it is difficult to see if this type of cleat is

locked or unlocked, some form of indicator
is fitted as shown in Figure 5.81.
Figure 5.81 - Claw Type Cleat Hydraulic Connections and Locked/Unlocked Indicator
71
The Difference Between Watertightness and Weathertightness
Weathertightness must ensure that the

6 The Difference tightness of hatch covers can be maintained
Between in any sea condition.
Watertightness and Watertightness is the prevention of the

passage of water through the structure, in
Weathertightness any direction.
There is a particular requirement in respect The International Maritime Organization

of both 'weathertightness' and (IMO) defines watertightness as being
'watertightness' for ship's hatch covers.
Figure 6.1 - Ram-Nek Tape in Use on Side Sliding Hatch Cover Cross Joints
75
capable of preventing the passage of water all hatch covers should be maintained in a
through the structure in either direction, with weathertight condition .
a proper margin of resistance, under the
pressure of the maximum head of water that Sealing tape can accelerate corrosion and
it might have to sustain . give a false sense of security, as it may be
washed away by heavy seas. It can also
Weathertightness is defined as the non- prevent water draining from cross joints and
penetration of water into the vessel in any promote deterioration of the panel edges.
sea condition. High expansion foam may also be found
around the edges of the covers. There is
Some P&I Clubs differentiate between the usually very little adhesion to the coaming
two definitions by stating that an ultrasound bar so that it can be washed away, again
reading of zero will be interpreted as the giving a false sense of security. There is also
hatch cover being watertight, while any the risk that it could damage the hatch cover
reading up to 10% will be accepted as seals.
weathertight. Any reading above this will be
defined as non-watertight. Blocked drain valves may also contribute to
water ingress to the holds. Cement or light
ores can cause blockage of the drain valves.
In this event it is often the practice to remove
6.1 · Ram-nek Tape and the non-return drain v~lves and replace
Foam them with a length of fire hose, which should
be long enough to freely bend back on itself,
The surveyor may find evidence that hatch
usually around 3 ft or 900 mm . This can
sealing tape or high expansion foam has
prevent water ingress and is considered by
been used in an effort to make hatch covers
P&I Clubs to be a temporary solution for
watertight, often required by Charterers. P&I
damaged non-return valves.
Clubs frown on the use of either, stating that
Figure 6.2 - High Expansion Foam in use on Side Sliding Hatch Cover Coaming Bar
76
Care and Maintenance of Hatch Covers
7 Care and
Maintenance of
Hatch Covers
Shipowners, shipmanagers and those
involved in the operation of hatch covers
should be aware of the need for regular and
appropriate care and maintenance of these
essential structures. A visual examination by
an experienced inspector can reveal many
defects.
Regular maintenance is essential. A small

amount of regular maintenance can prevent
the need for significant repair work later.
Maintenance generally involves:
Keeping component parts clear of rust
and debris
repairing and replacing parts where
necessary Figure 7.2 - A Poor Attempt to Hide
painting and greasing of various relevant Corrosion of Inner Hatch Coaming
parts.
Inspections should be carried out by ship's

personnel as often as possible, there being
much at risk if thorough inspections are not
carried out. It is also advisable to keep
records of inspections and maintenance as
such records may be requested during
insurance claims and can show that
owners/operators have acted in a prudent
and diligent manner.
Inspect rubber packing for wear, damage

and over-compression. Seals should not be
painted . If over-compression is found, check
the condition of the bearing pads or hatch
cover edges, depending on which type of
bearing system is used. If the imprint/groove
in the rubber seals is off centre, check to
see if the cover panels are misaligned . This
may be caused by worn hinges and/or
corroded steel-to-steel locating lugs.
A thin film of manufacturer approved grease

Figure 7.1 - Internal Hatch Coaming may be applied to the rubber seal to prevent
Showing Indications of Leakage from excessive friction. Always replace damaged
the Inner Drain Channel
79
Figure 7.3 - Some Typical Hatch Cover Defects
and heavily worn seals with manufacturer

recommended materials. Thoroughly clean
the seal channel before applying the glue
and fitting the seal. Ideally, seals should be
renewed every five years as they tend to
become hardened over time due to a
combination of a number of factors,
including ultraviolet light.
Compression bars should be checked for

corrosion wastage and damage. Whether
manufactured of mild or stainless steel, the
height of the compression bar should be
measured to ensure that it meets design
standards. Mild steel compression bars
should be painted , straight and level. While
the outer sides and ends of the hatch cover
panels form the first barrier to water ingress
and the rubber seal the second barrier, the
inner drain channel forms the third barrier.
The inner drain channel should therefore be
maintained in a clean and dry condition so Figure 7.4 - Misaligned Port Side Sliding
that, when opened , leaks may be detected. Hatch Cover Outboard Seal
80
Figure 7.5 - Severely Wasted Locating Lugs Causing Misalignment of Cover Panels
The inner drain ch~hnel should also be kept Cleats should also be checked for correct
free of any obstructions that will allow any adjustment and operation.
water ingress to drain down to the non-
return drain traps at the port and starboard
after corners. These drain valves should be
checked regularly to ensure that they are in
place, fitted, clear of any obstructions and
working correctly.
Trackways permit the smooth opening and

closing of the covers and should be checked
for distortion, cracks and unevenness. They
should be maintained in a clean, rust-free
condition.
All moving parts should be checked for

correct operation. If covers are operated by
chains, they should be checked for equal
length each side and excessive stretching. If
a chain windlass is incorporated the drive
sprocket wheels should be checked for
excessive wear and replaced if necessary. Figure 7.5a - Poorly Adjusted Coaming
Track
81
not overfill as the oil expands with higher

temperature and may overflow. The pressure
differential across filters should also be
checked. If this is too great, the filters
should be cleaned or changed (disposable
type) . Hydraulic oil samples should be taken
and landed with the Chief Engineer's oil
samples for analysis.
Bearing pads should be checked for wear,

corrosion and correct height. Bearing pads
can be fitted externally. Exposure to the
elements and the abrasive movement
Figure 7.6 -Heavily Corroded and Wasted between the cover and coaming can cause
External Bearing Pad With No Contact accelerated corrosion and wear (see
Figure 7.8). This can also apply to internally
fitted bearing pads, as shown in Figure 7.7.
Consequently, it is advisable to lightly grease
the surfaces of steel to steel contact areas.
In the case of hatch cover-s that rest on the

coaming bar, the coaming bar and cover
panel edges should be checked for
corrosion and wastage as this will also
cause the panels to drop, with resultant
heavy grooving of seals.
Figure 7.7 - Heavily Corroded and Wasted

Internal Bearing Pad
Hydraulic systems should be inspected,

particularly pipework, for corrosion and
leakage. These are generally wrapped in
grease impregnated cloth bandages to
prevent corrosion. Check that flexible pipes
are not painted or cracked and that
connections are not leaking. Check hydraulic
oil levels in the pump header tank and top Figure 7.8 - Severely Corroded and
up to the required level when necessary. Do Wasted Coaming Bar Where Hatch Cover
Panel Edge Locates
82
Sufficient spare parts, particularly spare and practiced hand signal system should be
seals and hydraulic pipes, should be carried used. All securing devices should be
onboard so that voyage repairs can be released. After releasing it is good practice
carried out when and where necessary. to walk around the covers twice to check.
Safety devices such as retaining pins,
Bearing pads are one of the most critical arrestor chains and other safety catches
parts of the hatch cover system and are should be readily available for use.
frequently neglected. If not greased before
each voyage they will corrode and waste, When ready to open, the unit supplying
causing the hatch covers to drop and seals power, ie deck crane/wire, hydraulic pumps,
to become heavily grooved. As the seals etc, may be started. When opening, hatch
become more heavily grooved the seal cover or coaming track lifting devices should
rubber material passes through the elastic then be raised and the covers raised. As the
phase and into the plastic phase and covers open, check for uneven or jerky
hardens. With no elastic compression, the movement and any vibration. Stop opening if
seals will leak. Repairs will involve replacing anything untoward is found and check for
or shimming up the bearing pads and faults. When opened, ensure that the
renewing all seals. A little care can save a lot primary and back-up locking devices are in
of time and expense. place. Switch off the power to motors,
cranes or windlasses.
When operating the hatch covers, observe
every precaution. Death or serious injury When closing, ensure that the coaming bar
can result where appropriate procedures are and drain channels are clear of debris,
not followed. cargo remnants and dirt. As for opening, at
least two crew members should be involved,
As with all other shipboard equipment, the one to operate the controls and the other to
ship's crew should operate the hatch covers. ensure the safe operation of the hatch
Others could be held liable for damage to covers. Switch on the power to operating
any equipment they have operated. · units, eg deck crane/wire, hydraulic pumps,
etc, and take the load, opening slightly so
Always stand back and give those who know that locking mechanisms can be released.
best how to operate the equipment the As the covers close, check for uneven or
opportunity to do so. When inspecting the jerky movement and any vibration. Stop
covers it is also advisable to be in a position closing if anything untoward is found and
where you can instruct the operator when to check for faults. When closed, release the
stop or start the opening or closing process. raising devices, eg wheels or track, to lower
Never stand on top of moving hatch covers. the hatch covers on to the coaming bar.
Apply securing devices and switch off power
Where possible, hatch covers should be to the operating devices.
operated in daylight. If this is not possible,
ample lighting should be in place so that all In colder weather hydraulic oil becomes
areas can be clearly seen. At least two crew more viscous, ie it thickens, reducing the
members should be involved, one to operate efficiency of the system. It is often good
the controls and the other to ensure the safe practice to start the hydraulic pumps well
operation of the hatch covers. This man before operating the hatch covers to allow
should also be in charge of ensuring that all the oil to warm up. (This is generally good
personnel are clear of the covers when they practice as it gives time to find any defects in
are operated. As operation of the covers is the hydraulic system.) In temperatures of
often noisy, it is advisable for walkie-talkie less than 5°C heaters should be employed.
radios to be used to ensure clear and Special grease is also available for vessels
audible instructions. Alternatively, a common regularly operating in colder temperatures.
83
All snow and ice should be removed from

panels before opening due to the additional
weight and stresses on the hatch cover
operating system.
In hot weather, the converse applies, as

there are coolers fitted to hydraulic oil
systems that should be operated before and
during operation of the hatch covers.
Special high temperature grease is also
available. Normal grease tends to melt in
higher temperatures and could cause a
pollution hazard and danger to crew.
Opening hatch covers after rain should not

be a problem for most vessels. Chevron type
steel weirs, approximately 50 mm (2 inches)
high, are fitted to the upper surface of
panels near their lowest edge when opened.
If the covers are opened so that they are
only slightly inclined, any rain water will run
down to the chevron and then off the sides
of the covers to the coaming bars and drain
channels.
84
Reasons for Hatch Cover Testing by Various Organisations and the Role of the Marine Surveyor in these Tests
investigations. The Government surveyor will

8 Reasons for Hatch normally accept the Loadline Certificate
Cover Testing by issued by the vessel's Classification Society.
There is therefore not usually a requirement
Various to carry out hatch cover testing. However, if
the surveyor has doubts about the hatch
Organisations and covers he may subcontract an independent
surveyor to carry out ultrasound testing.
the Role of the
Marine Surveyor in
these Tests 8.2 Classification '.
Societies
There are various organisations involved in Classification Societies, or Class as they are
the survey of ships, some of which are listed commonly known, are commercial
below. Some types of surveys may have organisations who are in competition with
been omitted as only those relating to hatch each other. They were originally established
cover inspections and testing are included. on behalf of hull and machinery insurers to
ensure that ships met certain standards of
construction. Over the years, Class have
8.1 National Based developed the standards to which vessels
and their equipment are designed,
Survey Organisations constructed and maintained. It should be
These are generally the Marine borne in mind that Class's client is the
Departments or Ministries of Transport of vessel's owner and not the insurer.
national governments, eg, the United
Kingdom Maritime and Coastguard Agency Class surveyors are required to carry out
(MCA) or the Hong Kong Marine periodic statutory surveys, which include the
Department, whos~ role is to ensure that Loadline Convention. As part of the Loadline
vessels flying their national flag meet surveys the surveyor is required to prove
statutory requirements established by the that the hatch covers are weathertight. At
department and usually in line with the request of owners, Class generally use
international conventions established by hose testing only.
IMO. The organisation will have surveyors,
who are Government employees, present Owners regularly complain about the
during a vessel's construction and for number and duplication of surveys of their
occasional surveys. Government surveyors vessels. By combining the Loadline and P&I
may also be involved in accident Club hatch cover testing, such duplication is
investigations where their flag vessels have reduced. As Class do not carry any
been involved. ultrasound equipment, they are generally
content to witness a P&I Club surveyor's
These departments are usually also ultrasound testing and, if any defects are
responsible for supplying Port State Control found, to carry out hose tests in the defect
Inspectors who visit vessels entering their locations only. If Owners request ultrasound
ports to ensure that they meet the hatch cover testing only Class will often
requirements of international conventions. appoint a subcontractor such as MacGregor.
The scope of such surveys is usually very

broad and not necessarily technically very
deep, except in the case of accident
87
Club will not pay for any claims resulting

8.3 Independent from hatch cover leakage until such time as
Surveyors the warranty has been lifted. The Club will
Independent surveyors may be requested to require a follow-up condition survey to be
carry out different types of survey on behalf carried out to ensure that any defects have
of different types of clients. Some of these been rectified.
are listed below:
The hatch cover survey should not be limited
only to testing for weathertightness. It should
also include the crew skills in operating the
8.4 Insurance Surveys hatch covers, so the surveyor should witness
There are two forms of marine insurance, both opening and closing.
hull and machinery (H&M) and P&I
insurance (P&I). H&M surveys are usually Often , where there have been cargo claims
carried out by Class on behalf of the owner. against a vessel as a consequence of
P&I insurance is a little more complex. P&I wetting, the surveyor may be requested to
clubs were formed by several owners carry out a specific weathertightness survey
coming together to mutually insure each of hatch covers, which may include a survey
other's vessels for those risks not covered by of hold ventilators, bilge wells, coamings and
H&M insurance, eg, cargo damage, crew access hatches.
injury and pollution. Each owner annually
contributes a monetary amount relating to
the gross tonnage he owns, known as the
'call'. The fund is supervised by a 8.5 Cargo Surveys
management company, eg Thomas Miller These may be carried out on behalf of
are the managers for the UK P&I Club, cargo underwriters and insurers, cargo
Charles Taylor for the Standard P&I Club shippers, cargo consignees and charterers.
and Skuld. Some P&I Clubs also offer H&M The type of surveys include pre-loading,
insurance to their members, eg The Swedish loading/stowage, outturn and damage
Club. surveys. As damage to cargo can result from
leaking hatch covers, the damage surveyor
While some Clubs use their own inspectors may also be requested to carry out
to carry out visits to the Club's vessels, watertightness tests. However, the latter will
independent surveyors are usually need to be agreed between the owner and
appointed to carry out full entry, periodic party requesting the hatch cover tests.
follow-up and damage surveys on their
behalf to identify the Club's risk exposure.
This puts the surveyor in a difficult position
as he is appointed by the managers to carry
8.6 On/Off Hire Surveys
out a survey on a member's vessel, ie he is Both the vessel 's owners and charterers (the
'piggy in the middle' and as such should entity hiring the ship) may request an on hire
have a good 'bedside manner'. or off hire survey before and after a charter
to ascertain the vessel 's condition. Generally
Such condition surveys are wide ranging it will be the owner who appoints a surveyor
and comprehensive in nature, covering the to carry out the on hire survey, while the
vessel's structure and operational aspects. charterer will appoint a surveyor to carry out
As P&I cover includes cargo damage, the the off hire survey. The surveyor should be
surveyor will be asked to carry out hatch aware that the on hire survey report will be
cover testing. In the event that the hatch used later, during the off hire survey, to
covers are found to be defective, the P&I identify damage sustained during the
Club may impose a warranty on them, ie the charter. When high value cargoes are to be
88
Reasons for Hatch Cover Testing by Various Organisations and the Role of the Marine Surveyor in these Tests
carried, the more prudent charterers may As seen from Figure 8.1, the surveyor's
request the surveyor to carry out hatch visual inspection should indicate where
cover testing . Again, this will need to be hatch cover leaks have occurred. The
agreed between the owner and charterers surveyor can then expand his investigation
beforehand. Generally, clients also need the to discover the reasons for the leakage. He
hatch dimensions. should be particularly suspicious if the
coamings are freshly painted directly over
corrosion .
8. 7 Pre-purchase Whoever the client, the surveyor will be well

