HATCH COVER

INSPECTIONS

A PRACTICAL GUIDE
by Walter Vervloesem FNI

klautical
In s titu te

Published by
THE NAUTICAL INSTITUTE
*
 The
Nautical
Institute

THE NAUTICAL INSTITUTE

HATCH
COVER
INSPECTIONS
A PRACTICAL GUIDE
by
W alter Vervloesem FN I
 HATCH COVER INSPECTIONS
A Practical Guide
by Walter Vervloesem FNI

First published 2003 by The Nautical Institute

202 Lambeth Road, London, SL1 71XL England
Telephone: +44 (0)207 928 1351
Fax: +44 (0)207 401 2817
Publications e-mail: pubs@nautinst.org
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Copyright © The Nautical Institute 2003

Reprinted 2012

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 written
permission of the publisher, except for the quotation of brief passages in reviews.

Although great care has been taken with the writing and production of this volume, neither The Nautical
Institute nor the author can accept any responsibility for errors, omissions or their consequences.

This book has been prepared to address the subject of hatch cover inspections. This should not, however, be
taken to mean that this document deals comprehensively with all of the concerns which will need to be addressed
or even, where a particular matter is addressed, that this document sets out the only definitive view for all situations.

The opinions expressed are those of the author only and are not necessarily to be taken as the policies or views
of any organisation with which he has any connection.

Typesetting, layout and part editing by J A Hepworth

Printed in the UK by Newnorth Print Limited

ISBN 978 1 870077 62 0

Cover picture courtesy of the author

Inside pictures courtesy of Walter Vervloesem FNI

 CONTENTS
P age
President’s F orew ord...............................................................................................................................................................ii
Author’s In tro d u c tio n ........................................................................................................................................................... iii
Acknowledgements and B ibliography................................................................................................................................ v

C h a p te r P age
1 H a tc h co v e r types, p a n e l designs a n d o p e ra tin g system s
In tro d u ctio n ....................................................................................................................................................................... 1
A: Tarpaulin type hatch co v e rs.......................................................................................................................................4
B: Steel hatch c o v e r........................................................................................................................................................ 8
C: Panel designs................................................................................................................................................................13
D: O perating system s...................................................................................................................................................... 17
2 H a tc h p a n e l a n d h a tc h co a m in g p a rts
In troduction...................................................................................................................................................................... 28
A: H atch panel parts ........................................................................... 31
B: H atch coaming p a rts.................................................................................................................................................. 47
3 S ealin g system s
In tro d u ctio n ...................................................................................................................................................................... 65
A: Most com m on types of packing rubber and sealing system ........................................................................... 70
B: Coam ing compression b a r s ..................................................................................................................................... 95
C: Transversal/cross joint compression b a r s ......................................................................................................... 102
4 B e a rin g p ad s
In tro d u ctio n ................................................................................................................................................................... 106
Most com m on types of bearing p a d .......................................................................................................................... 107
5 S ecu rin g d ev ices fo r sea
In tro d u ctio n ..................................................................................................................................................................... 115
A: Peripheral/perim eter cleating system s................................................................................................................. 117
B: Cross joint securing devices.................................................................................................................................. 123
6 D ra in system s
In tro d u ctio n ................................................................................................................................................................... 128
Drain system s................................................................................................................................................................ 130
7 H y d ra u lic e q u ip m e n t
In tro d u ctio n ................................................................................................................................................................... 136
Hydraulic e q u ip m e n t.................................................................................................................................................. 138
8 O p e n in g s a n d p o rts
In tro d u ctio n ................................................................................................................................................................... 143
O penings and p o r ts ..................................................................................................................................................... 144
9 In sp ectio n s a n d testin g m eth o d s
In tro d u ctio n ............................................................................................................................................................. 154
Testing m e th o d s..............................................................................................................................................................161

A N N EX ES P ag e
1 D N V Approval Programm e for Service S uppliers............................................................................................... 165
2 IACS Requirem ents concerning Survey and Certification (UR Z 17)................................................................ 170
3 Exam ple of inspector training course.........................................................................................................................176
4 Safety guidelines to be observed when inspecting hatch co v ers..........................................................................178
5 Exam ple of visual hatch cover inspection re p o rt.................................................................................................... 179
6 Example of hatch cover test report with class type approved
ultrasonic test eq u ip m en t........................................................................................................................................... 185

A P P E N D IC E S P ag e
A Nautical Institute publications.................................................................................................................................... 191
B Investing in a M aritime F uture................................................................................................................................. 192

IN D E X P ag e
Indexed list of illustrations.............................................................................................................................................. 193

HATCH COVER INSPECTIONS i

 PRESIDENT’S FOREWORD

By R. B. M iddleton FNI
President, The N autical Institute

H atch covers are worked hard. At every port entry to the horizontal. The entire lid was ready to slide off
they are opened, they are often opened and closed the ship into the harbour if we m ade a wrong decision
w hen th ere is rain and they norm ally have two from that point on.
operational conditions, the first is battened down for To be or not to be, whether to try to secure the lid
sea and the second is roller bearing for opening and until we could pum p the failed ram up along with the
closing. P ontoon hatches on co n tain er ships for resultant weight of the hatch (if that was possible), or
exam ple are designed to take the weight of deck try to gently lower the other three without launching
containers and some of the large bulk carrier covers I the lid overside. This was our choice. With the angle
have used have w eighed as m uch as 75 tons per of tilt exposing all the other lifting points to severe
section. stresses, we also had to consider the adjacent cover
Much of the damage to covers and coamings can and the conditions of the coaming.
arise from either reasons of bad practice or design We did m anage to effect a hydraulic solution but it
when the covers are skewed on their rollers or put was a tense operation throughout and I would certainly
into conditions of unequal pressure or strain. The result recom m end that ships carry a contingency manual
can be bent or broken axles, rupture or damage to breakdow n kit and exercise in its use. D on’t try to
coam ings, strain ed pulling chains or dam age to work out how to do the job in situ.
hydraulic rams. To make hatches watertight they are Hatches are an essential part of the ship’s load line
fitted with packing and again the m aterials used certificate. E xposed on deck they are subject to
compress with time and need to be replaced. Rust dynamic sideways forces exerted by breaking seas and
affects drainage and securing mechanics can become the forward hatches in particular are subject to green
distorted and seized. water loadings. W hen the ship is loaded and deep
The m ain point of this com prehensive pictorial down, all hatches must be properly secured at all times.
guide is to dem onstrate why hatch covers and their T hat is sim ply the practice of good seam anship.
associated fittings need to be treated with respect and However weather tightness is another matter.
why it is better to operate the hatches correctly to start Hatches generally, because of their role and shape,
with as the result of not doing so is costly additional are m ore rigid than the ship coamings they fit. W hen
maintenance. flexing occurs due to bad weather seepage can occur.
W hen most ships had derricks or cranes it was very The best rem edy is to have deep compressible packing
much a m anual seamanship task to lift covers should and that is why failure to renew old packing to save
there be a problem with the m echanical opening on costs is so often a false economy.
devices but on a large gearless ship a failure in one The end of the book examines testing methods and
small hydraulic com ponent m ay cost days in lost training. The one goes with the other. From a seafarers
working time. point of view I can express it m ore simply. “Take care
O n one occasion I witnessed a vertical hydraulic of your hatches and they will take care of you”.
ram failure whilst lifting a seventy-five ton cover. As This thoughtful guide to inspectors will also be
this massive pontoon cover tilted on two supporting useful to fleet m anagers, sea staff, surveyors and
rams on opposite corners, the corner that had been classification societies. The correct use of terminology
supported by the failed ram came gently to rest on to describe com ponents and faults will enable better
the corner of the hatch coaming at an horrendous angle records to be kept and m ore precise instructions to be
given.

ii THE NAUTICAL INSTITUTE

 AUTHOR’S INTRODUCTION

In 412 BC, Thucidides defined that “The navy is a matter problem s are not only generated by water ingress via
o f constant research and training is not something that can the hatch covers. M any claim s also re su lt from
be picked up in spare time. On the contrary, it allows no pollution (hydraulic oil in dock water), contamination
spare time for anything else”. (hydraulic oil on cargo already loaded), personal injury
(slips and falls), idle time (delays in opening) etc....
T he above statement clearly indicates that in
In order to avoid exposure against all these types
ancient times, people had already identified that good
of claims, or to prove that owners exercised due
seamanship and the building of safe ships required
diligence, it is clear that hatch cover inspections require
constant research and that, in order to become a skilled
m uch m ore than a brief inspection, so that a quick
seafarer, proper training was necessary.
check of com pression bars and packing rubbers alone
Since then, ship design has changed a lot and
is certainly not sufficient.
further research is constantly being carried out in order
With the developm ent of new hatch cover designs,
to ensure ships m eet the dem ands of the continuously
hatch covers have now becom e huge and complex
evolving maritim e industry. W hat has not changed
structures so that the m any different and specific hatch
however, is that it still needs a lot of training to become
cover parts should be readily identified and recognised
a qualified seafarer.
by those involved in hatch cover inspection work. This
The above statem ent also applies to the profession
is not an easy task, even for the m ore experienced
of a m arine surveyor. Although most marine surveyors
surveyor. M atters becom e even m ore com plicated
have had an active career at sea prior to com ing
when different parties are using specific terminology
ashore, every surveyor will agree that, in order to
to identify the sam e piece, p a rt or defect in an
rem ain up to date with the continuous changes in the
inconsistent manner.
industry, constant training and research is necessary.
Although the industry has recognised that hatch
H atch cover surveys are just one of the m any
cover inspections are a difficult and com plex matter,
disciplines within the scope of services offered by
little practical inform ation on the subject is available
m arine surveyors or inspectors. However, in view of
w hich m akes it very difficult for ship’s crews or
the im portant and regular claims that are generated
surveyors to rem ain up to date with new evolutions in
by deficient hatch covers, hatch cover inspections
hatch cover design and hatch cover sealing, closing
should take a priority status within the industry.
and securing arrangements.
Hatch covers, although heavy and robust, are delicate Although visual inspections allow ship’s crews and
pieces of equipm ent that require constant care and su rv e y o rs to r e p o r t o n th e m a in te n a n c e an d
attention in order to be able to withstand the rigours operational status of the hatch covers, tests should be
associated with an ocean voyage. It is often overlooked m ade to confirm that the w eathertight integrity of
or ignored that only a fine line of contact between the hatch covers is not impaired.
rubber packing and compression bar precludes the As a result of continuous research and together with
ingress of water and the difference between a successful the development of hatch designs, new testing methods
voyage or a commercial disaster often depends on a few have been developed. The most recent evolution in
millimetres of packing rubber compression. hatch cover testing is undoubtedly the use of type
H o w e v e r, a lth o u g h p a c k in g ru b b e rs a n d approved ultrasonic test equipm ent for tightness
com pression bars are of crucial im portance, it has to testing. This tightness testing technique has recently
be said that weathertightness cannot be achieved by been approved by classification societies and requires
the packing rubbers and compression bars alone. Only that operators using the equipm ent and acting in a
the com bined action of all hatch cover parts allows a cap acity as class service su p p lier, should have
weathertight seal to be achieved. know ledge of different hatch cover designs, their
M aintaining contact and ensuring a weathertight functioning and sealing features, and have experience
seal, even in heavy weather conditions, is a continuous with the operation and m aintenance of different hatch
c h a lle n g e for h a tc h co v e r m a n u fa c tu re rs. For designs (IACS U R Z 17 1977/Rev. 2 1999).
surveyors, the art of inspecting hatch covers lies in At this time and in order to becom e certified as a
recognising and identifying signs or defects that might qualified operator, operators should follow the 2-5 day
affect weathertight integrity at an early stage so that SDT-IMCS training course (accredited by the Nautical
corrective action can be initiated in good time before Institute), whereby equipm ent related training is given
a problem occurs. This requires surveyors, but also by the manufacturers of the test equipm ent together
ship’s crews, to be familiar with m aintenance and with a generic hatch cover training module. U pon
operational issues as well as with (frequently seen) bad passing the exam ination, a certificate of qualified
practices or im proper repair methods. operator is issued to successful delegates.
However, from a claim point of view, it is often Notwithstanding the fact that a generic training
o v erlo o k ed th at hatch cover related claim s and course is now available on the subject of hatch covers,

HATCH COVER INSPECTIONS iii

it should be recognised that the majority of hatch cover be at the base of a slow, but steadily ongoing education
inspections are carried out by ship’s crews or surveyors program m e for shipboard crews (and surveyors) in a
who are only occasionally involved in checking and field where much remains to be accomplished if we
testing hatch covers and for whom it is not possible to want to reduce claims and prom ote quality.
follow specific training courses or invest a lot of time I hope that, with this book, hatch cover surveys
in rem aining up to date with the subject, simply will now be m ore accessible to all industry players
because their respective lines of business do not allow and that systematic m onitoring of hatch covers in line
them to do so and because they have other tasks to with the basic criteria clearly set out in this work, will
accomplish. contribute to successful commercial trading, enhance
Yet in case survey perform ance does not m eet with on board safety and allow the environmentally friendly
the principal’s expectations, the fact that there was no operation of ships.
time or possibility for training can hardly be used as a Finally, words of thanks should go to the Nautical
valid excuse and the whole situation will adversely Institute for having given me the opportunity to share
affect the surveyor’s reputation. my experience with others for a second time through
In m y capacity as training instructor for operators the publication of m y work. By publishing this book,
involved in the tightness testing of hatch covers with the Nautical Institute subscribes to its own policy of
class type approved ultrasonic testing equipm ent, I reaching out a helping hand to those in need of
noted that all delegates attending the training course inform ation, assisting the industry and prom oting
took a keen interest in the technical aspects of the training and maritim e excellence. I consider it as a
training course material and welcomed the unique privilege to have been given the opportunity to embark
com bination of slides and easy to understand hatch on this challenging initiative with the Institute and
cover vocabulary. although circumstances were sometimes hectic (with
Taking into consideration that part of the training late hours and short nights) in order to m eet with
course material would indeed be of direct interest for deadlines during the period required for writing this
all those involved in hatch cover inspections, I decided book, I enjoyed every m inute spent in the realisation
to re-work the training course material in such a way of this project and working together with the Nautical
that the m ost im portant issues specifically related to Institute team . Also I w ould like to th an k SDT
hatch covers could be published as a stand-alone book International for their professional and technical
on hatch cover inspections that included hatch cover support and for giving me the opportunity to exchange
basics and a standard hatch cover vocabulary. views with surveyors and ship’s crews during the
Although the book cannot replace the interesting different training sessions. Also, m y colleagues of
debates and discussions that take place during the IM C S Antwerp should not be forgotten as they were
worldwide training course program m e, it will allow alw ays p re p a re d to reliev e m e w h en ev er I was
all surveyors and ship’s crews to apply m ore uniform lecturing on training courses, occupied with writing,
and internationally accepted inspection, testing and or out on editorial meetings with the publishers of this
reporting standards. book.
I believe that reducing the exposure to claims as a As a closing w ord, I would like to go back to
result of hatch cover defects can only be achieved Thucidides who stated that “training leaves no spare
through training and education. By using this book time for anything else” and would add that writing of
during day-to-day shipboard m aintenance, ship’s the training material leaves no spare time for anything
crews will be able to recognise that what they have else too. For this reason, I would like to reserve this
b een co n sid erin g as ‘p ra c tic a l’ or ‘seam an -lik e’ last paragraph for thanking my wife and children for
solutions may not always be in line with good industry supporting and encouraging me throughout this time
practice and even be detrim ental in lawsuits. At the consum ing project. W ithout their assistance and
same time, they will be able to find, in this book, details understanding it would have been impossible to realise
reg ard in g good m ain ten an ce and co rrect rep air this project.
p ro c e d u re s an d , by d o in g so, the first step to This book has been written to :
im provem ent and loss prevention might already be • Allow everyone involved in the m arine industry to
taken onboard. becom e familiar with different types of hatch cover
This onboard initiative should then be followed and their closing and securing appliances.
by a m ore thorough inspection by surveyors who have • Provide a practical reference work for all those
a good understanding of technical requirem ents and involved in hatch cover surveys.
an enhanced claims-related background, in order to • Promote good practice.
confirm that the hatch covers are able to withstand • As a part of the S D T -IM C S generic hatch cover
detailed scrutiny at any time. Discussions between the training course for operators involved in tightness
surveyor and ship’s staff about the condition of the testing of hatch covers with class type approved
hatch covers and their closing appliances might then ultrasonic testing equipment.

Walter Vervloesem FNI

iv THE NAUTICAL INSTITUTE

 ACKNOWLEDGEMENTS AND BIBLIOGRAPHY

The author gratefully thanks all those colleagues who have contributed so much to the realisation of this book and
wishes to acknowledge the following data sources:

BIBLIO GRA PH Y

• Cargo access equipm ent for m erchant ships (Buxton/Daggitt, King) = 1978 M acGregor publications
• H atch cover m aintenance and operation North of England P&I Club
• Holds and hatch covers A. Bilbrough & Co. Ltd.
• International Convention on load lines IM O
• The Shipm aster’s Business Com panion Malcolm Maclachlan M N I M ICS, M aster Mariner,
The Nautical Institute
• Safety of Life at Sea (SOLAS cons ed.) IM O
• M acGregor Technical Data Sheets M acGregor
• Bulk carriers - guidelines for surveys, IACS (published by W itherby Publishers)
assessment and repair of hull structure
• General cargo ships —guidelines for surveys, IACS (published by W itherby Publishers)
assessment and repair of hull structure

HATCH COVER INSPECTIONS v

 REVIEWS

This comprehensive book contains a treasure o f hundreds o f photographs w ith comments, clearly
illustrating and describing the most common defects and damages, which are frequently occurring
on hatch covers and coamings.

One o f the main reasons fo r defective hatch cover components and structural deterioration must
be fo u n d in heavy wear and tear on steel bearing pads. This important subject, very often
underestimated by unawareness, is very well explained and illustrated in one o f the sections o f
this book.

This practical guide w ill be a valuable tool fo r surveyors, inspectors, and a useful guideline fo r
S h ip ’s managers, superintendents and sea staff.

Chris Van de Vijver

M aintenance M anager
Hatch Covers
M acG R E G O R (FIN) Oy

Quality is one o f the main competitve advantages fo r Hydro Agri. Water damage, especially
resulting from ingress o f sea water through defective hatch covers, can cause major lumping and
dilute the product strength.

Hydro, as leader in the fertiliser industry, has set very strict guidelines fo r the inspection o f vessels
on a world wide basis in order to assess, amongst others, the tightness status o f hatch covers. As
a standard procedure, and prior to commencement o f loading, hatch covers are inspected and
tested by using ultrasonic tightness testing equipment.

This has resulted in a spectacular decrease in insurance claims and allows us to supply our
customers w ith products in the best possible way without damage as a result from water ingress.

We believe that this book o f M r Walter Vervloesem w ill assist our surveyors in assessing the
condition o f different types o f hatch covers and assuring the continued quality o f our products.

Martijn Nillesen
H ydro Agri

vi THE NAUTICAL INSTITUTE

 Chapter ONE

HATCH COVER TYPES, PANEL DESIGNS

AND OPERATING SYSTEMS
H atch cover history: from tarp au lin type hatch • Required extent of opening (partial or full opening,
covers to steel hatch covers simultaneous opening, sequential or non sequential
Since the beginning oe maritime history, people have opening).
been using ships to transport passengers and cargo from • R e q u ire d ty p e o f o p e ra tio n a n d a c tu a tio n
one place to another. Similarly, there has been constant m echanisms (available power, required opening­
research into the transport of goods and people by sea closing time, num ber of crew required to operate the
in order to to make systems and techniques m eet with systems, etc).
the requirem ents of the trade. • R equired degree of tightness (w eathertightness,
In ancient history, research was mainly based on partial weathertightness, air-/gastightness).
practical experience. Over the last centuries, with evolution, • M ain ten an ce issues (possibilities for on b o ard
a more scientific approach was made possible. Over the maintenance, cleaning, etc).
last decades, the introduction of computer technology has • Repairs (spares readily available on the market, repair
facilitated ship design and, with the assistance of simulation time, repairs possible by ship’s crew).
techniques and mathematical models, structural strength • Cost (manufacturing cost and maintenance cost).
and stress issues, overall efficiency and performance, in • Weight (weight of hatch covers compared to available
service life and durability can be addressed in a better, power)
faster and more expedient way. • Construction type (open web, double skin, etc.) and
In order to allow trouble free trading and m eeting required fittings (cleats, wedges, packing).
rules, regulations and conventions, a ship m ust be O ver the last 50 years, evolution in the trading of
seaworthy and cargoworthy, which involves a wide commodities by sea has required the industry to develop
ra n g e of safety a n d o p e r a tio n a l/c o m m e rc ia l specific ship types that meet the often dem anding criteria
requirements. W hen focussing on access equipm ent to of m odern shipping, governed by economic principles
ships, i.e. side d o o rs, ra m p s, v isors an d , m o re and im posing strict turn-round schedules and quality
specifically, hatch covers, safety and operational issues standards. In order to m eet these criteria, new cargo
include the capability of allowing easy and swift cargo handling equipment has been developed. This evolution
operations, simple and quick opening and closing, easy also had an im pact on the construction and operation
m a in te n a n c e , e c o n o m ic a l asp ects (b u ild in g an d m ethods of traditional hatch covers, which had to be
m ain ten an ce cost co m pared to in-service life and reviewed in order to allow for the use of these new
versatility), good and reliable design and quality to loading techniques, new types of cargo (e.g. containers)
m inim ise the risk of breakdow ns, safe usage and and commodities traded.
w eath ertig h tn ess. W eathertightness refers to the In o rd e r to o b ta in a b e tte r in sig h t in to th e
capability of hatch covers to preclude the ingress of developm ent of hatch covers, a chronological review
water into the ship’s cargo com partments. In view of of hatch cover evolution and im provem ents m ade over
the adverse effect of free water surfaces on a ship’s the last centuries through to date is listed overleaf.
stability and structural integrity, avoiding water ingress
is important from both a safety and a seaworthiness point H atch covers and p an el design
of view. From a cargoworthiness point of view, it will As per the International Convention on Load Lines
be appreciated that whenever water is able to gain access and from a freeboard assignment point of view, ships are
to th e ca rg o h o ld s, w a te r-s u s c e p tib le g o o ds divided into two types, i.e. Type A (ships designed to carry
accom m odated in the ship’s cargo com partm ents may only liquid cargo in hulk and in which cargo tanks have only
sustain wetting damage, with im portant cargo claims as small access openings closed by watertight gasketed covers of steel
a result. or equivalent material) and Type B (all other ships which do
From the above, it is clear that the types of hatch not come within the provisions regarding Type A ships).
cover to be fitted on board a specific ship need careful Generally, hatch covers on board Type B ships are
of the steel type, fitted with special gaskets to make them
consideration of technical, economic and hum an factors.
weathertight. These are the types of hatch cover that
The m ost im portant criteria to be considered when
are generally found on board ships nowadays and which
designing hatch covers are:
form the main part of this book.
• Hatchway dimensions (width/length).
A lthough creating large hatch openings m ay be
• Available deck space for the stowing of panels (end
desirable to allow easy and swift access to cargo holds,
stowing, side stowing, stacking, pontoons, lift and roll,
the size of the h atch w ay s n eed s to be carefu lly
etc).
considered from a weathertightness point of view as well.
• Available stowage height for panels. As explained above, owners and operators must also
• Required coaming height. ensure th at cargo lo ad ed on b o ard th eir ships is
• W hether cargo will be carried on the hatch covers discharged in good condition. This means that wetting
(homogeneous loads/point loads). damage to cargo as a result of the entry of water into
HATCH COVER INSPECTIONS 1
Year (approx) Hatch type

