HATCH COVERS

CLAIMS v/s MAINTENANCE

P&I Loss Prevention Bulletin

Vol.53 July 2022
 CONTENTS
1 INTRODUCTION …………………………………1

2 HISTORY OF HATCH COVERS ………………3

3 RULES & REGULATIONS …………………………7

4 HATCH COVERS ……………………………… 15

4-1 DESIGN ISSUES ………………………………… 15
4-2 RELATIVE MOVEMENTS & ACHIEVING TIGHTNESS … 15
4-3 KEY PARTS ……………………………………… 18
① Hatch panels & Coaming plating ……………… 20
② Packing rubbers …………………………………… 22
③ Bearing pads………………………………………… 26
④ Locators ……………………………………………… 28
⑤ Stoppers ……………………………………………… 29
⑥ Securing systems ………………………………… 30
⑦ Drain systems ……………………………………… 33
⑧ Compression bars ………………………………… 35
⑨ Operating systems ………………………………… 36

5 MARINE TAPE:
A BLESSING OR A CURSE ? …………… 39

6 EVIDENCE IN CASE OF CLAIMS ……… 42

7 HATCH COVER TESTING ………………… 43

8 MAIN PROBLEMS FOUND………………… 44

Common mistakes …………………………………… 44
Weather tightness mistakes ………………………… 45
Mechanical mistakes ………………………………… 45
Hydraulic mistakes …………………………………… 45

9 CONCLUSION …………………………………… 46
 Chap.

01 INTRODUCTION

A recent study and claims analysis carried out by the Japan P&I club over a 5 year pe-
riod between 2016PY and 2020PY shows that out of the 161 claims that were reported,
76% consisted of wetting damage to grain, steel and ore cargoes.

In 74 cases (46%), the sea water damage was caused by leaking hatch covers. This once
again shows that hatch covers continue to generate seawater induced claims and that im-
properly maintained and leaky hatch covers have a high claim potential.

Grain 54
Steel 40
Ore 28
Others 22
Fertilizer 9
Plywood, Timber, etc. 4
Reefer 2
Log 2

0 10 20 30 40 50 60

Graph 1 Number of Sea Water Damage on Bulk Carrier,General Cargo Vessel 2016PY-2020PY

When water susceptible cargo comes in contact with seawater during an ocean passage,
it is most likely that a claim for wetting damage will be filed against the ship by the car-
go owners/receivers.

These claims generally consist of a financial compensation for the damaged cargo, but
indirect consequences associated with wetting damage claims, such as extra work for

1
 legal staff, survey costs, delays, sorting and reconditioning of the damaged cargo, un-
scheduled repairs to hatch covers, reputation damage, disruption of the ship’s operation-
al schedule, travel costs for superintendents, … can be significant as well.

Whenever a claim for damage to 3rd party property is introduced, it is incumbent on

the club to defend the owners’ interests and successful settling will mainly depend on
proving that the hatch covers were well maintained and that the shipowner and Master
exercised due diligence to ensure that the hatch covers were in good condition at the
outset of the voyage. It is sad to see that many of the claims filed for wetting damage
could have been successfully defended and settled if only the owners and crew would
have carried out basic hatch cover maintenance in line with good industry practice. The
seas and oceans are a hostile environment and rigours of an ocean voyage should never
be underestimated. Hatch covers are designed to withstand the perils of the sea but only
when they are well maintained, they will be able to keep water out and cargoes dry.

Despite awareness campaigns in the past, hatch covers remain a major driver for wetting
damage claims. Water infiltration may not only be a safety issue for the vessel and crew
on board, but it also scuttles the business model of carrying goods by sea and should be
avoided at all times.

The importance of correct hatch cover operation, maintenance and repairs cannot be
emphasized enough. This loss prevention article, written by industry leading expert Mr.
Walter Vervloesem (FNI) of IMCS bv (Belgium), will highlight key issues that should
be well understood and observed in order to reduce exposure to ingress, wetting damage
claims and to allow the club to defend your interest with success.

2 P&I Loss Prevention Bulletin Vol.53

 Chap.
HISTORY OF
02 HATCH COVERS
Since ancient times, different kinds of floating objects have been used for transporting
goods over water. Initially trees, rafts and canoes were used, but gradually, and with the
industrial revolutions over the last centuries, we have seen an evolution and transition
from floating objects to wooden ships and more recently to steel vessels.

Over the last decades a wide variety of specialized and sophisticated ships appeared on
the maritime scene in order to satisfy demand of world trade or to carry out specific ma-
rine tasks and operations.
The most commonly seen ships nowadays can be categorized as follows: container
ships, bulk carriers, tankers, roll-on roll-off vessels, passenger/cruise vessels, offshore
vessels, fishing vessels, speciality vessels, high-speed craft and dredgers.
Roughly 80-90% of the world trade is being done by a total of 119,999 cargo ships of
which 28,647 ships (23.8%) consist of dry cargo vessels, i.e. general cargo ships and
bulk carriers, which represent 38.2% of the gross tonnage of the worlds’ fleet.

Ratio of cargo vessels in the world trade Ratio of general cargo/bulk carriers

Others Others

Cargo vessels Dry cargo vessels

80∼90％ 23.8％

119,999 vessels 28,647 vessels / 119,999 vessels