Condition Surveys advised to follow the requirements of
Section 3.4 of Resolution MSC.169(79)
This type of survey is usually carried out on
'Standards for Owners' inspection and
behalf of prospective buyers of the vessel.
maintenance of bulk carrier hatch covers', a
Prior to the survey, the owriers and
copy of which is attached at Appendix 1.
prospective buyers agree the scope and
This provides an excellent visual check-list.
extent of the survey, which is usually only
visual in nature. Generally, no written
As experienced as a surveyor may be, there
information or technical testing will be
is always the possibility of missing an item
allowed, which includes hatch cover testing.
or area when carrying out inspections. There
Any attempt to exceed the range of the
is no shame in carrying a clipboard with a
inspection could result in the surveyor being
check-list as an 'aide memoir'. A suggested
asked to leave the vessel. However, an
check-list, which should suffice for most
experienced surveyor should be able to
surveys (which does not include
carry out a thorough inspection of the hatch
weathertightness testing), is provided as
covers and report accordingly. Clients will
Table 8.1 overleaf.
also need hatch dimensions.
I It
.....
....
'·
Figure 8.1 - Indications of Hatch Cover Figure 8.2 - Indications of Hatch Cover
Leakage Cross Joint Seal Leakage on a Coal Cargo
89
Hatch Cover Inspection Check-List

Ship: Port: Date:
Hatch No:
Item Condition Action
1 Hatch cover panels:

Side plates
Top plates
Stiffeners
Alignment
2 Coaming structure:
Side and end plates
Stays
Coaming bar and drain channels
Wheel trackways
Bearing pads
3 Sealing arrangements:
Seals
Channels
Cross joints
Compression bars
Non return valves
Cleats
4 Opening/Closing mechanism:
Hydraulic jacks
Hydraulic pipes
Hydraulic rams
Hydraulic windlass
Chains
Rollers
Guide rails
Track wheels
Stoppers
Wires
Tensioners
Gypsies
Safety devices and interlocks
Hinges, pins, stools
5 Additional Remarks: (eg, condition of hold, evidence of leakage, etc)
Signed Signed Signed

Master Superintendent Surveyor
Table 8.1 - Suggested Hatch Cover Inspection Check-List
90
Various Hatch Cover Testing Methods
5. Putty or moulding clay test.

9 Various Hatch
Cover Testing
Methods 9.1 Chalk Test
This test requires only one surveyor. The
Hatch covers are generally required to be hatch covers are opened and white or yellow
weathertight and not necessarily watertight. chalk is rubbed on to the compression bar
The statutory requirement contained in top edge. The hatch covers are then closed
Regulation 3(12) of the International and cleated to ensure full compression of
Convention on Load Lines, 1966, states that: the sealing rubbers.
'Weathertight' in relation to any part of a The hatch covers are then opened partially
ship other than a door in a bulkhead
to enable examination of the sealing
means that the part is such that water will rubbers. A continuous chalk line on the
not penetrate it and so enter the hull of rubber seals means that the hatch cover is
the ship in the worst sea and weather weathertight. The thicker the chalk line on
conditions likely to be encountered by the the sealing rubber, the greater the pressure
ship in service. ' and more watertight the hatch cover. A thin
line indicates a lack of full pressure with
It should be pointed out that neither hose what is termed 'weathertightness'. Any gaps
nor ultrasound tests can duplicate the in the chalk line indicate lack of pressure
conditions experienced when a ship is in between the compression bar and the
high seas with green seas washing over the rubber seals indicating a lack of
vessel 's decks and hatch covers. This is why watertightness. The longer the gap, the
hatch cover testing is only a part of the loss greater the leak.
prevention process. Well maintained seals,
cleats, drains and other components will Limitations:
assist in maintaining weathertightness.
Must be carried out in dry conditions
For many years, the only way to disrupts cargo operations
meaningfully test hatch covers for
weathertightness was with a hose test or in ~ is not effective in assessing weathertight
the real thing, a Force 10 storm. The only integrity.
other way was to carry out a thorough
inspection of the covers and coamings to
check for indications of leaks and this is still
good practice. In the early 1990s the
9.2 Light Test
principal of ultrasound was first embraced in This test requires only one surveyor. The
the testing of hatch covers by SOT of hatch covers are closed and cleated. The
Belgium, followed closely by Wylam Hill of surveyor enters the hold and stands in the
the United Kingdom. centre of the tanktop or tweendeck. Any
holes in the hatch covers, decks and
Prior to the availability of ultrasound testing coamings, or leaks in the rubber seals may
equipment the traditional methods of testing be seen as light shining through the gap.
hatch covers for watertightness were: The brighter the light the larger the hole.
1. Chalk test. Limitations:

2. Light test. Must be carried out in daylight and with
3. Hose test. an empty hold or empty tweendeck
4. Air test. disrupts cargo operations.
93
9.3 Hose Test Limitations:
This test is based on the principle that where Hold must be empty of cargo
there is contact between the seal and needs at least two crew to handle the
compression bar water will not enter the hose and nozzle
hold.
needs two surveyors, one monitoring the
The hatch covers are closed and cleated. A hose on deck while the other is in the
fire hose is rigged with a jet type nozzle hold with a powerful flashlight to locate
fitted. Water pressure of 2 to 3 bar (30 to any leaks
45 psi) is supplied to the fire hose, which is water leaks that fall into the hold only
then played at the hatch cover sides and provide a general location of the leak so
cross joints in way of the seals, the hatch covers must be opened to find
approximately 1-1.5 metres (3 to 5 feet) the exact location
away from the area to be tested while
moving at a slow walking speed. Where disrupts cargo operations.
cross joints cannot be accessed it is usual
for the cross joint ends to be dammed or
blocked and the cross joint space filled with 9.4 Air Test
water to provide a hydrostatic pressure on * May not be permitted under
the seals. some port regulations.
Seals to be monitored are coated with a light
If there are leaks the water will generally soap solution. The hatch covers, ventilators
enter the inner drain channel before and all accesses are closed and cleated. A
overflowing into the hold. It is therefore good low air pressure is then applied to the hold.
practice to monitor the non-return drain Bubbles in the soap around the seals
valves during the test. If there is a shortage indicate that air is passing and there is a
of manpower, a plastic bag fitted to the drain possibility of a leak.
valve outlet may be recovered and checked
later. If there is water in the bag it means Limitations:
that the drain valve is working, the drain
Hold must be empty of cargo
channels are clear but that the hatch cover
seal is leaking. If the bag is empty but water must be carried out in daylight
enters the hold, either the drain channels
must be carried out in dry conditions
are blocked or the drain valve is not
operational. disrupts cargo operations.
Figure 9.1 - Hose Testing Hatch Covers
94
Various Hatch Cover Testing Methods
9.5 Putty or Moulding

Clay Test
This test is usually carried out by hatch
cover manufacturers to determine alignment
9
and clearances. The rubber seal is first
removed. Putty or moulding clay is
positioned at regular intervals along the
length of the empty seal channel. The
covers are then closed and re-opened,
leaving a groove in the putty. This allows the
inspector to measure the bearing pad '.
steel-to-steel weardown together with any
misalignment, allowing repairs or
modifications to be carried out.
Limitations:
Must be carried out in dry conditions
disrupts cargo operations.
1ht
s
~
95
The Use of Ultrasound Testing Equipment, Principles and Operation of the Various Equipment Available on the Marke
frequency sound (outside the normal

10 The Use of detectable aural range), using a frequency
Ultrasound Testing matched receiver, leaks in hatch covers or
hatch coamings will be detected from holes
Equipment, of any size, the intensity of the received
sound signal being proportional to the size
Principles and of the hole. The level of signal received is
also inversely proportional to the distance
Operation of the from the source. The signal may be
Various Equipment measured aurally or digitally and most sets
available on the market measure both to
Available on the varying accuracy.
Market In a large space, the intensity of the sound

will only be proportional if all areas of the
10.1 What is Ultrasound? whole space are subject to the same amount
of noise. If there are any obstructions, eg
Ultrasounds are sounds that cannot be tweendecks, centre girders, the strength of
heard by the human ear, ie sounds with a signal is significantly dissipated, or
frequency above 20 kHz. Ultrasounds have attenuated. The signal is also reduced if it
a number of specific characteristics that has to bounce off many surfaces due to the
make them useful in industrial applications. effect of standing waves. Ideally, the
Ultrasounds can be precisely measured. ultrasound bulk generator must be placed in
High frequency sounds are also more the centre of the space (see Figure 10.1 )
directional than lower frequency sounds. and preferably at mid height. This may be on
a centre girder or in the middle of the
The principle has been known for some tanktop. If there are tweendecks the
time. If you fill an enclosed space with high generator should by preference be placed
Leak
W/L --=:
Double bottom tank P&S
Figure 10.1 - Generation of Ultrasound Inside a Hold
99
C/L
Main deck Hatch cover Hatch cover
.--~~~tre~~ ..~ 1 ~
~ ..... ' ........ \ ' I I \Jl"'"j
..... ~........ ' \I \ ' I / ,,- 1'
....._ ~ ...\- -"'-; I
'......
W/L - -
'\
-,
:.~~'L '1'1 I)
I "" . . . ~..J. I , ....... ../ 1f -
--- '
~----
---
' 'iI \',\ i'f'1~-1...tf
'\I
1,
//'
1/''
- -t'- l.u 1 0r-..r~
I ~/- <:._ ~
'"\.~ I µ;
Centre girder , ... '\llJY /,,;. _
'ii'
Tanktop •
Figure 10.2 - Generation of Ultrasound Inside Twin Holds
on the tweendeck hatch. If there are centre effects. The equipment is also not
girders, each side of the hold should be intrinsically safe.
tested separately (see Figure 10.2). While it
is stated that the equipment may be used in With earlier equipment extraneous noise
holds containing cargo, this is debatable as was a problem , causing interference with the
the ultrasound could be absorbed by the received audible signal at the headphones,
cargo. The equipment has been used with eg arc welding, hydraulics, compressed air
coal and steel cargoes with no detrimental
Hatch cover
I ~
Double drainage
channel
Drain valve
Locator block
Ultrasound
Hatch Side And Ends Cross Joint
Figure 10.3 - Passage of Ultrasound Through Double Drainage Sealing System
100
The Use of Ultrasound Testing Equipment, Principles and Operation of the Various Equipment Available on the Market
leaks, etc. Later equipment appears to have

resolved most of these problems.
NOTE:
Ultrasound detection equipment is also
used for many other applications. It may
be used for watertight testing of roro and
car carrier ramp doors {where access is
available). The UE systems equipment is
particularly designed for general
engineering use. It is also suitable for
finding leaks in vessels, eg GRP,
aluminium and steel yachts, where it can
take only minutes to find a leak that would
otherwise take hours to find.
10.2 Advantages of
Ultrasound Figure 10.4 - SOT Equipment
Advantages:
Needs only one surveyor, one other
seaman needed to take the transmitter Disadvantages:
down into the hold
Earlier equipment is bulky and must be
all equipment and decks can remain dry carried in a medium sized suitcase, which
adds to the equipment carried by the
the non-destructive
surveyor
;,
non-invasive
r some equipment has been found to be
can be used in all weather conditions fragile, ie not robust
non polluting cannot be used in sub-zero temperatures
no need for cumbersome flashlights and may not be intrinsically safe
wellington boots
disrupts cargo operations.
the equipment can be used in empty
holds and holds containing cargo.
However, some bulk cargoes may absorb
the ultrasound signal, so the transmitter 10.3 The Equipment
must be placed as high and as centrally The basic equipment consists of an
as possible in a hold with cargo ultrasound generator, which is placed in the
hold , and a receiver unit fitted with a
ultrasound testing of hatch covers is
microphone to receive the emitted
quicker than previous methods, taking
ultrasound signals. Equipment varies in its
approximately 15-20 minutes per hatch
design of generator, receiver and
cover (if there are no leaks!)
microphone, and there may be additional
it is sufficient to test the hatch covers enhancements.
without cleating. If leaks are found , test
with cleats in place. If the leaks are still There are a number of types of equipment
apparent a report showing the nature and currently in use. Some of the equipment is
extent of the leaks may be made not now available from manufacturers but
101
Hatch Covers - Operation, Testing and Maintenance The
2. c
L
F
3. c
4. F
a
Figure 10.5 - Wylam Hill 'Portascanner' Equipment 5. Ir
The
Carry case
1. c
h
c.
fo
2. c
d
rr
3. 0
4. 0
pi
Figure 10.7 - UE Systems Ultraprobe 2000
Equipment in Use w
w
might still be used by some survey 5. Fe

companies. The following is a list of gE
equipment in the chronological order that it ar
was developed.
gun
NOT
Bulk generator The SOT 101 or 150 set consists of:
1. One SDT8 multitransmitter/generator unit
Figure 10.6 -UE Systems Ultraprobe 2000 with 8 transducer heads, case and
Equipment carrying strap.
102
The UE Systems Ultraprobe 2000 set

consists of:
Reading 8 on 10 scale
=80% leak 1. One signal generator with one transducer
head.
2. One bulk generator with 4 transducer
heads.
Figure 10.8 - Closer View of UE Systems

Ultraprobe 2000 Equipment Reading
2. One SDT101 or SDT150 receiver set with

LED display and socket for headphones.
Receiver microphone fitted to head of
receiver unit.
3. One set headphones.
4 . Foam lined Samsonite carrying case for
all equipment.
5. Instruction manual.
The Wylam Hill 'Portascanner' set consists of:

1. One bulk generator with 17 transducer
heads, ~ 2 x 1.5 volt C batteries and
carrying hook. Two permanent magnets Figure 10.9 - SDT Sherlog Equipment
fitted to base.
2. One receiver set, 2 x PP3 batteries, LCD
display and socket for headphones and
microphone extension .
3. One set headphones.
4 . One 3 feet long extension pole in two
pieces (screwed together) one end fitted
00
with the sensor head and other with cable
with jack plug to fit into the receiver unit.
5. Foam lined carrying case for the bulk
generator and one for the receiver unit
and headphones.
NOTE: This equipment is now marketed by

Coltraco. Figure 10.10 - Sherlog Equipment
lit
103
Figure 10.11 - Sherlog Equipment in Use
3. One receiver gun with linear display and

socket for headphones.
4. One set heavy duty headphones.
5. One 3 feet long extension pole for Figure 10.13 - C ose~ e of CargoSafe
detecting vibration variations, Transrr- ~e
eg, bearings.
6. Foam lined alum·n·.., ca ,·,,g ca se for
all equipment exce:)· • e generator.
7. Instruction manua
The SOT Sherlog TA ec ... ·p

