(SEAM 2)

TRIM, STABILITY AND STRESS

C/M RICARDO O. LADINES

INSTRUCTOR
 SHIP’S
WATERTIGHT
INTEGRITY
WHAT IS SHIP WATERTIGHT INTEGRITY?
• The watertight integrity of a naval ship is established
when the ship is built. “Watertight integrity” is defined as
closures or fittings that prevent the ingress of water to
certain compartments.
MAINTENANCE OF WATERTIGHT INTEGRITY
• A ship is nothing more than a water tight container or
storage compartment with its own means of propulsion.
Its purpose is to load and carry cargo, whether the cargo is
passengers, fish, or a host of other commodities. Each
type of ship is specialized for the trade in which it will
operate. One of the most important factor of design is to
ensure that the water in which your vessel floats, does not
enter the hull and cause progressive flooding. We call this
characteristic of a vessel its watertight integrity.
DEFINITIONS
• Watertight means:
• a) In relation to a fitting above deck, that it is so constructed as to resist
effectively the passage of water under pressure, except for slight seepage.
• b) In relation to the structure of the vessel, capable of preventing the passage
of water in any direction if the head of pressure were up to the freeboard deck,
which in your case would mean the main deck.
• Weathertight means that the structure or fitting will prevent the passage of water
through the structure or fitting in any ordinary sea conditions.
HULL WATERTIGHT INTEGRITY
• The steel plating in a metal vessel, the planking in a wooden one, or the FRP laminate, have
as their primary purpose, the task of keeping the interior of the vessel free from water. In
all types of vessel construction, a structural framework is built first to provide the strength.
This, when combined with the external covering, forms the hull. In steel and aluminium
ships, the hull is made watertight by welding the steel plates together and to the framework.
Often the frame is built upside down and the shell plating is welded onto the inverted
frame. The hull is then righted and the internal welds are completed. This procedure
allows for a better weld and hence improved water tightness since all welds are
'downwelds'.
• FRP and ferro cement hulls are continuous with no joints and are inherently watertight, as
is their deck/hull connection.
• Vessels constructed of timber are not normally totally watertight but rely on seepage of
water to swell the planking and thus make them watertight.
 OPENINGS IN WATERTIGHT BULKHEADS
• Openings may be necessary in watertight bulkheads to allow the
passage of pipes or electrical cables, and special arrangements are
made to ensure that the watertight integrity of the bulkhead is
maintained. All pipes passing through a watertight bulkhead must be
flanged to the bulkhead and do not pass directly through it (see Fig.
1.18). The pipe on the left has a valve incorporated in it for filling the
tank on the other side of the bulkhead. There is a spindle running up
to the main deck from where this valve can be operated. The siting of
the valve outside of the tank it is servicing reduces corrosion and
maintenance.
FIGURE 1.18 PIPES PASSING THROUGH WATERTIGHT
BULKHEAD
• Doors may also be necessary, in watertight bulkheads, to allow the
vessel to continue its normal operation whilst at sea. These doors can
be of either a sliding or hinged type and must be capable of operation
from both sides of the bulkhead. (See Fig 1.19).
HULL AND DECK OPENINGS
• ACCESS HATCHWAYS
• Figure 1.20 shows the hatchways on the fore deck of a vessel
that provide access to compartments below the main deck.
• Hatchways must have a raised coaming to reduce the amount of
water that could enter the ship should a wave wash over the
deck while the hatch was opened. The height of the coaming
varies according to the ship’s length.

Figure 1.21 Raised Coaming

Figure 1.21 shows a cut away section of a hatchway coaming.  When a
hatchway is cut into the deck of a vessel, the corners are rounded to reduce
stresses.
 WEATHERTIGHT DOORS
• Doors providing access from the main deck to lower compartments
must have sills, which serve the same purpose as hatchway
coamings. The sill heights are the same as for hatch coamings. Access
doors can be hinged and should be marked "THIS DOOR IS TO BE
KEPT CLOSED AT SEA”. (See Fig. 1.22).

Figure 1.22 External Weathertight Door

Ventilators and Ventilators must be a

minimum height above the deck and
must have some means of making them
watertight. This may be metal flaps, or
in smaller vessels, wooden plugs and
canvas covers. Airpipes, where exposed,
should be of substantial construction
and if the diameter of the bore exceeds
30mm bore then the pipe should be
provided with means of closing
watertight.
SIDE SCUTTLES (PORTHOLES)
• Airpipes- All portholes below the main deck should have hinged
metal covers (deadlights) that can be closed watertight.
 ACCESS OPENINGS IN THE HULL
• In Fig. 1.23 the loading hatch in the side of the hull is bolted and
secured while at sea. An alarm system is fitted which will sound on
the bridge if the door is opened.
 FIGURE 1.24 WATERTIGHT DOOR OPEN ALARM SWITCH
• Figure 1.24 shows a closer view of the trip switch which will sound
the alarm if the side door were opened while at sea.
SCUPPERS, INLETS AND DISCHARGES
• All sea inlets are to be fitted with valves of steel or material of
equivalent strength attached direct to the hull or approved skin fittings
(in case of non metal hulls).
DRAINAGE ARRANGEMENTS FROM WEATHER DECKS
• Weather decks are to be provided with freeing ports, open rails or
scuppers capable of rapidly clearing the deck of all water under all
weather conditions.
MAINTENANCE OF WATERTIGHT INTEGRITY
• Watertight integrity can be breached through any activity or
happening that allows the ingress of water in unwanted areas or
compartments of the vessel.
Typical examples include:
• Lack of maintenance to seals, screw threads and other locking devices.
• Damage caused by collision, grounding or heavy weather.
• Leaving hatches, doors, vents etc open.
• Blocked freeing ports or scuppers.
• Cracks along welds in metal vessels or loss of caulking from planked
seams in timber vessels.
HOW TO MAINTAIN WATER TIGHTNESS,
SEAWORTHINESS, FIRE INTEGRITY AND SECURITY OF
CARGO SHIPS ?
• To maintain Water tightness, Seaworthiness, Fire integrity
and Security of the vessel, it is important ships personnel
ensure all openings to hull below water line and above
waterline ( weathertight & watertight doors etc.) are
adequately secured.
• Weathertight door means a door fitted in a structure
above the freeboard deck. It must be of adequate strength
and able to maintain the watertight integrity of the
structure. Weather deck is the deck which is completely
exposed to the weather from above and from at least two
sides, (SOLAS). Weathertight means that in any sea
conditions water will not penetrate into the ship, (ICLL).
A weathertight door/ fitting shall have a strength at least
equal to the bulkhead or deck in which it is fitted.
• Watertight door means a door which is fitted in a watertight
bulkhead and able to open vertically or horizontally. It is operated by
a hydraulic mechanism either locally or remotely. It must be
substantially constructed and able to withstand the total hydraulic
pressure of the adjoining compartment if it floods. It capable of
preventing the passage of water through the structure in either
direction with a proper margin of resistance under the pressure due
to the maximum head of water which it might have to sustain,
(ICLL).