<1850 Initially, deck openings, which were relatively small (4x2 metres) when compared with the hatchways on modern
ships nowadays, were covered up using wooden boards. These wooden boards were then covered by several
layers of tarpaulins in order to render them weathertight. Tarpaulin types of hatch cover were the only type of
hatch cover that allowed for an opening in the deck to be properly covered and for boards to be handled by
manpower (with power on deck being restricted and/or not always readily available on steamships). Drawbacks
were that the wooden board/tarpaulin type hatch covers were time consuming in use, dangerous and had drawbacks
with respect to their strength, especially when larger hatchway openings had to be bridged.
1879 Obligatory use of web beams for vessels classed with Lloyds Register of Shipping and with hatchways > 3-7
metres. Coamings to be of iron construction.
1900 Wooden boards now being arranged/placed longitudinally, allowing use of lighter webs, reduction of the number
of “fore and afters” required to be used in the athwartships configuration and therefore adding to reduction of the
weight and safety (no need to fit “fore and afters” any more).
1900-1929 Transition period from wooden to steel hatch covers:
• Steady decline in the use of wooden hatch covers for reasons of safety and security (tarpaulins vulnerable,
boards easily blown away, problems with bigger sizes of hatchways), cargo working (covering of hatchways
with wooden boards time consuming and was difficult and dangerous) and maintenance (wooden boards and
tarpaulins requiring frequent/regular and labour intensive maintenance/repairs).
• Introduction of steel covers in the form of steel portable plates, still requiring tarpaulins for making them
watertight (1900).
• Hinged steel covers, large enough to cover one hatchway, with internal stiffening (by bulbflats or angle bars)
(1910).
• Hogg-Carr hatch cover, being a single piece steel cover for covering the whole hatchway, but with the main
plate being corrugated to increase stiffness. Perimeter securing to coaming with threaded toggles and kept
watertight with greasy hemp packing. First steel hatch covers to be manufactured in quantity to a standard
design (1915).
• In order to reduce the inconvenience related to wooden, manually handled hatch boards, different types of
wooden hatch cover that could be handled with the ship’s cargo gear were developed (“slab” type [boards
joined together in a steel frame so forming a slab - 1924 —to be lifted with derricks and winches], hinged/
folding wooden hatch covers/slabs - 1922).
• Alternative types of steel hatch cover being designed. Name of MacGregor appearing on the scene (late
1920s)
• MacGregor announces horizontal rolling cover (fitted with eccentric wheels), not requiring tarpaulins to achieve
watertightness but fitted with a perimeter skirt which rested on packing placed on the coaming when closed.
Simple cross joint seals were also fitted and panels were secured with wedge headed cleats passing through
slots and locked in position with tapered pins. Pivoting covers were designed to allow vertical stowage in case
of limited stowage space at end of the coaming. First installed on board in 1929.
1929 Refining existing original designs (insulated covers, castellated/stepped coamings, industry becoming aware of
the advantages of easy opening/closing. New designs for steel hatches being published and patented.
1934 Introduction of patented folding type covers by Captain Mege. More sophisticated and reliable deck power
equipment becoming available resulting in a decrease of wholly manually operated hatch covers and, with it, a
more widespread use of wire-operated rolling and pivoting covers.
1938 Public debate about wood versus steel hatch covers and suggestions to allow for a reduction in freeboard for
vessels equipped with steel hatch covers.
1941 Installation of the prototype of the single-pull hatch covers (rolling pivoting covers, but without towing chains) by
MacGregor which, in their final design (with towing chains) were widely used on board ships.
> 1945 Wide variety of mechanical hatches being introduced/pioneered.
1949 MacGregor became the sole licensee for the construction of Mege folding-type covers.
1950 Invention of the Rolltite (roll-stowing) cover.
1950-2000 Further development of a wide variety of hatch cover types, differing from each other by category, panel design,
operation mode and sealing arrangements. By 1965, a large proportion of ships was already fitted with mechanically
operated hatch covers, requiring less personnel for opening and allowing easy and swift closing. The opening time
for a typical “wooden boards and beams hatch” was around one hour with 10 men, whereas a wire pull system
could be operated in approximately 10 to 15 minutes. Fully mechanical hatch covers could be opened in approximately
two minutes. Also, further development in order to reduce weardown ratios on coamings and packing rubbers by
introducing the bearing pad concept.
> 2000 From the above, it will be clear that hatch cover design invariably involves compromises between conflicting
requirements (strength, rules and regulations, operational, technical, economic and human factors). With the
high standard requirements of new trades and the development of new techniques, as well as increased safety
issues and operational requirements, it will be seen that hatch cover design will remain a constant matter of
research in the future

2 THE NAUTICAL INSTITUTE

the cargo holds via the hatch access equipm ent should issues determ ining the types of panel to be used are
be avoided at all times. W hen at sea, the design of the required strength and reinforcem ent issues, whether or
h a tc h co v e rs a n d th e ir se a lin g a n d se c u rin g not the panels should be suitable for the carriage of deck
arrangem ents must be such that they prevent the entry cargo, nesting requirem ents and available hatch cover
of seawater under any sea conditions. This requires stow age sp ace, c le a n in g re q u ire m e n ts , th e rm a l
careful consideration of a num ber of factors, such as properties, m aintenance capability, etc.
size of hatchway, flexibility com pared to rigidity, sealing-
capacity etc. Additionally, hatch covers have to be fitted O peration systems
with operating mechanisms that allow them to be closed As m entioned earlier, ships are built to transport
quickly in the case of rain when the ship is in port. goods by sea as a commercial activity and, therefore,
Furtherm ore, it is clear that loading items of cargo must be able to deliver the goods loaded as quickly as
through small hatch openings (especially when big or possible at the port of destination (time aspect) and in
awkwardly-shaped items are involved) requires m ore the same condition as they were loaded in (quality
time due to careful loading and m anoeuvring loads aspect). Port stays should also be reduced to a minimum.
through relatively small hatch openings than would be Looking into the time aspect in m ore detail, we sec
the case on board a ship with large hatch openings where th a t loss of tim e can be av o id ed p a rtly by the
the cargo can immediately be drop-stowed into position. perform ance of the ship during transit and correct
W ith regard to the size of hatch openings, it should decisions m ade by the sh ip ’s staff re g ard in g safe
be noted that previously, ships had relatively small navigation. However, one should not lose sight of the
hatchways and derived a considerable am ount of their fact that during stays in the loading and discharge port,
stren g th from decks. N ow adays, w ith hatchw ays precious time can be lost as a result of inappropriate,
b e c o m in g b ig g er, the d eck c o n trib u tio n to the inadequate or faulty cargo access equipment. Systems
longitudinal and torsional strength of the hull girder has that are not user-friendly or which require a lot of
declined and is lim ited to relatively small strips of personnel or time to prepare for sea (manually jacking
p assa g e w ays on th e p o rt a n d s ta rb o a rd side up of panels, extensive m anual cleating arrangements,
weatherdecks and cross deck strips. etc) or that easily b re ak dow n (failure of flexible
W hen considering m aking deck openings, from a hydraulic hoses) may adversely affect a ship’s turn round
structural point of view, it will be appreciated that any schedule as well.
opening in a ship's hull adversely affects the strength of Easy and swift and/or high speed operation of hatch
the hull girder, so that, in the design stage, a perfect covers (esp ecially d u rin g p ro lo n g e d p o rt stays)
balance has to be found between the weakening factor contributes to reducing time spent in port and therefore
created by m aking a specific opening of a required size allow for despatch, an additional voyage for a (long )
(hatchway) and the m axim um permissible size of the time charter or allowing the vessel to catch the tide in
opening with regard to the strength/rigidity of the hull the next port and start working cargo with an early shift.
girder. Records indicate that a ship with hatchways of Selecting the appropriate operating mechanism depends
up to 70% of the beam in width has approxim ately half on a num ber of criteria, such as the requirements of the
of the torsional rigidity of a similar ship with hatchways trade (e.g. the necessity for quick closing in case of rain),
which are only 40% of the ship’s beam. Loss in strength ship type (e.g. gearless ships/shore based handling of
has to be com pensated by using thicker plating and/or pontoons for container ships), num ber of crew available
using box-type girders, which, in their turn, m ay affect for hatch cover operation (including safety issues) and
building cost as well. Finally, hatch covers not only have available power for operating the hatch covers.
to cover up hatchways, keep water out and allow easy M e c h a n ic a lly o p e ra te d o p e n in g system s are
access to the cargo holds, but also discharge another generally opening at a speed of 10 m etres/m inute, so
im p o rtan t com m ercial function in that they m ust allowing most of the hatch covers to be opened/closed
contribute to m eeting the operational requirem ents of in one or two minutes. Although merely considered to
a specific trade. For example, the option to load deck be a nautical issue, one of these operational requirements
cargo on top of hatch cover panels, non-sequential also includes the trim. In this respect, it should be noted
opening/closing hatch cover pontoons, ...), which also that m ost operation/drive systems are able to operate
requires careful consideration at the design stage. Key under trim conditions of up to 2° by the stern.

HATCH COVER INSPECTIONS 3

 Chapter ONE

HATCH COVER TYPES, PANEL DESIGNS

AND OPERATING SYSTEMS
^International Convention on Load Lines 1996 A nnex 1, Reg.15)

1A Tarpaulin type hatch covers

Figure Types of tarpaulin hatch cover page

1A.01 Tarpaulin type hatch c o v e rs.......................................................................................................................... 5

1A.02 Steel hatch p o n to o n s....................................................................................................................................... 5

1A.03 Tarpaulins.......................................................................................................................................................... 5

1A.04 C le a ts..................................................................................................................................................................6

1A.05 _ Hatch b a tte n s..................................................................................................................................................6

1A.06 Wooden w edges............................................................................................................................................... 6

1A.07 Locking bars .....................................................................................................................................................7

4 THE NAUTICAL INSTITUTE

 Tarpaulin type hatch covers Frequently found defects

1A.01 Tarpaulin type hatch covers T arpaulin type hatch covers

International Convention on Load Lines 1966 Annex 1 - Reg. 15

Note:
• Tarpaulin type hatch covers cannot quickly be closed/
covered up in case of rain. Rain tents that are easy to
to operate, therefore, are rigged up in way of the
hatchw ay to allow quick closing in case rain is
experienced (not frequently seen anym ore).
• Rain tents missing (should be on board to allow easy
and quick covering of hatch openings in case of rain).
• Rain tents dam aged/torn, difficult to operate.

Hatchway covers o f which the steelpontoons (or wooden

hoards) are secured weathertight by tarpaulins,
battening devices (and nets).

1A.02 Steel hatch pontoons Steel hatch pontoons

• P ontoon top plating rusty, corroded, set down,

reduced in thickness, holed.
• Pontoons stiffening structure, deformed, corroded,
weakened, thinned down.
• Pontoons with sharp edges/protruding parts (risk of
damage to tarpaulins).
• Lifting points for pontoons dam aged, w eakened,
thinned down.
• In the case of wooden boards: boards splintered/
broken (wooden boards generally found on board
older ships. If w ooden boards are used, these are
generally laid on so-called “fore and afters” or on
transverse beams. Fore and afters or transverse beams
should be structurally sound and strong).
Steel pontoons are usedfor covering up the hatchway.
When preparing the ship for going to sea, the pontoons
are covered with two or preferably three tarpaulins.

1A.03 Tarpaulins Tarpaulins

• Tarpaulins insufficient in number. (Deep laden ships

should have three tarpaulins, whereas light laden ships
usually should have two. W hen m ore than two
tarpaulins are available the newest tarpaulin should
be placed underneath an older one to protect it against
contact with the locking bars).
• Tarpaulins torn/holed.
• No spare tarpaulins on board and no repair material
for tarpaulins on board.

Strong canvas used for covering the pontoons when

preparing the hatches for sea.

HATCH COVER INSPECTIONS 5

 Tarpaulin type hatch covers Frequently found defects

Cleats

• Cleats damaged, torn or cracked at base, deformed,

thinned down, corrosion wasted.
• Cleats broken, missing.

Steel restraints against which tough wooden wedges

are acting in order to press the hatch battens against
the tarpaulins and coaming upstand.

1A.05 Hatch battens H atch battens

• Hatch battens deformed, corroded, thinned down.

• Insufficient battens provided.
• No spare battens on board.
• Sharp/knife edged edges.

Flat steel bars, placed against the tarpaulins (after the

tarpaulins have been tucked in) and used to keep the
tarpaulins in place when at sea.

W ooden wedges

• Wooden wedges broken, splintered.

• No spare wedges on board.
• Wedges not properly driven home, loose.
• Wedges of softwood timber.

Triangular shaped pieces of hardwood, driven home

between the cleats and battens in order to press the
battens against the tarpaulins and coaming upstand.

6 THE NAUTICAL INSTITUTE

 Tarpaulin type hatch covers Frequently found defects

1A.07 Locking bars Locking bars

• Steel locking bars damaged, weakened, knife edged.

• Steel locking bars cutting into tarpaulins.
• Steel bars not properly secured.
• Equivalent means such as wire lashings should be
• ^ adequate and properly fitted without causing damage
to the tarpaulins.

Steel bars or other equivalent means (e.g. steel wire

lashings as shown on the picture), should be used to
secure each section of the hatchway covers after the
tarpaulins are battened down.

HATCH COVER INSPECTIONS 7

 Chapter ONE

HATCH COVER TYPES, PANEL DESIGNS

AND OPERATING SYSTEMS
(International Convention on Load Lines 1996 A nnex 1, Reg.16)

IB Steel hatch covers

Figure Types of steel hatch cover page

IB.01 Direct p u l l .........................................................................................................................................................9

IB.02 Folding...............................................................................................................................................................9

IB.03 Multi-folding - b a la n c e d ............................................................................................................................... 9

IB.04 Multi-folding “Foldlink” ................................................................................................................................10

IB.05 ~ Multi-folding “Foldtite” .................................................................................................................................10

IB.06 Piggy-back / lift and r o l l ...............................................................................................................................10

IB.07 R olltite............................................................................................................................................................. 11

IB.08 Side ro llin g ...................................................................................................................................................... 11

IB.09 Single p u ll........................................................................................................................................................ 11

IB. 10 Stacking co v e rs...............................................................................................................................................12

IB .11 Steel pontoon (lift-away type)...................................................................................................................... 12

IB .12 Water ballast hatch co v e rs........................................................................................................................... 12

8 THE NAUTICAL INSTITUTE

 Types of steel hatch cover Comm ents

IB.01 Direct pull D irect pull

• M ulti-folding type hatch cover in three sections

operated by the ship’s gear.
• W ire-operated (requires geared ships).
• Used in com bination with self-auto wedge cleating
system.
• Requires no stowage ramp.

1B.02 Folding Folding

• Single folding pair of hatch panels, operated by

hydraulic cylinders that are placed outside the end
coaming.
• Requires short horizontal stowage space only.
• Panels do not stow-up tight against each other to
ensure that panels will start rolling back to their
closed position w hen released from their tilted/
stowage position.

1B.03 Multi-folding - balanced M ulti-folding - balanced

• Multi-folding type of hatch cover (more than one

simple pair of hatch panels) whereby the panels fold
on the coaming but tip into stowage by m eans of
balancing rollers on a wheel ramp at the end of the
coaming.
• Five and seven panel sets are the most frequently seen
configuration.
• Reduced height of panels when in stowage and tight
block storage/stowage are advantages of the system.
• Partial opening is possible through the built-in facility
of quick-disconnect panel hinges.
• Can be operated by means of an endless or fixed chain
drive system or by a wire pull system (on geared ships).

HATCH COVER INSPECTIONS 9

 Types o f steel hatch cover Comm ents

1B.04 Multi-folding “Foldlink” M ulti-folding “Foldlink”

• More than one single pair of hatch panels fold within

one stowage space at the ends of the hatchway.
• First single pair of panels operated by external
cylinders, sec o n d /su b se q u en t pairs actuated by
hydraulically operated link m echanisms m ounted
within the interpanel void space.
• Usually used for four and six panel sets.

à.

1B.05 Multi-folding “Foldtite” M ulti-folding “Foldtite”

• More than one single pair of hatch panels fold within

one stowage space at the ends of the hatchway.
• First single pair of panels o perated by external
cylinders, se c o n d /su b se q u e n t p a ir actu ated by
external cylinder-operated bell crank arms.
• Usually used for three and four panel sets.
• Hydraulic mechanisms are located outboard of the
hatch coaming and are therefore isolated from the
■cargo spaces.

Piggy back / lift and roll

• Arrangem ent whereby a dumb panel is raised with

high lift cylinders, so allowing a motorised panel to
roll underneath to its carrier position. Both panels are
then m oved piggy back style towards their stowage
position.
• Can be chain/rack and pinion/traction operated.
• The dumb panel is the non-wheeled panel of a piggy­
back hatch cover arrangement.

10 THE NAUTICAL INSTITUTE

Types of steel hatch cover Comm ents

1B.07 Rolltite Rolltite

• H atch panels opening by rolling onto a pow ered

stowage drum positioned at the end of the hatch.
• Fitted with complete self-actuating cleating/uncleating
system (shoe-type cleats).
• Easy and simple to operate.
• O pening and closing fully automatic and controlled
by push buttons.

• H atch covers opening/stowing at the sides of the

hatch (“end rolling”: panels opening towards the end
of the hatchway).
• Hatch covers are lifted/raised to their rolling position
and rolled away (sideways or in forward/aft direction)
in order to open the hatch.
• Can be wire/chain/rack&pinion operated. Usually
found on bulk/O B O /com bination carriers because
they can be made oiltight. (OBO: two panels - O /O
and ore carriers: one panel)
• Stowage space limits size of hatchway.

Single pull

• Multi-panel type hatch cover whereby each panel

tips into vertical stowage at the hatch end.
• Different variations exist, such as Standard type (see
photo), M-Type and Pan-type.
• Fixed chain driven, endless chain driven or wire
operated.
• Time consuming for opening, closing and battening
dow n/securing for sea.

HATCH COVER INSPECTIONS 11

 Types of steel hatch cover Comm ents

1B.10 Stacking covers Stacking covers

• O ne hatch panel is being lifted with high-lift cylinders

to allow other hatch panels to be rolled underneath,
so allow ing p artial or com plete openin g of the
hatchway.
• F requently seen on sm aller type sh ip s/co asters
equipped with one box shaped hold.
• Hatch covers designed for being stacked (on board
or ashore) for opening the hatch.

1B.11 Steel pontoon (lift-away type) Steel pontoon (lift-away type)

• Single piece or multi-panel covers rem oved by the

ship’s gear, land-based cranes or container spreaders.
• C an be stowed on top of adjacent covers, landed
ashore or float onto the water (if box type).
• Usually found on board with dimensions of panels
matching dimensions of container stacks.
• Also seen on barge carriers, heavy lift ships, R o /R o -
Lo/Lo ships.

1B.12 Water ballast hatch covers W ater ballast hatch covers

• Hatch covers covering up ballast holds and designed

to withstand sloshing forces from ballast water carried
in a ship’s hold.
• Extra strengthened and provided with extra cleats
and battening bolts.

12 THE NAUTICAL INSTITUTE

 Chapter ONE

HATCH COVER TYPES, PANEL DESIGNS

AND OPERATING SYSTEMS

1C Panel designs
Figure Types of panel design page

1C.01 Box construction............................................................................................................................................ 14

1C.02 Double sk in ................................................................................................................................................... 14

1C.03 Flat topped co v e rs......................................................................................................................................... 14

1C.04 O pen beam construction..............................................................................................................................15

1C.05 Peak topped covers........................................................................................................................................15

1C.06 Single pull —pan ty p e ...................................................................................................................................15

1C.07 Single pull - standard ty p e .......................................................................................................................... 16

1C.08 O pen frame construction.............................................................................................................................16

HATCH COVER INSPECTIONS 13

 Types of panel design Comm ents

1C.01 Box construction Box construction

• The term “open" refers to the fact that the panel’s

stiffening structure is visible, which is not the case for
the “double skin” type covers.
• O pen frame construction with m ain beams of the
panel of a box construction.

1C.02 Double skin D ouble skin

• Frame or beam construction with closing plates at

underside of panel.
• Generally used to bridge large hatchways. Provide
similar strength to open frame construction panels.
Prevent built up of residues/cargo remnants on panel
stiffening structure and allow easy cleaning.
• Rust inhibitor is sometimes placed into the void space
in between the top plate and closing plate to reduce
the effect of internal corrosion.
• Bottom plate (thickness usually 4—5mm) contributes
to the overall strength of the hatch cover construction.

1C.03 Flat topped covers Flat to p p ed covers

Hatch panels of which the hatch top plating is flat.

Used when hatch covers are designed for the carriage
of deck cargoes/containers.

14 THE NAUTICAL INSTITUTE

 Types of panel design Comm ents

1C.04 Open beam construction O pen beam construction

• Hatch top plates supported/stiffened by multi girder/

web (beam) arrangement.
• Also referred to as ‘"single skin” or “open-w eb”
construction.

1C.05 Peak topped covers Peak to p p ed covers

• Hatch panels of which the hatch top plating is slightly

inclined and with a central ridge.
• Im proves shedding of water.
• Can be of double skin type, but with risk of build up
of explosive gases on com bination carriers.
• Top plating is typically 6—13mm thick, depending
on spacing of the panel stiffeners. Side and end plates
may be from 8—20m m thick.

1C.06 Single pull - pan type Single pull - p an type

• Cover panels are “pan-shaped” and have nesting

characteristics with consequent reduced stowage
space.
• The specific pan type shape also contributes to the
strength of these covers.

HATCH COVER INSPECTIONS 15

 Types of panel design Comm ents

IC.07 Single pull - standard type Single pull - standard type

• Set of single panels (of norm al multi-girder and/or

stiffener arrangement(beam or box type)), tipping into
vertical stowage at the hatch end.
• Can be of “balanced” type or “non-balanced” type.
B alanced type covers will tip into their vertical
stow age p o sitio n a u to m a tic a lly (p an els w ith
connecting chains). Non-balanced covers will need
an external force to push the panel into its vertical
stowage position.

(Single pull - M type covers consist o f flat topped type

covers with nesting characteristics when stowed, used where
both horizontal and vertical stowage space is restricted. This
design allows for a reduced amount of stowage space and
can tip into stowage on a shorter stowage ramp, panels
stowing in a slightly inclined position).

1C.08 Open frame construction O p en fram e construction

The term “open” refers to the fact that the panel’s

stiffening structure is visible, which is not the case
for the “double skin” type covers.
O pen frame construction is a construction whereby
the hatch top plating is supported by a wafer-type
fram e construction, with (visible) panel stiffeners
running in a forward/aft and athwartships direction.

16 THE NAUTICAL INSTITUTE

 Chapter ONE

HATCH COVER TYPES, PANEL DESIGNS

AND OPERATING SYSTEMS

ID Operating systems
Figure Types of o perating system page

ID .01 Bell crank a rm ................................................................................................................................................18

ID .02 Fixed chain d riv e ...........................................................................................................................................18

ID .03 Hydraulic hinged plates............................................................................................................................... 18

ID .04 Hydraulic jack (manual)............................................................................................................................... 19

ID .05 Hydraulic link m ech an ism ..........................................................................................................................19

ID.06 Hydraulic pot lifts (high lift)........................................................................................................................19

ID.07 Hydraulic pot lifts (low lift)......................................................................................................................... 20

ID.08 Leading p a i r ...................................................................................................................................................20

ID .09 L iftin g ............................................................................................................................................................. 20

1D .10 Long chain d riv e................................' ........................................................................................................ 21

ID .11 Rack and pinion (1) (stacking —piggyback type covers).......................................................................21

1D.12 Rack and pinion (2) (side/end rolling type covers)................................................................................ 21

ID .13 R a c k w ire .......................................................................................................................................................22

ID. 14 Rack-back h in g e ........................................................................................................................................... 22

ID. 15 Traction d riv e.................................................................................................................................................22

ID .16 Trailing p a ir....................................................................................................................................................23

ID. 17 Wire o p e ra te d ................................................................................................................................................23

ID .18 Spare p a r ts ..................................................................................................................................................... 23

ID .19 Emergency opening system ........................................................................................................................ 24

ID.01.D Description of defects and com m ents...................................................................................................... 25

- 1D.07.D

HATCH COVER INSPECTIONS 17

 Types of operating system Frequently found defects

1D.01 Bell crank arm Bell crank arm

Rollers on side of trailing panel set frozen or wobbling

when operated.
Fractures in way of connection of rollers of trailing
panel with hatch panel side plating.
Cracks in way of connection of actuating cylinder with
bell crank.
Cracks in way of connection of bell crack hinge
assembly with coaming structure.
Bell crack arm deformed, corroded.
Hydraulic system from actuating cylinder leaking oil.
E xcessive clearan ce in way of hin g e bearin g s,
connecting pins.

Hydraulically operated lever (bell crank) which actuates

any additional panels additio7ial to the leading pair of
a multi-folding (Foldtite) hatch cover design.
&

1D.02 Fixed chain drive Fixed chain drive

• R em o v ab le co v er of m o to r h o u sin g dam ag ed ,
corroded, not watertight.
• Electric power cable dam aged (electric power supply
system not safe).
• C hain w heels/gypsies w orn out (wheels slipping
during operation).
• Fixed chain rusty, corroded, stretched/worn out/slack.
• Gipsy wheel assembly in poor condition (corroded,
lacking grease).
• Leading panel not moving properly (crabbing along
coaming) during opening/closing.
System whereby an electrical motor is built in to the
leading panel o f a hatch cover set (electrical motor at
both sides o f leading hatch panel) and is used to drive
chain wheels (one drive gipsy and two idling gypsies)
which are permanently engaged on a fixed chain along
the coaming. (Mainly usedfor single pull hatch covers
and piggy back hatch, covers).

1D.03 Hydraulic hinged plates H ydraulic hinged plates

Hydraulic leaks from actuating system noted.

H inged plates jam m ed, not reaching the required
level/not properly adjusted.
Deformation of hinged plates.
Excessive clearance in way of connecting points of
hinged plate pins.
Sliding bar jam m ed, deform ed, corroded/thinned
down.
Cracks of coaming table structure, especially in way
of connecting welds with coaming table and hinged
plate pin fitting.

Steel hinged plate, located on the coaming and under the

panel wheel and connected to a sliding bar. When actuated,
the sliding par pushes the hinged plate against the panel
wheel which will lift the panel upwards to the rolling
position. (Can be used with a totally automatic combined
lifting and locking system).

18 THE NAUTICAL INSTITUTE

 Types of operating system Frequently found defects

1D.04 Hydraulic jack (manual) H ydraulic jack (manual)

Jacking blocks on hatch panel side plating damaged,

weakened, deformed, cracked.
Jack leaking oil.
Lifting jack or decompression switch jam m ed.

Manually operated hydraulic jack used on single pull

hatch covers to raise thepanels into their rollingposition
and allow turning o f the eccentric wheel.

H ydraulic link m echanism

• Hinges/pins worn out (excessive clearance).