1. 1 x Sherlog Ultrasor c De ector with
battery and rubber pro•ect on .
2. 1 x battery loader for aetector's battery;
240 V European pug.
3. 1 x Sherlog 8 Multi se >1g ultrasonic
transmitter with battery and leath er
case.
4. 1 x spare battery for the
multi-transmitter.
5. 1 x battery loader adapter for Sherlog-8.
6. 1 x battery loader for Sherlog-8., 240 V
European plug.
7. 1 x 820 mm flexible rod with a 10 mm
external sensor for the Sherlog detector.
8. 1 x headphone 130 dB.
Figure 10.12 - Photograph of Class
Instrumentation 'CargoSafe' Equipment
104
The Use of Ultrasound Testing Equipment, Principles and Operation of the Various Equipment Available on the Mar-e
9. 1 x cable RS232 Stewart - Sub 09 6. Foam lined carrying case for all
female; L 1,5m (for connection to PC). equipment.
10. 1 x 35' diskette with software for data 7. Instruction manual.
transfer to PC.
8. Two packs AA rechargeable batteries.
9. Battery charger suitable for AA, PP3
and AAA batteries with adapter.
10.4 Miscellaneous
10. Copy of Class type approval certificate.
1. One 'Y' plug connector. 2. One shoulder
strap, for Sherlog detector and 1 for the A full comparison of the equipment and its
multi-transmitter. 3. Four precision performance is provided at Appendix 2.
indicators for Sherlog detector (threaded
tip, rubber tip, tubes).
2 . One shoulder straps, for Sherlog detector
and 1 for the multi-transmitter.
10.5 Comparison of the
3. Four precision indicators for Sherlog
Equipment
detector (threaded tip, rubber tip, tubes). In September 1999, there having been no
comparison tests previously carried out, the
4. One screw driver for battery cover of three sets of equipment existing at that time
multi-transmitter. were tested by the author. The tests were
5. One technical and user manual. carried out on a five year old bulk carrier
Safe with five MacGregor forward and aft folding
6. One Calibration Certificate. hydraulic ram type hatch covers, known to
7. One copy of the different Class Type have leaks. Independent observers were
for Approvals. present to ensure that the testing system
1tor. was fair. The results of these comparative
8. One carrying suitcase + foam inlay.
tests are provided in the first three columns
of Appendix 2. A comprehensive testing
The ~lass Instrumentation 'CargoSafe'
scheme was carried out that also combined
ts of: equipment consists of:
transmitters with receivers from different
l 1. One bulk generator with 13 transducer manufacturers.
heads.
As a consequence of those findings and
tery; 2. One receiver set with LCD display and
representations to various bodies relating to
socket for headphones and sensor
ergonomic design, new equipment was
extension. Various other enhancements,
c which include remote operation of
on/off.
og-8 .
3. Carrying cases for both of the above
with shoulder straps.
4. One set headphones that can be used
with a hard hat.
v Bearing pads
r i --..JL_ Bulk generator on
:_~ ~ II tanktop here
.ov 5. One 3 feet long telescopic extension
pole and a 9" long flexible tube, one end
m fitted with the sensor head and other
~ctor. with a clip and locking device to fit to the
telescopic extension pole.
Figure 10.14- Diagram Showing Container
Hatch Cover Pontoon Arrangement
105
developed to suit the requirements of marine carry bag . The difference in weight between c
surveyors carrying out day-to-day hatch this and other units was due to the use of F
cover testing. power saving electronics and ANPP3 t
batteries, which lasted for at least 20 hours. t
SOT in conjunction with MacGregor The bulk generator was small and light
developed the Sherlog equipment, which enough to fit into a pocket and be carried
was initially marketed by MacGregor but is into and out of holds. E
now marketed directly by SOT. The ti
equipment is very similar to the previous As a consequence of the above ti
SDT150 equipment in a different colour with developments, in January 2002 further tests c
the sensor unit at the end of the extension were carried out using the newly developed 2
pole, together with a sensor in the unit itself Sherlog and the original prototype Class s
and a microprocessor incorporating a Instrumentation equipment. Details of the c
datalogging function. additional two sets of equipment are s
summarised in the last two columns of n
As a consequence of the comparison test Appendix 2. The tests were carried out on a g
findings, UE Systems were believed to be 6,000 TEU container vessel in Hong Kong 8
co-operating with a UK company to develop on 24th January 2002 . One th ing that is tc
a bulk generator more appropriate for immediately noticeable is the difference in H
marine use, but this has not yet materialised. weight between the two sets of kit, the
They were also reported to be developing an Sherlog case weighing around 7 kg , the A
extension arm for ease of access. UE have Class Instrumentation kit weighing 1.7 kg in sl
also introduced a digital version of the total. This can be attributed to the amount of di
analogue Ultraprobe 2000 gun to the equipment included in the Sherlog case, s1
market, the digital Ultraprobe 9000 gun. which includes two spare rechargeable st
batteries and the two associated battery fr;
Class Instrumentation Ltd, not previously in chargers. It may also be as a result of the rE
the market, who are makers of marine more robust materials used in its ul
measuring equipment, then developed the manufacture.
CargoSafe model for hatch cover testing. 81
The original prototype generator and The container vessel used for testing had e>
receiver were both comparatively small and non-watertight hatch covers, consisting of Ol
compact, the total weight of the unit being three pontoon hatch covers abreast, ie, the bE
1. 7 kg. The carry case was small to medium centre panel is non-watertight, while the m
size and capable of being carried in a hand m
Si!
50% reading here
50% reading ~
, ~ w
Hatch roaming Hatch<Dver
hE
Wash 100% reading here
plate pc:
1(
No 7 after hold
A
~ I
Bulkhead
I :(
w
~ I
I
,. joi
I
Received /
signal
' I ex
100% here ge
Hold Tank.top 0 Bulk generator
(Generator on tanktop) Double bottom tanks
wi
Cross Section Through Hatchcover Side Elevation Of Hold
ha
rec
dif
Figure 10.15 - Gap Between Centre and Figure 10.16 - Comparison of Results at op
Outboard Pontoons Different Locations the
106
outer panels are almost watertight (see hatch and at the upper edges of the hatch
Figure 10.14). We tested the equipment in pontoons was the same, means that a hatch
the empty after part of No 7 hold as detailed cover leak measurement which is the same
below. We calculated the hold volume to be as an open access hatch reading indicates a
approximately 15,000 m3 . 100% leak. This leads to some debate as to
whether taking an OHV with the hatch
Each of the bulk generators was placed in covers open is appropriate. Some would
turn at the centre point of the tanktop. Using argue that if an open access hatch on the
the Sherlog, Class Instrumentation upper deck can give a 100% leak into the
CargoSafe (Cl) and UE Systems Ultraprobe hold, then readings taken at the access
2000 gun, we were able to compare the hatch should be used as the reference or
signal strengths of the Sherlog and OHV value, ie erring on the side of safety.
CargoSafe bulk generators. Measurements
showed that the Sherlog bulk generator is Both receivers showed a base reading of
more powerful than the CargoSafe 10 dB as there is never a perfectly silent
generator, which gives out approximately environment. As before, the OHV is
80% of the Sherlog power. The readings measured first. On the CargoSafe
taken inside the hold represented the 'Open equipment, a note must be made of the
Hatch Value' (OHV). reading, in this case it was 136. The Sherlog
OHV was measured at 50.1, which could
As would be expected, measurements also then be entered into the receiver unit and
showed that the signal strength reduces with used as a base figure. Class Instrumentation
distance from the generator. The amount of have since improved their equipment to
steelwork also interferes with signal remove the 10 dB signal.
strength, ie, staging, ladders, stringers,
frames, etc, which obstruct the signal The newer Class Instrumentation Ltd
reflections, reducing the amount of equipment also has the ability to convert the
ultrasound in the space. OHV db value to a 100% figure with leaks
shown as a percentage reading.
Both sets of equip.ment are supplied with
extension pieces with the microphone at the A difference was noted in readings taken at
outermost end, the Sherlog microphone leaks around the hatch cover bearing pads.
being slightly smaller than the Cl The Sherlog receiver recorded a higher leak
microphone. The extension and small reading than the CargoSafe equipment. We
microphone allow the user to measure the believe this to be due to the steelwork in the
signal in otherwise inaccessible locations. vicinity of the pads causing interference, the
We were therefore able to get the receiver Sherlog bulk generator clearly having
heads down into the non-watertight middle sufficient power to overcome this. Cl have
panel joints as shown in Figures 10.14 and since improved the output of the generator
10.15. to overcome this problem .
With the heads protruding through these Both LCD displays are relatively stable but
joints into the hold the signal, as would be will vary depending on the stability of the
expected, was almost 100% of the sensor, ie, when held perfectly still, the
generated signal. As the heads were reading is totally stable. The Cl CargoSafe
withdrawn towards the upper edges of the Mark II display showed only the measured
hatch pontoons, the received signal was decibel reading. It now displays both decibel
reduced by up to 50% . Similarly, a 50% and percentage readings. The Sherlog LCD
difference in the OHV and that taken at the display has far more information on the
open access hatch was measured . The fact screen, there also being a bar type display
that the reading taken at the open access to show the percentage OHV reading. The
107
Sherlog receiver allows for maximum or explain the ultrasound testing method
continuous readings to be shown , the former and, if he has not experienced the
being a more stable version of the latter. procedure previously, show him how the
With the datalogging facility, readings can be equipment works using his refrigerator, ie
entered into the memory of the unit and may bulk generator inside the fridge, receiver
be identified by text entries similar to that of used to detect leaks around the magnetic
a mobile telephone. Consequently, the latter seal
can take some time and will depend on the
invite the Chief Officer/Master to witness
skill and familiarity of the user. The
the tests when carried out and give him
information recorded can be downloaded to
the opportunity to operate the equipment.
a PC and tabulated . However, as with all
other models, the user still has to draw a inform the Master and attending officer
diagram of the hatch cover and add the about specific issues, ie pass/fail criteria
locations and size of leaks. be flexible and patient. Very often it is not
possible to start at hatch cover No 1 and
work aft. You may have to fit in with the
10.6 Hatch Cover Testing stevedore's loading or discharge
schedule. It may also be necessary to
Protocols and work around a shipyard's repair schedule
Procedures explain why independent testing methods
There are many and different clients on are different from Class methods and
whose behalf a marine surveyor will be requirements. (See Class approval, later)
required to carry out hatch cover testing . ensure that the hold has been ventilated
Whoever the client, it is advisable to have a before allowing anybody to enter the hold.
letter of appointment to show to any
authorities requiring such evidence. ensure that ventilation is continued if
there is cargo present. Follow entry into
Before leaving base, or your hotel, to travel enclosed spaces' procedures
to the vessel, it is advisable to ensure that all draw the attending officer's attention to
equipment is operational. It is possible to defects/leaks and allow him to hear
inadvertently leave some equipment and/or sight the leak signal
switched on, draining batteries overnight.
The equipment that has easily obtained explain what the leak signals indicate, eg,
batteries has a clear advantage in this small gap in seal, corroded compression
respect, unless you carry spare charged bar, etc
batteries. compliment the attending officer on good
points before referring to poor or
1 () ~ ~· Prntnrnlc::: defective items
On boarding, advise the Master of the advise the attending officer to mark the
reason for your visit and who appointed exact position of leaks, eg with paint or
you. If necessary, show him a copy of chalk, to allow repairs to be carried out
your appointment letter, fax or email later
• was the Master advised of your visit? If explain defects mentioned in the
not, report this to your principals/client deficiency list, what is wrong and why,
later. If he refuses you access, report it and what is good practice
immediately do not make recommendations about
explain the reason for your survey repairs unless the principals have asked
you to do so
108
advise the Master if a follow-up survey is independent surveyor's ultrasound testing

needed and likely to be carried out and, if any defects are found, to carry out
hose tests in the defect locations only.
emphasise the importance of carrying
out proper repairs instead of quick or
The surveyor will need another crew
improper temporary repairs
member to assist with taking the transmitter
make clear agreements about date/time unit down into the hold . There will also need
of next inspection and which items will be to be a senior officer to witness the tests.
tested if you have been requested by Establish a procedure with the officer and
your client to ensure that defects are crew member who will assist:
rectified.
Ensure that the attending officer present
and the crew member who will enter the
NOTE:
hold have a walkie talkie VHF set each .
Treat the Owners' representatives, the
Test the VHF sets before proceeding.
Master, officers and crew, with due
Insist that radio silence be observed
respect. You are not onboard the vessel
when instructed
as a policeman but as an auditor. You will
find them to be more co-operative when ensure that the holds have been
you mention that the tests are being ventilated and that the atmosphere has
carried out to protect their lives, the ship been tested and certified safe for entry
and the cargo.
show the crew member who will take the
-t n a '} 0 ...,...,...,...,...1, .... ,...,.~ transmitter unit (in the off mode) into the
hold how to switch it on and off
On most occasions, the surveyor will have to instruct the crew member to place the
fit hatch cover testing in with the vessel 's transmitter in the centre of the tweendeck
operations. It may be possible to carry out hatch, or tanktop if there is no
testing on only one or two hatch covers and tweendeck, and switch on when told by
then have to wait for others to become the attending officer on the walkie talkie
available. It may only be possible to carry
out the testing wh'ile stevedores are taking instruct the crew member to remain in the
meal breaks. It will be up to the surveyor to hold until instructed to switch off the
co-operate with the Master and Chief Officer transmitter unit and come out of the hold.
to work out the best programme. This should be approximately
15-20 minutes
If hatch cover testing is part of a general instruct the man in the hold and officer on
condition survey, eg , P&I Club or Charterer's deck that VHF is not to be used and radio
survey, the surveyor will need to establish silence should be observed until you have
when it will be possible to carry out the completed the ultrasound test. If the
hatch cover testing. It is advisable to carry attending officer follows you around the
out the testing first so that any defects found hatch cover you can check that this is
can be rectified and re-testing can be carried happening
out before the surveyor leaves the vessel. If
possible, and to prevent duplication , it may when the crew member has switched on
also be advisable to carry out the testing in the transmitter unit, test for Open Hatch
conjunction with a Class surveyor, who might Value (OHV) at the hold access hatch . If
also be required to carry out testing for required , calibrate the equipment
Loadline Certificate renewal purposes. Class dog the access hatch shut as stray
generally use hose testing only as they do ultrasound can affect results
not carry any ultrasound equipment. They
are generally content to witness the start the hatch cover testing at the
nearest end or side. For the best results ,
109
test the side seals with the sensor about • hold ventilators - Corrosion holes
4-8" (100-200 mm) away from the hatch near to deck level
cover lower edge. When leaks are found,
• hold ventilators - From bulk carrier
record them in your note book (see
ballast tank ventilators which may be
reporting later) and allow the attending
immediately adjacent to the
officer to see and hear the leak. After the
hatch coaming
side seals you will need to do the cross
joints. The size of the gaps between • hold access hatch - Not dogged
panels and the size of the receiver head down correctly, seal leaking or
will determine whether you will be able to hatchway corroded/wasted and holed
get the receiver down to the seal. If this is • main deck - Corrosion wastage
not possible, you will need to slowly scan holes
the gap from end to end. The equipment
is sensitive enough to pick up the • mast house - Corrosion wastage
slightest leak. The extension pieces also holes or access hatch not closed
allow the user to carry out all tests from inside mast house and external door
the top of the hatch cover left open.
if you are not receiving any signal during

testing, ie there appear to be no leaks, it
r.nnrting
may be advisable to return to the access Pass/fail criteria:
hatch periodically to ensure that the 0 dB = hatch cover is leak.tight
transmitter is still switched on, as some
unscrupulous officers and owners' =weathertight
1 to 1o·% of OHV
representatives may instruct the seaman Above 10% of OHV = NOT weathertight
in the hold to switch off the transmitter
once the access hatch has been closed. When reporting test results, simple diagrams
(The CargoSafe equipment has a remote are the best way to indicate leaks (see
operating switch on the receiver so that Figures 10.17 and 10.18).
the surveyor can operate the transmitter
from the deck. It also indicates whether Trying to explain the findings with words
the transmitter is switched on or off.) alone can become cumbersome and open to
if leaks have been found, it is advisable to misinterpretation. Figure 10.17 shows a
open the hatch covers to confirm the suggested reporting method for Coltraco
reason for the leaks. Marking the leaks equipment while Figure 10.18 shows that for
during testing will make finding them a lot the SOT, Class Instrumentation and UE
easier Systems equipment, which includes the
instrument readings, based on a 10 scale for
there will be times when the surveyor will a 100% leak, ie the figure 3 represents a
find no leaks on the hatch covers but will 30% leak. As may be seen, a general leak
still be able to hear and see a measured over a length of hatch cover seal is shown
signal on the equipment. Don't be fooled. together with point leaks. Once a user is
The equipment never lies. There is clearly skilled in use of the equipment, it is possible
a leak somewhere and it is up to the to detect the nature of the leak, ie corroded
surveyor to find it. The leak may be hatch coaming bar, grooved seal or gap in a
coming from: seal joint.
the hatch coamings - leaks from
corrosion wastage holes or gas The surveyor should accurately report his
sampling ports findings to his principals. Some substandard
and unscrupulous operators may pressure
the surveyor not to report non-watertight or
110
weathertight hatch covers. It is in nobody's

interest to lie or hide findings. It is in
everybody's interest to accurately report the
findings so that the safety of the vessel ,
cargo and her crew can be protected . The
surveyor should also report, in confidence,
to his principals if he has been pressured in
such a way. The surveyor should always
bear in mind that another surveyor may
follow at some time later to carry out the
same survey, particularly if the client
suspects collusion with owners. '.
F
Legend:
C/J = Cr CBS j]in I
X = f-BavyLeal\
C/J / = Light lea!\
C/J 1~-----------1'
p s
C/J 'P >'>'>'>'>'>'>' P\.
Figure 10.17 - Diagram Showing Test