• In practical terms, the difference between weathertight and

watertight is that a weatertight fitting shall withstand water
pressure from the outside (be watertight from outside), whilst a
watertight fitting shall withstand water pressure from both sides.

• Watertight Integrity Plan – A drawing showing the main and local

watertight subdivision as well as internal openings and closing
devices thereof. The drawing is essential for the local class surveyor
to ensure that proper watertight integrity measures are taken
during the building period.
 CONFIRMATION OF CLOSURE OF OPENINGS
• The Master shall ensure the Chief Officer and Chief Engineer close all
openings to maintain Water tightness, Seaworthiness, Fire integrity and
Security of the vessel, at the following times, and enter the fact in the Log
Book every time
a) Before Sailing,
b) When heavy weather is expected
 NOTE ON CLOSURE AT EACH PURPOSE
FOR WATER TIGHTNESS
• Since requirement of closure to maintain Water tightness is concerned with
both Seaworthiness and Cargo care, following attentions should be paid,
especially at:
1. Watertight doors in E/R and any provided on bulkheads between cargo
holds
2. Weather-tight doors (Iron doors on exposed decks)
3. Side ports for pilots boarding, if applicable
4. Access hatches or manholes leading to cargo holds or tanks
5. Hatch Covers or Tank domes, if applicable
6. Ventilators in which sea water can enter and particularly those on the
forecastle
7. Fan dampers in cargo holds, except while ventilating is required
8. All sounding & ullaging pipes, and where applicable, peep holes.
• a) If for any reason, any watertight or weather-tight openings are opened at
sea, permission must be taken from the Master as the case may be, and same
closed immediately after completion of work and reconfirmed to the Master.
• b) The Chief Engineer shall ensure that the watertight doors in the
machinery space, Shaft tunnel watertight door where fitted, are closed at all
times, unless the space is manned.
• c) The Chief Engineer shall ensure that all self-closing devices on sounding
pipes and glass-gauges for oil and water tanks are functional and never tied
open. (This will also prevent the oil in tank from fuelling an E/R fire)

FOR FIRE INTEGRITY

• Since Fire prevention construction may function normally, where in Fire
doors are properly closed, there should be no hold-back arrangements fitted
to any Fire doors and all Fire doors must be adjusted to close fully at all
times.

FOR SHIPBOARD SECURITY

• a) All restricted spaces, as mentioned in the Ship Security Plan, are to be
always kept closed in port and in piracy-prone areas.
• b) Such closures serve the dual purpose of safeguarding both the safety as
well as the security of the vessel.
 IMPORTANCE OF MAINTAINING WATERTIGHT INTEGRITY TO
THE SEAWORTHINESS OF THE SHIP

This Safety Alert addresses two issues: watertight integrity

and high level
bilge alarms.
• Recently a marine casualty involving a fishing vessel in the
Bering Sea resulted in multiple fatalities and complete loss of the
vessel. A Marine Board of Investigation is currently examining
the various circumstances
surrounding the casualty. Although the investigation is not
complete, testimony indicates the flooding of the vessel may have
been exacerbated due to open or leaking watertight doors and
other compartmental deficiencies
which impacted the vessel’s overall watertight integrity.

As a result of this and other similar casualties, the U. S. Coast

Guard
strongly recommends vessel owners and operators:
• Ships displace a volume of water equivalent to their weight.
That volume of water is typically less than the volume of the
ship itself. Therefore, the ship as a system is less dense than the
water. However, the more dense a ship is, the lower it will sit in
the water, relatively speaking of course.
(a ship with poor watertight integrity)

• When a ship does not have watertight integrity, it takes

on more water until the compartments that are not
watertight are full. Therefore, it’s weight increases.
However, the ship continues to displace a volume of
water equivalent to its weight, even though its volume is
not increasing with its weight. When the ship weighs
more but stays the same size, its density increases,
forcing it to displace more water relative to its size, and
causing it to sit lower and lower. Supposing the
watertight integrity has been compromised to a great
enough extent, it will become more dense than the
volume of water equivalent to its weight (you could also
see it as the water at that level in general, but we’re
trying to understand the concept).
• It is of critical importance. Ships are divided
into watertight compartments below decks.
If a ship’s hull is torn open due to grounding
on a reef or collision with another vessel,
standard damage control doctrine is to
isolate the compartment to contain
flooding. It applies above decks as well,
where watertight doors can prevent
seawater entry by being properly dogged
down.
CONTINUATION ON
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