• Hydraulic system leaking oil.
• Hinge/link assembly showing evidence of corrosion/
thinning down.
• Hydraulic actuating system not operating properly/
out of order.

Hydraulic actuation system mounted within the crossjoints

of a multi-folding type hatch cover (“foldlink’jand used
for operation of the second and subsequent pairs of hatch
covers.

1D.06 Hydraulic pot lifts (high lift) H ydraulic p o t lifts (high lift)

• Hydraulic leaks from jacking system.

• Liftingjacks jammed, not reaching the required level/
not properly adjusted/synchronised.
• Cracks in way of coaming table structure, connecting
welds with coaming table.
• Cracks in way of (dumb-panel) lifting blocks.

Hydraulically operatedjack which raises a dumb panel

allowing the motorised panel to roll underneath to its
carrier position (high lift).

HATCH COVER INSPECTIONS 19

 Types o f operating system Frequently found defects

H ydraulic p o t lifts (low lift)

• Hydraulic leaks from jacking system.

• Liftingjacks jam m ed, not reaching the required level/
not properly adjusted.
• Weardown of lifting plate.
• Cracks in way of coaming table structure, connecting
welds with coaming table.

Hydraulically operated jack which lifts a panel up to

the rolling position (low-lift).

1D.08 Leading pair L eading p air

• see also ID.16

The first pair o f hatches o f a multi-folding hatch cover

design.

1D.09 Lifting Lifting

• (Advice: Prior to lifting it should be ensured that all

securing devices have been removed.)

(a vocabulary issue only)

The action o f raising panel covers into their rolling

position hy means oflow-lift hydraulic pot-lifts, wheel
lifts or hinged plates (automatic lifting) or by means of
jacks and eccentric wheels (manual lifting). In the case
o f piggy-back type covers, the dumb panel is raised by
synchronised high-lift cylinders allowing the motorised
panel to roll underneath.

20 THE NAUTICAL INSTITUTE

 Types of operating system Frequently found defects

ID.10 Long chain drive Long chain drive

• Electric motor: electrical supply system not safe

(naked/dam aged wires).
• H y d rau lic m otor: leaks from m o to r/asso ciated
hydraulic piping.
• C hain w heels/gypsies w orn out (wheels slipping
during operation).
• Gipsy wheel assembly in poor condition (corroded,
lacking grease).
• Endless chain rusty, corroded, worn out/stretched/
slack.
• Chain guiding channels corroded, deformed, missing.
• Leading panel not moving properly (crabbing along
System whereby an endless chain runs along the fu ll
length o f the coaming. Chains are connected to the coaming) during opening/closing.
leaflingpanel and driven by electric or hydraulic motors • Damage in way of leading panel and endless chain
generally situated at the mid length o f the transverse connection.
end coaming. (Mainly usedfor balanced multi-folding
hatch covers, piggy back hatch covers).

ID.11 Rack and pinion (1) Rack and pinion (1)

(stacking - piggyback type covers)

• H ydraulic m otor: leaks from m o to r/asso ciated

hydraulic piping.
• Excessive clearance between pinion/sprocket wheel
and rack.
• Pinions and/or toothed rack dam aged (deformed,
cracked, thinned down/weakened).
• Excessive clearance in way of sprocket wheel axle.

Propelling system based on a pinion or sprocket wheel (A),

connected to a slow speed hydraulic motor, which engages
in a toothed rack (B) or on the coaming. (Allows
continuous and smooth operation).

Rack and pinion (2)

(side/end rolling type covers)

• H ydraulic m otor: leaks from m o to r/asso ciated

hydraulic piping.
• Excessive clearance between pinion/sprocket wheel
and rack.
• Pinions and/or toothed rack dam aged (deformed,
cracked, thinned down/weakened).
• Excessive clearance in way of sprocket wheel axle.

Propelling system, based on o pinion or sprocket wheel (A),

connected to a slow speed hydraulic motor, which engages
in a toothed rack (B) located under the cover. (Allows
continuous and smooth operation).

HATCH COVER INSPECTIONS 21

 Types of operating system Frequently found defects

1D.13 Rack wire ID.13 Rack wire

C o n n e c tio n p o in ts for w ire system d am ag e d ,

corroded, weakened.
W ire stre tc h e d /sla c k (panels not o p en in g in a
synchronised manner).
W ire not properly lubricated, dam aged (strands
(a vocabulary issue only) broken), rusty, kinked.
M oving parts for wire system frozen/jam m ed.

System whereby one panel is opened through a rack and

pinion system and the other panel by a wire led from
the driven panel (see Rack and Pinion).

1D.14 Rack-back hinge Rack-back hinge

• Excessive clearance in way of rack-back hinge slot.

• Rack-back hinge structure corroded/thinned down.
• R ack-back hinge structure showing deform ation,
cracks, fractures.

Slotted hinge on external cylinder pedestal which allows

the panel to lift and slide simultaneously during the
operation. Mainly used in combination with self-auto
wedge cleating system.

1D.15 Traction drive Traction drive

Motor com partm ent not watertight.

Weardown of wheels (reduced diameter).
Wheels wobbling during operation.

Driving system is integrated within the motorisedpanel

structure (in a watertight compartment). Each
motorised panel has two or four drives controlled
simultaneously from a control box. (Used for moving
very heavy piggy-back type hatch covers).

22 THE NAUTICAL INSTITUTE

 Types of operating system Frequently found defects

1D.16 Trailing pair Trailing p air

Second and subsequent pairs of panels ofa multi-folding

type hatch cover.

1D.17 Wire operated W ire o p erated

Hauling eyeplate corroded/weakened/thinned down.

Connecting shackle for backhaul wire deform ed/
damaged.
Backhaul wire (wire, eye) in poor condition/damaged
(rusty, kinked, broken strands).
H in g e d sh eav e c o n n e c tio n p o in ts c o r ro d e d /
weakened.
Sheave frozen/not moving freely.
Cracks in way of hauling eyeplate-to-panel weld.

Opening method whereby a wire pendant/backhaul

wire/bull wire is connected to a hauling eyeplate fitted
on thefurthest edge o f the leading panel, passed through
a hinged sheave and connected to the ship's gear or
winch. (Mainly usedfor single pull or direct pull types,
but also used for side/end rolling type hatch covers. In
the case o f ungeared ships, the wire is wound on a drum
end o f a deck winch wire drum).

1D.18 Spare parts Spare parts

Insufficient or no spare material onboard.

Non-original spare parts on board (only).
Spare parts not properly secured.
Spare parts not well preserved.

Set o f extra equipment supplied on board to allow

renewal or replacement o f a defective part, either as
part o f normal routine maintenance or in the case of
damage. Critical parts such as bearings, wheels, cleats
and seals should preferably be supplied by the hatch
patentee.

HATCH COVER INSPECTIONS 23

 Types of operating system Frequently found defects

Em ergency opening system

Emergency operating equipm ent missing, not readily

available, not well preserved.
• Pendant rusty, kinked, strands of pennant wire broken.
• C o n n e c tin g lu g /sh a c k le s c o rro d e d , ja m m e d ,
deformed.
• Connecting lug/shackles thinned down/weakened.
• Sheaves, blocks for operating pendant wire in poor
condition/state of maintenance (frozen, corroded, etc).
• Instructions for em ergency operation missing.

pendant is attached to a Lug on the covers close to the crossjoint

and hauled away by a crane or derrick to raise the covers. Specific

failure o f the original system.

24 THE NAUTICAL INSTITUTE

 D escription of defects and com m ents

1D.01.D
Excessive w ear on gypsy of a fixed chain driven
opening/closing system

Comments:
• Can be the result of excessive wear/wastage/ageing.
• Can be enhanced if the panel wheels are frozen (due
to excessive force on the gipsy).
• Panels will not close properly and may be “crabbing”
over the coaming during the opening/closing process.
• It is recom m ended to change the gipsy and driving
chain simultaneously.

1D.02.D
Towing chains sagging, n ot p roperly adjusted

Comments:
• Links of the chains may show excessive wear.
• Hatch cover link pin bushes may be worn out or out
of adjustment.
• Towing chains should be adjusted in pairs.
• Towing chains should not be twisted for adjustment
purposes.
• Adjustment possible with short or long links, use of
shackles or bulldog grips should be avoided.
• Strength of chain m ay be im paired due to weardown.

1D.03.D
High lift cylinder (for raising dum b-panel of piggy­
back type hatch covers) jam m e d /n o t functioning
properly

Comments:
• Due to this problem difficulties were encountered in
raising the dum b-panel into the desired position to
allow the m otorised panel to roll underneath to its
carrier position.
• Damage might be due to a physical defect or improper
synchronisation of the cylinders due to a defect of the
flow distribution control valves.

HATCH COVER INSPECTIONS 25

 Description o f defects and com m ents

1D.04.D
D -rings of b u lld o g g rip s used for ad ju stin g a
stretched tow ing chain

Comments:
• Excessive slackness in towing chains is generally the
result of weardown in way of the contact area of the
chain links and/or link plates.
• Sagging in the chain should be checked with
manufacturers’ specifications.
• Use of D-rings (or any other makeshift repair) or
twisting of towing chains for adjusting purposes
should be avoided.
• Towing chains should always be adjusted in pairs by
adding or removing links.

1D.05.D
C o n n e c tin g stu d b e tw e e n two h in g e d p la te s
betw een folding pairs of a m ulti-folding type hatch
cover cracked a t one side

Comments:
• Hinge structure is weakened as a result of the crack
which m ay result in failure of the hinge during
operation.
• Failure of the hinge will cause uncontrolled closing
of the panel (panel will come down by gravity) with
possible derailing and severe structural damage of
the panel as a result.
• Uncontrolled closing also constitutes a safety hazard.

1D.06.D
Link plate for tow ing chain on balancing roller
showing w ear dam age in way of shackle assem bly
contact area

Comments:
• W eardow n on the link plate and tow ing chain
shackles and/or links will cause excessive slackness
in the towing chains and will result in im proper
closing/positioning of the panels.

26 THE NAUTICAL INSTITUTE

 D escription of defects and com m ents

1D.07.D
Single pull p an el not retu rn in g to the required
jlll closing position during the act of covering up the
hatch

Comments:
• Typical situation of im proper closing caused by
w e a rd o w n o f o p e n in g /c lo s in g e q u ip m e n t.
Connecting snug (A) not nested in the guide plate
(B) of the junction piece assembly.
• If a panel does not fall into its required nesting
position, dam age to the com pression bar of the
adjacent panel m ay be caused.

w Ê ^ ^ m tk m ■^ÊÊÊBÊÈkêêÊbsBËIËê #

HATCH COVER INSPECTIONS 27

 Chapter TWO

HATCH PANEL AND HATCH COAMING PARTS

Introduction located a quarter of the ships’ length from the forward
A fter having identified the category, design, panel perpendicular.
type and o p eratin g m echanism of a hatch cover, Position 2:
ancillary parts of hatch covers, their closing and securing Upon exposed superstructure decks situated abaft a quarter
appliances will have to be included in the checklist in of the ship’s length from the forward perpendicular.
the planning stage of the survey to allow for further in- Furtherm ore, Annex I - C hapter II - Regulation 15
depth inspection. of the International C onvention on Load Lines 1966
In this context, it will be appreciated that one piece deals with the requirem ents for Hatchways closed by
of equipm ent alone will norm ally not provide full Portable Covers and secured Weathertight by Tarpaulins and
weathertight integrity. Many of the parts found on hatch Battening Devices, whereas Regulation 16 sets forth the
covers and coamings are especially fitted to achieve specifications for Hatchways closed by Weathertight Covers
weathertightness on a ship in service and generally it of Steel or other equivalent material fitted with Gaskets and
will be the com bined action of these different parts that Clamping Devices.
will allow hatch covers to rem ain weathertight whilst The above regulations 15 and 16 clearly specify the
the ship is in a seaway. All these parts, whether they requirem ents for hatch cover and coam ing strength,
contribute to com pression, securing, positioning of coaming height and weathertight sealing. For these three
panels, etc.»play a crucial role in com pensating for the subjects some extra explanation is given below.
different types of hull m ovem ent and deformation when
the ship is at sea. Hence the im portance of being able H atch coam ing and p an el strength
to identify each and every com ponent part of a hatch S tre n g th re q u ire m e n ts for c o a m in g s (The
cover, its function and possible defects or failures. International Convention on Load Lines 1966 states that
Most of these com ponent and com plem entary parts coamings, if fitted, shall be of substantial strength) and
will be found on the hatch coaming or on the hatch
panels are the direct result of the fact that it was
panels and, therefore, most of these parts have been
identified, through study and case history, that both
listed in this chapter, each under a separate heading. It
coam ings and panels are subject to high loads and
will be seen that this chapter has been further divided
stresses when a ship is in service, this being the reason
into two sections, i.e. ‘hatch panel parts’ and ‘hatch
for the International Convention on Load Lines 1966
coaming parts’ and the function of all the parts likely to
to provide guidance about materials to be used and issue
be found on the panels and coaming as well as the most
requirem ents about stresses and deformations.
frequently found defects are explained in this chapter
As m en tio n e d in the p rev io u s c h a p te r, h atch
in general terms. However, in a num ber of cases, some
openings have an im m ediate (adverse) effect on the
of the items or parts concerned will need m ore specific
deck’s contribution to the longitudinal and torsional
explanation because of their diversity and specific
strength of the hull girder so that com pensation by
function or because different designs are currently
means of thickened plating or an increase in stiffened
available on the market. In such cases, these items are
dealt with separately in one of the other chapters of this structures (e.g. bo x -ty p e girders) will have to be
book (seals, b earing pads, securing devices, drain considered.
systems, etc). F urtherm ore, it is clear that stresses caused by
Working out a detailed list of parts and fittings found deform ations/torsion can be im portant and might lead
on a specific type of hatch cover design ensures that to significant structural damage to the coaming and/or
d u rin g the ex ecu tio n of the survey no item s are hatch cover panels. For this reason and both from a
overlooked. This is important, as incomplete inspections strength and operational point of view (e.g. construction
and reports may reflect badly on the inspector and and weight of the covers com pared with power of the
seriously affect the outcome of legal proceedings. operating equipm ent to be installed) the type of steel to
W hen talking about hatch coamings and panels, it be used for the m anufacturing of the hatch covers has
m ay be w o rth w hile to refer to the In te rn a tio n a l to be considered carefully in the design stage.
C onvention on Load Lines 1966 which lays down In shipbuilding and depending on the intended use,
specific requirem ents for these items. the following types of steel are frequently used:
Regarding the position of hatchways, doors and • G ra d e A is n o rm al m ild steel u sed for m ost
ventilators it should be noted that, under Annex 1 of shipbuilding purposes.
C hapter II (Conditions of assignment of Freeboard) - • G rade D is no tch -to u g h steel w ith a chem ical
Reg. 13 of the International Convention on Load Lines composition largely chosen by the steel manufacturer.
1966, the positioning of hatchways (and also doorways • G ra d e E steel is also n o tc h -to u g h b u t w ith
and ventilators) is defined as follows: composition strictly controlled. (D and E grades of
Position 1: steel are specified for coaming bars (coaming tables)
Upon exposedfreeboard and raised quarter decks, and upon on refrigerated ships where low tem perature brittle
exposed superstructure decks situated forward of a point fracture must be prevented and avoided. As these

28 THE NAUTICAL INSTITUTE

 steels have low corrosion resistance, special coatings and keep them in their required position under all
(epoxies) are often used on the underside of hatch operational conditions of the ship, so-called “locators”
covers w h ere sw eating can cause ac c e le ra te d are fitted. These locators should be positioned in such a
corrosion.) way that the relative positioning of the panels allows
• High Tensile Steels (HTS) (which are m ore stress for the desired compression of packing rubbers between
resistant than the norm al mild steels) might result in each of the panel sections to be achieved. In m any cases
weight savings. However, apart from stress, other (e.g. on multi-folding and single folding covers) we see
factors such as deflection, m inim um thickness, a com bination of longitudinal locators on both sides
construction aspects and m aintenance should be together with one transversal locator (stopper) being
considered as well. In a num ber of cases, where fixed at one side only. In case only small relative
weight might be a factor of concern, the combination movements are to be expected on a specific type of ship,
of HTS and mild steel might be sufficient to reduce transversal stoppers might be positioned at both sides.
the weight to m ore acceptable levels so that less Due to m ovem ent and continuous friction, the wear
powerful operating equipm ent can be installed or to aspect of locators should be considered and checked as
keep the w eight of (pontoon) covers below the well.
maxim um lifting capacity of ship/shore cranes. In order to have an idea of the im portance of these
According to the International Convention on Load deformations, the effect of hatchway coaming deflections
Lines 1966, materials other than steel can be used, on likely to be expected on ships in service have been listed
condition that both strength and stiffness of the covers below:
will be equivalent to those of mild steel to the satisfaction • Longitudinal deformations (as a result of hogging and
of the administration (e.g. alum inium structures allow sagging) may be as much as seven to eight millimetres
for a considerable reduction in weight (55-60% lighter at each end. Longitudinal deformations also give rise
than mild steel), but they are not so strong as steel. Also, to transversal deformations, though to a lesser extent.
the processing of aluminium requires special equipment • Transversal deformations are the result of changes in
and skills. A nother drawback of using alum inium is a vessel’s draft and hogging and sagging. Increasing
generally the cost. Aluminium covers are frequently seen draft increases pressure on the sides in the higher
on b o a rd in la n d w aterw ay craft w here stren g th re g io n s of th e s h ip ’s h u ll, w h ich can cause
requirem ents for covers are less im portant and where deformation of the coamings. The presence of heavy
crew restrictions require easy handling of the covers by density cargo in the holds of bulk carriers may result
one or two persons. These alum inium covers, merely in deformations as well. Deformations caused by this
used for covering/protecting cargo in the holds from type of stresses can be as much as 15-25mm. The
rain, are found in the form of loose/single boards that importance of transversal deformations is illustrated
have to be lifted m anually or with small gantry-like in the following example.
cranes, or as telescopic covers that roll along the A small cargo ship, on her maiden voyage, had left the ship
coaming table). yard in order to load, a cargo of 7,000 M T of hot rolled steel
coils in a nearby port, destined for discharge at a port in the
Coam ing height Eastern Mediterranean. The ship was fitted with stacking
The International C onvention on Load Lines 1966 pontoon type hatch covers that were lifted by the ship’s travelling
clearly defines the height of hatch coamings relative to crane. In the loading port, hatch covers were opened and
their position (position 1 or 2). Furtherm ore, it should pontoons were stacked at the forward and after end of the
be noted that, from a practical point of view, the coaming hatch way. When all cargo was loaded, the master ordered the
height will, in m any cases, be determ ined by the type ship to be prepared for sea and hatch covers were dosed. Soon
of hatch cover system to be fitted (e.g. available space it became clear that the hatch could not be closed anymore
req u ired for p iv o tin g p an els to tip into stow age, because the locator pins on the pontoons were resting on the
commercial reasons (extra space for cargo) etc). coaming table and not fitting into the dedicated openings in
the coaming table anymore. In order to allow closing of the
W eathertight integrity hatch, the locators had to be adjusted with aflame torch until
Hatch cover panels should be considered as fittings they fitted in the coaming openings again. This operation was
that are placed on top of a hatch coaming. U nder the time consuming as many of the panels needed to be adjusted
influence of movements and stresses, relative m ovement and eventually, a fu ll day was lost before the hatch could be
between hatch panels and coaming will occur. Hatch covered up. Although weather was fine at the time, one can
cover patentees consider these relative m ovem ents at easily imagine the consequences i f the ship had been loaded
the design stage and make efforts to limit the effect of with water susceptible cargo and i f rain had been experienced.
stresses and deform ations on the hatch panels and Thefact that the covers could not be closed would have allowed
coaming. rainwater to gain access to the cargo in the hold via the
It will be evident that many forces act on the ship, uncovered hatchways, with a claim for wetting damage as a
hatch coaming and hatch cover panels when the ship is at result. Definitely, this was not the start one would expectfrom
sea. Nevertheless, hatch cover arrangements should be a newly built vessel.
such that the panels do not take up forces from the hull. • Torsional deformations are the result of a combination
In order to avoid panels taking up hull forces and to of n o n -sy m m etrical lo ad in g of the vessel and
guide panels during their operation (opening/closing) hydrodynamic forces when the ship heads diagonally

HATCH COVER INSPECTIONS 29

 into the waves. Deformations as a result of this fact out over the hatch panels, tucked in and secured with
can cause significant racking. D istortions of the battens and wedges.
midships hatchway diagonal up to 30mm have been O n more m odern vessels, hatchways are closed by
m easured in certain cases. means of steel hatch cover panels that are fitted with
Although efforts are m ade to ensure that structural gaskets and securing devices. The resilience of the gaskets
deformations are kept to a minimum, it will be clear that are used to achieve weathertight sealing allows them
that deformations do occur and although those caused to compensate for movements and deflections likely to
during loading or by navigating in a seaway m ay not be en c o u n te re d by a ship in service. T h erefo re,
be perm anent they might be sufficient to allow water to knowledge about possible deformations and the relative
infiltrate (and, with im proper design, m ay cause parts movements between hatch covers and coaming is of
of the hatch covers and coaming to fracture). Hence param ount im portance w hen deciding on the m ost
the need for developing systems that ensure that these suitable type of packing rubbers (as well as cleating
deformations can be properly com pensated for in order systems, locator and bearing pad systems) to be fitted on
to preclude water ingress. a specific ship (e.g. in case important movements between
O n tarpaulin type hatch covers, weathertightness is panels and coaming are likely to be expected, wide
achieved by using w aterproof tarpaulins that are spread rectangular or Cat-type (also called sliding C-type )
gaskets and resilient cleats can be fitted (see chapter 3)).

30 THE NAUTICAL INSTITUTE

 Chapter TWO

HATCH PANEL AND HATCH COAMING PARTS

2A Hatch panel parts

Figure Types of hatch p an el p a rt page

2A.01 Balancing ro llers...........................................................................................................................................32

2A.02 Bearing p ad s.................................................................................................................................................. 32

2A.03 Cross joint compression b a r .......................................................................................................................33

2A.04 Eccentric w heel............................................................................................................................................. 33

2A.05 Hatch cover end p la tin g ............................................................................................................................. 33

2A.06 Hatch cover side p latin g ............................................................................................................................. 34

2A.07 Hatch top platin g .......................................................................................................................................... 34

2A.08 Hatch underside plating.............................................................................................................................. 34

2A.09 Hauling eyeplate........................................................................................................................................... 35

2A.10 Interpanel void sp ace...................................................................................................................................35

2A.11 Junction piece ............................................................................................................................................. 35

2A. 12 Lifting points / lu g s ......................................................................................................................................36

2A.13 Locators (pins)............................................................................................................................................... 36

2 A. 14 Packing ru b b e r...............................................................................................................................................37

2A. 15 Panel w heels...................................................................................................................................................37

2A.16 Quick acting cleat snugs .................................................................................................................t.........37

2A. 17 Retaining channel......................................................................................................................................... 38

2A.18 Stowage arm /ro d s......................................................................................................................................... 38

2A.19 Stowage h o o k /latch ......................................................................................................................................38

2A.20 Stub a x le ......................................................................................................................................................... 39

2A.21 Towing c h a in s................................................................................................................................................39

2A.22 W heel box c o v e r.......................................................................................................................................... 39

2A.01.D Description of defects and com m ents...................................................................................................... 40

- 2A.20.D

HATCH COVER INSPECTIONS 31

 Types of hatch p anel part Frequently found defects

Balancing rollers

• Stub axle dam aged/broken.

• Rollers jam m ed/not moving freely
• Rollers wobbling when operated
• Clearance in way of axles and bearings.
• Cracks in way of connection of balancing roller
supports with panel side plating.
• Running surface of rollers worn out, grooved.
• Flanges of rollers damaged.

Rollers fitted at the sides o f a cover panel to allow the

panel to tip into stowage at the hatch end.

B earing pads

• M ating surface/contact area of landing pad rusty,

corroded, rough.
• Evidence of w ear-dow n on bearing pad an d /o r
mating surface.
• Note: in case of new generation bearing pads: bearing
pad lining surface damaged, worn, abraded.
• Bearing pads missing.
• Bearing pad surface w orn/abraded/dam aged.
• Cracks in way of pads, hatch cover side plating or
coaming structure.
Bearing pads consist of a stiffened support device, fitted
on the hatch panel side plate and a corresponding pad on
the reinforced coaming. The bearing pads are placed at a
regular distance on the hatch coaming table, allowing the
hatch cover panels to land on the blocks/pads. Sometimes
also called support pads, chocks, resting- or landing pads.
Mating devices with a mating surface are fitted to the
bearing pad’s counterpart. Bearing pads transmit the
vertical load from hatch covers into the coaming
structure. They retain the covers in the correct sealing
position and allow relative movement between covers
and coaming by hull flexing in a seaway. This system
allows the desired compression to be regulated but avoids
steel to steel contact between the side plating and
coaming table (which often results in fretting damage).
Different types o f pads are on the market, each meeting
specific needs and requirements. The main characteristics
and qualities o f bearing pads are:
• Low risk o f damage.
• Predictable wear-down rate.
• Smooth and silent sliding action.
• Good load-bearing capacity.
• No effect on mating surface.
• Good abrasion resistance.
• Minimal wear-down.
• Constant sliding properties throughout their lifetime.
• Easy replacement/retrofit.