Results for Wylam Hill or Coltraco
Equipment
F
Legeoo:
CIJ = O-Oss Joi rt
7.5 X = Hea~y Leak
CIJ / =light leak
10.0
C/J 9.0
p s
C/J 8.5
2.5
3.0 - 4.0
90 A 8.0
Figure 10.18 - Diagram Showing Test

Results for SDT, Class Instrumentation and
UE Systems Equipment
111
Class Approval of Ultrasound Testing Equipment and Operators
While the UE Systems Ultraprobe 2000

11 Class Approval of equipment was intended for more general
Ultrasound Testing engineering applications, it was also suitable
for hatch cover testing for smaller vessels,
Equipment and the generator being too small for larger
ships. UE Systems obtained DNV and
Operators ASTM E1002-93 type approval for general
engineering use. ABS type approval for
11.1 Class Approval hatch cover testing was obtained in 1994.
............ :_ ... _.,..,# During 2000, the Sherlog equipment was

marketed by MacGregor and SOT. The
When ultrasound testing equipment was first equipment received type approval from LR
developed by SOT in the 1980s, its accuracy and the Hellenic Register. Type approval is
and usefulness were unknown. It took a lot valid for five years.
of testing and calibration by surveyors from
Sparks & Co NV of Belgium to confirm its The Class instrumentation CargoSafe
accuracy and suitability for purpose. In the equipment has since received ABS type
early 1990s, the P&I Clubs and some approval for their equipment and is endorsed
Charterers became interested in its use as it by a number of P&I Clubs.
would clearly save them time and money in
the short term, with a reduction in claims in ...... '1 ') (""°' --.l:.C:,..,..,+;,... ....
the longer term. However, about this time,
Wylam Hill (WH) were marketing the So what does Class approval mean? It
Portascanner model. The lower cost of the would appear that there are a number of
WH equipment made it popular with many types of approval relating to ultrasound
independent surveyors. Consequently, it was equipment:
suggested that ultrasound testing equipment 1. Certificate of design approval by a
should have Class. approval. Classification Society.
SOT then applied for Class approval and 2. Type approval by a Classification
obtained DNV approval, 'user approved only' Society.
for the SDT101, SDT13(A) and SDT150 3. Type approval by a Classification
units, which are no longer in production . This Society when used by a properly trained
meant that the equipment was only operator.
approved for hatch cover testing where the
4. Type approval of the equipment when
user had received special training. The SOT
used by a service supplier to a
equipment was then the only Class
Classification Society for the issue of
approved equipment and so set the standard
statutory certificates.
for other equipment.
Wylam Hill attempted to obtain Class 1. Certificate of design approval by a

approval but were informed that there was Classification Society.
little chance of this while the LCD display The ABS Certificate of design approval
was unstable and did not accurately states that the Society assessed the design
measure the decibel level. Wylam Hill later plans and data for the product. The
became Coltraco. To date (2007), the assessment shows the degree of
Coltraco equipment still does not have Class compliance the design exhibits applicable
approval. sections of the rules. The assessment does
not waive unit certification or classification
procedures requ ired by the rules for
11 5
products to be installed in ABS classed 3. Type approval by a Classification

vessels or facilities. The certificate does not Society when used by a properly
reflect that the product is Type Approved . trained operator
The scope and limitations of this
The Hellenic Register Type Approval
assessment are detailed on the pages
Certificate for the Sherlog equipment states:
attached to the certificate. The certificate
remains valid for 5 years from the date of ''This is to certify that the following
issue or until the rules or specifications used product has been evaluated in
in the assessment are revised (whichever accordance with the provisions of the
occurs first) . Type Approval System of this society with
satisfactory results and is TYPE
2. Type approval by a Classification APPROVED subject to the conditions of
Society this system with particulars ...
The LR Type Approval Certificate for the "Approval Conditions: ...
Sherlog equipment states:
• Operation of the above equipment
"This is to certify that the undernoted should be performed by a skillful
product has been tested with satisfactory operator specially trained.
results in accordance with the relevant
requirements of the LR Type Approval I have been unable to find any reference to
System. " ... the appropriate training courses required to
bring a surveyor up to the .required standard
Application:- "Verification of marine,
to make him/her 'a skillful operator, specially
offshore and industrial weather tightness
trained '. It is assumed that when applying for
of hatch covers, doors, ramps and
certification, the equipment manufacturer
windows." For use in environmental
will have to submit full details of the courses
categories ENV1 and ENV2 as described
offered to bring the operator up to the
in LR Test Specification No 1: 1996."
required standard. There are currently two
companies offering such courses, SDT and
The ENV1 and ENV2 categories relate to
Class Instrumentation , the former currently
the environments in which they should or
being Class approved while the latter is in
should not be used, as defined by LR Test
the process of applying for Class approval.
Specification No 1: 1996. Consequently, the
approval tests are designed to reflect these
conditions.
4. Type approval of the equipment
when used by a service supplier to a
Information on test approval can be obtained Classification Society for the issue
from the LR Type Approval System of statutory certificates.
Procedure TA96 , which outlines the approval The section of the 'IACS Requirements
procedure. This includes information on the concerning Survey and Certification' relating
various temperature, environmental and to approval of equipment is Section UR Z17
chemical tests to which the equipment will (1997, Rev. 1 June 1999, Rev 2 November
be subjected to obtain approval. 1999) entitled 'Procedural Requirements for
Service Suppliers', which sets out basic
The manufacturing company's QC Program standards for qualifying service suppliers.
must also be submitted for vetting and
approval, together with the company's The Requirements contents are:
IS09000 Documentation and Procedures.
1. General
2. Objective
3. Application
116
Class Approval of Ultrasound Testing Equipment and Operators
4. Procedure for Approval and Certification • check-lists and record formats for
recording results of the service
5. Certification
referred to in Section 1
6. Information of Alterations to the Certified
Service Operation System • evidence of approval/acceptance by
:;: other bodies, if any
7. Cancellation of Approval
• information on the other activities
8. Existing Approvals which may present a conflict of
interest
th Annex 1. Special Requirements for Various
Categories of Service Suppliers. • record of customer claims and of
corrective actions requested by
certification bodies
Section 3.11 of the Z17 standard defines the
categories of service suppliers, ie, firms • where relevant, list and documentation
engaging in: of licenses granted by equipment's
manufacturer.
• Thickness measurement on ships
• tightness testing of hatches with Operators of ultrasound hatch cover testing
ultrasonic equipment equipment, used for Class statutory
• in-water survey of ships and mobile certificate issuance, must fulfill the
offshore units requirements of this standard. The
equipment to be used must also have Class
• examination of Rora ship's bow, stern type approval.
1r side and inner doors.
In this context, it is interesting to note that in
Section 4 of the Z17 standard defines the practice, when surveying a vessel for a
procedure for Approval and Certification, Loadline Certificate, Class would normally
ie, submission of documents: carry out a hose test. If ultrasound is to be
• Outline of. company, eg, organisation used, it is the owner who requests it.
and management structure, including Generally, Class do not carry such
subsidiaries to be included on the equipment and a subcontractor who meets
approval/ certification the above requirements must be used. The
Class Societies supply lists of approved
• list of nominated agents companies used for this purpose.
• experience of the company in the
specific service area IACS rules relating to the use of Class
approved subcontractors are summarised:
• list of operators/technicians/inspectors
documenting training and experience 1. Acceptance of Statutory Service
within the relevant service area, and Suppliers:
qualifications according to recognised The /ACS Unified Requirement UR
national, international or industry Z17.1.2 states:
standards, as relevant
"Where such services are used by
• description of equipment used for the Surveyors in making decisions affecting
particular service for which approval is statutory certifications, the firms are
sought subject to approval by the Society where
• a guide for operators of such the Society is so authorized by the
equipment relevant flag Administration. For such
services the Society may accept
• training programmes for approvals done by the flag Administration
operators/technicians/inspectors
117
itself or duly authorized organizations on 2. Acceptance of Classification Service

behalf of the flag Administration." Suppliers:
In other words, where the /ACS Member It is the prerogative of the Member
Society is authorized by the flag Society classing the ship to choose to
Administration to carry out statutory accept or not the certification of a service
surveys and that flag Administration has supplier by another Society, in so far as
approved the supplier, the Society may classification is concerned. No change is
accept that approval. The Society may anticipated in the near future in the
also accept approval of another /ACS fundamental issue and policy in this
Member Society when both parties are regard.
authorized to conduct statutory surveys
It is suggested that service suppliers
on behalf of an Administration. However,
contact the relevant Classification
whether to accept the approval of other
Societies to determine whether or to what
Members is always subject to individual
extent those Societies are prepared to
Societies' consideration on a case by
accept certification carried out by other
case basis taking into account paragraph
Member Societies, or to what extent the
1.2 of Z17.
Society is amenable to having another
Society, with which it may have a bilateral
agreement, attend on its behalf when
certifying a classification related service
supplier. ·
The above requirements ensure that one

Class approved subcontractor meets the
requirements of another Class Society and
that a Flag State approved supplier can be
accepted by a Classification Society.
Before you all rush out to obtain approved

subcontractor status, be warned. Class do
not directly appoint independent surveyors
as subcontractors. This is usually restricted
to MacGregor or some small companies in
remote locations.
118
Common Defects Found when Hatch Cover Testing
12 Common Defects
Found when Hatch
Cover Testing
The most common defect found on hatch
covers is heavily grooved and hardened
seals. This is caused by corroded , wasted or
heavily worn steel to steel cross channel or
side/end bearing pads. In the event of lack
of full contact between the seal and
compression bar a weak to medium signal
will be heard along the full length of the
affected seal.
Worn and misaligned wheels can cause

misalignment of cover panels with resulting
damage to rubber seals, which can be torn
or creased. The ultrasound test will give
intermittent signals of varying intensity Figure 12.2 - Corroded and Wasted Bearing
Pad Showing Lack of Contact
depending on the extent of the damage to
the seal.
Figure 12.3 - Combination of Heavily Worn

Bearing Pads Resulting in a Heavily
Grooved Seal. Note: Uneven Compression
Bar Due to Poor Repairs and Damaged
Inner Drain Channel Edge
Figure 12.1 - Heavily Grooved and

Hardened Hatch Cover Seals
121
Figure 12.4 - Severely Damaged Seal
Figure 12.7 - Section of Seal Missing and

Poor Butting of Seal Joint
Fig 12.5 - Severely Grooved and

Damaged Seal
Figure 12.8 - Severely Corroded and

Wasted Compression Bar and Inner
Drain Channel Edge
Figure 12.6 - Damaged Seal Due to
Worn Roller
122
Common Defects Found when Hatch Cover Testing
Poor repairs to seals, eg not butting up

correctly or misaligned with adjacent seal
sections, will give a significant localised or
point signal when using ultrasound testing.
In Figure 12.7, the missing section of seal

would give a 100% reading over the length
of missing seal, with a more localised high
reading where the seal is not correctly
butted together.
In Figure 12.8 a signal of 0 to 10% was

measured . However, when opened it was
clear that any water passing the rubber Figure 12.9 - Damage to Omega System
seals would have entered the hold due to the Seal Adjacent to the Hatch Cover Panel Side
severely corroded and wasted inner drain
channel edge. For this reason, hatch covers
should always be opened after testing to
check the compression bar, seal and inner
drain channel condition.
Heavily corroded and wasted compression

bars will give medium to high signals with
varying intensity due to the uneven wastage,
which results in varying contact between the
seal and the compression bar.
One of the most common areas for leaks is

at the side of a cross joint, where the seal is
required to meet il")"three different directions, Fig 12.10 - Damaged Hatch Cover Face
ie forward, aft and inboard . The reason for Seal. Note Lack of Complete Contact as
this is the difficult configuration that is Indicated by the Black Mark
required.
The surveyor may find different forms of a

defective face seal, as shown in Figures
12.9 to 12.14, where varying signal intensity
will be received depending on the extent of
damage of the seal. The same will apply
where the face seal compression bar is
damaged, as shown in Figure 12.11 .
Figure 12. 11 - Damaged Hatch Cover Face

Compression Bar
123
Figure 12.12 - Rubber Seal and Damaged Figure 12.13 - Heavily Grooved I Hardened
Seal Channel with Corroded I Wasted Rubber Seal with Poor Repair Leaving a
Bearing Pad Gap
Figure 12.14 - Incorrectly Repaired and Figure 12.15 - Severely Corroded and
Heavily Grooved I Hardened Rubber Seal Wasted Coaming Drain Pipe Rendering the
Non-Return Valve Redundant
124
Repairs to Hatch Covers
13 Repairs to Hatch
Covers
If leaks have been found during testing and
defects confirmed with the hatch covers
open, it will be possible to identify repairs
needed. However, as stated earlier, do not
make recommendations about repairs
unless Principals have asked you to do so.
The ship's officers should know what is
required .
Repairs are not usually the responsibility of

marine surveyors. However, some
independent surveyors may be requested to
Figure 13.1 a - Seal Channel Cleaned and
act as Superintendent and supervise such
Painted Ready for New Seal
repairs.
Repairs can range from simple seal repairs

to major structural repairs to the cover
panels. Damage and repairs should be
taken on a case by case basis. The following
are brief and general guidelines.
Heavy grooving of rubber seals is often

caused by heavily corroded and wasted
bearing pads. Before seals are rene"'(ed the
bearing pads should be repaired or renewed
so that they are set to the correct height. If
the ship has no access to skilled shoreside
labour who can renew the pads, the crew
can make temporary repairs. These can be
carried out by building up the pads with weld Figure 13.1 b - Rubber Seal Glued and
and then grinding them down to the correct Ready for Fitting
height.
Scarf insert
Scarf insert
Old rubber with
Rubber seals can then be renewed provided permanent
•
the seal channel is in good condition. When
renewing seal lengths, the seal channel
should be thoroughly cleaned out and
coated with compatible anti-corrosive paint, Side Elevation End Elevation
together with the appropriate adhesive.

Figure 13.1 c -Diagram Showing Use of
If possible, the full length of the seal should Scarf in Hatch Cover Seal
be renewed , ie cross joint, side or end . If
this is not possible then a minimum of two to be of the same height. This can be
1 metre length should be renewed . Where achieved by means of scarf inserts or
the old and new seals butt up against each packing (see Figure 13.1c). Corner joints
other, arrangements should be made for the should be renewed before straight lengths.
127
Where there is no spare packing rubber

available, existing rubber may be re-used
with packing rubber of 5 or 10 mm thickness
to back up the seal and raise it to improve
compression. Sealing rubber is re-inserted
to the channel using wooden mallets. They
should be properly inserted and fitted before
the hatch covers are closed.
Compression bars are exposed to the

elements for much of their life and, unless
well maintained, will often be found to be
heavily corroded and wasted. Like rubber
seals, the full length of the compression bar
should be renewed completely, ensuring that
it is of the same dimensions as the original
design. If this is to be carried out in a
shipyard, it is advisable to renew the top
edge of the compression bar with a stainless
steel rod to reduce further corrosion
Figure 13.2 - Severely Corroded and wastage, again ensuring ~hat the
Wasted Cover Panel Wheel modifications result in the original
compression bar dimensions. The original
steel part of the compression bar can be
repainted while the stainless steel bar is left
untreated.
Cross joint seals may become misaligned

because of worn face compression bars and
by worn panel hinges. Both should be
checked and renewed where necessary
before renewing the face seal.
Hatch wheels can become corroded and

wasted. This can cause lowering of the
covers when operating, causing
consequential damage to seals.
Wheels should be maintained in good

condition and regularly greased. If they are
to be renewed, they must be renewed to
original specifications.
Corroded and wasted cleats should be

renewed completely. Quick acting cleat
Figure 13.3 - Compression Bar Showing rubber washers can be renewed where
Wear Where Rubber Seal is Chafing Due necessary, but the source of the damage
to Severely Corroded and Wasted Cover should be investigated and rectified to
Panel Wheel
prevent further damage.
128
Repairs to Hatch Covers
Figure 13.5 - Hatch Cover Panel Repairs

in Progress. Incorrect Cropping of Some
Top Panels Resulted in Heavy Warping of
the Covers
Figure 13.4 - Hatch Cover Panel Repairs Heavily corroded coaming bar trackways will
in Progress. Incorrect Cropping of all Top also need to be cropped and renewed.
Panels Resulted in Heavy Warping of Again, alternate sections should be renewed
the Covers
to reduce the possibility of deformation. The
new material should be substantial enough
to ensure original strength.
Corroded and wasted panels and seal
channels will need cropping and renewing.
Any hot work on hatch covers has to be
carried out very carefully. Hot work on only
one side of a cover can cause irreversible
distortion and misalignment. In the case of
repairs to top and side panels the covers
should be positioned on jigs to ensure that
they are flat and level. Heavy concrete
weights should be positioned around the top
panels before any cropping takes place.
Panels should not be removed from one side
only. They should be simultaneously taken
from opposite positions working towards the
centre. Alternate panels may also be
renewed to prevent distortion. Some box
type hatch covers are filled with inert gas to
reduce corrosion. When repairs are
completed the cover panels should be
re-inerted internally. This is achieved by
inserting special tablets inside, available
from the hatch cover manufacturers, before
welding the space shut.
If the whole seal channel around ends and

sides is to be cropped and renewed, the
same procedure as above should be
followed, cropping from opposite sides and
corresponding locations simultaneously.
129
Case Studies
damaged cargo was inspected in the

Case Study 1 warehouse with the Owners' representative
and it was found that the cargo in question
CaSf Hatch covers leaking in gale force
was stored in three piles in the warehouse.
winds
One of the 3 piles was found to be wet and
damaged (sodden) , while the other two piles
Date July 2005
were noted to have only some slightly wet
i:l".lrlrnro11nrl lnfnrm".l+i'ln: affected cargo on the surface, with most of it
in a normal sound condition .
The vessel was built in 2001
the vessel has 7 holds
deadweight 75,000 MT.
,..,...!~---· ·-....!·
In June 2005 the vessel left the port of

Necochea loaded with 57,800 MIT of
Soybeans in bulk, arriving at the port of
Longkou eight days later.
During the voyage, the vessel encountered

very strong winds of force 8-9 and
occasionally storm force 10 and high/very
high seas and swell. The vessel was taking
green water over the weather deck during
this period of bad weather.
When the surveyor inspected the vessel, the

wet damaged cargo had been discharged Figure CS1 .2 - Damp Soy Bean Adhering to
separately and transferred to two the Hatch Coaming
warehouses in the port area. The wet
It was estimated that 40 MT of the cargo

was wet damaged in total , but that sound
cargo had been mixed with the wet
damaged cargo.
Figure CS1 .1 - The Hatch Securing

Arrangement Onboard Figure CS1 .3 - Soy Bean in the Warehouse
133
The steel hatchcovers were of the split the packing rubber was of watertight
type that are side rolling when opened seals and a backing strip, which were
compressed by the compression bar on
the panels of the hatch covers were of
the hatch coaming to build up the
the box construction type and the top was
watertightness of the hatch covers
flat. Rubber was embedded under four
sides around the panel and seemed to be the coaming compression bars were
in normal condition ordinary steel flat bars.
the operating system of the hatch cover the transversal/cross joint compression
was hydraulic motor driven with rack and bars were ordinary steel flat bars
pinion to split the panel, which appeared
the bearing pad was steel-to-steel contact
in good condition
the peripheral/perimeter cleating system
the cross joint compression bars on the
was a standard quick acting cleat, 16 for
top plating of No.3 & 5 holds seemed not
each hold, and 8 additional screw type
to be compressing as traces of rust were
cleats on port and starboard sides
found on the bolts
the cross joint securing device was cross
the hatch coaming was equipped with
joint bolts. These were partly rusted on
compression bars and water baffle and
the surface
four stopper blocks on the port and
starboard sides. Six drain holes were
located on the drain channel in way of the
4 corners and at the middle of the port
and starboard side. In total, 16 quick
acting cleats were equipped on the
circumference of the hatch coaming while
an additional 4 screw cleats were on
each of the starboard and port sides to
provide further compression to the hatch
covers
Figure CS1 .5 - View From Below the

Opened Hatch Cover Looking Back to the
Cargo Hold
coaming drain channels were located on

the hatch coamings and six drain pipes
non-return valves were equipped on the
port and starboard side hatch coaming of
each cargo hold. Some drain pipes were
blocked by soybeans
the hydraulic equipment, consisting of
hydraulically operated cylinders/jacks and
motors, were noted to be in good
operational condition.
Figure CS1 .4 - The Opened Hatch Cover
134
Case Studies
()hccrv~tion~· r"
1. There was no sign of sealing tape having

"''
The vessel had been well and reasonably
been used for hatch covers on this maintained, with the hatch cover system and
voyage. However, it was noted that other cargo-worthiness related areas in
residue from sealing tapes remained on good condition. As per the allegations made
the hatch cover of No.3, which had been by the ship's crew, the vessel experienced
painted in the same colour as the hatch very bad weather during the voyage and
covers, suggesting that it had been used water penetrated into the drain channel
on the previous voyage. through the sealing surface of the coaming
and rubber packing due to flexing of the ship
:ict 2. It was noted that there were 3 drain pipes under pressure. The water baffle plates
on each of the two sides of the hatch appeared in very good condition, without
n coaming (starboard and port side) of
1r any sign of local damage or wastage, but
each hold. when the ship was rolling or pitching the
3. Apparent water traces could be found on water in the drain channel would have
the hatch coamings of holds No.2, 3, 5 & leaked into the holds, particularly when
;s 6, irregularly on the peripheral of the some of the drain pipes appeared to have
hatch coaming. been blocked during the voyage (this
probably happened during the loading
4. One drainpipe on the portside and operation). There were no documents to
another one on starboard side of the
support the allegation of bad weather and
hatch coaming of No.2 Hold were
there was no opportunity to inspect the deck
blocked with soybeans. From their log books.
appearance it is considered that they had
been there during the voyage.
The Master of the vessel was asked if any
5. With respect to Hold No.3, it was found hose tests to the hatch covers were
that two drain pipes under the drain conducted before the loading operation, and
channel on the starboard .side, and one were advised that no such tests were
on the port side, were also blocked with conducted at the loading port.
soybeans, suggesting that the drain pipe
function would have been affected during The vessel completed the discharge and
the voyage. sailed without any delay on the basis that
the owner's club (SKULD) set up security to
6. A similar situation was observed on the
the amount of US$100,000.
hatch coaming of Hold No.5, where two
drain pipes on the starboard side and one
on the port side were noted with
1e soybeans blocking the drain channel.
7. This was also the case on the
n hatchcoaming of Hold No.6, where it was
noted that two drain pipes on the portside
were blocked with soybeans.
of
e
nd
Reproduced through the courtesy of

SKULD
135
Case Studies
On arrival onboard the general impression

Case Study 2 as to the condition and overall level of
maintenance was fairly good. However,
Casi Leaking hatch covers - Damaged
signs of prior neglect and/or lack of
steel coils cargo
maintenance were evident in the hatch cover
arrangements.
Date Feb 2007
.......... r"' rli+;,.......,..
p".'.ll""l.rarot Jnrl I nfnrm~tinn·
The hatch cover panels had very recently
The vessel was built in Ukraine in 1993
been sand-blasted and repainted. However,
the Master and crew joined the ship in there was an advanced stage of (prior and
November 2006 as it was delivered to the present) rust decay and severe wastage of
present owner, prior to the the internals and the framing of the hatch
commencement of loading operations in cover panels, grain doors and ventilation
Dalian cowl seals, which were in an unacceptable
the vessel has 8 holds condition .
the last dry-docking was March 2006. The steel compression bars on top of the
hatch coamings for the hatch covers of the
l""Vrtt"
""'. four holds surveyed were in various stages
A surveyor attended the vessel at the Port of of 'disintegration'. The degree and severity
New Orleans, Louisiana and Tampa, Florida,
to survey a cargo of cold rolled coils and
galvanized steel sheets.
On this voyage the vessel had carried only

about 75% of its total capacity of
52,245 tons. After discharge of the Tampa
cargo the vessel was to proceed to load a
full cargo °of bulk fertilizer destined for
China.
Figure CS2.1 - Attending at New Orleans Figure CS2.2 - Hatch Coaming
137
of the rust had reached a point where the

steel bar disintegrated into rust scales and
dust when lightly touched with a test
hammer.
After recent sandblasting and/or rust

chipping of the internals (frames and
stiffeners) of the hatch cover panels, it was
noted that the support system had
completely rusted through in numerous
locations. In many locations, what remained
of the original stiffeners and frames was
now made of paper-thin steel.
Most of the inside steel framing and the

support system of the large circular grain
doors, located inside the hatch covers, had
completely rusted away. Parts of rubber
gaskets were missing in almost all of the
hatch cover panels. Many of the rubber
gasket channels and compression knife-
edges on the centerline connection between
the port and starboard side stowed hatch
panels were severely out of line or
deformed, resulting in serious leakage.
Many rubber gaskets had a very deep
imprint which, combined with a partly Figure CS2.3 - Hatch Supports Wasted
disintegrating compression bar, resulted in Away
heavy leakage.
Standing in the forward portside corner of

hold #1, looking up it was possible to see
sunrays shining through the side (completely
deteriorated gaskets) of the ventilator cowl
located on the forecastle deck.
Ultrasonic water-tightness test were

conducted on the hatchcovers of holds 3
and 5 as these were the only holds that were
closed and battened down.
Figure CS2.4- Disintegrated Rubber on a

Hatch Cover Cleat
138
Case Studies
·~""'""""'
At the start of the discharging operations in
New Orleans there had been problems with
the hydraulic oil lines for the various hatch
covers. Several lines had burst during the
vessel's stay in New Orleans. During the
surveyor's visit onboard for the initial ultra-
sonic tests, he was told that the hatches
could not be closed because a shore-based
repair company was fixing the hydraulic
system.
An attempt was made to close hold #4 for

ultrasonic tests, but gallons of hydraulic oil
gushed out of the system and the attempt to
close the hold was abandoned.
Hold #3 was the only cargo hold dedicated

to the Tampa destined cargo. This hold had
Figure CS2.5 - Partial Replacement of
not been opened since completion of 30 cm of Rubber Gasket
loading in Dalian. The joints/seams of the
hatch cover were still marine-taped so ultra- Note: McGregor Hatch covers, a leading
sonic testing could not detect any holes authority on hatch covering systems,
covered by the tape. Notwithstanding the states that when gaskets are damaged,
taping, several areas of heavy leakage were the complete length of the gasket has to
still detected. be replaced. Part-repairs of gaskets will
id
result in uneven pressure, resulting in
Hold #5 had contained coils discharged in leaks.
New Orleans and also still had some coils (",... ... ,..1. ·-· - ....,."
destined for Tampa. Testing of the hatch
covers revealed many areas of very serious Four days after the initial ultrasonic tests the
leakage. surveyor carried out an ultrasonic test of the
hatch covers on holds 1, 2, 4, 6, 7 and 8 and
noted that all drainpipes in the coamings of
During testing, it was ascertained that some
all 8 holds were clogged with rust and scale.
of the new watertight doors installed in the
They were inspected in detail, and it was
ventilator/access ladders to the holds had
concluded that the only way to unclog the
several areas of severe leakage.
pipes would be by removing the small
gratings at the bottom of each non-return
On the surveyor's departure from the vessel, valve.
after the first attempt at ultra-sonic testing, it
was noted that the crew was starting to During the survey of the hatch covers, it was
replace parts of the broken or missing noted that on many of the hatch covers
rubber gaskets in the hatch covers. The there were complete hatch panels, which
following day it was noted that several of the were permanently deformed, over the
missing/damaged parts of gaskets had been complete length. It was concluded that, as a
replaced overnight. result of these deformations, watertightness
would be virtually impossible to achieve,
1a
even after repair of all of the previously
noted deficiencies.
139
Judging from the location/origin of these Claim and Subsequent

panel deformations, it was concluded that "'•· .q. .. n· ......... a... ....... ,...
they were the direct result of the overall
weakness of the supporting The total claim from damage to the steel
system/internals of the various hatch cargo was US $90,000.
panels. The deformations originate from
around the area where they are integrated Fifteen coils from the total of 3,400 coils
into the heavy hydraulic hinges for opening discharged from the ship in New Orleans
and closing. and in Tampa were examined in Houston
after they had been trucked there.
The initial and final steps in the ultrasonic
testing process are to place and remove the The 15 were made up of 12 cold rolled coils
transmitter from the centre of the tanktop and 3 galvanized coils. It was noted that the
plating in each hold to be inspected . As the cold rolled coils have some minor damages,
holds are battened down for seagoing but that the galvanized coils were heavily
conditions, and as there are no cargo lights damaged .
(apart from the surveyor's flashlight) inside
the closed holds, any spots of daylight During the survey, the 15 coils were
shining through the hatch covers are easily completely unwrapped and inspected in
visible to the naked eye. The surveyor hired detail. Six coils, 3 galvanized and 3 cold
to carry out the ultrasonic inspection said rolled were selected for complete unrolling.
that, in several holds, he could see daylight
shining through the hatch covers in many The following are the general findings and
different locations. This was after the crew preliminary conclusions once the coils were
had been working on the hatch covers and unpacked and unrolled .
replacing rubber gaskets for almost 2 weeks.
Items (1) - (8) in sketch CS2.6 shows the
It was the considered opinion of the 'standard ' packing of cold rolled and
attending surveyor that the structural galvanized steel coils and in this case items
strength of the hatch covering system had (9) - ( 12) shows the level of additional
been reduced to the stage where green packing materials that were applied to these
seas on deck and hatch covers could cause coils.
a collapse of some of the hatch panels,
potentially washing away the grain doors. The cold rolled coils are well oiled whereas
the galvanized steel coils are not.There is
It was concluded that, as well as seawater one crucial and distinct difference between
having entered all 8 holds, rainwater could the cold rolled and galvanized coils'
as easily have found its way in through the wrapping. The cold rolled coils were initially
same route. wrapped in heavy one-ply polyethylene-
coated Kraft paper before being plastic
The crew were attempting to make repairs wrapped, but the galvanized coils did not
alongside by replacing the rubber gaskets in have the benefit of the heavy Kraft paper
the hatch covers. However, these repairs wrapper and were only plastic wrapped.
served little if any purpose if the
compression knife-edge bars on the hatch Silver nitrate tests carried-out in random
coamings are already partly disintegrated places on the metal wrappers, binding
and uneven in height. straps, carton wrappers as well as on the
steel plating itself, showed a strong reaction
on the majority of the coils surveyed .
140
Case Studies
Standard Coiled Rolls/Galvanized & Wrapping