32 THE NAUTICAL INSTITUTE

 Types of hatch p anel part Frequently found defects

2A.03 Cross joint compression bar Cross jo in t com pression b ar

Cross joint compression bar wavy.

Sealing surface of compression bar rough, uneven
through scale/metal wastage.
Sealing surface of compression bar thinned dow n/
knife edged through corrosion.
Cross joint com pression bar dam aged (deformed,
indents, cuts, notches).
R ein fo rcin g /stiffen in g brackets bent, dam aged,
corroded, missing, worn out.
Steel to steel contact bearing plates grooved/worn out.

Athwartships fitted ordinary or stainless steel bar of

one hatch panel which acts on the cross joint packing
rubber o f an adjoining hatch panel when two adjacent
panels are being closed and which, by doing so, provides
a weathertight joint.

2A.04 Eccentric wheel Eccentric w heel

• Wheel jam m ed/not moving freely.

• W heel wobbling when operated.
• Clearance in way of axles and bearings.
• Cracks in way of connection of wheel support/brackets
with panel side plating.
• W heel diam eter reduced as a result from advanced
weardown.
• Locking pin of eccentric wheel missing.
• Lanyard of locking pin missing.

Wheel on singlepull-type hatch covers o f which the axle

can be adjusted by eccentric rotation which allows the
panel to be lifted/lowered. (Requiresjacking of the panel
prior to rotation).

H atch cover end plating

• Not properly painted, coating breakdown with flaking

paint.
• Plating rusty with scale, pitting (m inor/m oderate/
heavy, local/scattered/ general).
• Plating corroded, thinned down, holed.
• Plating deformed (buckled, set in, bulging).
• Lower edge of plating damaged (dented/bent).
• Lower edge of plating partly corroded away, knife
edged.
• Lower edge of plating showing wear in way of bearing/
landing/resting pads on coaming.
• Im proper repairs (repairs with doublers, spot welds,
overpainted canvas, ram nek tape...).
Fore and aft vertical transversal plating of the hatch Recommendation:
cover panel. The space between the forward end o f one Especially check hidden areas/areas that are difficult to
panel and the after end of another panel is called the maintain (such as the end plating in way o f the interpanel
interpanel void space. void spaces).

HATCH COVER INSPECTIONS 33

 Types o f hatch p anel part Frequently found defects

2A.06 Hatch cover side plating H atch cover side plating

• Not properly painted, coating breakdown with flaking

paint.
• Plating rusty with scale, pitting (m inor/m oderate/
heavy, local/scattered/general).
• Plating corroded, thinned down, holed.
• Plating deformed (buckled, set in, bulging).
• Lower edge of plating dam aged (dented/bent).
• Lower edge of plating partly corroded away, knife edged.
• Lower edge of plating showing wear in way of bearing/
landing/resting pads on coaming.
• Im proper repairs (repairs with doublers, spot welds,
overpainted canvas, ram nek tape, etc.).

Recommendation:
Especially check hidden areas/areas that are difficult to
Verticalplating forming the side/outer edge of the hatch maintain (such as plating behind panel wheels,..... ).
panel. Sometimes also referred to as skirting plate.

2A.07 Hatch top plating H atch top plating

Not properly painted, coating breaking down with

flaking paint.
Plating rusty with scale, pitting (m inor/m oderate/
heavy, local/scattered, general).
Plating corroded, thinned down, holed.
Plating deformed (buckled, set down, bulging).
Difference in height between top plating of adjoining
panels.
Evidence of fanning (diverging cross joints).
Evidence of previous use of marine sealing tape.
Panel edges in way of cross joints corroded/shark
toothed.
C orrosion in way of D -ring connecting saddles
(especially check space underneath/inside connecting
saddles) or underneath cross joint wedge cleats.
Steel plating forming the upper part o f a hatch cover Im proper repairs (repairs with doublers, spot welds,
panel. overpainted canvas, ram nek tape, etc.).

2A.08 Hatch underside plating H atch underside plating

• Panel structure/plating not properly painted, panel

structure/plating showing coating breakdown with
flaking paint.
• Plating/structure rusty with scale, pitting (m inor/
m oderate/heavy, local/scattered/ general).
• Plating corroded/thinned down/holed.
• Supporting structure corroded, deformed, damaged,
cracked.
• Flaking paint, loose rust or presence of previous cargo
m ay result in cargo holds being rejected during
cleanliness inspections.

Opposite side o f the hatch top plating.

(Can be o f open beam/frame construction, double skin
or box construction).

34 THE NAUTICAL INSTITUTE

 Types of hatch panel part Frequently found defects

2A.09 Hauling eyeplate H auling eyeplate

• Eyeplate deformed, w eakened/thinned down.

• Eyeplate cracked in way of connecting weld with hatch
panel.

Eyeplatefitted on thefurthest edge o f the leadingpanel,

used to attach the wire pendant/backhaul wire for
opening/closing the hatch cover panels.

2A.10 Interpanel void space In terp an el void space

• Face plating not properly painted, coating breakdown

with flaking paint.
• Interpanel void space rusty with scale, pitting (minor/
m oderate/heavy, local/scattered/ general).
• Face plating corroded, thinned down, holed.
• Face plating deformed (set down, bulging,....).
• Im proper repairs (holes spot welded, patched with
ram nek/ doublers,...).

Note:
There are certain cover types where the interpanel void space
may be covered/overlapped by the hatch panel top plating which
makes a detailed inspection difficult or impossible when the
Space between the face plates o f two adjoining hatch
panel is in the closed condition. The interpanel void spaces should
cover panels. (Space that has to be filled with water
then be inspected when panels are in stowed/tilted position.
during a hose-test).

Junction piece

• Guide plate showing cracks, excessive wear down.

• Guide plate partly/com pletely missing, deformed.
• Connecting snug deformed, corroded/thinned down,
cracked, partly/com pletely missing.
• Excessive clearance between connecting snugs and
guide plate when in engaged condition (risk of improper
nesting of panel during closing).

Device consisting o f an L-type guide plate (A) and

connecting snug (B) fitted in way of panel intersections
and allowing proper positioning o f adjoining panels.

HATCH COVER INSPECTIONS 35

 Types of hatch panel part Frequently found defects

2A.12 Lifting points / lugs Lifting points / lugs

• Lifting points dam aged/deform ed.

• Lifting points w eak en e d /th in n ed dow n through
corrosion.
• Lifting points not clearly identified/marked/indicated.
• Lifting chains/wires in poor condition/dam aged.
• Hatch top plating in way of lifting points dam aged/
deformed.

Points where a hatch cover panel (generally found on

pontoon (lift away) type covers) can be hooked up to
allow removal or positioning o f the panel. (Can be
strong rods in a recess, container fittings, lugs).

Locators (pins)

• Evidence of rust/scale on guiding surface.

• Evidence of excessive weardown/clearance between
locator pins/profiles with panel in closed position.
(Some clearance will be seen on new locators. This is
necessary to avoid hatch covers taking up hull stresses when
in a seaway. Check i f clearance is in line with design
clearance. I f not, consider listing excessive clearance as a
defect).
• Locator/locator pins dam aged/deform ed, cracked,
missing.

Note:
Locatorsfor centring devices are acting as positioners, give some
degree o f locking and also allow for coaming hatch movements
during the voyage.

Locators consist o f steel profiles (rectangular or wedge-

shaped steel blocks) on the side plating o f panels and
matching counterparts on the coaming table, that are
used for guiding the panels into their correct closing
position during the fin a l stage o f closing and to
maintain covers and seals in their correct alignment
(in the horizontal plane) with the coaming/compression
bar when in closed condition at sea. Also known under
the term “centring device”, “restraint” or “chock”. Size
o f locators/restraints depends on whether or not cargo
can be loaded on hatch covers.
(For multi-folding hatch covers, longitudinal locators
can be fitted on both sides and transversal locators
(stoppers) at one side).

36 THE NAUTICAL INSTITUTE

 Types of hatch panel part Frequently found defects

2A.14 Packing rubber Packing rubber

Packing rubber partly/com pletely missing.

R ubber hanging out of retaining channel.
Sealing surface dam aged/w orn/abraded.
Sealing surface of packing rubber covered with rust,
remnants of previous cargoes,...
Repairs with small pieces (inserts < 500 mm)
Repairs with silicon.
Sealing surface covered with paint.
Excessive permanent set (>50% of design compression)
Rubber strip fitted around/in way of the perimeter of a Off-centre imprint.
hatch cover. This rubber strip is impressed by a Packing rubber com pressed in retaining channel
compression bar in order to achieve the required (through scale or damage)
compression to guarantee weathertighness. Also mown Backing strip or m arine sealing tape glued onto
under the term “packing rubber”, “(water)seal” or
“gasket”. Mainly a combination o f various shapes such sealing surface of packing rubber.
as linear rubber, corner and end pieces. A wide variety “Steps” (height difference) between adjacent pieces
o f packing rubbers is available on the market - see of new and old packing rubber.
also chapter 3. Gaps between adjacent pieces of rubber.

2A.15 Panel wheels Panel wheels

• Wheels j am m ed/not moving freely.

• Wheels wobbling when operated.
• Clearance in way of axles and bearings.
• Cracks in way of connection of wheel support/
brackets and panel side plating.
• W heel diam eter reduced as a result from advanced
weardown.
• W heel flanges dam aged/deteriorated.
(.Flanges to be in good condition to keep flanged wheel on
trackway).
• Panel wheels partly resting on trackway/stowage rail
(indicating possible m isalignment/deformation).
• Running surface of wheel grooved/w orn out.
Note:
Panel wheels will generally be restrained on one side of the
Wheels allowing the panel to move along the trackway cover and not on the other side. This is in order to allow for
during the act o f opening/closing. transverse deformation of the coaming.

2A.16 Quick acting cleat snugs Q uick acting cleat snugs

• Snug deform ed, dam aged, rusty, thinned down,

missing.
• Snug not in line with quick acting cleat cut out on
coaming table.
(indication of improper positioning ofpanel/misalignment).

Piecefitted on side plating o f cover and usedfor hooking

o f the cam/hinged head o f the perimeter quick acting
cleat.

HATCH COVER INSPECTIONS 37

 Types of hatch p anel part Frequently found defects

2A.17 Retaining channel R etaining channel

Corroded, thinned down/reduced in thickness, holed.

Knife edged shark toothed.
Presence of rust scale (resulting in compression of
rubber packing).

Steel profile into which the rubber packing isfitted and

glued (usedfor both perimeter packing rubber and cross
joint packing rubber).

2A.18 Stowage arm/rods Stowage arm /rods

Stowage arm bent/deform ed.

Excessive clearance in way of connecting p ins/
bearings.

In order to allow tipping o f non-balanced type hatch

covers (in case of low coaming heights), steel rods are
used to connect two adjoining panels instead o f chain
linkages. These steel rods apply an external force to
allow proper tipping of the panels during the act of
opening. Note: Also called a fixed link system.

2A.19 Stowage hook/latch Stowage hook/latch

Not in use (safety hazard/bad practice).

Not fitted.
Stowage hook/latch deformed, corroded, thinned
down, weakened.
Securing pin missing, deformed, corroded, thinned
down/weakened.

Securing device consisting of a steel hook fitted to the

side plating o f a pair of hatch covers and used to secure
the panel when in the stowed position. Known under
the term “latch” or “securing hook”.

38 THE NAUTICAL INSTITUTE

 Types of hatch panel p a rt Frequently found defects

2A.20 Stub axle | Stub axle

• Stub axle deformed, corroded/weakened.

■
• Split pin missing.
• Excessive clearance between axle and link plates for

^1
towing chains.
• Link plates for towing chains damaged, corroded,
worn out.

' || '

Small axle at the end of the balancing roller spindle,

used for connecting/fitting the link plates (and split
pins) for the towing chains

2A.21 Towing chains Towing chains

• Evidence of elongation/stretching of shackles/chain

links.
• Evidence of rust, wastage/weardown.
(iespecially in way of linkage/connecting area).
• Evidence of sagging.
(sagging in excess of manufacurers’specification).*
• Towing chains twisted for adjusting sagging.
• D-rings of bulldog grips fitted in way of worn out
links for adjustment purposes.
• Stub axle (connecting point for link plates of towing
pi » ■» chains on balancing roller) dam aged, link plates
fff: Sisi dam aged/worn out/deform ed.

* Note:
Chains connected to link plates on the balancing rollers
Maximum sagging is normally between 10-15 cm in the middle
of the hatch panels, allowing panels to fall into the
of the chain.
correct position during closing.

2A.22 Wheel box cover W heel box cover

• Cover plate corroded, damaged, deformed, missing.

Box-shaped coverplate over panel wheels to protect the

panel wheels.

HATCH COVER INSPECTIONS 39

 D escription of defects and com m ents

2A.01.D
L ow er ed g e of h a tc h co v er side p la tin g /s k irt
corrosion w asted/dam aged

;*'.A ..s>> ■ - >*. Comments:

' - i'k- .- ' K<\ . • Ms, ^ ■'
• The lower ends/edges of the panel side plating are
susceptible to accelerated corrosion due to the fact
that water can be trapped in way of the junction of
the panel side plating and the coaming plating when
the hatches are closed. (In case of grooving of the
coam ing table as a result of steel-to-steel contact
- -v V between side plating and coaming table, enhanced
m 'aU M m . . ^ . ■
-s.A ^
corrosion is to be expected).

2A.02.D
H atch cover side plating/skirt and packing rubber
dam aged as a result of contact betw een the side
plating and locators on the coam ing table

Comments:
• Most probably, excessive weardown of panel wheels
and track table has reduced the necessary clearance
between the panel and the locators centreing devices
with the above m entioned damage as a result.

2A.03.D
H atch panel side plating w asted/w orn in way of
m contact area with resting pad

Comments:
]W
• Contact area of the panel side plating with the resting
L^- pad is more prone to corrosive action due to the fact
... 4 " '§ - that water accumulates in the side plating/resting pad
contact area. Accelerated corrosive action can be
expected as soon as grooving develops during the
in-service period.
• The com bined action of side plating wastage and
grooving of the resting pad results in excessive
compression and accelerated w ear/dam age of the
. packing rubber.

40 THE NAUTICAL INSTITUTE

 D escription of defects and com m ents

2A.04.D
Snug of p e rim e te r quick acting cleat corrosion
w asted and dam aged

Comments:
• Each com ponent part of the securing devices for sea
plays a crucial role in keeping the panels in the
required position when at sea.
• E x posure to sun, heat, seaw ater, h u m id ity etc.
increases the risk of corrosion which will adversely
affect the strength of the structure and reduce the
holding power of the device in question.
• In cases of more advanced corrosion the quick acting
cleat m ay fail u n d e r lo ad s/stresses likely to be
encountered during a norm al sea passage.*•

2A.05.D
C orroded/dam aged areas of hatch cover top plating
rep a ire d w ith doubling plates

Comments:
• W hen the overall aspect reveals general wastage,
thickness measurements should be taken.
• Class recom m ends that wasted hatch cover plating is
cropped and renewed as appropriate, depending on
the extent of the wastage.
• Fractures of a m inor nature may be “veed-out” and
welded.
• Repairs to be carried out under supervision of Class.
• Damage to hatch top plating is frequently seen on
board ships equipped for the carriage of containers
on the hatch covers.

HATCH COVER INSPECTIONS 41

 D escription of defects and com m ents

2A.06.D
Panel too low on coam ing table and steel end piece
p ad gouged as a result of rep eated contact with
the coam ing com pression bar

Comments:
• D am age m ost p ro b a b ly caused as a re su lt of
weardown of wheeltrack and reduction in diameter
of the flanged wheel as a result of ageing and/or
im proper maintenance.

2A.07.D
Flanged edges of the p an el w heel corrosion wasted

Comments:
• The flanged wheel (usually fitted at one side only)
keeps the panel on the track and reduces the risk for
derailing during open in g /clo sin g operations or
misalignment..
• Damage to the flanged edges might result in derailing
of the panel w ith serious structural dam age or
personal injury as a result.

2A.08.D
H atch top plating locally slightly set down

Comments:
• Deformed hatch top plating can be the result of local
overloading, im proper distribution/support of deck
cargoes, sea water on hatch covers during heavy
weather, etc.
• Supporting hatch cover structure should be inspected
for cracks, corrosion, deformation.
• Water may accumulate in the deformed hatch top
plating and, by doing so, enhance corrosive action.

42 THE NAUTICAL INSTITUTE

 Description o f defects and com m ents

2A.09.D
Edge of hatch top platin g corrosion w asted and
corroded through in places

Comments:
• Although the edge plating which is overlapping the
interpanel void space is not a structural com ponent
of the hatch cover, it assists in keeping water out from
the interpanel void space when seas are shipped over
the h atch covers an d th e re fo re c o n trib u te s in
preventing possible water ingress.

2A.10.D
Sagging of hatch top plating in betw een lateral panel
stiffening structure

Comments:
• Deformed/sagging hatch cover plating may be the
result of local or overall overloading (excessive loads
exerted by deck cargoes and/or seas shipped on deck
during adverse weather) or structural stresses.
• Attention should be paid to possible deformation of
hatch panel supporting/stiffening structure. Whenever
the deformation is seen over larger areas extending
o v er several a d ja c e n t stiffening m em b ers, the
deform ation is likely to be caused by an overall
overloading of the panel or excessive stresses. Sagging
in between two adjacent panel stiffeners is generally
the result of local overloading/point loads resulting
from im proper distribution of the cargo weight.

2A.11.D
Corrosion hole in way of the hatch panel side plating
(in way of a vent opening)

Comments:
• Small holes in panel or coaming plating are generally
easily picked up by ultrasonic hatch cover testing
equipment.
• Proper repairs (by inserts) should be made.

HATCH COVER INSPECTIONS 43

 D escription o f defects and com m ents

2A.12.D
Packing ru b b er retaining channel deform ed

Comments:
• Packing retaining channels should be substantial,
straight and free of corrosion, dam ages a n d /o r
defects.

2A.13.D
M ism atching panels (height difference betw een
adjoining panels)

Comments:
• Hatch tops should be level with one another. Any
deviation should be investigated and rectified.
• Possible causes might be:
- panel deformation
- im properly adjusted bearing pads
- use of backing strips on one panel and not on the
adjoining panel
- panel not properly nested or resting on debris on
coaming

2A.14.D
G rooving of low er edge of panel end plating

Comments:
• The grooving shown is the result of contact of the
panel end plating with the coaming compression bar
(A) and inner hatch rim (B). Repeated contact during
the opening and closing operations results in wear
damage with consequent grooving as a result.
• The damages in question might be an indication that
there is excessive w eardow n of the panel wheel
diam eter and/or wheel track on the coaming table.

44 THE NAUTICAL INSTITUTE

 D escription of defects and comm ents

2A.15.D
Cracks in way of longitudinal gird er of hatch cover

Comments:
• Bearing pad arrangement not taking up the required
forces when weights were placed on top of the hatch
cover with consequent failure of the girder as a result.

2A.16.D
H atch panel side plating cracked in way of bearing
pad

Comments:
* Excessive weardown of the bearing pads might result
in excessive stresses being transferred onto the hatch
panel plating with consequent stress cracking as a
result.
• Pads should be m onitored for w eardow n and be
renewed/adjusted in time.

2A.17.D
Cross jo in t retaining channel dam aged, deform ed/
distorted

Comments:
• Damage to retaining channel will adversely affect
packing rubber compression with an enhanced risk
of water ingress as a result.
• Cross joint/interpanel void space structure is often
dam aged as a result of contact with the stevedore’s
loading or discharging equipm ent. Also, contact
between adjoining panels during closing (as a result
form im proper adjustment) might be the reason for
structural damage in way of the cross joint areas.
• During port operations, stevedore damage caused to
the hatch cover panels should be carefully noted and
stevedores put on notice in writing, without delay.

HATCH COVER INSPECTIONS 45

 D escription of defects and com m ents

2A.18.D
Evidence of scale build-up in packing retaining
channel

Comments:
• O ne millim etre of steel will generally expand to
approximately seven millimetres of rust scale during
the corrosion process. The expanding action of the
rust scale causes squeezing of the rubber packing in
way of the corroded section of the retaining channel
with local hardening up of the rubber packing as a
result. This phenom enon m ight result in lack of
com pression in areas adjacent to the h ard en ed
section.

2A.19.D
Panel end plating gouged/w orn out due to contact
with the coam ing com pression bar

Comments:
• Repeated contact of the panel end plating with the
coaming compression bar will result in weardow n/
chafing damage in way of the lower edge of the end
plating.
• In m any cases a combination of weardown (and/or
waviness) of the coaming track table and panel wheel
diam eter will be at the base of this repeated contact.

2A.20.D
H atch panel w heel not squarely aligned w ith the
coam ing table

Comments:
• Hatch panel wheels should be at a 90° angle to the
hatch coaming table. If not, the wheel will wobble
during operation.
• Excessive wear on the wheel axle or deformation will
generally be the reason for this problem.

46 THE NAUTICAL INSTITUTE

 Chapter TWO

HATCH PANEL AND HATCH COAMING PARTS

2B Hatch coaming parts
Figure Types of hatch coam ing p a rt page

2B.01 C oam ing.........................................................................................................................................................48

2B.02 Coaming compression b a r ..........................................................................................................................48

2B.03 Coaming table/coam ing b a r.......................................................................................................................48

2B.04 Drain c h a n n e l............................................................................................................................................... 49

2B.05 Drain h o l e ..................................................................................................................................................... 49

2B.06 Hatch coaming stays (transversal)............................................................................................................. 49

2B.07 Hatch coaming (extension/termination) stavs/brackets (longitudinal) ............................................. 50

2B.08 Inboard hatch r i m ........................................................................................................................................50

2B.09 Inner coaming plating................................................................................................................................. 50

2B.10 Latch (autom atic).......................................................................................................................................... 51

2B.11 Quick acting cleat cutouts........................................................................................................................... 51

2B.12 Stopper b lo c k s.............................................................................................................................................. 51

2B.13 T rackw ay....................................................................................................................................................... 52

2B.14 W heel r a m p .................................................................................................................................................. 52

2B.01.D Description of defects and com m ents......................................................................................................53

- 2B.35.D

HATCH COVER INSPECTIONS 47

 Types of hatch coam ing p a rt Frequently found defects

I 2B.01 Coaming y Coam ing

1 '" V s * f • Coaming plating corroded, rusty.
v • Coaming plating deformed (bulging, set in, buckled).
• Coaming plating thinned down.
• Evidence of cracks, corrosion holes (patched with
ramnek, overpainted canvas, spot welds, doublers).

WsSi Wff
I i\\V
I A» •

Vertical upstand around the hatch opening. The term Note:

side coaming is used to indicate the coaming plating at See International Convention on Load Lines 1966. Annex V
the port or starboard side o f the hatch (A), whereas the Regs 15 and 16.
term “end coaming” refers to the coaming plating at
the forward or after end o f a hatch (B).

I 2B.02 Coaming compression bar 1 C oam ing com pression b ar

• Sealing/contact surface of compression bar uneven

through corrosion/m etal wastage.
’ mrmr m-inmii«» Ir-Toar • Compression bar rusty with scale.
• Compression bar thinned down/knife edged.
• Compression bar wavy.
• E v id en c e of im p ro p e r re p a irs (s te p s /h e ig h t
differences between adjacent lengths of compression
bars).
• Sealing/contact surface covered with m arine sealing
Vertical ordinary steel or stainless steel bar which, when tape, rubber hose cut in two along its length, ...
in contact with the rubber seal, provides a weathertight • Compression bar affected by dents/cuts/notches/set
jo in t. The compression bar should be straight, downs.
sufficiently thick and strong with a smooth sealing • Compression bar cracked/fractured.
surface to avoid abrasion damage to thepacking rubber, • Compression bar on end coaming gouged/showing
(In the case o f sliding C-profile packing rubbers, evidence of chafing damage through contact with the
compression is achieved through contact o f the seal with
the coaming table or a flat (stainless steel) strip welded inboard profile of the packing ru b b er retaining
on the hatch coaming table). channel.

2B.03 Coaming table/coaming bar I C oam ing table/coam ing b ar

r* * * s s i
• Coaming table surface rusty, corroded, grooved.
i ^ f p r * ■ ay * * • Coaming table wavy, deformed, set down,
• Coaming table thinned dow n/reduced in thickness
in way of quick acting cleat cut-outs.
• Coaming table cracked/fractured.

Horizontal steel plate welded on the top edge o f the

coaming around the hatch opening. Serves as a landing
areafor the hatch covers, a basefor coaming compression
bars and a trackway for panel wheels. Also known
under the name “coaming bar”.

48 THE NAUTICAL INSTITUTE

 Types of hatch coam ing part Frequently found defects

D rain channel

• Drain channel rusty with scale.

• Drain channel holed/corroded through.
• Presence of remnants of previous cargoes/debris in
drain channel.

The space between the coaming compression har at one

side (outboard) and the inboard hatch rim/coaming
upstand at the other side (inboard) is referred to as
inboard drain channel, peripheral drain channel or
double drain channel. (Made to allow evacuation of
any water which might penetrate through the seals. In
the case o f a sliding- C profile rubber, it is the space
between the rubber and the inboard hatch rim).

2B.05 Drain hole D rain hole

• Clogged with rust/scale/debris/residues of previous

cargoes.
• Cracks/corrosion holes in way of connecting area with
drain pipe.
• Anti blocking grid dam aged/corroded/m issing.