6
1. Coil of Steel
2. Paper
3. Outer Circumference Sheet
4. Discs
5. Core Packing
•@ Y..,
6. Rings
7. Circumference Strapping @ @
8. Transverse Strapping
1ils
he
~/
\
~s,
Additional Wrapping on this cargo
9. Core and Outer Sheet of Carbon Between Metal Wrapper

and Plastic
g. 10. carton Discs Between Metal and Plastic
Note/. For this cargo, item 2. was substituted 11. Carton Core and Outer Cage Protectors
with heavy kraft paper lined with plastic. 12. Heavy Plastic Sheeting Completely Wrapping Coil
d
ire
Figure CS2.6 - Exceptionally Efficient Packing of the Coils.
The metal wrappers of the coils showed

signs of heavy previous w~tting and
llS
associated rust formation. Removal of the
metal wrappers revealed that water had
3Se
penetrated inside the metal wrappers of all
coils. The carton liners and side discs were
wet and rust stained for almost all of the
3S
coils. Water was seen inside all coils, on the
;
outside of the heavy plastic wrapper.
3n
Nine of the cold rolled coils were found to be
lly free of any type of oxidation or wetting to the
sheeting.
In three cold rolled coils, water had

penetrated inside the plastic wrapper
through small tears/abrasions. In these
cases, rust was noted to the outer windings
and/or the core windings. Unrolling of the
coils revealed that water had affected the
steel sheeting, usually for the first 75 to 100
on feet and/or the last 50 feet. The 3 galvanized
coils showed signs of water infiltration inside Figure CS2. 7 - Cold Rolled Coils Showing
the wrappers. Water had also penetrated Infiltration Between the 2 o'clock and
6 o'clock Position
141
Figure CS2.9 - Reaction to Silver Nitrate
Unwrapping of the coils immediately

resulted in condensation forming on the
exposed steel surface of the steel coil. It
should be noted that surveyors are aware of
this natural phenomena and that the rust
Figure CS2.8 - Oxidation on the cold rolled formation and/or wetting identified inside the
rolled steel coils was not related to the sudden
'sweating' of the coils after unwrapping.
through the plastic wrapper at the base of
the coils (original stowage position). Heavy
white and black oxidation was noted to the
edges of the outer and/or inner windings
and to the affected part of the sheeting
during unrolling. There were also areas
where water had penetrated in between the
windings, but no oxidation had yet occurred.
On several of the cold rolled coils water had

penetrated through small tears in the plastic
wrapper, these water drops were absorbed
by the polyethylene-coated Kraft paper and
so never came into contact with the steel
sheeting itself. In the galvanized steel
sheeting/coils, because they didn't have an
inner Kraft paper wrapper, the water made
direct contact with the sheeting and was
'absorbed' in between the coil windings
through capillary action, resulting in
oxidation of the sheeting.
The ambient air in Houston during

unpacking of the coils was very humid, with Figure CS2.10 - Heavy Rust on the Inside
rain and a temperature of about 75° F of the Metal Wrapper
142
Case Studies
It is impossible to apply the findings on

15 coils from a total of about 3,400 coils
discharged from the ship in New Orleans
and in Tampa. However, and this again is
due to the excellent packing of the coils, it
could be concluded on a preliminary basis
that the cold rolled coils seem to have
suffered only very limited wetting/rust
damages, whereas the galvanized coils
seem to have been much more problematic
as far as water infiltration and oxidation is
concerned.
Figure CS2.12 - Oxidation on the

Galvanised Coils
)f
Figure CS2.13 - Heavy Oxidation on the

Galvanised Coils
3 Figure CS2.11 - Galvanised Coils With Reproduced through the courtesy of

Signs of Wetting SKULD
143
Case Studies
A number of pallets had capsized, collapsed

Case Study 3 or were totally destroyed. 42 pallets were
initially found to be either damaged
Casi Water ingress through hatch covers
completely or in a partly damaged state, but
on a refrigerated vessel
they were then re-stowed and repacked by
the ship's crew.
Date/Locattor St-Petersburg
l"'tr'r"\ ,.., 1-.&~- tinn· The ship's crew reconstructed the pallets by
replacing the wooden bases, shifting the
The vessel experienced heavy seas and was frozen fish blocks onto new pallets and
rolling and pitching heavily and suffered wrapping these with new plastic film.
water ingress that mainly affected the However, a number of the frozen blocks of
packing of the pallets stowed in the lower fish were plastic film wrapped only and were
hold. so badly damaged that there was no
possibility of doing anything other than
declare them as waste
Figure CS3.1 - Hatch Coaming Showing

Where Water Entered the Refrigerated
Hold Figure CS3.3 - Damaged Pallets
On arrival in port, the water level reading in

cargo hold 2C was 1.20 m on the stbd side. !"'·~,.~
i iijz e·e
On the port side it was approx. 0.25 m.
Figure CS3.2 - Three Holds Suffered Figure CS3.4 - Ice Build-up on the Tween
Damage Due to Pallets Shifting Deck
145
The cargo was discharged completely as per

the B/L, without a single remark or claim
concerning damage to the cargo and/or
cargo shortage.
It was recommended to the Master of the

vessel that he apply to the Public Notary
Office at the next port of call and arrange for
a Note of Sea Protest, as both the vessel
and cargo had suffered from an 'Act of
God'.

SKULD
146
Case Studies
Case Study 4
Cast Port of refuge required
Oat~ February 2008

[") ~r-vnrl"' V"\f"rmr\+:,....,
A vessel experienced rough weather while

on passage from Estonia to Turkey, carrying
a cargo of scrap metal.
Figure CS4.3 - Vent Stack Covered by

Refuse Sacks
No 1 Hold was completely flooded and No 2

hold was partially flooded. Water also
passed through the ventilation trunks from
No 1 hold and flooded all of the forward
spaces (Bow thrust room, paint locker etc)
Figure CS4.1 - The Weather Experienced

on Passage
Figure CS4.4 - The Vessel Weighed Down

With the Flooded No 1 and 2 Holds,
Showing the Area Where the Bow Heavily
Contacted the Berth
Figure CS4.2 - Scrap Metal Cargo
While berthing in Ceuta (port of refuge after

There was water ingress through the hatch flooding) , the bow struck the quay heavily.
covers and into the holds. The vessel 's bilge
suction system was inoperable because the With no discharge facilities for a scrap metal
pump suctions were covered with net and cargo in Ceuta , the following procedure had
the ventilation pipes were covered with to be carried out:
refuse sacks.
147
Flooded water was pumped out using

submersible pumps
hatch covers were made watertight using
RAMEK tape or polyurethane foam
a single voyage was made to Algeciras
with tug assistance as the hold bilge
system remained inoperative
part of the cargo was discharged to allow
access to the hold bilge boxes to clean
the bilge suction lines prior to proceeding
to the final port of discharge.
Figure CS4.5 - Polyurethane Foam Used to

Ensure the Watertight Integrity of the
Hatches for the Next Leg of the Voyage For
Repairs

SKULD
148
Case Studies
Case Study Number 5

Cas Oil leakage from the hatch
hydraulic system on to the cargo
"'
The vessel had loaded in Campana for
discharge in various ports around the
Mediterranean.
!l.
f;DAJ•,-Y,, ~
EJI 1- -~
.
•v
5-jl!.:l'(OA.
.llil.ll
- ·~1 ~ U:!.1..!.!
.12Z PiPf.
llOh ~?..ll!
5_M.,._0.t
·---
tJ1H")()SE l'ipt MQST AQA~lfil
m..Ll! tfE$ ux=t P1Pl;

t~f.4
~ ' !;StA1
!!U..!.t !&-I ..005! Jr.Pl.$
fil.IJ
ll!.lli
·1 u t: M ,, ..
...
Figure CS5.1 - Cargo Plan
There was some water damage and the

rubber seals themselves (on the hatches)
were found to be in a fair condition, though
were coming away from the hatch in areas
where the glue had failed to adhere. The
hatch seal retaining channels suffered from
corrosion, with the drain holes partly
obstructed .
Figure CS5.2 - Rubber Hatch Seal
149
There were hydraulic oil leakages from the

hydraulic oil circuit of the hatches closing
system. The vessel's hydraulic oil system
was in a very poor condition overall.
Figure CSS.3 - Hatch Closing Arrangement
A portion of the cargo that had shown a Figure CSS.4 - Oil Stained Pipe Cargo
positive reaction to silver nitrate testing was
placed in a storage area outside the port.
Letters of protest from the receivers

covered:
The rusty state of the cargo
oil dripping from the hatch and tween
deck covers
the 80 pipes stained by oil
the presence of other cargo (fertilizer)
among the load .
The exact source of the contamination was

not clear.

SKULD
150
Case Studies
Case Study 6
Casi Water damage due to leaking
hatch covers
Datj July 2006
The surveyor boarded the vessel to survey

the cargo, at the port of Aden, to inspect a
cargo that had suffered water damage.
Figure CS6.2 - Hatch Cover
Hatch no. 1:
The hatch coaming was clean and no
signs of water were noted
visible cargo bags were found in apparent
good condition, except for the bags
stowed under the front hatch access.
These were yellowish and water stained
due to sea water ingress.
Figure CS6.1 - Damage Below the Hatch
Coaming Hatch no. 3:
There were sea water traces on the hatch
The cargo details were as follows: coamings on the starboard side and on
3,800 Tonnes Sodium Sulphate the joints of the hatch cover
Anhydrous the bags under the sea water traces were
580 Tonnes Caustic Soda flakes yellowish and water stained.
1, 190 Tonnes Sodium Triplolysphate

690 Tonnes Zeolite
70 Tonnes Carbomethyl cellulose
984 Tonnes Sodium Silicate
600 Tonnes Soda Ash Light
The Ship's Master stated that only hatch

numbers 1 and 3 could be opened for
inspection. The following observations were
made:

SKULD
151
Case Studies
Case Study 7 Ice had formed on the cartons under the

starboard hatch coaming and cartons were
partly wet and had adhered to one another
Cas~ Alleged wet damage to Frozen Krill
over about 4 to 5 rows and 20 tiers, involving
about 1,500 cartons (30 tons).
Date/Locat101 June 2006 at
Shimonoseki, Japan
Silver nitrate tests proved that the ice was of
~r-1,~ -~ ....J '-"-~--~.a.;~ .... seawater origin.
A cargo of 39,469 cartons (806 net tons) of The rubber packing, hatch covers and
frozen krill/krill meal was loaded in Moon coaming were found to be in a serviceable
Bay, Shetland Islands in May 2006, loading condition and without apparent defects,
in Nos. 1A, 1B, 2A, 2B and 3A although the groove of the hatch cover side
compartments from a Japanese trawler: packing was rather deep.
While underway, the vessel encountered The forward access hatch cover packing
heavy weather in the Bay of Biscay area, was in poor condition.
with winds of force 8 to 9 causing the vessel
to roll, pitch and pound heavily, shipping Cause of Wet Damage
seas on deck and on the hatches. The cause of the damage to the cargo under
the starboard hatch coaming can be
attributed to the heavy weather encountered
The vessel arrived at in Shimonoseki and
by the vessel, as reported by the Master:
discharge of the frozen krill began from
However, wet damage under the access
hatches Nos. 1A and 3A. When No. 1A
hatch can be attributed to the bad condition
hatch was opened the cartons of the frozen
of the rubber packing of the hatch.
krill were found iced and/or wetted under the
starboard hatch coaming. The Master
Further to the preliminary report of 12 June,
advised the owners of the condition of. the
2006, further inspection found
cargo found and requested the nearest P&I
correspondent to arrange a surveyor for
No. 1A Compartment
damage through their agents, as instructed
by the owners. During discharge of the damaged
cartons, it was found that the extent of
the damage was more extensive than
Inspection Findings previously anticipated. The wet and
damaged cartons extended to the
No. 1A compartment extremity of the starboard side instead of
just 4 to 5 rows as initially thought.
When the discharge was completed the

damage amounted to approximately
2,000 wetted/partly broken cartons
(40 mt)
No. 18 compartment
Shimonoseki cargo (frozen krill) in this
compartment was found in good order.
However, about 100 blocks (about 1,500
kgs in total) of frozen squid under the
Figure CS7.1 - Ice Damage Under the
Hatch Coaming
153
Figure CS7.2- Ice Frozen Squid Block

Under the Starboard Deck Hatch Coaming
in No. 1B Compartment.
starboard hatch coaming were partly

iced.
As the consignees' intention of disposal
of the damaged cargo was unknown, it
was difficult to estimate the loss,
although it was believed to be in the
region of JPY 1,800,000 (US $17,000)

SKULD
154
Case Studies
Case Study 8
Casi Water damage to fishmeal cargo
Dat1 March 2006
--•--- 1d Information:
Built: 1978
DWT: 3,017 Tonnes
Hatches: 2
Hatch cover rubber packing renewed in

drydock in July 2005
Figure CS8.1- Vessel on Arrival
The vessel departed from the Faroes to
Greece with a cargo of fishmeal in March
2006. Bad weather of Force 7-8 was When the surveyors arrived onboard the
experienced in the Bay of Biscay condition of cargo in the aft 20 metres of the
hold was found as shown in the photo at
The vessel arrived at Astakos on 30th March figure CS8.2.
and was berthed at 08:30 hrs on the same
day. Upon opening the hatch covers, it was
noted that the top of the cargo at the aft part
of the hold had been wetted at different
locations over a length of approximately
20 metres.
Figure CS8.2 - Condition of Cargo on Arrival
155
It can be observed from the photo (CS8.2) cover was tested satisfactorily by means of
that the water seepage into the hold had a hose test, which was carried out on
accumulated at points, forming small 'pools' completion of cargo discharge.
that, during the period of the vessel's violent
rolling and pitching, had led to a wetted a
thin layer on the top of the cargo.
Figure CS8.3 - Removal of Damaged Cargo Figure CS8.4 - Completing Discharge in

No.2 Hatch
The port stevedores removed the damaged Comments on Cause of

cargo (by means of grabs and shovels to n~m'::lrt
minimise the mixing of the damaged cargo

with sound cargo). On completion of the As it is well known, the hull of a vessel
removal of the damaged cargo, discharge of experiences opposing moments when
the sound cargo resumed. According to the waves/swell are encountered. This creates a
shore weighbridge measurements, the total twisting of the vessel's hull structure, which
amount of co-mingled sound/damaged results in an unavoidable distortion of the
cargo was 48,480 kgs. (note that the cargo shape of the hatches/hatch covers to an
had been purchased at $1.39/kg). extent depending on the severity of the
waves/swell. Relatively (to the size of the
The hatch covers were examined and found vessel) violent swell will cause distortion of
to be structurally sound. The rubber packing the hatch covers to a degree that will cause
was pliable and not unduly compressed. an unavoidable reduction of the
There were not any torn or defective compression of the hatch cover rubber
sections of rubber packing. It was apparent gaskets at places. Such unavoidable
that the rubber packing had been recently reduction of the rubber gaskets allows water
renewed. As an extra precaution, sealing to seep into the hold when green water
foam had been applied at the periphery of washes over the hatch covers.
the hatch covers on completion of loading at
Fuglafjodur. This was a case where heavy weather was
the cause. However, it is possible that
At the specific request of the cargo incorrect use of the cleats may have
underwriters' appointed surveyors, the contributed the cargo claim. This would have
watertight integrity of the No.2 (aft) hatch occurred if the crew had over-tightened the
156
Case Studies
cleats such that the hatch could not 'float' on

top of the compression bars, forcing the
hatch to 'follow' the twist of the hull and
cleats. MacGregor Hatches state that the
cleats are to keep the hatch in place and not
to place additional compression (the weight
of the hatch should be sufficient for
compression).

SKULD
157
Case Studies
the vessel during the voyage from China to

Case Study 9 Aden. In addition, traces of infiltration of
seawater to the holds of the vessel were
Casi Steel cargo damage - ship sweat
observed and silver nitrate tests were
and sea water
carried out to determine the causes of the
heavy rust. This confirmed the presence of
Dat1 July 2006
saltiness on the steel bars.
R~l""'n rn1 inrl I nfnrrnation:
Total value of the goods = US$ 3,7M
Total goods shipped -
3,845 new bundles I 7,555 MT Estimated value of damage= US$ 931 K
port of loading -
Zhangjiagang , China
port of discharge -
Aden, Yemen
weather conditions during loading -
Cloudy
weather conditions during voyage -
Up to force 7 combined with green water
over the covers of the holds.
Storage of goods on the vessel

Hold 2 = 2,265 bundles I 4,473 MT
Hold 4 = 1,580 bundles I 3,083 MT
Total= 3,845 bundles I 7,555 MT
Fig CS9.1
During discharge it was found that the steel

bundles had been exposed to serious
damage and were stained heavily by rust as
a result of condensed sweat in the holds of Reproduced through the courtesy of
SKULD
159
Case Studies
Considering the vessel's age it was in good

Case Study 10 condition and while the gaskets on the hatch
coamings were slightly pressed together
CaSE Water soaked cargo
they were still quite elastic. The hatch
coaming gasket bars were in moderate
Dati December 2006
condition but no signs of substantial
n--·I Jnd Information:
deformation were seen. The gasket bar was
found to be only extending to about 20 mm.
Built 1978 No drainwells were found on the longitudinal
DWT 2,360 sides.
Hatches: 1 of the folding type
~..,,., ..."
The vessel loaded 2199 MT of chalk at
Stevns Pier in Denmark for Oulu, Finland
Figure CS10.1 - Vessel Alongside
The cargo hold was not equipped with tween

decks or portable bulkheads and the holds
were of the box-type.
The vessel sailed from the east side of

Denmark in moderate seas and swell. Figure CS10.2 - The Corner Longitudinal
Gasket has a Hole of Approximately
20mm
The wave height was approx 2.5 metres and
breaking over the hatch covers. At this time
the ship was rolling through 30° either side.
In Oulo, when the hatchcovers were opened,

it was found that the cargo had been soaked
by water over an area of about 1.5 metres
wide, across the length of the cargo hold.
161
Figure CS10.3 - Cargo Discharged From the After Part of the Hold
Figure CS10.4 - Gaskets are Slightly Pressed
162
Case Studies
Figure CS10.5- Chalk Cargo Contaminated by Water
Figure CS10.6- Signs of Water Entry

SKULO
163
Appendices
Appendix 1 in order to ensure proper operation and

efficiency at all times,
RESOLUTION MSC.169(79)
NOTING resolution MSC.170(79) by which it
(adopted on 9 December 2004)
adopted, inter a/ia, amendments to
regulation Xll/7 (Survey and maintenance of
STANDARDS FOR OWNERS' bulk carriers) of the Convention , where
INSPECTION AND MAINTENANCE OF reference is made to mandatory Standards
BULK CARRIER HATCH COVERS for owners' inspection and maintenance of
bulk carrier hatch covers,
THE MARITIME SAFETY COMMITTEE,
HAVING CONSIDERED the
RECALLING Article 28(b) of the Convention recommendation made by the
on the International Maritime Organization Sub-Committee on Ship Design and
concerning the functions of the Committee, Equipment at its forty-seventh session,
RECALLING ALSO SOLAS Chapter XII on 1. ADOPTS, for the purposes of the
Additional safety measures for bulk carriers, application of regulation Xll/7 of the
which the 1997 SOLAS Conference adopted Convention, the Standards for owners'
with the aim of enhancing the safety of inspection and maintenance of bulk
ships carrying solid bulk cargoes, carrier hatch covers, set out in the Annex
to the present resolution;
RECALLING FURTHER that, having
recognized the need to further improve the 2. INVITES Contracting Governments to the
safety of bulk carriers in all aspects of their Convention to note that the annexed
design, construction , equipment and Standards will take effect on 1 July 2006
operation, it examined the results of various upon the entry into force of the revised
formal Safety Assessment (FSA) studies on Chapter XII of the Convention;
bulk carrier safety,
3. REQUESTS the Secretary- General to
RECOGNIZING that, on the basis of the transmit certified copies of this resolution
outcome of the aforementioned FSA and the text of the annexed Standards to
studies, replacing hatch covers in existing all Contracting Governments to the
bulk carriers would not be cost-effective and Convention ;
that, instead , more attention should be paid
to hatch cover securing mechanisms and the 4. FURTHER REQUESTS the Secretary-
issue of horizontal loads, especially with General to transmit certified copies of this
regard to maintenance and frequency of resolution and the text of the annexed
inspection , Standards to all Members of the
Organization which are not Contracting
RECALLING that, at its seventy-seventh Governments to the Convention.
session, in approving MSC/Circ.1071 -
Guidelines for bulk carrier hatch cover
surveys and owners' inspections and
maintenance, it invited Member
Governments to ensure that companies, as
defined in the ISM Code, that operate bulk
carriers flying their flag are made aware of
the need to implement regular maintenance
and inspection procedures for hatch cover
closing mechanisms in existing bulk carriers
167
Annex surface smoothness and correct

profile are important for reducing
wear rate~ on these components ;
STANDARDS FOR OWNERS'
INSPECTION AND MAINTENANCE OF 3. Maintaining hydraulic or
BULK CARRIER HATCH COVERS mechanically powered opening,
closing, securing or cleating systems
1 Application in accordance with manufacturer's
recommendations;
These Standards define requirements for the
owners' inspection and maintenance of 4. Maintaining manual cleats in
cargo hatch covers on board bulk carriers. adjustment, with replacement when
significant wastage, wear or loss of
2 Maintenance of hatch covers and hatch adjustment capability is identified;
opening, closing, securing and sealing
5. Replacing seals and other wear
systems
components in accordance with
2.1 Lack of weathertightness may be manufacturers' recommendations,
attributed to: noting the need to carry on board or
obtain such spares of correct
1. Normal wear and tear of the hatch
specification, and that seals are
cover system: deformation of the
designed for a particular degree of
hatch coaming or cover due to
compression, hardness, chemical
impact; wear of the friction pads
and wear resistance; and
where fitted ; wear and tear of the
cleating arrangement; or 6. Keeping all hatch cover drains and
their non-return valves, where fitted,
2. Lack of maintenance: corrosion of
in working order, noting that any
plating and stiffeners due to
drains fitted to the inboard side of
breakdown of coatings; lack of
seal lines will have non-return valves
lubrication of moving parts; cleats,
for prevention of water ingress to
joint gaskets and rubber pads in
holds in the event of boarding seas.
need of replacement, or replaced
with incorrect specification parts.
2.4 The equalization of securing loads shall
be maintained following the renewal of
2.2 Insecure hatch covers may be
components such as seals, rubber
particularly attributed to damage or
washers, peripheral and cross joint
wear of securing devices, or incorrect
cleats.
adjustment, and incorrect pre-tension
and load sharing, of cleating systems.
2.5 Shipowners and operators shall keep
a Maintenance Plan and a record of
2.3 Shipowners and operators shall
maintenance and component
therefore institute a programme of
replacement carried out, in order to
maintenance. This maintenance shall
facilitate maintenance planning and
be directed to:
statutory surveys by the Administration.
1. Protecting exposed surfaces of Hatch cover maintenance plans shall
plating and stiffeners of hatch covers form part of a ship's safety
and coamings in order to preserve management system as referred to in
overall structural strength ; the ISM Code.
2. Preserving the surface of trackways
of rolling covers, and of compression 2.6 Where the range of cargoes carried
bats and other steel work bearing on requires different gasket materials, a
seals or friction pads, noting that selection of gasket materials of the
168
Appendices
correct specifications shall be earned regular programme of inspections to

on board , in addition to other spares confirm the state of the hatch covers in
between surveys.
2.7 At each operation of a hatch cover, tne
cover and, in particular, bearng 3. 2 Routines shall be established to
surfaces and drainage channe'. s shall perform cheeks during the voyage, and
be free of debris and as clean as inspections when the hatch covers are
practicable. opened .
2.8 Attention is drawn to the da,..gsrs o: 3. 3 Voyage checks shall consist of an

proceeding to sea without f'u.11/ secured external examination of the closed
hatch covers. Securing of all covsrs hatch covers and securing
shall always be com pleted be"ore L1 e arrangements in anticipation of, and
commencement of a sea oassage. after, heavy weather but in any event at
During voyages , especia. 1 o'.":. 'oaded least once a week, weather permitting .
passages, cover securing ce·.~ css a'ld Particular attention shall be paid to the
tightness of cleating and secu ...; ,.,g condition of hatch covers in the forward
arrangements sha ll be Chee· ed 25% of the ship's length, where sea
especially in anticipa tior o: a'i loads are normally greatest.
following periods of, severe :. eatn e.
Hatch covers may only oe open eC' o 3.4 The following items, where provided ,
passage, when necessar1 c unn,g shall be inspected for each hatch cover
favourable sea and weatrer cor.d"Jons: set when the hatch covers are opened
imminent weather forecas:s s-,a or are otherwise accessible on each
be considered. voyage cycle, but need not be inspected
more frequently than once per month:
2.9 Operators shall consult tre Cargo
1. Hatch cover panels, including side
Securing Manual when planr '19 ~ne
plates, and stiffener attach ments of
loading of c~mtainers or oth er cargo on
opened covers for visible corrosion.
hatch covers and confirm tha t they are
cracks or deformation;
designed and approved for such loads.
Lashings shall not be secured to th e 2. Sealing arrangeme nts of perimeter
covers or coamings unless these are and cross joints (gaske:s. ~ex 01e
suitable to withstand the lashing forces. seals on combination car"ers
gasket lips, COmpreSSIO" oars
3 Inspection of hatch covers and hatch drainage channels a'lc 'lon-return
opening, closing, securing and sealing valves) for condition and
systems permanent deforlT'ation;
3.1 Statutory surveys of hatch covers and 3. Clamping devices re~ ,.., "9 bars
their coamings are carried out by the and cleating for ,.,, as~ge
Administration as part of the annual adjustment, ard cor:c.:.or: of
survey required by article 14 of the rubber components;
International Convention on Load Lines,
4. Closed cover locating de. ices for
1966, as modified by the 1988 Protocol distortion ard al..achm em·
relating thereto and in accordance with
the requirements for Enhanced Surveys 5. Cha in or v. re rcae pu'. e;s;
contained in resolution A.744(18), as 6. Guides:
amended. However, the continued safe
operation is dependent on the 7, Guide ra ts ar.c trac~ •;,"ieels;
shipowner or operator instituting a 8. Stoppers
169
9. Wires, chains, tensioners and

gypsies;
10. Hydraulic system, electrical safety
devices and interlocks; and
11. End and inter-panel hinges, pins
and stools where fitted .
As part of this inspection, the coamings

with their plating, stiffeners and
brackets shall be checked at each
hatchway for visible corrosion, cracks
and deformation, especially of the
coaming tops and corners, adjacent
deck plating and brackets.
Source www.imo.org
170
)>
"'O
Feature SOT Coltraco UE Systems SOT Class Instrumentation "'O
SDT101, SDT13(A)
CD
Equipment:
SDT150, SDT2000
Porta scanner Ultraprobe 2000 Sherlog TA CargoSafe Mark Ill :::::s
a.
Manufacture: Belgium United Kingdom USA Finland/Belgium United Kingdom -·
><
Equipment: 1 x 8 transducer unit fitted 1 x small single transmitter 1 x small single transmitter 1 x 8 transducer unit fitted 1 x 13 transducer unit. I\.)
Generator with carrying strap. unit, and/or 1 x 17 multiple unit, and/or 1 x 4 transducer with carrying strap. Dual 350 g
("')
OR SDT13(A) 13 transducer transducers. High/Low multi-directional tone frequency. Fits in pocket.
0
unit fitted with carrying strap. power available. Hook generator. No hook or strap 1.5 kg Whawha sound can be
provided on top. Heavy and provided . varied with multiple 3
"O
cumbersome, easily frequencies. Q)
dropped! """
u;·
0
-
Equipment: Receiver unit Receiver unit. Originally with Receiver unit in form of 203 x 38 x 88 mm 160 x 92 x 32 mm ::::J
Receiver sensor in front, now handheld gun . 900 g. 300 g 0
extension with sensor in Rechargeable batteries. 10-00 dBmV 0-160 dBmV reading.
end . Rubberised exterior for grip. c
;:;
Carriage/packing: Foam lined Samsonite Reinforced box for Foam lined aluminium Foam lined Samsonite Foam lined small sized ii1
(/)
suitcase. transmitter. Case for suitcase. suitcase. plastic case. Or optional
receiver. rucksack. 0
c:
::::J
Headphones Noise isolating. Large Noise isolating. Noise isolating. Large. Noise isolating. Large. Noise isolating. Light. 0..
Unable to use with hard hat Unable to use with hard hat Unable to use with hard hat Unable to use with hard hat Useable with a hard hat.
Can also use any available
c;;i
(/)
headphones or earpiece =:
::::J
Display: Unit available with LED or Analogue LCD readout, no Digital and LED Digital scale Digital scale co
with digital scale. fixed reading. Switchable from dB to % m
OHV .0
c:
"O
Power: Rechargeable power unit. 12 x size 'C' alkaline Rechargeable power unit 12V de. Rechargeable 6 standard 'AA batteries. 3
-
CD
Transmitter 230 V, 50 Hz. batteries or multivoltage 110 V or 230 V power unit 110-230 V Supplied with ::::J
rechargeable power unit. 6 settings for various 6 rechargeable AA batteries.
applications.
Power: Rechargeable power unit. 2 x 1.5 volt batteries Rechargeable power unit 6 cell rechargeable 1 x rechargeable 9V PP3
Receiver 230 V, 50 Hz. 110 Vor 230 V battery
Battery Life: Tx Max 4 hours, usually 3 hrs Daily use - 6 months 5-6 hours Max 4 hours 4.5 hours )>
"O
45 hours in standby "O
CD
:J
Rx: 3 hours Daily use - 6 months 5-6 hours Max 4 hours 40 hrs 0..
_... ff
-...J CD
(/)
Index
Index
ABS ..............................................................................................................................115, 116
Access ................ 3, 14, 19, 20, 24, 61, 64, 65, 67, 88, 101, 106-110, 127, 139, 148, 151, 153
Air test ..............................................................................................................................93, 94
Alarms ..............................................................................................................................59, 60
Aluminium covers ......................................................................................................................9
Aluminium Foam .................................................................................................................. 171
Ambient air ............................................................................................................................ 142
Approval certificate ...................................................................................................... 105, 116
Ballast ..............................................................................................20, 27, 28, 54, 59, 60, 110

Bearing pads ...................... 14, 32-35, 38, 44-45, 49-50, 79, 82-83, 90, 95, 107, 121, 127, 134
Bearing panels ........................................................................................................................40
Bilge ..................................................................................................................68, 88, 147, 148
Bosun's store ....................................................................................................................57-59
Box construction ............................................................................................................68, 134
Box holds ................................................................................................................................61
Box type ............................................................................................21, 27, 28, 39, 50, 65, 129
Bulk cargoes .............................................................................................. 19, 20, 55, 101, 167
Bulk carriers .................. 3, 10, 19, 20, 30-31, 47, 49-50, 54-56, 59-60, 89, 105, 110, 167, 168
Bulkhead ..............................................................................................................56, 59, 61, 93
Calibration .................................................................................................................... 105, 115

Capesize ..........................................................................................................................20, 49
Cargo access ..................................................................................................... ............... 19, 20
Cargo handling ................................................................................................................20, 21
Cargo nets ..............................................................................................................................29
Cargo operations .....................................................................................42, 61, 64, 93-95, 101
CargoSafe ............................................................................................ 104-107, 110, 115, 171
Carton liners ...... : ................................................................................................................. 141
Cat system ....................................................................................27, 45, 48-49, 58, 61, 67, 69
Cement ......................................................................................................................19, 27, 76
Certification ......................................................................................55, 87, 105, 109, 115-118
Chafing ..........................................................................................................................44, 128
Chalk test ................................................................................................................................93
Chartering/charterers ..........................................................................55, 76, 88, 89, 109, 115
Check-lists ................................................................................................................89, 90, 117
Chemicals .................................................................................................... 19, 23-24, 116, 168
Clamping devices ................................................................................................................ 169
Class ............................................................ 3, 21, 59, 60, 87, 88, 104-111, 113, 115-118, 171
Clay test ............................................................................................................................93, 95
Cleats .............. 14-16, 27- 35, 38- 40, 42-43, 49-54, 61, 64-68, 70, 81, 90, 93, 101, 128, 134,
138, 156, 157, 168-169
Angled ..................................................................................................................29
Autocleats ............................................................................................................54
Bearing cleats ......................................................................................................33
Bolt cleats ......................................................................................................51, 61
Claw Type Cleat. .............................................................................................70, 71
Hold-down cleat ..............................................................................................66, 67
Joint wedge cleats ................................................................................................31
173
Quick acting cleats .................................................. 31-33, 40, 49, 51, 61, 66, 134
Shoe Cleats ......... .... ........... ........................ ............ ............... ... ... ........... .............. 40
Side cleats ............................................................ 35, 38, 43, 50, 51, 53, 54, 64, 68
Closing devices .................................................................................................. .................... 10