Opening in the coaming bar/table between the inboard-

hatch rim and the compression bar/coaming fla t
(Sliding C-profile rubber), allowing water to run from
the drain channel into the drain pipe and on deck
through the drain valve. Sometimes a protective grid is
fitted in the drain opening to prevent debris from
clogging the drain opening.

2B.06 Hatch coaming stays (transversal) H atch coam ing stays (transversal)

• Stays deform ed/bent (structural deformation as result

of stresses or as a result of contact damage).
• “Necking” effect in way of stay-to-deck weld area.
• Stays thinned dow n/reduced in thickness (evidence
of knife-edged steel plate in way of cut outs/openings
in stay plating/web plating).
• Face flats/flanges on stays thinned down/knife edged/
partly corroded away.
• Evidence of cracks (three main types of crack):
1. Cracks propagating in the web of the stay.
2. Cracks in way of stay-to-deck weld.
3. Cracks propagating in the deck plating.

Stays welded against the side coaming plating for

stiffening purposes and transferring weights/forces to
the ship’s structure.

HATCH COVER INSPECTIONS 49

 Types of hatch coam ing part Frequently found defects

2B.07 Hatch coaming stays/brackets (long.) H atch coam ing (extension/term ination) stays/
brackets (longitudinal)

• Stays/brackets deform ed/bent (structural deformation

as result of stresses or as a result of contact damage).
• Evidence of cracks (three main types of crack):
1 Cracks propagating in the web of the stay.
2 Cracks in way of stay-to-deck weld.
3 Cracks propagating in the deck plating.
• “Necking” effect in way of stay-to-deck weld area.
• Stays/brackets thinned dow n/reduced in thickness
(evidence of knife-edged steel plate in way of cut outs/
openings in stay/bracket plating).
• Face flats/flanges on stays/brackets thinned dow n/
partly corroded away.
Stays/brackets fitted in a fore and aft direction against
the end coaming plating for stiffening purposes and
transferring weight/forces to the ship’s structure.

2B.08 Inboard hatch rim Inboard hatch rim

• Deformed, dented/bent, cracked.

• Partly missing.
• Corroded, wasted, knife edged, shark toothed.
• Showing evidence of chafing damage through contact
with steel wires from loading/discharging gear.

Upper edge ofthe inner coamingplating which protrudes

from the coaming table and forms the inboard side of
the coaming drain channel. Also called coaming
upstand.

2B.09 Inner coaming plating In n er coam ing plating

Presence of rust streaks/leakage traces (especially in

way of panel intersections).
Evidence of previous or recent leakage.
Plating affected by local/scattered minor, m oderate
or heavy indents.
Plating affected by pitting corrosion.
Presence of loose rust/scaling.
Curtain plating dam aged/bent/cracked.
Plating buckled.
Plating holed/corroded through.
Presence of loose rust, flaking p ain t and cargo
rem nants m ay result in cargo holds being rejected
during cleanliness inspections.
The inboard surface ofthe coamingplating. (Sometimes
the term “curtain plating” is used to indicate the part
o f the coaming plating which extends under the
weatherdeck welding seam).

50 THE NAUTICAL INSTITUTE

 Types of hatch coam ing part Frequently found defects

2B.10 Latch (automatic) Latch (automatic)

Automatic latch deformed, frozen/jammed.

Securing pin (if fitted) missing.
Hinge pin corroded.
Excessive clearance between hinge pin and latch.

Securing device, consisting o f a steel locking bar,

mounted on the after end of the coaming table wheel
track, which automatically locks/secures the panels in
the stowed position.

Quick acting cleat cutouts

• Coaming plating thinned dow n/deform ed in way of

quick acting cleat cut-outs.
• Evidence of cracks in way of edges of quick acting
cleat cut-outs.

Openings in the coaming table through which the

perimeter quick acting cleats pass. Cut-outs should be
elliptical or circular in shape.

2B.12 Stopper blocks Stopper blocks

Stopper blocks missing.

Stopper blocks deformed.
Stopper blocks showing cracks in way of welding area
with coaming table.
Protective lining (if originally fitted) damaged/missing.

Also called end stop pads. They prevent hatch covers

from overrunning the coaming table when the hatch
cover panels are being closed.

HATCH COVER INSPECTIONS 51

 Types of hatch coam ing p a rt Frequently found defects

2B.13 T rackw ay I Trackway

• W heel track rails rusty/corroded and reduced in

h eig h t/sh o w in g evidence of w eardow n , wavy,
cracked.
• W heel track rails wavy, th in n ed dow n, holed,
cracked.
• Contact edge of wheel track rails flattened (as a result
of the repeated effect of pressure exerted by panel
wheels).
• Trackway/path on coaming table showing evidence
of grooving.

Path or rail for hatch cover panel wheels on coaming

table.

2B.14 W h eel ra m p ^ W heel ram p

\m. ~ _ *
.. m /. • Supporting structure of wheelramp corroded, thinned
down, deform ed, showing evidence of (starting)
cracks near weld with deck.
• Contact edge of trackway thinned down/flattened (as
a result of the repeated effect of pressure exerted by
the balancing rollers).
• Trackway deformed/wavy.

JM
m e h f t i
Sloping ramp at end o f coaming where panels that are
approaching the stowage area are constrained to tip
from the horizontal into the vertical stowage position.

52 THE NAUTICAL INSTITUTE

 D escription of defects and com m ents

2B.01.D
A. Coam ing table corrosion wasted in way of quick
acting cleat cut out
B. C oam ing table corroded through lack of p ro p er
m aintenance over several years

Comments:
• Far advanced corrosion is generally the result of lack
of proper m aintenance over several years.
• The thinned coaming table in way of the quick acting
cleat seriously impairs the retaining capacity of the
quick acting cleat because the crutch is no longer
acting against a solid and thick coaming table.

2B.02.D
Fracture at the toe of the continuous longitudinal
hatch coam ing term ination bracket

Comments:
• Damage is the result of high stress concentrations
attributed to the shape/design of the bracket (brackets
may be weakened by (advanced) corrosion).*•

2B.03.D
C orroded and deform ed web of hatch coaming stay.
A dvanced corrosion in way of cut-out for hydraulic
piping in web

Comments:
• Lack of proper m aintenance will cause accelerated
corrosion of the steelwork.

HATCH COVER INSPECTIONS 53

 D escription of defects and com m ents

2B.04.D
C orroded and deform ed web of hatch coam ing stay.
r f.. jijb A dvanced corrosion in way of cut-out for hydraulic
piping in web

Comments:
• Lack of proper m aintenance will cause accelerated
corrosion of the steelwork. Advanced corrosion and
thinning down of steelwork will reduce the strength
of the coaming stay and make it m ore susceptible to
deformations.

2B.05.D
Leakage traces (also called w ater/ru st streaks or
stains) on in n er hatch coam ing plating

Comments:
• Leakage traces on inner hatch coaming plating are an
indication that water was able to infiltrate into the hold.
• Easy and simple (routine) checking m ethod indicating
water ingress via the hatch covers.
• Usually seen in way of panel intersections and/or split
joints/m eeting joints.
m .

! W M ‘

2B.06.D
S tarting crack in continuous longitudinal hatch
coam ing extension bracket

Comments:
• Shear force in web plate too high due to insufficient
reduction of the web height at the end. The fracture
will propagate in the web at the undercut or HAZ of
the fillet weld.
■

54 THE NAUTICAL INSTITUTE

 D escription of defects and com m ents

2B.07.D
Presence of rust scale/debris in the coam ing drain
channel/double drainage channel
Comments:
• If water infiltrates as a result of local damage or lack
of compression, the double drainage system forms
the final line of defence.
• Cargo residues or rust scale may accum ulate (or
solidify) in the drain channels or drain valves or be
carried away towards the drain hole, so blocking the
drain hole or drain pipe. By doing so, incoming water
cannot be evacuated properly any more, with the risk
of incoming water passing over the inboard hatch rim
and running into the cargo hold with possible wetting
damage to the cargo as a result.
• Peripheral and cross- joint drain channels should be
thoroughly cleaned before closing of the hatch.
• Drain valves should be checked and m ade free prior
to com m encem ent of the voyage.

2B.08.D
C oam ing ta b le /c o a m in g b a r grooved, th in n e d
down and corroded through in way of contact area
w ith the low er edge of the p an el side plating

Comments:
• Contact between the panel side plating and coaming
table causes grooving/fretting damage as a result of
water that accumulates in the side plating/coam ing
table area (enhanced risk for accelerated corrosion)
and movem ents/vibrations of the ship when at sea
(friction damage).
• A dvanced corrosion will eventually reduce the
coaming table thickness and strength.*•

2B.09.D
D eep grooving/fretting dam age in way of the panel
side p la tin g a n d co a m in g ta b le /c o a m in g b a r
contact area

Comments:
• Due to pronounced grooving, water will accumulate
in the grooved area on the coaming table and cause
accelerated corrosion.
• Both the coaming table and hatch panel side plating
will be subject to the aforementioned corrosive action.
• Excessive grooving m ay lead to increased or over­
compression of the packing rubber which will result
in the prem ature developm ent of a perm anent set/
imprint.

HATCH COVER INSPECTIONS 55

 Description of defects and com m ents

2B.10.D
C oam ing table corrosion wasted and thinned down
c ..... % in way of quick acting cleat cut-outs

■ . k ÿ ' : y 'M .I58b

v ’T *•
- ^ Comments:
• Protective coating in way of edges of cut-outs is
V generally thinner than is the case in the surrounding
areas. In combination with the repeated contact of
f the quick acting cleat rod and hinged head, coating
breakdown will occur quickly in way of the edges of
the cut-out. If not properly dealt with, corrosive action
ags
in way of areas with coating breakdown will result in
thinning of the coaming plating.
. # u *
|j ' t Mi . •>
• The reduced thickness of the coaming table plating
in way of the cut-out will offer less resistance to the
/ ■ £ : 1
crutch which is welded underneath the coaming table
in way of the quick acting cleat cut-out which reduces
the holding down capacity of the quick acting cleat.

2B.11.D
C oam ing drainhole blocked with rust scale

Comments:
• Incoming water will accumulate in the drain channel
and eventually pass over the inboard hatch rim and
into the hold with wetting damage to the cargo as a
result.
• Drain holes/valves should be checked as a matter of
routine prior to com m encem ent of the voyage.

2B.12.D
Severe/important accumulation of rust scale in coaming
drain channel
Comments:
• In case water infiltrates as a result of local damage,
the drainage system forms the final line of defence.
• Cargo residues or rust scale m ay accum ulate (or
solidify) in the drain channels or drain valves or be
carried away towards the drain hole, so blocking the
drain hole or drain pipe. By doing so, incoming water
cannot be evacuated properly anym ore with the risk
of incoming water passing over the inboard hatch rim
and running into the cargo hold with possible wetting
damage to the cargo as a result.
• Peripheral and cross-joint drain channels should be
thoroughly cleaned before closing of the hatch.
• Drain valves should be checked and m ade free prior
to com m encem ent of the voyage.

56 THE NAUTICAL INSTITUTE

 D escription of defects and com m ents

2B.13.D
C oam ing table deform ed/pulled up

Comments:
w ^ • This type of deformation to the coaming table will
prevent proper positioning/seating of the hatch cover
panels with enhanced risk for water infiltration as a
result.
• This type of damage is generally the result of opening
the hatch cover when one of the perimeter quick
acting cleats has not been removed, or as a result of
excessive forces (e.g. by lashings) acting on the
coaming table.

2B.14.D
C oam ing ta b le a n d co am ing com pression b a r
slightly set down in way of hydraulic cylinder for
operation of hatch panels

Comments:
—.. • Loads created by hydraulic cylinders from hatch
opening/closing equipment are transferred onto the
deck structure. This should be considered at the
design stage, so that the supporting structure is able
to withstand such loads/forces.
WÊ!BÈÈSSSlÈSÈÊk (In this particular case, deformation is the result of
weakening of the supporting deck structure in way
of the hatch cover cylinder).

2B.15.D
C oam ing track table/trackw ay cracked

Comments:
• Defect frequently seen in areas where stress
concentrations are high (e.g. mid-length of the ship)
especially on board single hold ships.
• Proper repairs should be carried out as there exists a
risk of further propagation of the crack into the hatch
coaming structure with severe damage to coaming
and risk for water ingress as a result.
• Cracks in the coaming table are also frequently seen
/, • in way of the termination of the trackways.
■’ A*:- *T

HATCH COVER INSPECTIONS 57

 D escription of defects and com m ents

2B.16.D
C oam ing table reduced in thickness/thinned down
in way of cut out for p e rip h e ra l hook-type cleat

Comments:
• T he thinned coam ing table plating m ay not be
sufficiently strong anym ore to ensure adequate

mi
securing of the panels (coaming table plating not able
to withstand the loads/stresses exerted by the securing
system).
(The protective coating film in way of cut-outs is
generally less thick than the surrounding coating film,
so that protection in these areas is less effective.
Coating breakdown in these areas will cause corrosion
to develop with thinning down of the steel plating in
way of the cut-out as a result).

2B.17.D
L eakage traces (also called w ater/ru st streaks or
stains) on inner hatch coam ing plating

Comments:
. ■....
• Leakage traces on inner hatch coaming plating are
an indication that water was able to infiltrate into the
hold.

JB
• Easy and simple (routine) checking m ethod indicating
water ingress via the hatch covers.
• Usually seen in way of panel intersections and/or
split joints/m eeting joints.
_ _ >

2B.18.D
Starting crack in the web at the toe of a longitudinal
hatch coam ing term ination bracket

Comments:
• D am age as a result of stress co n centratio n s in
combination with reduction in thickness (weakening)
due to corrosion.
• Risk of propagation of crack in deck plating.
• Damage as a result of stress concentrations can be
repaired by altering the design of the bracket.
• In case corrosion is far advanced at the base of the
dam age, proper repairs of the dam aged section
(inserts) should be carried out.
: • R e-w elding of the crack is usually no t effective
(though frequently seen).

58 THE NAUTICAL INSTITUTE

 D escription o f defects and com m ents

2B.19.D
H atch panel end covering quick acting cleat cut outs
and quick acting cleats

Comments:
• Frequently seen defect, resulting from weardown of
moving parts of hatch cover panels and/or im proper
positioning of the hatch cover panels (can also be seen
with single pull hatch covers in cases of excessive trim
or when the hatch stopper blocks are missing/worn).
• In extrem e cases, there exists a risk that the quick
acting cleats can not be fitted when “overstowed” by
the hatch panel.

2B.20.D
Coam ing table set down in way of quick acting cleat
cut-out

Comments:
• Before closing the hatch covers, care should be taken
that the coaming table is clear and free from any
obstruction. Contact of the hatch panel with debris or
obstacles on the comaing table might result in damage
to the covers or coaming table (e.g. twistlocks lying
on the coaming table should be rem oved, hinged
heads of perim eter quick acting cleats should be
properly n e ste d ,..... before closing the hatch).*•

2B.21.D
Gap betw een adjoining sections of the inboard hatch
rim

Comments:
• W henever incoming water enters the drain channel,
it might seep through the openings in the inboard
hatch rim and cause wetting damage to the cargo
stowed underneath.
• Damage (cuts, notches, deformations, openings/gaps)
to inboard hatch rims should be repaired in a proper
manner.
• Inboard hatch rims are frequently damaged as a result
of c o n ta c t w ith carg o or s te v e d o re h a n d lin g
equipment. In such cases it would be appropriate to
issue a stevedore damage report.

HATCH COVER INSPECTIONS 59

 Description of defects and com m ents

2B.22.D
Fracture in the w eb/deck w eld area at the toe of a
longitudinal hatch coam ing bracket. F racturing
illustrated by m eans of a piece of p a p e r fitted in
betw een the fractured edges

Comments:
• Damage can be attributed to the design of the bracket
(stress concentrations) and (far advanced) corrosion.
• Possible causes of fractures in longitudinal brackets:
— insufficient tapering
— insufficient reduction of web height at end of
bracket
— insufficient strength of supporting deck structure

2B.23.D
Starting (almost invisible) crack in way of transition
zone betw een coam ing and deck plating

Comments:
• Suspected (paint) cracks in way of transition zones
b etw een coam ing and deck p latin g should be
thoroughly investigated (and properly repaired if
necessary to avoid the risk of propagation of the crack
into the coaming or deck plating).•

2B.24.D
Cracks in coam ing construction in way of bearing
pads

Comments:
• W eardow n of the b earin g pads m ight result in
excessive stresses being transferred into the hatch
coaming structure with subsequent failure/cracking.
Insufficient consideration of horizontal friction forces
in way of the resting pads of the hatch covers might
also result in fractures in the web of transverse hatch
coaming stays.
• Pads should be m onitored for w eardown and be
renewed/adjusted in time

60 THE NAUTICAL INSTITUTE

 D escription of defects and com m ents

2B.25.D
A. H atch coam ing table corrosion w asted/holed
B. Coam ing drain channel corrosion w asted/holed

Comments:
• The neglected condition/appearance of the coaming
table and drain channel call for increased vigilance
during the inspection as it is m ost probable that
similar types of defects or damage will be found in
other areas as well. U nder the circumstances, it is
also recom m ended that hidden areas or areas that
are not easily accessible for maintenance should be
inspected in detail.

2B.26.D
Fracture propagating in web and flange of (short
a n d tria n g u la r shaped) lon g itu d in al h atch end
coam ing stay

Comments:
• D am age caused by stress co ncentrations (high
shearing forces) at the term ination of stiffening plate
“P” which was fitted after fractures at the toe of the
coaming stay were noted previously (as a result of
insufficient tapering/im proper design).
• Proper repair would have consisted of extending the
te rm in a tio n b ra c k e t as m uch as po ssib le and
refraining from fitting the stiffening plate.•

2B.27.D
H atch coam ing end stays corroded through a t base

Comments:
• Far advanced corrosion and weardown (as a result
of poor maintenance) eventually results in failure of
structural items.
• Thinning down or failure of coaming stays seriously
impairs the structural strength of the hatch coaming.

HATCH COVER INSPECTIONS 61

 Description of defects and com m ents

2B.28.D
L eakage traces (also called w ater/ru st streaks or
stains) on inner hatch coam ing plating

Comments:
• Leakage traces on inner hatch coaming plating are an
indication that water was able to infiltrate into the hold.
• Easy and simple (routine) checking m ethod indicating
water ingress via the hatch covers.
• Usually seen in way of panel intersections and/or split
joints/m eeting joints.

2B.29.D
A. C oam ing com pression b ar wavy
B. R ubber end piece fallen out of retaining channel
and obstructing the coam ing drain channel
C. Inboard hatch rim d en ted /b en t

Comments:
• Compression bars should be straight and substantial.
T he ro o t cause for the deform ation should be
investigated.
• Drain channels should be free/unobstructed to allow
proper evacuation of incoming water.
• Damage to the inboard hatch rim might allow water
from the drainchannel to pass over the dam aged rim
and run into the cargo hold with wetting damage to
cargo as a result.

2B.30.D
L eakage traces (also called w ater/ru st streaks or
stains) on inner hatch coam ing plating

Comments:
• Leakage traces on inner hatch coaming plating are
an indication that water was able to infiltrate into the
hold.
• Easy and simple (routine) checking m ethod indicating
water ingress via the hatch covers.
• Usually seen in way of panel intersections and/or
split j oints/m eeting j oints.

62 THE NAUTICAL INSTITUTE

 D escription of defects and com m ents

2B.31.D
Coam ing table corroded away in way of quick acting
cleat cut-out

Comments:
• Corrosion wastage in way of the quick acting cleat
cut-out is an indication of local weakening of the
coaming table structure.
• As the coaming table acts as supporting structure of
the quick acting cleat crutch, the condition should be
carefully m onitored and corrective action (repair)
initiated as necessary.

2B.32.D
H atch coam ing stay flange partly corroded away in
the m iddle (A) and just above the stay-to-deck weld
(B)
Comments:
• R easo n for local c o rro sio n (A) a n d (B) to be
investigated.
• Risk of progressing corrosion that may propagate into
the web of the coaming stay.
• Repairs with inserts recom m ended.
• Thinning down of flanges and webs (especially in way
of cut-outs and openings) is frequently seen onboard
older ships.
• Reduction in thickness of the hatch coaming stay will
seriously impair the overall strength of the coaming
and will finally result in failure of the hatch coaming
stay in question.
• If decay reaches the failure stage, the hatch coaming
will not be properly strengthened/stiffened any more.

2B.33.D
Vertical crack in the web of the hatch coam ing end
stay

Comments:
• Crack as a result of high shear forces concentrated in
way of stay-stiffening plate and panel hinge pedestal
assembly.
• Risk of propagation of the crack in the cross-deck
plating.
• Stress concentrations on the stay should be reduced.

HATCH COVER INSPECTIONS 63

 D escription of defects and comm ents

2B.34.D
C oam ing table corroded and w orn out in way of
quick acting cleat cut-out as a result of repeated
contact of the p erim eter quick acting cleat rod with
the edges of the quick acting cleat cut-out

Comments:
\ » f | s ^ i • In d ic a tio n of excessive and re p e a te d relativ e
m ovem ent between panels and coaming.

"

2B.35.D
Fracturing of w heeltrack in way of split jo int

Comments:
• Typical example of starting stress crack, generally
found in areas with high stress concentrations, such
as at the mid-length of the ship.
• Often repaired by welding, which will not solve the
problem.
• Proper repairs (reinforcement of the structure) under
Class supervision should be considered.
\J 0 <#
gpp • --■• ig g g g g t

64 THE NAUTICAL INSTITUTE

 Chapter THREE
SEALING SYSTEMS
In tro d u c tio n A ccording to English com m on law, there is an
Ships are made to transport people and cargo and, absolute w arranty to provide a seaworthy vessel in
as such, the carrier is subject to a num ber of rules and contracts of affreightment. However, it was recognised
laws un d er com m on law. O ne of these obligations that owners are not in a position to guarantee their vessel’s
(within the scope of this book and indirectly related to seaworthiness after leaving port (the vessel may then
hatch covers), is that the carrier (most shipowners have become subject to extraordinary perils of the sea). It is ,
the legal status of carrier) m ust provide a vessel which for example, recognised that a structurally sound and fit
is seaworthy for the purpose of the contract at the time cargo ship will flex in a seaway and that, in extreme
it is m ade and ensure that the ship will be kept in a conditions, water m ay pass the packing rubber and
seaworthy condition for the voyage during the voyage. penetrate into the cargo holds, so causing damage to the
cargo. U nder such circum stances, a carrier will be
S eaw orthiness considered to have m et the obligations of seaworthiness
It is generally accepted that seaworthiness includes when he can demonstrate that at the start of the voyage,
three main aspects: the vessel was in a seaworthy condition as far as could
• Seaworthiness from a technical point of view (vessel’s be ascertained by the exercise of due diligence (careful
design, condition of ship’s structure and machinery, inspection) by the master and officers to ensure that the
stability aspects, ...). (In this respect it should be noted ship was ready to undertake the forthcoming voyage at
that the International Convention on Load Lines 1966, the start of that voyage.
under Annex I - Chapter 1/Reg. 7 “Strength of H ull” It will be seen that, under the terms and conditions
mentions that “The Administration shall satisfy itself that of contractual seaworthiness, cargoworthiness will be
the general structural strength of the hull is sufficient for considered an essential elem ent of seaworthiness. This
the draught corresponding to the freeboard assigned, hence is because contractual seaworthiness includes that goods
ships built and maintained in conformity with the shall be m aintained in a satisfactory condition in the
requirements o f a classification society recognised by the face of ordinary perils of the sea and therefore it is the
Administration may be considered to possess adequate owners’ duty to exercise due diligence in order to ensure
strength ”). that the ship is able to carry the goods and deliver them
• Seaworthiness from a cargo-carrying point of view in a satisfactory condition at the port of destination.
(or cargoworthiness) (ship suitable for intended cargo, It is clear that safety of the ship and its crew are the
condition of cargo spaces, operational ventilation,...). most important issues and it will be appreciated that water
• Seaworthiness from a voyage point of view (ship to entering the ship’s hold may adversely affect the ship’s
be p ro p e rly m an ned, eq u ip p ed , supplied with stability as a result of free surface effect, which can lead
bunkers/stores for the forthcoming voyage). to important structural damage and capsizing of the ship,
So basically, seaworthiness is the fitness of a ship, its so seriously impairing the safety of the ship and its crew.
structure, its suitability to trade the intended cargo, its However, such a situation would only be reached when
equipm ent and m anning to undertake a voyage and considerable quantities of water accumulate in the holds.
encounter the ordinary perils of the sea and other O n th e o th e r h a n d , w h e n c o n s id e rin g th e
incidental risks to which she will be exposed on the voyage. cargoworthiness aspect, it will be appreciated that a
The industry however, makes a difference between relatively small am ount of water passing through the
seaw orthiness from a statutory p o in t of view and rubber gaskets and falling into the hold on top of water-
seaworthiness from a contractual point of view. su scep tib le m erc h an d ise u n d e r n o rm a l seagoing
conditions may be sufficient to allow cargo interests to
7 - ‘Statutory’Seaworthiness
argue the seaw orthiness status of the ship from a
Breach of statute (e.g. failure to carry the required
cargoworthiness point of view and this because the
statutory certificates, a valid Class certificate, com petent
w eathertight integrity of the hatch covers was m ost
crew, sufficient crew or sufficient supplies...) renders a
probably impaired as, with hatch covers being in a good
ship u n seaw orthy and is a crim inal offence. It is,
condition, no water should infiltrate into the holds under
however, not usually the basis used by cargo interests
conditions likely to be expected during an ocean voyage.
to introduce a claim against the ship.
In such a case and if it is clear that the carrier failed
2 - ‘Contractual’ Seaworthiness to exercise due diligence (evidence that hatch covers were
This is an express w arranty of seaworthiness in not properly inspected, maintained and/or tested before
contracts of affreightment or m arine insurance. This or at the beginning of the voyage), it will be difficult for
means that, at the outset of a voyage, the carrier shall the owner/carrier to prove that reasonable care had been
en su re th a t all cargo spaces are fit (cleanliness, taken to ensure that the ship was cargoworthy.
tem perature, humidity,..) to receive the intended cargo Proving that the ship was seaworthy at the outset of
and to ensure th at goods will be m aintained in a a voyage in case water did gain access to the cargo holds
satisfactory condition in the face of the ordinary perils during the voyage would require the carrier to prove
of the sea such as storms, rolling, water on deck, etc. th a t the h atch co v ers w ere p ro p e rly in sp e c te d .

HATCH COVER INSPECTIONS 65

m aintained and tested. To this end, it would be useful F rom R eg u latio n No. 16 of the In te rn a tio n a l
for the carrier to produce records of inspections and tests C onvention on Load Lines we learn that “the means
(such as the ones provided by the downloaded results of for securing and m aintaining weathertightness shall be
type-approved ultrasonic hatch cover testing material). to th e s a tisfa c tio n o f th e A d m in is tra tio n . T h e
In other words, an ow ner/carrier should be able to arrangem ents shall ensure that the tightness can be
p ro v id e ev id en ce th at he has b e e n ca rry in g out m aintained in any sea condition and for this purpose
in sp ectio n s/tests and m ain ten an ce with a view to tests for tightness shall be required at the initial survey
establishing whether or not the ship’s hatch covers were and may be required at periodical surveys and at annual
able to face the ordinary perils of the sea at the m om ent inspections or at m ore frequent intervals”.
the ship set to sea. Generally, in order to exercise due diligence, an
If it can be proved that hatch covers were carefully owner might consider carrying out a test whilst in port
inspected and tested with satisfactory results, one can in order to prove that, with the ship alongside and in a
reasonably assume that the ship was fit to proceed to static condition (although in a specific ship condition
sea and to face the rigours likely to be expected during which might include hogging, sagging and twisting) the
an ocean voyage. If, after such a careful examination hatch covers did not leak. This is not a guarantee that
and satisfactory test, water did infiltrate into the cargo the hatch covers will not leak when at sea, but shows
holds via the hatch covers, parties involved should come th a t, at th e b e g in n in g of th e v o y ag e , sea lin g
to the conclusion that the ship must have m et with arrangem ents were such that hatch covers did not leak
extremely bad weather or extraordinary conditions and which is an indication that the hatch covers have been
that water ingress could only be the result of ‘force well looked after and proves that due diligence has been
m ajeure’ or ‘an act of G od’ (extreme conditions). exercised. It is clear that if the hatch covers already leak
H ow ever, if inspection in the port of discharge when in port, they will certainly leak at sea.
reveals that the hatch covers are showing defects which With regards to the category of hatch covers covered
were already present in the loading port (i.e. prior to by Regulation 16 of the International Convention on
com m encem ent of the voyage) and which m ight have Load Lines (hatchways closed by w eathertight covers
im paired the weathertight status of the hatch covers and of steel or other equivalent material fitted with gaskets
and clam ping devices), it is clear that, with packing
th at these d am ages or defects should have b een
rubbers alone, weathertightness cannot be achieved.
identified by exercising due diligence prior to departure,
This is also recognised by hatch cover patentees who
owners will generally not be entitled to attribute the
adm it that water m ight pass through the seals when the
wetting dam age to extraordinary conditions. This is
ship is navigating and flexing in a seaway. In order to
because, with defects being present at the outset of the
co m p ly w ith the w e a th e rtig h tn e ss d e fin itio n as
voyage, the ship would not have been able to face the
m entioned in the International Convention on Load
so-called ordinary perils of the sea, let alone m ore
Lines (i.e. “water will not penetrate into the ship in any
extrem e conditions.
sea conditions”), hatch patentees install a drainage
In order to prove that due diligence was exercised
system (‘double drainage channel’) that allows incoming
and th at the w aiver of ex trem e or e x tra o rd in a ry
water at sea to be evacuated via a drain channel and
conditions can be applied, owners and master should
through a drainpipe. By installing an initial line of
ensure that hatch covers and closing appliances are able
defence with ru b b er packings (also called gaskets,
to withstand detailed scrutiny in order to pass tests and waterseal or weathertight seal) and a secondary safety
visual inspections by opposing parties. barrier in the form of a double drainage system, hatch
patentees will have done whatever is possible to ensure
W eathertightness and w atertightness that the hatch covers remain weathertight (preventing
The attentive reader will have noticed that, earlier infiltration of w ater via the hatch covers from the
in this introduction, we have been using the term weather side into the cargo holds) during the passage.
weathertightness and not watertightness and, therefore, However, apart from the packing rubbers and the
it m ay be useful to define the difference between these double drainage system, it should be appreciated that it
terms. is the general concept or design of a hatch cover and
U nder Regulation 3 (Definitions and Terms used in closing/securing arrangements that will contribute to its
th e A n n e x es) of A n n e x 1 — C h a p te r 1 o f the capability to prevent water ingress.
International Convention on Load Lines 1966 we read
th a t w eath ertig h tn ess m eans that “w ater will not Sealing systems
penetrate into the ship in any sea conditions”. From the above, it will be clear that sealing systems
Although the Load Line Regulations do not give a p la y a c ru c ia l ro le in th e se a w o rth in e s s and
definition of the term watertight (although the term is cargoworthiness aspect of a ship and in this chapter we
used in a num ber of cases in the text of the International will be looking in m ore detail at the issue of rubber
C o n v en tio n on L oad Lines), it is considered th at gasket systems and sealing arrangements.
w atertight m eans that w ater cannot pass through a The m ain requirem ents of a sealing system are:
closure in any direction (in or out) under a head of water • To prevent ingress of water from outside the ship
which generally needs to be defined in each case. (weather side) into the cargo space.
Therefore, watertightness is considered to be a higher • To maintain weathertight integrity of cargo spaces in
standard then weathertightness. all sea states and be able to accommodate different types
66 THE NAUTICAL INSTITUTE
 of deformations (longitudinal/transversal/torsion). (also called nom inal thickness).
• To be resilient and accom m odate irregularities in On the other hand, care should be taken to ensure
m ating/contact surfaces. that this design com pression is such that, when the
• To be abrasion-resistant. packing rubber is compressed to the design compression
• To be resistant against contact with cargoes (oil, dry/ limits, the pressure exerted on the packing rubber is
liquid chemicals). still below the stage where perm anent deformation of
• To be oiltight (when required) to prevent transfer of the packing rubber would start to develop. This is
liquid from inside the cargo space to the outside. In equally im portant, since developm ent of a perm anent
such case, both hydrostatic forces (pressure due to set adversely affects the resilience of a packing rubber
rolling/pitching (~ l-7t/nr) and inert gas (~ l-4t/m 2)) and impairs its ability to compensate for deflections,
as well as hydrodynam ic forces due to sloshing which is the main function of the packing rubber. From
(~6-7t/m 2) that will be acting on the hatch covers the above, it will be clear that compression is the key
should be considered. issue in achieving a w eathertight seal but that over­
• To be easy to maintain, repair/replace. com pression will result in prem ature loss of resilience.
• To have a long service life u n d er continuously In a m ore advanced stage, over-compression will also
changing climatic (and often extreme) conditions. result in cracking of the sealing surface of the packing
(Standard packing rubbers will last four to five years rubber.
under normal service conditions; CAT-profiles may As we now know that the design compression should
last longer). not be exceeded, it will be appreciated that excessive
It w ill be a p p re c ia te d th at, b efo re form ing a tightening of securing devices in order to increase
weathertight barrier, hatch cover seals must be acting com pression (frequently seen on board) should be
on a contact surface, which can be a compression bar avoided at all times. Not only can excessive tightening
or the flat coaming table itself. of securing devices resu lt in the packing ru b b e r
However, imagine that if contact between the seal developing a (premature) perm anent set, but also the
and the compression bar was only very slight (the seals rubber washers (if fitted) of the cleating system will
only gently touching the com pression bar), then the becom e dam aged, m ovem ents of the panels will be
slightest deform ation of the coaming or panels (due to restricted etc., these all being factors which will finally
in-service deformations) would result in an opening or im pair the w eathertight integrity of the hatch cover
gap being created which would be unacceptable from a system. Through the developm ent of bearing pads (see
weathertightness point of view. chapter 4) hatch cover m anufacturers were able to
Therefore, if we want to ensure that the sealing system reduce the problem s of over-compression of the hatch
is able to accom m odate deform ations likely to be cover packing rubbers. Notwithstanding the above, it is
experienced whilst in service, it is clear that slight contact still frequently seen that cleats of hatch covers that are
only will not be discharging this function and that it will fitted /eq u ip p ed with bearing pads are unduly and
be necessary for a specific packing ru b b e r to be excessively tightened, whereas tightening of cleats when
compressed to a certain extent so that deformations likely the panels are resting on the bearing pads will not and
to be expected under normal operational conditions can can not add to the com pression any more.
be compensated for. This means that a sealing system W ith packing rubbers form ing the initial line of
should be designed in such a way that, with a ship being defence in preventing water from infiltrating into the
in a deformation-free condition, the packing rubber is holds and hence their role as a key factor in the
compressed to a given standard which is sufficient to weathertightness, cargoworthiness and seaworthiness
ensure that contact between the packing rubber and issue, it is clear that packing rubbers must be inspected
contact surface is m aintained when the ship is subjected regularly and be properly m aintained/repaired in order
to normal in-service deformations (ordinary perils of the to be able to withstand detailed scrutiny with a view to
sea). In other words, this compression should ensure that avoiding discussions about the w e ath ertig h tn ess/
contact between the packing rubber and the compression cargoworthiness and seaworthiness aspect of a ship in
b ar can be g u aran teed u n d e r norm al o p eratio n al case a claim for wetting damage should be filed against
conditions, on condition that the resilience of the packing the ship. Failure of, or deficiencies to, the sealing system,
rubber is not impaired. (Therefore, packing rubbers that such as im proper insert repairs, excessive perm anent
are show ing an excessive p e rm a n e n t set and are set, gaps, worn and abraded seals and so on, which are
hardened up will not be sufficiently flexible any more generally easy to detect by a com petent m ariner or
and should be replaced). surveyor, are considered as a ‘prim a facie’ evidence that
In order to m eet this requirem ent, manufacturers owners did not exercise due diligence at the outset of
h av e re c o g n is e d th e n e e d for a specific set or the voyage to ensure that the ship was seaworthy and/
compression of the seal which accommodates these in- or cargoworthy.
service deformations. This specific set is called the design
compression and varies according to the design of the Types of packing ru b b er
rubber. Today, two different types of packing rubber are
For example, the design compression of a sponge frequently seen on board. The first one is the so-called
core packing ru b b e r is approxim ately 25% of the traditional type which acts against a coaming or panel
uncompressed cross-sectional area of the packing rubber com pression bar. This trad itio n al packing ru b b e r

HATCH COVER INSPECTIONS 67

(rectangular sponge core rubber) has limited moving During construction, it should be carefully checked
ability and will generally only be used when transversal that packing rubbers and compression bars are properly
m ovem ents are less than 22mm. However, in m any aligned (straight and level) in order to ensure proper
cases, it will be necessary to allow for m ore significant contact between the packing rubber and compression
m ovem ents which is m ade possible by using the other bar. However, and in many cases, so-called steps are
type of seal, i.e. the sliding type. The sliding type seal noted between the original compression bar and the
has unlim ited moving ability and bigger compression newly fitted pieces of com pression bars fitted during
resistance, which reduces the risk of developm ent of repairs. Bearing in m ind that efficient sealing depends
perm anent set and wear damage at an early stage. on precisely defined design compression of the packing
With regards to the composition of packing rubbers, rubber, it will be appreciated that even slight variations
most gaskets used for sealing purposes on dry cargo ships in the height of compression bars might adversely impair
are of natural, synthetic or neoprene rubber, whereas the weathertight status of the hatch cover sealing system.
com bination carriers require a nitrile com position, C om pression bars are also subject to structural
resistant to chemical attack by oil. Neoprene rubbers damage as a result of stresses and deformations of the
have good heat, ageing, weather and flame resistance ship. O n occasions, it will be seen that cracks start to
but only m oderate oil and chemical resistant properties. develop in the com pression bar. This is regularly seen
N itrile ru b b e rs h av e b e tte r oil an d ch e m ic al in areas where stresses and bending m om ents gather
characteristics but worse cold tem perature properties. m om entum , such as in the m iddle area of the ship.
M ore recently, solid ru b b er gaskets with an air Timely action should be taken as otherwise, cracks might
cham ber in the core of the packing rubber have been progress into the coaming table and coaming with more
developed as well (known as “Flex-seal”). im portant structural consequences as a result. Repairs
As explained above, achieving the required degree by re-welding of the crack are generally not effective.
of compression is a main factor in achieving weathertight As m entioned earlier, some types of rubber packing,
sealing and this compression can only be achieved when such as the sliding-C type seals do not act on a vertical
com pression bar, but on the coaming table itself. As
the rubber seal is allowed to act on a contact surface.
the coaming table itself is m ade of ordinary mild steel,
This contact surface can either be a com pression bar or
corrosion of the contact surface should be avoided. In a
the coaming table itself.
num ber of cases, in order to prevent prem ature damage
to the packing rubber, a stainless steel strip is welded
Com pression bars
onto the coaming table at the coaming table/packing
Compression bars are generally m ade of mild steel
rubber contact interface.
or stainless steel. Although m ore expensive in the new-
In cases w h e re th e c o a m in g ta b le acts as a
building stage, stainless steel com pression bars offer
com pression bar, care should be taken that welding
better resistance against corrosion and require less
seam s betw een the different sections of the hatch
m a in te n a n c e . S o m e tim es, o rd in a ry m ild steel
coaming table are smooth, as such irregularities might
compression bars can be treated against corrosion, e.g.
result in uneven compression as well.
by covering the sealing surface with a zinc coating.
Good practice commends that whenever the packing
Mild steel compression bars corrode m ore quickly
rubbers are replaced, the compression bars are chipped,
and develop a rusty contact surface with rust scale and,
ground and painted. As it is im portant that the contact
when not properly m aintained, causes contact edges to
surface of the com pression bars is sm ooth, regular
become rough, uneven and/or knife edged with damage
m aintenance is necessary. W henever local repairs are
to the packing rubber as a result. Also, steel wastage
carried out to compression bars, especially when dents
with thinning down of the compression bar m ay cause
or cuts/notches are built-up by welding, care should be
damage to the packing rubber as a result of increased
taken to ensure that the repaired area is buffed and made
pressure on the sealing surface of the packing rubber. If
even/sm ooth again. If compression bars are chipped or
the thickness of the contact surface of the compression
sandblasted, their height decreases and therefore it is
bar is reduced, the contact area is less and consequently
necessary to ensure that bearing pads are also checked
the load on the sealing surface of the packing rubber in
and adjusted as necessary in order to ensure that after
the area where the compression bar is thinned down
the m a in te n a n c e o p e ra tio n s, the c o rre c t desig n
will be bigger. As a result of this increased pressure, the
com pression is maintained.
thin (and knife-edged) compression bar will actually start
The contact between the rubber packing and the steel
to cut m ore easily into the packing rubber’s sealing
com pression bar results in friction which m ay cause
surface.
prem ature deterioration of the sealing surface as a result
The effects of corrosion of m ild steel com pression
of continuous m ovem ent and vibration. It is, therefore,
bars on the packing rubbers are m ore pronounced for
considered to be good practice to cover the sealing
the rectangular type of com pression bars and are less
surface of the packing rubber with a very fine film of
when the contact edge of the compression bar is round
grease (check the type of grease that can be used for
shaped or of the rectangular type with rounded edges.
this purpose with the packing rubber manufacturers).
The norm al vertical type of compression bars should
It is clear that what has been said above for the
be substantial and sufficiently strong. (In m any cases, it
perim eter packing rubbers and coaming compression
is seen that wasted mild steel com pression bars are
bars is also applicable to the cross jo in t packing
replaced by pieces of flat bars that are too thin).
arrangem ents and transversal compression bars.
68 THE NAUTICAL INSTITUTE
 W ithin the scope of statutory and co n tractu al O n the o th er hand, it is possible th at a visual
seaworthiness, an owner is required to keep the ship in inspection does not indicate any readily apparent defects
a seaworthy condition for the voyage during the voyage, or damages, which would not automatically preclude
which obliges him to provide the necessary spare parts that, in a num ber of areas, lack of contact or compression
required for on board m aintenance and (emergency) exists. In such cases, although the hatch covers may
repairs. This would also apply as a requirem ent to fulfil appear to be well m aintained, they might not pass a
obligations under Chapter IX of the SOLAS convention hose or ultrasonic test with satisfactory results. This again
(ISM code, especially Reg. 7 and 10). would put an owner in a difficult position w hen a claim
As m entioned earlier in this chapter, in order to for wetting damage had to be defended.
prove due diligence, hatch covers will have to be visually For ships fitted with steel hatch covers and involved
inspected and tested, as only a com bination of a visual in the transport of cargoes which constitute a low fire
inspection and a test will allow surveyors to conclude risk, the Administration may exem pt ships from the
whether the condition of hatch covers complies with req u irem en t to be equipped with a fixed gas fire­
good industry standards. The reason why it is im portant extinguishing system (SOLAS CH. II-2 Reg. 53.1.3) on
to com bine a visual inspection with a test is m ade clear condition that effective m eans are provided for closing
with some examples. vent openings and other openings leading to the holds.
H atch covers, of which the packing rubbers are Although not explicitly m entioned in SOLAS, it should
showing an excessive perm anent im print, m ay still be considered that the sealing materials used in such
prevent water penetrating during a hose test. Although cases are resistant to heat as failure of the seals during a
satisfactory hose test results might lead the testing party fire would admit outside air into the cargo com partm ent
to conclude that the hatch covers do not leak, this does in question.
not m ean that the hatch covers are well m aintained, as With regards to the issue of hatch covers on container
th e p a c k in g ru b b e rs are sh o w in g an ex c e ssiv e ships, it m ay be worthwhile to note that recently, issues
perm anent set and are, therefore, most probably not re la ted to p artia lly w eath ertig h t hatch covers on
able to compensate any m ore for m ovem ent w hen at container ships have been revised by the IM O Sub
sea. It would therefore be wrong to conclude that, on Com mittee on Stability, Load Lines and Fishing Vessel
the basis of satisfactory hose test results alone, hatch Safety (SLF) and that draft guidelines will be produced
covers are in a good condition only because they do in this respect. The debate over partially weathertight
not leak. It will be appreciated that, in case a claim for hatch covers includes issues such as what kind of cargoes
wetting damage is investigated at a discharging port, should and should not be carried in containers carried
the attending claim investigator will use the fact that on partially weathertight hatch covers. Also stability
packing rubbers have developed a deep and excessive re la te d issues a n d IM D G C o d e s e g re g a tio n
p erm an en t set (perhaps with cracks in the sealing requirem ents will be addressed.
surface) as evidence that the hatch covers have not been
well looked after.

HATCH COVER INSPECTIONS 69

 Chapter THREE
SEALING SYSTEMS

3A Most common types of packing rubber and sealing system

F igure Types of p a c k in g ru b b e r a n d sealing system p ag e

3A.01 Airtight/gastight seals................................................................................................................................... 71

3A.02 Backing strip................................................................................................................................................... 71

3A.03 CAT® profile................................................................................................................................................. 71

3A.04 Corner piece .................................................................................................................................................. 72

3A.05 Design com pression/perm anent s e t ..........................................................................................................72

3A.06 Double rubber l i p ......................................................................................................................................... 72

3A.07 End p iece........................................................................................................................................................ 73

3A.08 FlexSeal® ....................................................................................................................................................... 73

3A.09 L abyrinth........................................................................................................................................................ 73

3A.10 Sponge core rubber p ac k in g .......................................................................................................................74

3A.11 Off-centre im p rin t.........................................................................................................................................74

3A. 12 Om ega se a l® ................................................................................................................................................. 74

3A.13 Rubber s k irt................................................................................................................................................... 75

3A. 14 Sealing t a p e .................................................................................................................................................... 75

3A.15 Sliding C -profile® .........................................................................................................................................75

3A. 16 Sealing foam ................................................................................................................................................... 76

3A.17 Temperature or ‘cold’ seals..........................................................................................................................76

3A.01.D Description of defects and co m m en ts....................................................................................................... 77

- 3A.52.D

70 THE NAUTICAL INSTITUTE

 Packing rubbers and sealing systems Frequently found defects

3A.01 Airtight/gastight seals A irtight/gastight seals

• For defects see relevant type of sealing arrangement.

vocabulary issue only

Air-/gastight sealing can be achieved byfitting an extra

rubber seal or a spring loaded seal that provides enhanced
flexibility to compensate for movements of the panels.
On 0 B 0 carriers, gastightness is generally achieved by
using a double row o f CAT® profile seals (in
combination with two/double drain channels).
Note: Air-/gas tightness requires a more stringent
standard than weathertightness, so that minor defects/
shortcomings should be listed/reported as well.

3A.02 Backing strip Backing strip

Backing strips glued/nailed onto the contact surface

of packing rubber.
Backing strips glued on top of packing rubber over
short lengths, resulting in uneven compression (steps).
Packing rubber wavy as a result from fitting backing
strips in the retaining channel (in some isolated
locations), resulting in uneven compression.

Small rubber strip (thickness usually 5, 8 or 10mm)

fitted in the packing retaining channel (before inserting
the originalpacking) and used to increase compression.
Should be used as a short term repair only. (Picture
shows backing strip glued on top of an old packing
rubber which is unacceptable)

CAT® profile

• fiardened, flattened, showing excessive perm anent

set (in such cases the CAT® profile seal will become
round shaped).
• Covered with paint.
• Rust scale and/or previous cargo remnants impressed
in contact surface.
• Contact/sealing surface cracked, worn, abraded.
Solid type seal with hollow chambers that acts directly against • Mechanical damages (cuts, tears).
the coamingflat and which does not require compression bar • Im properly fitted (packing rubber loose, openings/
on coaming. Also referred to as “sliding C- type”seal. Broad gaps between adjacent sections of rubber packing).
compression range, no restriction in relative movements, does
• Steps between old and new packing rubber (height
not absorb moisture, allows bigger compression with less
permanent set and weardown, has a tong lifetime (2-7 difference).
years).When used as cross joint packing this type of seal is • Part renewal with short length inserts (<500mm).
generally used in combination with a rubber lip seal. Should • Use of different and/or non-original types of seals.
be cut to the exact length when being replaced. Wedge-shaped • Non-original corner/end pieces used.
end pieces are available/seen as well.
• Insufficient spare rubber packing on board.
Dimensions: +/- 70x70mm.
Design compression: +8/+20mm.

HATCH COVER INSPECTIONS 71

 Packing rubbers and sealing systems Frequently found defects

3A.04 Corner piece C orner piece

N on-original corner piece used. (Linear packing

rubber is often cut to fit, which is not recommended).
H ardened, showing excessive perm anent set.
Covered with paint
Rust scale and/or previous cargo remnants on contact
surface.
Contact surface w orn/abraded.
Mechanical damage (cuts, tears, chafing).
C om er piece im properly fitted (loose, openings/gaps
between corner pieces and adjacent sections of rubber
packing.
“Steps” between corner piece and adjacent sections
of linear packing rubber.
Shaped./moulded seal used for fitting in corner or
shaped/compound sections. When renewing the rubber Backing strips or marine sealing tape glued on surface
of corner piece to increase compression.
packing o f a hatch cover, corner (and end) pieces should
be fitted first. No original corner pieces on board.

3A.05 Design compression/permanent set Design com pression/perm anent set

• E x ce ssiv e p e rm a n e n t set (> 50% of d esig n

compression).

Note: Permanent set or permanent imprint is the permanent

impression/deformatim ofthe rubberpacking as a result ofageing
of the rubber and/or over-compression. As a result o f this
permanent set, the resilience of the packing rubber is impaired.
Design compression is the required impression in % or (Weathertightness is a matter of compression between thepacking
mm o f the rubber seal by the compression bar, necessary rubber and the compression bar. Contact between the seal and
to provide a weathertight seal. Differs for various types the compression bar does not automatically mean that the
o f hatch cover/packing rubber arrangement. required compression is achieved).

3A.06 Double rubber lip D ouble ru b b er lip

• R u b b e r lip seal d am ag e d (cut, to rn , crack ed ,

deform ed, wavy), w o rn /a b ra d e d , loose, p a rtly /
completely missing, im properly fitted.
• Insufficient spare rubber lip seals on board.