Coal ..................................... ......... ... .. ....... ... .... ........................... .................. 19, 20, 55, 89, 100
Coamings ............ 13-15, 19-20, 27-32, 34-36, 48-50, 52, 54, 60-61, 64, 67, 70, 76, 79, 81-84,
88-90, 93, 99, 110, 124, 133-135, 137, 139, 140, 151, 161, 168-170
Butting-up coamings ............................................................................................28
Cross Coaming ....................................................................................................31
Coaming bar ...... ..... ................................................................................27, 48, 110
Moon coaming .................................................................................................... 153
Coatings ....................................................................................................................38, 42, 162
Coltraco ................................................................................................ 103, 110, 111, 115, 171
Combination carriers ............................................................................................3, 50, 61, 169
Consequential damage ........................................................................................................ 128
Consequential reduction ......................................................................... ... ....... ...... ...... ........... 5
Containers ............................................................................3, 20-23, 61, 65-68, 105, 106, 169
Corrosion ...................................... 5, 38, 40, 42, 44-45, 76, 79, 80, 82, 89, 108, 110, 121-124,
128-129, 149, 168-170
Cranes ............................................................................9, 19-21, 28-30, 37, 38, 40, 67-68, 83
Crew access .................................................................................................."........................ 88
Cropping .............. ... ........................................................ :.............................................. 59, 129
Cross joint.. .. 27, 31-33, 35, 37, 38, 40, 46, 49, 51, 53, 54, 61, 67, 94, 123, 127, 128, 134, 168
Damage ............................ 3, 5, 30, 33, 38, 56, 57, 68, 76, 79, 80, 83, 88, 121, 123, 127, 128,
135, 140, 145, 146, 149, 151, 153, 155, 156, 159, 168
Datalogging .................................................................................................................. 106, 108
Deck log books ............................................................................................... .... .. ............... 135
Defects .................................................... 79, 80, 83, 87, 88, 108, 109, 119, 121, 123, 127, 153
Deformation ..............................................................................................3, 129, 161, 168-170
'Derbyshire' ........................................................................................................................55-60
Derricks .................................................................................................................... 19, 28, 29
Dirt ................. .......... .........................................................................................................46, 83
DNV ................. .. ............................................................ ................................... .. .................. 115
Dogs ......................................................................................................................................58
Double skin ............................................................................................................3, 21, 27, 61
Drain channels .......................................... 14, 27, 28, 31-32, 50, 80-84, 94, 121, 123, 134-135
Drainage .......................................................... 14, 15, 27, 31, 34, 39, 50, 61, 67, 68, 100, 169
Drainpipes .................................................................................................................... 135, 139
Electric windlasses ................................................................................................................31

Electrical safety devices ........................................................................................................ 170
Erosion ....................................................................................................................................44
Face seals ..............................................................................................33, 49, 53, 69 123, 128

Feeder vessels ............................................................................................................20-21, 66
Fertilizer ........................................................................................................................ 137, 150
Fire ........................ ................................................................................................ 14, 60, 76, 94
Flexseal system ......................................................................................................34-35, 44-45
Foam ................................................................................................76, 103-105, 148, 156, 171
174
Index
Folding covers ..............................................................................................................0, 38, 39

Foldtite ........................................................................................................................27, 39, 41
Forest products ................................................................................................................ 19, 23
Fork-lift trucks ............................................................................................................27, 64, 68
Free surface ......................................................................................................................19, 20
Freeboard ........................................................................................................4, 21, 23, 24, 57
Frozen Cargo ..........................................................................................................................68
FSA ...................................................................................................................................... 167
Galvanized steel .................................................................................................. 137, 140, 142

Gantry ..........................................................................................................................9, 19, 21
Gaskets .................................................................................. 138-140, 156, 161-162, 168-169
General cargo ..................................................................................................23-24 30, 39, 47
Grain ................................................................................................... 19, 27, 55, 137, 138, 140
Grease ............................................................................................................42, 54, 79, 82-84
Handymax ..............................................................................................................................19
Hatch Cover Seal ..........................................................................................94, 110, 127, 149
Hatch design ....................................................................................................................9, 101
Hatch panels ............................................................................................................27, 138-140
Hatchway ............................................................................................. .47, 50, 61, 64, 110, 170
Heavy seas ..........................................................................................3, 4, 29, 58, 59, 76, 145
Helicopter ..............................................................................................................................57
Hooks ................................................................................................................................29, 42
Hose testing ................................................................................87, 93, 94, 109, 117, 135, 156
Hot work ................................................................................................................................129
Hydraulic jacks .................................................................................... 10, 52-54, 61, 62, 64, 90
Hydraulic lifting ................................ , ...............................................................................36, 50
Hydraulic pipes ................................................................................. .43, 50, 54, 65, 68, 83, 90
Hydraulic ram .... :......................................................................... 10, 39-412 44, 54, 68, 90 105
Hydraulic system ............................................................................................83, 139, 149, 170
Hydrostatic pressure ..............................................................................................................94
IACS ..................................................................................................................59, 60, 116-118

Ice ..........................................................................................................................84, 145, 153
Inert gas ................................................................................................................................129
Inner barrier ............................................................................................................................32
Inner doors ..............................................................................................................................17
Insulation ........................................................................................................................23, 68
Insurance ....................................................................................................................79, 87-88
Integrity ................................................................................................3-5, 24, 60, 93, 148, 156
International Transport Federation (ITF) ................................................................................57
Investigations ........................................................................................................55-59, 87, 89
Iron ore ......................................................................................................................19, 20, 55
ISM Code ...................................................................................................................... 167, 168
Ladders .................................................................................................................. 14, 107, 139

Lashing ....................................................................................................................23, 66, 169
Leaks ......................... .4, 14, 43, 50, 54, 64-65, 68, 79, 68, 80, 82, 83, 88-90, 93, 94, 99, 101,
105, 107-110, 123, 127, 133, 137-139, 149, 151
Letters of protest .................................................................................................................. 150
175
Liquid cargo ............................................................................................................................20

Loading .............................. 19, 27, 30, 55, 59, 60, 88, 108, 135, 137, 139, 153, 156, 159, 169
Loadline ................................................................................................3, 87, 93, 109, 117, 169
Locators ............................................................................................................................27, 68
Locker ......................................................................................................................57, 58, 147
Locking ..........................................................................23, 30, 35, 36, 42, 53, 60, 64, 83, 105
Logs ......................................................................................................................23, 24, 30, 61
Longitudinal movement ..........................................................................................................60
Longitudinal strength ............................................................................3, 31, 48, 56, 60, 61, 65
LR Test ..................................................................................................................................116
Lubripad ..........................................................................................................................44, 45
Lugs ........................................................................................31, 40, 42, 51, 61, 66, 68, 79, 81
MacGregor .............. 15, 21, 34, 35, 43-46, 52, 53, 62, 63, 66, 67, 87, 105, 106, 115, 118, 157
Maintenance planning .......................................................................................................... 168
MARIN ..............................................................................................................................58, 59
Marine Surveyor ..................................................................................................85, 87, 89, 108
Master .................................................................. 3, 55, 90, 108, 109, 135, 137, 146, 151, 153
MCA ........................................................................................................................................87
Movement .............................................................................................. 3, 4, 32, 60, 64, 82, 83
Multi-purpose vessels ................................................................................................23, 39, 61
Munck Loader .................................................................,. ............................ : ......................... 19
Nitrate tests .................................................................................................. 140, 150, 153, 159
Non return bars ......................................................................................................................38
Non-return valves ............................................................................................27, 76, 134, 168
Non-watertight ................................................................................................76, 106, 107, 110
Nozzle hold ............................................................................................................................94
OB0 ......................................................................................................................20, 27, 50, 55

OHV .............................................................................................................. 107, 109, 110, 171
Outturn .................................................................................................................................. 88
oxidation ........................................................................................................................ 141-143
P&l ....................................................................................23, 61, 68, 76, 87, 88, 109, 115, 153
Packing ................ 28, 48, 68, 79, 127, 128, 134, 135, 140, 141, 143, 145, 153, 155, 156, 171
Pads .................. 14, 32-35, 38, 40, 44, 45, 49, 50, 60, 79, 82, 83, 90, 107, 121, 127, 134, 168
Pallets ...................................................................................................................................145
Pana max ..........................................................................................................................20-22
Panel rollers ......................................................................................................................38, 52
Panel Wheel. .........................................................................................................................128
Penetration of water ..............................................................................................................76
Piggy-back ........................................................................................................................61-63
Piggy-Back Hatch Covers ......................................................................................................63
Pipes ............................ 14, 42, 43, 50, 54, 59, 64, 65, 68, 82, 83, 90, 134, 135, 139, 147, 150
Pit-props ................................................................................................................................23
Plates ..................................................................4, 14, 19, 27, 29, 37, 64, 66-67, 90, 135, 169
Plating ....................................................................................................56, 134, 140, 168, 170
Pollution ............................................................................................................................84, 88
Pontoons .......................................................................................... 10, 28-30, 66, 68, 106, 107
Pulleys ......................................................................................................................52-54, 169
176
Index
QC Program standards ........................................................................................................ 116

Quadruple panels ..................................................................................................................66
Raising devices ......................................................................................................................83

Rams ........................................................................................................ 10, 27, 41-43, 54, 90
Reefer vessels ........................................................................................................................68
Rigidity .............................................................................................. 14, 31, 39, 48, 50, 61, 65
Rolled steel ..........................................................................................................................142
Rollers ...................................................................... 14, 31, 35-38, 42, 52, 53, 61, 64, 90, 122
Rolling covers ..........................................................................................................50, 61, 168
Rolltite ..............................................................................................................................27, 47
Rubber protection ................................................................................................................ 104
Rubber seals ............ 15, 24, 27, 28, 31, 32, 34, 35, 38, 40, 44, 45, 46, 48-50, 53, 58, 69, 79,
80, 95, 121, 24, 127, 128, 138-140, 149, 156
Rust ........................................................................................79, 134, 137-139, 141-143, 159
Safe operation ................................................................................................................83, 169

Safety ......................................................................27, 57, 59, 83, 90, 107, 110, 167, 168, 170
Sagging ....................................................................................................................................3
Samsonite .................................................................................................................... 103, 171
Seal channel ......................................................................................31, 80, 95, 124, 127, 129
Sealing foam ........................................................................................................................ 156
Sealing mechanism ..............................................................................................................23
Sealing tapes ........................................................................................................................135
Sealing valves ......................................................................................................................169
Seals ................ 24, 33-35, 38-40, 43-45, 49, 50, 53, 54, 64, 67-69, 76, 79, 80, 82, 83, 90, 93
94, 109, 110, 121, 123, 127, 128, 134, 137, 149, 168, 169
Second barrier ........................................................................................................................80
Securing devices .............................................. 27, 29, 32, 40, 49, 51, 61, 65, 66, 83, 168, 169
Shackle ............. ,: ...................................................................................................................40
Sheeting ..................................................................................................................•... 141, 142
Sherlog ................................................................................................ 103-107, 115, 116, 171
Shimming ..........................................................................................................................45, 83
Side chains ......................................................................................................................36, 37
Single skin covers ............................................................................................................21, 65
Skuld ...................................................... 88, 135, 143, 146, 148, 150, 151, 154, 157, 159, 163
Stability ................................................................................................3, 4, 19, 20, 43, 68, 107
Stays .................................................................................................................... 13, 14, 31, 90
Stevedores .................................................................................................... 14, 108, 109, 156
Stowage ................ 3, 14, 21, 23, 27, 29, 36, 37, 40, 42-43, 47, 49, 53, 61, 64, 67, 68, 88, 142
Sweat .................................................................................................................................... 159
Swing-seal systems ..............................................................................................................46
Tarpaulin ................................................................................................................9, 10, 27-29

Tensioners ......................................................................................................................90, 170
Timber ................................................................................................ 10, 19, 23, 24, 28, 30, 61
Triple-panel configurations ....................................................................................................21
Tweendeck ..........................................................................................38, 64, 65, 93, 100, 109
Ultrasonic ...................................................................................................... 104, 117, 138-140
Ultrasound ................ 76, 87, 93, 97, 99-101, 103, 105, 107-109, 111, 113, 115, 117, 121, 123
171
177
Underwriters ............................................................................................................68, 88, 156
Valve ......................................................................................................................94, 124, 139

Valves .............................................................. 27, 28, 76, 81, 90, 94, 124, 134, 139, 168, 169
Ventilation ............................................................................................................ 108, 137, 147
Ventilator cowl ...................................................................................................................... 138
Ventilators ...................................................................... 20, 27, 28, 54, 59, 60, 68, 88, 94, 110
Vibration ..........................................................................................................................83, 104
Visible corrosion .......................................................................................................... 169, 170
Visual examination ..................................................................................................................79
VLOC ......................................................................................................................................20
Void spaces ............................................................................................................................58
Water sensitive cargoes ..........................................................................................................54

Water traces .................................................................................................................. 135, 151
Watertightness .................... 3-5, 14, 23-24, 32, 38, 40, 43-44, 49-50, 54, 64, 68, 73, 75-76, 88
93, 101, 134, 139, 148, 156
Weathertightness ...................................... 3, 14, 23-24, 28, 68, 73, 75-76, 88-89, 93, 110, 168
Wedges ..............................................................................................................9, 28-30, 38, 40
Wet damage .......................................................................................................................... 153
Windlass .............................................................. 31, 36, 37, 40, 49, 50, 53, .58, 61, 81, 83, 90
178
ISBN 1-856-09344-6
111111111111111111111111
9 781856 093446

Hatch Covers - Operation, Testing &amp; Maintenance by Mike Wall

Uploaded by

Copyright:

Available Formats

You might also like

Hatch Covers - Operation, Testing &amp; Maintenance by Mike Wall

Uploaded by

Document Information

Original Description:

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Hatch Covers - Operation, Testing &amp; Maintenance by Mike Wall

Uploaded by

Copyright:

Available Formats

Operation, Testing and Maintenance

A Witherby Seamanship Publication

First published 2008

ISBN 13: 978 1 85609 344 6

British Library Cataloguing in Publication Data

© Witherby Seamanship International Ltd 2008

Notice of Terms of Use

It is only more recently that the International

The purpose of the ship, the safe carriage of

Too often during my career at sea I have

During his career Mike obtained a Class 1

Twenty years experience was gained in hull,

Mike is a regular contributor of shipping

Holds and Hatch Covers. Published by A

Ship Construction by D J Eyres, MSc,

MacGregor Group for photographs graphics

The Nautical Heritage Association for their

Captain John Pearsall and Barry Thompson

Skuld for provision of case studies.

The various P&I Clubs who have given me

Finally, my wife, for her understanding and

1 Why Hatch Covers are Fitted to Ships 1

2 Background to the Design of Hatch Covers 7

3 Ship Construction to Accommodate Hatch Covers 11

6 The Differences Between Watertightness

7 Care and Maintenance of Hatch Covers 77

8 Reasons for Hatch Cover Testing by

10 The lJse of Ultrasound Testing Equipment,

11 Client Approval ot ultrasound Testing Equipment and

12 Common Defects Found when Hatch Cover Testing 119

13 Repairs to Hatch Covers 125

In the majority of cases the principle behind

Figure 1.1 - Hatch Cover Deformation at Sea

Prevent the ingress of water to the cargo

hatch design until eventually, the hatch

Timber covers with

_..,,,. Heavy insert plate -Web

, Plan At Horizontal Stiffener

With the development of larger steel ships

stiffening and strengthening in the form of

Hatch end beam

Figure 3.1 - Deck Construction in Way of Hatch Coamings

Deep Hatch End

~ Patent hatch cover

Offset bulb plate

Offset bulb stiffener

from entering the holds. As most ships trim

Figure 3.3 - Diagram Showing Coaming Bar

Figure 3.4 - Diagram Showing Quick Acting Cleat

Figure 3.5 - Hatch Cover Drain and Quick Acting Cleat

These are generally carried in ships called

Cargoes The vessel is provided with hopper plates at

· minerals, eg china clay, gypsum , Ilmenite, a. Mini-bulkers

b. The handy sized bulk carrier

Section Through Bulk Carrier

c. Panamax e. Combination ships.

a. Feeder - ranging from 200 to

Hatch Covers - Operation, Testing & Maintenance by Mike Wall

Hatch Covers - Operation, Testing & Maintenance by Mike Wall

Hatch Covers - Operation, Testing & Maintenance by Mike Wall