(Note: m-type seals are not used in way of cross joints)

Non-weathertight type o f packing. Double safety barrier,

consisting o f a rubberflap (lip) fitted in the interpanel
void space near the hatch top and a rubber flap (lip)
lower down in the interpanel void spacejust above the
drain channel in case non-sequential opening or closing
is required. (Can also be a n-type of seal, where both
legs are in contact with the coaming flat). (Frequently
used on board container ships).

72 THE NAUTICAL INSTITUTE

 Packing rubbers and sealing systems Frequently found defects

3A.07 End piece End piece

• Non-original end-piece used [Linear packing rubber is

often cut to fit, which is not recommended).
• Contact edge w orn/abraded.
• End piece missing [as a result ofnot beingproperlyfitted/glued].
• End piece too short/too long (protruding from the
retaining channel).
• No original end pieces on board.

Short (solid-type) piece of linear rubber, usually fitted

at the end o f the perimeter seal of a cover, near to the
cross section and which comes in contact with the
opposite cover panel. Also called “nosing". Note: When
renewing the packing o f a hatch cover, corner and end
pieces should be fitted first.

3A.08 FlexSeal® FlexSeal®

Hardened, showing excessive perm anent set.

Covered with paint.
Rust scale and/or previous cargo remnants on contact
surface.
Contact surface worn, abraded.
Mechanical damages (cuts, tears).
Solid type rubber with hollow space in the core of the R ubber packing im properly fitted (packing rubber
rubber and which acts against a compression bar. The loose, openings/gaps between adjacent sections of
surface o f the rubber where it comes into contact with rubber packing).
the compression bar is flat, whereas the upper part of Steps between old and new packing rubber (height
the rubber that fits in the retaining channel has a
“trough” in the middle and rounded off edges. Keeps difference).
original shape/m inim al perm anent set, bigger Part renewal with short length inserts (<500mm).
compression range, maintains original tightness, no risk Use of different and/or non-original types of seals.
o f water absorption (reduced risk o f corrosion of Non-original corner/end pieces used.
retaining channel and compression bar), good Backing strips or marine sealing tape glued on contact
temperature resistance, longer life-time (2—5 years). surface to increase compression.
(Should be cut to exact length when replaced).
Insufficient spare rubber packing on board.
Design compression : 25% of nominal thickness.

3A.09 Labyrinth Labyrinth

Labyrinth profiles damaged, deformed, cracked.

Labyrinth profiles rusty, corroded/thinned dow n/
ifilltli <:evcr :
knife edged/shark toothed.
Latowtetfi
8
> \é*i%K 4p V,

HOLD
Ora in Valves

System whereby a labyrinth configuration is made Note: Panel profiles are nested within the coaming profiles
within the coaming drain channel. Two verticalprofiles when the panel is closed, soforming a labyrinth which prevents
are welded onto the coaming table, whereas two other water from entering the hold. Due to the configuration of the
verticalprofiles are welded onto the hatch panel, inboard labyrinth, two drain channels are formed, hence the need for
o f the side plating. fitting two drain valves. (Not frequently used).

HATCH COVER INSPECTIONS 73

 Packing rubbers and sealing systems Frequently found defects

3A.10 Sponge core rubber packing Sponge core ru b b er packing

• H ardened, showing excessive perm anent set.

• Covered with paint.
• Rust scale and/or previous cargo remnants on contact
surface.
Solid or sponge core rubbers are types of seal that act • Contact surface worn, abraded.
against a compression bar. Also referred to as “box-type” • Mechanical damages (cuts, tears).
rubber. Sponge core rubbers have a neoprene skin and • R ubber packing im properly fitted (packing rubber
can be black (small compression set/high ozone resistance loose, openings/gaps between adjacent sections of
and tensile strength) or red (small compression set, very rubber packing).
high ozone resistance and tensile strength, better oil • Steps between old and new packing rubber (height
resistance). Nitrile rubber is resistant to mineral oils and
is used as outer “box” on sponge-type rubber packing. difference).
Should be cut to exact length plus 3% when being • Part renewal with short length inserts (<500mm).
replaced. Neoprene sponge core rubber is onlyfitted with • Use of different and/or non-original types of seals.
an outer box at three sides whereas Nitrile packing • Non-original corner/end pieces used.
rubbers are fitted with a Nitrile lining at all sides. • Backing strips or marine sealing tape glued on contact
Dimensions: 70 x 32/70 x 40mm. surface to increase compression.
Design compression for sponge core rubbers:
• Insufficient spare rubber packing on board.
25% o f nominal thickness.

3A.11 Off-centre imprint Off-centre im p rin t

Term used to indicate that compression marks left on

the sealing surface of the rubber are out of the centreline.
Indication o f misalignment.

3A.12 Omega seal® O m ega seal®

• Covered with paint.

• Rust scale and/or previous cargo remnants on contact
surface.
• Contact surface worn, abraded, cracked.
• Mechanical damages (cuts, tears).
• R ubber packing im properly fitted (packing rubber
loose, openings/gaps betw een O m ega seal® and
sliding type perim eter seal).
• Air supply connecting cocks/hose damaged.
• Air supply system defective.
• R u b b e r lip seal d am ag e d (cut, to rn , crack ed ,
deform ed, wavy), w o rn /a b ra d e d , loose, p a rtly /
completely missing.
Flat rubber hose-like seal (A) which can be inflated.
Non-inflated, the seal is rather flat (long and small Note: Used for nonsequential opening of lift-aw ay hatch
height) which allows it to be in contact with a rubber covers, mainly used as a seal for cross joints, generally in
contact strip fitted on the adjacent panel (in seagoing combination with a rubber lip seal (B) and a sliding C-profile/
condition). When the seal is inflated with compressed CAT sealfor the perimeterjoints. The Omega seal® is retracted
air, it is retracted (short and high height). by compressed air from the ship's supply.

74 THE NAUTICAL INSTITUTE

 Packing rubbers and sealing systems Frequently found defects

3A.13 Rubber skirt | R ubber skirt

• R ubber skirt dam aged (cut, torn, cracked), w orn/

abraded, loose, partly/com pletely missing.
Hutch Cover £ • Wedge and/or contact bar damaged, rough, covered
with scale, thinned down, knife edged, shark toothed.
~ Stóft;
- W edge Bar

WM
HOLD

Rubber skirt that is fitted on the panel side plating and

secured with a wedge bar against a vertical profile on
the coaming top. By doing so, the perimeter intersection
between the lower edge of the side plating of the panel
and the coaming table is covered/overlapped with a
rubber skirt. (Not frequently used).

3A.14 Sealing tape Sealing tape

Panel side drains covered with sealing tape (blocking

panel side drain openings).
Sealing tape fitted on im properly prepared surface.
Evidence of previous use of sealing tape (remnants
of tape, tape marks).

Adhesive tape fitted over cross joints and around the

periphery o f the hatch covers as an extra safety barrier
to prevent water from penetrating through, the seals.
Should only be used as extra precaution when the Note:
weathertight status of hatch covers is not impaired. May Instead of using the appropriate heavy duty tape, cheaper/
cause accelerated corrosion, deterioration of panel ends. thinner and. weaker sealing tapes are sometimes used. In other
May prevent water present in interpanel void spacefiom
draining out through the drain holes in the panel side cases strips of canvas are used to cover the cross jo in ts. These
plating. cover strips are then overpainted to “glue” them in position.

3A.15 Sliding C-profile® Sliding C-profile®

• Hardened, flattened, showing excessive permanent

set (will become round shaped).
• Covered with paint.
• Rust scale and/or previous cargo remnants impressed
in contact surface.
• Contact/sealing surface cracked, worn, abraded.
• Mechanical damages (cuts, tears).
• Im properly fitted (packing rubber loose, openings/
gaps between adjacent sections of rubber packing).
• Steps between old and new packing rubber (height
difference).
• Part renewal with short length inserts (<500mm).
See CAT® profile • Use of different and/or non-original types of seals.
Can be used for perimeter sealing but also for cross • Non-original corner/end pieces used.
joints on lift away panels, generally in combination • Insufficient spare rubber packing on board.
with a rubber lip. Usedfor nonsequential openings of
lif-away type hatch covers.

HATCH COVER INSPECTIONS 75

 Packing rubbers and sealing systems Frequently found defects

3A.16 Sealing foam Sealing foam

Panel side drains an d /o r drain channels covered/

blocked with expansion foam.
Rem nants of foam not properly rem oved after a trip
where the foam was used as an additional sealant,
resulting in uneven compression.

High expansion foam, used in the shore based industry The foam has little adherence to the coaming table and might be
as a joint filler and now frequently used on board as an washed away by incoming seas. When applied, the foam may
alternative to sealing tape. The expansion foam is fill up drain channels as well, which is not acceptable. Applying
applied around theperimiter of the hatch and in between sealing foam should never be considered as an alternative to
cross joints (and other openings i f necessary). proper hatch maintenance.

Tem perature or ‘cold’ seals

• H ardened, showing excessive perm anent set.

• Covered with paint.
• Rust scale and/or previous cargo remnants on contact
surface.
• Contact surface worn, abraded.
• Mechanical damages (cuts, tears).
• R ubber packing im properly fitted (packing rubber
loose, openings/gaps between adjacent sections of
rubber packing).
• Steps between old and new packing rubber (height
Temperature or ‘cold’seals (B). Generally seen on board difference).
reefer ships. Used in combination with normal type of • Part renewal with short length inserts (< 1,000mm).
weathertight seals (A). Temperature/cold seals are • Use of different and/or non-original types of seals.
necessary in order to prevent the intake of outside air or • Non-original corner/end pieces used.
escape o f cooled air (or CO2 in case o f ‘controlled • Backing strips or marine sealing tape glued on contact
atmosphere’) and therefore often erroneously referred to surface to increase compression.
as ‘airtight’ or ‘gaslight’ seals. • Insufficient spare rubber packing on board.

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 D escription of defects and com m ents

3A.01.D
E n d p ie c e p u s h e d b a c k w a rd s in to th e p a c k in g
ru b b e r re ta in in g ch a n n el

Comments:
• Due to advanced weardown, the end piece of this
folding type hatch panel comes into contact with the
coam ing com pression bar. As a result of friction
between the packing rubber and the compression bar,
during the last stage of the closing operation, the
ru b b e r end piece is p u shed backw ards into the
retaining channel.

3A.02.D
A. U nduly com p ressed p a c k in g ru b b e r (excessive
p e rm a n e n t set)
B. G aps b e tw e e n in s e rt re p a irs a n d re p a irs by
m ean s of sh o rt len g th s of p ac k in g ru b b e r

Comments:
• Packing rubbers should preferably be renewed when
the p e rm a n e n t set reaches 50% of the design
compression.
• Length of inserts used for repairs should at least be
100 cm. Avoid “steps” between new and old sections
of packing rubber.
• Gaps in between adjoining sections of rubber should
be avoided.

3A.03.D
B acking strip, g lu ed on to p of th e sealin g surface
of a p e rim e te r p a c k in g ru b b e r

Comments:
• W hen no spare packing rubber is available, packing
rubbers showing an excessive perm anent imprint can
be packed out by using so-called backing strips to
assist in restoring rubber compression. Should be used
as a short-term repair only. In such cases, the backing
strips (usually rubber strips with a thickness of 5-
10mm) should be fitted underneath the existing
rubber in the retaining channel.

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 D escription of defects and com m ents

3A.04.D
A. D a m a g e d c o rn e r p iece
B. S ealing surface of p ack in g ru b b e r w o rn /a b ra d e d

Comments:
• Tests and inspections show that many of the leakages
found can be attributed to dam aged or im properly
fitted end and/or corner pieces (A).
• It is recom m ended to use original hatch patentee
spare parts for repairs. Doing so proves that repairs
are carried out in a correct m anner and will seriously
reduce the risk for leaks after repairs.
• W hen the sponge core of a packing rubber is exposed
(B) (because of dam age to the outer box/sealing
surface) it will absorb water which will result in
accelerated corrosion of the compression bar. W hen
sub-zero temperatures are encountered the soaked
sponge core may freeze which may result in uneven

3A.05.D
Im p ro p e r re p a ir w ith sh o rt in sert. P ack in g ru b b e r
also show ing excessive p e rm a n e n t im p rin t

Comments:
• Packing ru b b e rs should be renew ed w hen the
p e r m a n e n t set re a c h e s 50% o f th e d esig n
compression.
• Repairs with short lengths of packing rubber should
be avoided.

3A.06.D
P ack in g ru b b e r in se rt p u sh e d b ack w ard s in to th e
p a c k in g ru b b e r re ta in in g ch a n n el

Comments:
• Contact/friction between coaming compression bar
and packing rubber during the final stage of closing
of the folding type hatch covers causes the packing
ru b b er to be pushed into the packing retaining
channel which, in its turn, will adversely affect the
effectiveness of the sealing system.

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3A.07.D
E v id en ce o f sealin g w ith silicon-type p ro d u c t

Comments:
* Although extra sealants can legitimately be used as
an extra precaution in case the weathertight status of
hatch covers is not impaired. They should not be
considered as a substitute for proper repairs.
• E vidence of sealant m ay be c o n sid ered as an
indication that all was not well with the hatch cover.

3A.08.D
R a m n e k ta p e a p p lie d o v er th e p a n e l side p la tin g
a n d b lo c k in g th e in te r p a n e l v o id sp a c e d ra in
o p en in g .

Comments:
• If water gained access to the interpanel void space,
additionally applied sealing with any type of sealant
can have the opposite effect in case the sealant blocks
the side drains and keeps the incoming water inside
the inter panel void space.

3A.09.D
H a tc h co v er p a n e l m isalig n ed (off-centre im p rin t
on p e rim e te r p ac k in g ru b b e r (A) a n d p a n e l w heel
d an g ero u sly p o sitio n e d on w h eel tra c k (B) w ith a
risk of d e ra ilin g of th e p a n e l w heel)

Comments:
• Apart from im proper sealing, misalignment can lead
to derailing of the hatch cover panel with major
structural damage, deformation or risk for personal
injury as a result.
• Reason for misalignment should be investigated.
• Risk for im proper compression on packing rubber
and twisting of packing rubber in retaining channel.
• Flanged panel wheel at opposite side should be
checked for excessive clearance.

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 D escription of defects and com m ents

3A.10.D
A. O ff-centre im p rin t on p e rim e te r p ac k in g ru b b e r
B. P an el w h e el off-centre

Comments:
• Reason for misalignment should be investigated.
• Risk for im proper compression on packing rubber
and twisting of packing rubber in retaining channel.
• Flanged panel wheel at opposite side should be
checked for excessive clearance.

3A.11.D
O ff-centre im p rin t on p e rim e te r p a c k in g ru b b e r
(seen from different angle)

Comments:
• Reason for misalignment should be investigated.
• Risk for im proper compression on packing rubber
and twisting of packing rubber in retaining channel.
• Flanged panel wheel at opposite side should be
checked for excessive clearance.

3A.12.D
N o n -o rig in a l c o r n e r p ie c e . (I m p ro p e rly fitte d
p a c k in g ru b b e r in w ay of c o rn e r section)

Comments:
* Original corner sections should be used for repairs.
• Shipboard m ade corner pieces or end pieces are
generally not properly m ade and/or fitted.

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3A.13.D
A. B acking strip g lu ed on cross jo in t p ac k in g ru b b e r
B. W o rn /a b ra d e d e n d of cross jo in t p a c k in g ru b b e r
w ith steps b e tw e e n b ac k in g strip a n d p ac k in g
ru b b e r
C. D a m a g e d /p a rtly m issing c o rn e r p iece
D. D e fo rm ed g ask e t re ta in in g ch a n n el

Comments:
• Backing strips should never be placed on top of the
sealing surface of the original packing rubber but
should be fitted underneath the packing rubber in the
gasket retaining channel.
• It is recom m ended to use original cornerpieces and
to avoid steps between adjacent lengths of packing
rubber.
• Gasket retaining channels should be substantial and
free of dam age/corrosion.

3A.14.D
L ow er ed g e of p a n e l side p la tin g alm ost in co n tact
w ith coam ing com pression b ar, resulting in off-centre
im p rin t a n d in d icatin g m isalig n m en t

Comments:
• Apart from the position of the panel wheels on the
wheel track, this type of evidence also provides
indication about possible misalignment of the panel
when panels are in closed condition.

3A.15.D
A. R etain in g ch a n n el for p e rim e te r p ac k in g ru b b e r
c o rro d e d aw ay n e a r th e e n d of th e p a n e l
B. No o rig in al e n d p iece fitted (p e rim e te r ru b b e r
cut to len g th , b u t too short)
C. See B ab o v e (note difference b e tw e e n e n d of
p a c k in g ru b b e r a n d p a n e l com pression bar)
Comments:
• Retaining channels should be sufficiently strong, free
from scale build-up and complete.
• It is imperative that original end-pieces are used.

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 D escription of defects and com m ents

3A.16.D
E v id en ce of ad d itio n a l sealin g w ith silicon

Comments:
• Sealing of areas, where damage to packing rubber is
known, with additional sealants is a practice that
should be discouraged. Applying sealants should be
carefully considered as it can be used as evidence
against the ship in case of wetting damage as a result
of water ingress via im properly m aintained hatch
covers should occur. Only when hatch covers are
proven to be watertight and able to withstand detailed
scrutiny from opposing parties, could the use of
additional sealing methods can be considered.
• It is recommended that defective rubbers are repaired
rather than using additional sealants or hatch sealing
tape.

3A.17.D
No original en d p iece used. F u rth erm o re, th e lin ear
sp o n g e core ty p e p a c k in g ru b b e r h as n o t b e e n
p ro p e rly cut to len g th , leav in g a c o n sid erab le g ap
b e tw e e n th e e n d o f th e p a c k in g ru b b e r a n d th e
c o m p re s s io n b a r , w h ic h a llo w s w a te r to p ass
th ro u g h

Comments:
• Frequently seen m ethod of repair/fitting of packing
rubbers, but unacceptable. The (exposed) sponge
core type rubber will absorb water and will quickly
deteriorate.

3A.18.D
Im p ro p e rly fitted p ac k in g ru b b e r w ith sealin g ta p e
fitted in b etw e en p a c k in g a n d com pression b a r to
in cre ase com pression

Comments:
• Totally inadequate type of repair. W hen defects to
packing rubber are known, the packing rubber should
be replaced.

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3A.19.D
A. P ack in g re ta in in g ch a n n el w o rn out
B. P a c k i n g r u b b e r s h o w in g d e e p / e x c e s s i v e
p e rm a n e n t set

Comments:
• Wear damage (A) to the packing retaining channel is
located in way of the coam ing com pression bar,
indicating that the panel comes into contact with the
c o m p re ssio n b a r d u rin g the o p e n in g /c lo s in g
o p eratio n s. C an gen erally be an in d icatio n for
weardown of the diameter of the panel wheels and/or
wastage/grooving of the trackway. In its turn this will
result in excessive compression of the packing rubber
and development of a premature perm anent set.
• A part from damages (A) and (B), it will be seen that
the perm anent im print on the packing rubber is off-
centre, indicating misalignment of the panel.

3A.20.D
S ealing surface of (solid) cross-joint p a c k in g ru b b e r
p a rtly cut aw ay for adjusting p u rp o se s

Comments:
• Inadequate repair. Most probably an underlying defect
(not identified by the crew) is at the base of this
im proper repair.

3A.21.D
S ealin g surface of c o rn e rp ie c e (of single p u ll h atch
cover) w o rn o u t/a b ra d e d

Comments:
• C orner pieces are focal points of stresses and friction
which increases the risk for damage/weardown.
• Also, contact with the compression bar of the adjoining
panels during the closing motion of the panel (in case
of im proper adjustment of the panel linkage) might
be at the base of physical damage to the corner pieces.

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 D escription of defects and com m ents

3A.22.D
H atch p a n e l too low o n co am in g ta b le , re su ltin g in
excessive co m pression of th e ru b b e r p ac k in g

Comments:
• Grooving of the coaming bar/table in combination
with w eardow n of the lower edge of panel side
plating; reduction of the panel wheel diam eter and/
or reduction in height of the panel wheel track, lies
at the base of this damage.
• Excessive compression of the rubber packing will
quickly result in the developm ent of perm anent set
and will shorten the in-service life of the packing
rubber.

3A.23.D
N on-original end-piece used a n d length of e n d piece
too sh o rt/in a d e q u a te

Comments:
• End pieces should never consist of a short piece of
linear packing rubber that is cut to the length.
• In case of damage to end pieces, the dam aged end
p iece sh o u ld b e re p la c e d by a new p iece of
m anufacturer’s supply.
• Attention should be paid to the fact that the end-
piece is properly fitted.
• In view of their very location (in way of panel
intersections), damage to end pieces (and also corner
pieces) requires immediate attention.

3A.24.D
A. W orn, d am ag e d , excessively com p ressed h atch
co v er p e rim e te r p ac k in g ru b b e r, fitted in
B. C o rro d ed a n d d am aged gasket retain in g channel

Comments:
• Repairs in this case would consist of repairing the
corrosion wasted retaining channel and replacem ent
of the packing rubber. Also, the reason for the
excessive permanent set of the packing rubber should
be investigated and dealt with to prevent recurrence
of the problem after repairs.

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3A.25.D
Packing ru b b er showing excessive p erm an en t set
(A) and sealing surface of packing ru b b er worn,
abraded, puckered (B)

Comments:
• Damage to packing rubbers might be an indication
that m ore serious defects/problem s exist, such as
excessive friction, wastage of bearing pads, damaged
compression bar, etc.
• Underlying problems can only be identified at an early
stage by regular m onitoring of the condition of the
rubber packing. Defects will then most probably still
be in their initial stage of development, so that proper
corrective action will be easier and cheaper. Quick
in te rv e n tio n will allow rectification before the
defective item is beyond repair.

3A.26.D
Backing strip glued onto the sealing surface of the
packing rubber

Comments:
• Fitting backing strips on the sealing surface of an old
packing rubber with excessive perm anent set in order
to increase compression will constitute clear evidence
that lack of compression exists and that an im proper
makeshift repair was carried out. Furthermore, glueing
the backing strip onto the sealing surface prevents the
panel to return to its design compression position and
cause mismatching with adjacent panels.
• W hen using backing strips as a tem porary repair, they
should be fitted in the packing retaining channel and
not glued on top of the sealing surface of the packing
rubber.

3A.27.D
Im properly fitted packing rubber

Comments:
• Som etim es, small fitting or retaining blocks are
provided in the retaining channel to allow proper
fittin g /p o sitio n in g of the packing ru b b e r in the
retaining channel.

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3A.28.D
R am nek-tape glued on the sealing surface of a
swing-type cross joint sealing arrangem ent in order
to increase com pression locally

Comments:
• S w ing-type seals (m anually (torsion bar) and
hydraulically operated systems exist) are difficult to
m a in ta in an d th e ir se a lin g c a p a c ity u su ally
deteriorates very quickly after being fitted in the new-
building stage.
• Increasing compression by applying pads of ramnek
tape onto the sealing surface of the packing rubber
(or, alternatively onto the contact edges of the
compression bars) is not an approved type of repair
and constitutes clear and obvious evidence that
im proper makeshift repairs have been carried out.

3A.29.D
S teps (h eig h t d ifferences) b e tw e e n a d jo in in g
se c tio n s o f cross jo in t p a c k in g r u b b e r a fte r
(im p ro p e r) r e p a ir s . L a c k of c o m p re s s io n is
illustrated by inserting a piece of p a p e r

Comments:
• W hen repairing/replacing rubber packing, level
differences (steps) between adjoining pieces or lengths
of packing rubber should be avoided.

3A.30.D
Sealing surface of end piece w orn/torn

Comments:
• Although the damage should be repaired, it is also
recom m ended that the underlying cause responsible
for the dam age in question is d eterm in e d and
rectified.
• Dam aged end pieces should be replaced by new
pieces of m anufacturer’s supply.

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3A.31.D
Backing strip nailed into position on the surface of
a (deteriorated/excessively com pressed) packing
ru b b er
Comments:
• Although everyone will disapprove with the repair
m ethod in question, the crew of the ship was faced
with the fact that, with sub-zero temperatures up to —
30°C, it would be impossible to take out the original
packing rubber and fit/glue the backing strip in the
re ta in in g c h a n n e l as re q u ire d . U n d e r the
circumstances, the only way to quickly arrange for
extra compression was by nailing the backing strip
onto the packing rubber.
• The lesson to be learned in this case is that the
condition of the packing rubber should be regularly
m onitored and that corrective action should be taken
in time, before problem s or situations as described
above are encountered.

3A.32.D
Swing seal-type cross jo in t with shipboard m ade
corner piece, consisting of pieces of linear packing
ru b b er th at were cut to length

Comments:
• Frequently seen, though inadequate, type of repair.
• It is recom m ended to use the m anufacturer’s (original)
corner/end pieces in case repairs have to be carried
out.

3A.33.D
Silicon rep a ir to locally dam aged corner piece

Comments:
• Damaged cornerpieces should be replaced instead of
being repaired.
• Although the repair might be effective for a short time,
it can not be considered as a proper repair.
• Spare packing rubber, corner and end pieces of
m aufacturer’s supply should always be on board to
allow proper repairs.

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 Description of defects and com m ents

3A.34.D
Im proper rep a ir of cross jo in t packing ru b b er with
short inserts. Also note “steps” betw een adjoining
pieces of packing ru b b er

Comments:
• Cross joints are extrem ely susceptible to w ater
infiltration because of the com bination of ship
movements when at sea and accumulation of water
in the in terp an el void space at the sam e time.
Therefore, it is of param ount im portance that cross
joint sealing arrangements are in a good condition
and repaired in a proper m anner if necessary.

3A.35.D
A. R epairs by m eans of short inserts
B. O riginal corner piece missing

Comments:
• Insert repairs with short pieces should be avoided.
• D am aged co rn erp ieces should be re p la ced by
original cornerpieces of m anufacturer’s supply.

3A.36.D
• H eig h t difference (steps) b etw een p e rim e te r
packing (A) and end piece (B)
• The (old) linear p erim eter seal (A) is showing
excessive p erm an en t set

Comments:
• T he p erm anent set on the perim iter packing is
beyond the acceptable limit (50% of the design
compression) so the perimeter packing rubber should
also be replaced.
• Steps between adjoining lengths of packing rubber
will result in uneven compression with an enhanced
risk of water infiltration as a result.

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3A.37.D
End piece m issing/fallen out of retaining channel

Comments:
• Prior to fitting new packing rubbers, the packing
retaining channel should be thoroughly cleaned/
chipped and painted. Fixing of the rubber should be
done with the appropriate type of glue for the packing
rubber in question (compatibility). Also, and when
applying the glue, tem perature indications should be
followed.
• Failing to comply with any of the above guidelines
might result in the packing rubber falling out of the
retaining channel.

3A.38.D
Rust scale p a c k ed in p a c k in g ru b b e r reta in in g
channel (A), off-centre im p rin t on packing rubber
(B) and silicon like substance used for filling deep
p erm an en t set in the packing ru b b er (C)

Comments:
• Packing retaining channels should be substantial and
free of rust/scale build-up.
• Off-centre im print is an indication of misalignment
of the hatch panel.
• Packing rubbers showing deep perm anent set should
be replaced instead of being repaired (by im proper
means).

3A.39.D
Im properly fitted packing ru b b er

Comments:
• Packing rubber not properly glued in the retaining
channel. Slight misalignment of the panel caused off-
centre/uneven pressure on the packing rubber which
resulted in the packing rubber being pushed out of
the retaining channel.

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 D escription of defects and com m ents

3A.40.D
Sealing surface of packing ru b b er detached/loose

Comments:
• Excessive friction may cause tearing of the sealing
surface of box-type/sponge core packing rubbers.
• Frequently seen in cases where packing rubbers of
inferior quality are used.

3A.41.D
A. P erim eter packing ru b b e r retain in g channel
corroded
B. P acking ru b b e r p re s e n tin g e x tre m e ly p o o r
ap p earan ce (deep p erm an en t imprint)

Comments:
• Generally, these defects will not be “stand alone”
defects. M ost likely, m ore and sim ilar types of
deficiencies will be found during the inspection.
• Apart from the fact that serious defects are noticed,
the overall appearance also indicates that hatch
covers are not regularly inspected, that serious defects
are not identified as such and that responsible staff
are not aware of the impact of this type of defect and
the importance of proper maintenance.

3A.42.D
R u st sc a le a n d re m n a n ts of p re v io u s c a rg o
im pressed in p erim eter ru b b er packing

Comments:
• Good practice decrees that packing rubbers and
com pression bars are checked/cleaned p rio r to
closing of the hold. Otherwise, impurities or debris
remaining on the packing rubber or compression bars
might be pressed into the rubber packing and cause
significant dam age to the sealing surface of the
packing rubber with reduction in the sealing quality
and expected in-service life as a result.

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3A.43.D
L in ear pack in g ru b b e r b e n t aro u n d the c o rn er
section as a substitute for an original (90° “standing-
type”) corner piece

Comments:
• Corner pieces should never be made by bending linear
packing rubber around a corner.
• M oulded pieces should be used and should always
be of original m anufacturer’s supply.
• D ue to b en d in g of the packing ru b b e r, lack of
com pression will exist between the “bent” corner
section and its counterpart on the adjoining panel
(often seen as small triangular gaps in way of the corner
section area w hen the panels are in the closed
position).

3A.44.D
G ap betw een 90° flat corner and lin ear packing
ru b b er

Comments:
• W hen packing rubbers are being fitted or replaced,
m o u ld e d /sh a p e d pieces should be fitted in the
retaining channel first.
• W hen fitting the linear packing rubber, the required
length of the packing rubber should be increased by
3% (a required length of 10 metres would then mean
that a length of 10-30 m etres should be cut and
inserted/fitted).

3A.45.D
Rem nants of sealing foam left on the sealing surface
of the ru b b er packing

Comments:
• Rem nants of additional sealing m aterial might be
considered as an indication that something is wrong
with the weathertight integrity of the hatch covers and
that sealing material was used to make hatch covers
weathertight instead of carrying out proper repairs.
• W hen not properly rem oved, rem nants of sealing
m aterial m ay prevent proper contact betw een the
packign rubber and compression bar.

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 Description of defects and com m ents

3A.46.D
Sealing foam used for sealing of hatch panels

Comments:
• In this case, the hatch covers in question presented a
satisfacto ry a p p e a ra n c e and w ere tested w ith
satisfactory results.
• Only when a visual inspection reveals no defects and
if test results confirm the weathertight integrity of the
h a tc h covers, sealing can be co n sid e re d as a
precautionary/additional safety measure.
• If inspection should reveal defects/shortcom ings,
then sealing of the hatches can be considered as an
im p ro p e r/te m p o ra ry rep air and m ight be used
against the owners in case a claim should be filed for
wetting damage to the cargo.
• Care should be taken not to seal off the panel side
drains and filling drain channels when applying the
sealing foam.
• Sealing is never an alternative to p ro p e r hatch
maintenance.

3A.47.D
Backing strip, glued onto the sealing surface of the
original packing rubber, partly detached/loose

Comments:
• W hen used, backing strips should always be fitted in
the retain in g channel, u n d e rn e a th the original
packing.
• Backing strips should only be used as a tem porary
means of increasing compression.

3A.48.D
Sealing surface of CAT s profile end piece showing
p erm an en t im print

Comments:
• W hen a CAT® profile seal is entering its first stages
of perm anent set, the contact edge of the packing
rubber will show a round-shaped profile instead of a
triangular shape.
• More advanced perm anent set will generally lead to
cracking of the rubber surface.

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3A.49.D
CAT® profile packing ru b b er with sealing surface
deform ed, com pressed

Comments:
♦ U n d u e c o m p re ssio n a n d fric tio n m ay cause
deformation of CAT® profile packing rubber.

3A.50.D
CATS' p ro file r u b b e r p a c k in g d a m a g e d a n d
im properly fitted

Comments:
• Packing rubbers should be properly fitted and glued
in the retaining channels.
♦ Dam aged packing should be replaced immediately.

3A.51.D
Worn, dam aged CAT® profile end-piece

Comments:
• Excessive compression and friction are generally at
the base of this type of damage.
• Damaged packing rubber should be replaced by new
rubber of m anufacturer’s supply.

HATCH COVER INSPECTIONS 93

 D escription o f defects and com m ents

3A.52.D
CAT® profile end-piece pushed back into packing
channel

Comments:
• Friction during the last stage of closing has pushed
the end piece backwards into the retaining channel,
resulting in a gap with an enhanced risk of water
ingress as a result.

94 THE NAUTICAL INSTITUTE

 Chapter THREE
SEALING SYSTEMS

3B Coaming compression bars

Figure Types of coam ing com pression bars page

3B.01 (1) F la tb a r............................................................................................................................................................96

3B.01 (2) F la tb a r............................................................................................................................................................96

3B.02 O rdinary steel flat b a r ................................................................................................................................. 96

3B.03 Stainless s te e l................................................................................................................................................ 97

3B.01.D Description of defects and com m ents..................................................................................................... 98

- 3B.10.D

HATCH COVER INSPECTIONS 95

 C oam ing com pression bars Frequently found defects

3B.01 (1) Flat bar (1) Flat b ar

• C o n ta c t su rface uneven th ro u g h m etal

wastage(corrosion (rust pocks, loose rust/scale) or
because of the presence of welding seams between
different sections of the coaming table.
• Coaming table not straight/wavy.
• Contact surface/coaming table covered with debris
(previous cargo), ice, etc.

(see also 3B.01 (2))

Sometimes (in the case o f sliding seals), the coaming

table top acts as a compression bar (sometimes doubled
with a steel fla t bar welded onto the coaming table).

3B.01 (2) Flat bar (2) Flat bar

• C o n ta c t su rface uneven th ro u g h m etal

wastage(corrosion (rust pocks, loose rust/scale) or
because of the presence of welding seams between
different sections of the coaming table.
• Coam ing table not straight/wavy.
• Contact surface/coaming table covered with debris
(previous cargo), ice, etc.

(see also 3B. 01 (l))

Stainless steel fla t bar welded on coaming surface.

O rdinary steel flat b ar

• C o n ta c t edges uneven th ro u g h m etal

wastage (corrosion (rust pocks, loose rust/scale) or
im proper repair (“steps’Vheight difference between
adjacent lengths of compression bar).
• Compression bar dented/dam aged by grabs, wires...,
cut, broken/cracked.
• Compression bar (contact edges) reduced in thickness
(thinned down, knife edged, shark toothed).
• Compression bar not straight/wavy.
• Compression bar covered with marine sealing tape,
rubber hose, etc.
• C om pression b ar covered with debris (previous
cargo), ice, excessive grease, etc.
Flat steel bar from ordinary steel, vertically welded on
coaming table and usually 40-50mm high. The rubber
seal acts on the compression bar and by doing soprovides Note:
a weathertight seal.
The space in between the compression bar at one side Can be rectangular, rectangular with rounded corners or round
and the inboard hatch rim at the other side is referred bars. Mild steel compression bars usually require renewal every
to as the “inboard drain channel”. eight years.

96 THE NAUTICAL INSTITUTE

 Transversal/cross jo in t com pression bars Frequently found defects

| 3B.03 S tainless steel | Stainless steel

• Contact edges uneven as result of im proper repairs

(“steps’Vheight difference between adjacent lengths
of compression bar).
• Compression bar dented/dam aged by grabs, wires...,
cut, broken/cracked.
• Compression bar not straight/wavy.
• Compression bar covered with m arine sealing tape,
rubber hose, etc.
• C om pression bar covered with debris (previous
cargo), ice, excessive grease, etc.

Stainless steelflat bar, generally with rounded corners, Note:

welded on the coaming table and usually 40-50mm Zinc spraying of mild steel compression bars is sometimes done
high. Similar to ordinary steel fla t bar. Prevents as a substitute for the use of stainless steel compression bars.
corrosion o f the (contact edge) of the compression bar. Stainless steel compression bars usually last the life o f the ship.

HATCH COVER INSPECTIONS 97

 Description of defects and com m ents

3B.01.D
R em nants of p a c k in g ru b b e r, a d h e rin g to the
surface of the coam ing com pression b ar

Comments:
• Brusque opening of the hatch covers when they have
been closed for a rather long period (and especially
when deck cargo was carried on hatch covers), might
cause damage to the sealing surface of the packing
rubber. Beware of damage to the outer box/sealing
surface of sponge core type p ac k in g ru b b e rs
(absorption of water).
• Superficial lubrication of the packing rubber with a
compatible type of grease might reduce the risk for
Mfiv.
this type of damage.

3B.02.D
Scale breakdow n on rusty/corroded com pression
bar

Comments:
• Breakdown of scale will result in a rough and uneven
;
" sealing surface of the compression bar.
• Scale build-up will also result in uneven compression.
-
The expansion ratio of steel as a result from corrosion
is approximately 1/7 (1mm steel = 7mm rust scale
thickness).
. ,
• Furtherm ore, packing rubbers will be subject to
-
accelerated wear/dam age as a result of contact with
the sharp edges of the scale in com bination with
vibrations of the ship.
• C om pression bars should always be substantial,
sufficiently thick and free of rust/damage. *•

3B.03.D
A. Coam ing table set down in m iddle
B. D eform ed com pression b a r in way w elded up

Comments:
• Damage to a specific part of the hatch cover may
affect the condition of adjoining structures (also
under-deck structures) as well.
• In case of an accident or damage, it is recom m ended
- to thoroughly inspect (close-up examination) the
surrounding area for damages or defects.
• Welded surfaces on com pression bars should be
ground and made smooth again to avoid abrasive
action on the sealing surface of the rubber as a result
■ of vibrations and compression.

98 THE NAUTICAL INSTITUTE

 D escription of defects and comm ents

3B.04.D
C oam ing com pression b a r a n d co am ing tab le
slightly set down

Comments:
• This damage can be the result of a load or impact
onto the coaming table or coaming compression bar.
It is recom m nended that the coaming structure and

I ■
f
deck structure in the dam aged area be subject to a
close-up inspection.
• Deformation of the coaming compression bar will
adversely affect compression in way of the damaged
area which might result in water ingress.
• The reason for the dam age/deform ation should be
investigated and repairs should be carried out as
necessary.

3B.05.D
C oam ing com pression b a r thinned down and wavy

Comments:
• U n ev en com pression bars will lead to uneven
compression of the packing rubber with risk of water
ingress as a result.
• W hen panels are in the closed position thinned
contact edges of the compression bar will cut into
the sealing surface of the packing rubber and be at
the base of damage and reduced in-service life.

3B.06.D
C oam ing com pression b ar uneven (covered with
h ard en ed cement), wavy and thinned down

Comments:
• T he condition of the com pression b ar is totally
unacceptable. T he unevenness/w aviness of the
com pression bar will seriously im pair the sealing
capacity (uneven compression) whereas the thinned
contact edges of the compression bar will cut into
the sealing surface of the packing rubber and reduce
the in-service life of the packing rubber.

HATCH COVER INSPECTIONS 99

 D escription o f defects and com m ents

3B.07.D
C oam ing com pression b ar uneven (illustrated by
“lining out” the uneven parts with a w ooden stick)

Comments:
• T he continuous effect of corrosive action, scale
formation and scale breakdown eventually results in
wastage, thinning down and uneveness of the coaming
compression bar.
• Simple objects frequently found on deck, such as the
wooden stick shown in the picture, are often very good
tools to illustrate the degree of wastage.

3B.08.D
C oam ing com pression b ar d en ted /set down as a
result of contact with the stevedore’s shell grab

Comments:
* Physical damage frequently occurs during loading
or discharging. O n completion of port operations,
the hatch covers/coamings should be checked for
dam age and the stevedores held responsible in
writing for any damages caused. In a num ber of cases
(depending on cargo loaded) welding repairs might
not be allowed in which case a suitable temporary
repair method to restore weathertightness might have
to be considered. Supporting or structural members
in way of the dam aged area should be inspected for
dam age/deform ation as well.*•

3B.09.D
W asted coam ing com pression bar, w elded up to
re sto re /in c re a se com pression. C ontact edge of
com pression bar ro u g h /b u rred

Comments:
• With this type of repair, the sealing surface of the
packing rubber will sustain severe abrasion/chafing
damage as a result of contact with the rough edges of
the w elded-up coam ing com pression bar, with
consequent reduction of the in-service life of the
packing rubber as a result.

100 THE NAUTICAL INSTITUTE

 D escription of defects and com m ents

3B.10.D
Coam ing tab le /b a r set down and rubber strips used
to restore contact/com pression betw een the CAT I -
profile packing ru b b er and coam ing b a r/tab le

Comments:
• Im proper/m akeshift repair. In order to ensure proper
contact and compression between the CAT-profile
packing rubber and the coaming table the contact
surface should be smooth/even.
• P roper rep air w ould consist of building up the
deform ed area with weld runs (ground smooth) until
a level and smooth surface is obtained.
• In case m ore significant deformations are involved,
insert repairs should be considered.

HATCH COVER INSPECTIONS 101

 Chapter THREE
SEALING SYSTEMS

3C Transversal/cross joint compression bars

Figure Types of transversal / cross jo int com pression b ar page

3C.01 Flat b a r.......................................................................................................................................................... 103

3C.02 Hydraulically operated swing seals.........................................................................................................103

3C.03 O rdinary steel flat b a r ................................................................................................................................ 103

3C.04 R ubber s trip ................................................................................................................................................. 104

3C.05 Stainless steel................................................................................................................................................ 104

3C.01.D Description of defects and co m m en ts.....................................................................................................105

- 3C.02.D

102 THE NAUTICAL INSTITUTE

 Transversal/cross join t com pression bars Frequently found defects

Flat bar

• C o n ta c t su rface u n e v e n th ro u g h m etal
wastage (corrosion (rust pocks, loose rust/scale).
• Contact surface not straight/wavy, dented/dam aged
by grabs, cut by wires, covered with debris/cargo
remnants, etc.

Arrangement whereby the crossjoint seal acts against a

fla t bar to provide a weathertight seal (mainly for
CAT®-profile type seals)/frequently used in case of non­
sequential opening.

3C.02 Hydraulically operated swing seals H ydraulically o p erated swing seals

• Swing system (pins/hinges) distorted, deformed.

• Hydraulic actuating system leaking oil, defective, not
operational.
• Lack of compression (locally or generally).

Hydraulically actuated cross joint seal which swings

on and off.

O rdinary steel flat bar

• C o n ta c t edges uneven th ro u g h m etal

wastage(corrosion (rust pocks, loose rust/scale) or
im proper repair (“steps’Vdifference in height/width
between adjacent lengths of compression bar).
• Compression bar dented/dam aged (by grabs, wires...),
cut, broken/cracked.
• Compression bar (contact edges) reduced in thickness
(thinned down, knife edged, shark toothed).
• Compression bar not straight/wavy.
• Compression bar covered with marine sealing tape,
rubber hose, etc.
• C om pression b ar covered with debris (previous
cargo), ice, excessive grease, etc.
• Stiffening plates/brackets for horizontally welded
Flat bar of ordinary steel, vertically or horizontally
welded onto the panel end and usually 40-50 mm high/ compression bars corroded/weakened/damaged/missing.
wide. The crossjoint seal of the adjacent panel acts on • Steel to steel contact bearing plates of vertically welded
the crossjoint compression bar ana by doing so provides com pression bars corroded, weakened, dam aged,
a weathertight crossjoint seal between adjacent panels. missing, showing evidence of grooving.

HATCH COVER INSPECTIONS 103

 R ubber strip

• R ubber strip damaged, cut, torn, worn, abraded.

• R ubber strip missing.
• Retaining channel for rubber strip corroded.
• R ubber strip hanging loose.

In the case o f Omega seals, the inflatable Omega seal

acts against a fla t rubber strip (fitted in a retaining
channel) on the adjacent panel.

Stainless steel

• Contact edges uneven as result form im proper repair

(“steps’Vheight difference between adjacent lengths of
compression bar).
• Compression bar dented/dam aged by grabs, wires...,
cut, broken/cracked.
• Compression bar not straight/wavy.
• Compression bar covered with m arine sealing tape,
rubber hose, etc.
• Compression bar covered with debris (previous cargo),
ice, etc.
• Stiffening plates for horizontally welded compression
bars corroded/weakened/dam aged/m issing.
Similar arrangement to the ordinary fla t steel bar.
• Steel to steel contact bearing plates (A) of vertically
Athwartships stainless steel flat bar, generally with
w e ld e d co m p re ssio n b a r c o rro d e d , w e ak en e d ,
rounded corners, usually 40-50mm high, located in
damaged, missing, showing evidence of grooving.
the interpanel void space. Prevents corrosion o f the
contact edge o f the compression bar.

104 THE NAUTICAL INSTITUTE

 Description o f defects and com m ents

3C.01.D
Transversal com pression b a r dented in m iddle

Comments:
• This type of com pression bar can easily becom e
damaged as a result of contact with the stevedore’s
cargo handling gear.
• W henever possible, sections of hatch covers should
be fully opened and stowed away from the hatch
opening to reduce exposure to possible contact with
the cargo handling gear.

3C.02.D
Scale breakdow n on cross-joint com pression bar

Comments:
• Rough or damaged contact edges will cause damage
to the sealing surface of the cross-joint packing rubber.
• Apart from the fact that scale breakdown will create
a rough/burred surface, scale build-up might also
result in uneven compression.
• Compression bars should be substantial, sufficiently
thick and free of rust/dam age.

HATCH COVER INSPECTIONS 105

 Chapter FOUR

BEARING PADS

Introduction were recognised which led to the developm ent of easily

As seen in C hapter 3 of this book, packing rubbers re p la c e a b le m atin g plates. F u rth er im p ro v e m e n t
are one of the key elements in achieving weathertight resulted in the m anufacturing of different types of pad
integrity and obtaining the required compression is of and m ating surfaces that contributed to smooth, silent
param ount importance in ensuring that packing rubbers operation and m inimised weardown.
are able to compensate for deformations when the ship Over the years, the expectations and requirem ents
is at sea. of bearing pads became m ore stringent, mainly because
Over-com pression of a packing rubber should be of the increase in size of ships, loads/cargo to be carried
avoided at all times, as it leads to accelerated wear down on top of hatch covers, etc. C urrent expectations and
and the developm ent of a prem ature perm anent set in requirem ents are prolonged seal lifetime and increased
packing rubbers, with reduced flexibility and sealing weathertightness, reliability and lifetime of the bearing
capacity as a result. pad when in service (low-friction), easy maintenance,
In order to avoid the problem s described above, easy replacem ent and silent operation.
hatch patentees recognised that safety barriers should From an inspection point of view it is of crucial
be built-in to hatch cover systems to prevent this over­ im portance that the bearing pads installed on a vessel
compression. Initially, around the 1970s, steel-to-steel are subject to regular close-up examination as weardown
contact between the panel skirt (panel side plating) and will result in over-compression of the packing rubber
the coaming table was considered sufficient to avoid which needs to be avoided at all times. Also, and given
over-compression. time, weardown of the bearing pads will give rise to
However, it was soon seen that abrasion between frictional stresses whose m agnitude depends on the
the panels and the coaming table resulted in abrasion, pressure of the cover onto the coaming table and the
gouging or fretting damage, which not only reduced relative m ovem ent between coaming and hatch cover
the strength of the coaming but also caused accelerated which may result in deficiencies such as loose cleats, or
corrosion of the low er edge of the panel skirt and m ore significant structural dam age such as cracks/
sometimes even resulted in deform ation of the panel deformations in the coaming table, coaming plating,
side plating. These effects were enhanced by the carriage panel plating, panel wheel assemblies, lifting devices
of deck cargoes which were exerting a greater pressure/ and hinges.
load on the panels. It should be noted that panels that are known as
In order to minimise the effects of this steel-to-steel ‘stiff’ panels (such as box-beam panels or double skin
contact, the skirting plate was made thicker in an attempt panels) m ay not always be resting on their bearing pads
to distribute loads over a larger area of the coaming when in a battened down condition in port (clearance
table. between the mating halves may be noticed). This will
Later, it was decided to install sacrificial strips on generally be the result of their inherent stiffness and
the coam ing table so th at interaction betw een the the ship’s condition at time of the inspection (hogging/
(thickened) panel side plating and coaming table would sagging, twisting, bending, influence of the sun, etc.)
be limited to deterioration of the sacrificial strip alone b ec au se these p an e ls are not able to follow the
without affecting the coaming table deformation of the ship’s hull and coaming. In other
Finally, around 1990, the link to the bearing pads as cases, clearances between the bearing pads may be an
we know them today was m ade by fitting landing legs indication of perm anent deformation of the panel which
on the panel side plating and landing pads on the would constitute a m ore significant problem . From the
coaming table. above it is clear that not only weardown issues, but also
Through careful consideration and advanced design, clearances between the mating halves of the bearing
vertical bearing (or support) pads for hatch covers are pads should be m onitored.
able to discharge four different and specific functions: It should be recognised that not only the perim eter
• Transferring the weight of the cover (and cargo loaded seals should be correctly com pressed to their design
on top of it) onto the coaming structure. compression, but that the cross-joint packing rubbers
• Retaining the covers in a correct sealing position/ should also rem ain in their correct sealing position. It
m aintaining the correct compression of the hatch will be seen, therefore, that on a num ber of panel designs
cover seal. fittings (bearing plates) are provided in the cross joint
• Allowing for relative m ovem ent between the hatch area that allow for steel-to-steel contact in the cross joint
covers and coaming caused by flexing of the hull in sections as well. In panel designs where these bearing
a seaway. plates are fitted, wastage is often not identified in time
• Avoiding fretting damage to the coaming table/hatch as a defect that will adversely affect the cross joint
cover interface. integrity and eventually lead to cross joint leakage.
From 1990 onwards, these systems were then further
refined in that the bearing pad wear-down problem s

106 THE NAUTICAL INSTITUTE

 Chapter FOUR

BEARING PADS

4 Most common types of bearing pad

Figure Types of bearing p ad page

4.01 Bearing pads g en eral................................................................................................................................. 108

4.02 F ixpad® ....................................................................................................................................................... 108

4.03 Flexipad® .................................................................................................................................................... 109

4.04 L ubripad® ................................................................................................................................................... 109

4.05 Mating surface ............................................................................................................................................109

4.06 Midipad®1................................................................................................................................................... 110

4.07 Polypad®1......................................................................................................................................................110

4.08 Steel-to-steel contact.................................................................................................................................. 110

4.09 Steelpad® .....................................................................................................................................................I l l

4.10 U n ip ad® ..................................................................................................................................................... I l l

4.01.D Description of defects and com m ents.................................................................................................... 112

- 4.07.D

HATCH COVER INSPECTIONS 107

 Types of bearin g pad Frequently found defects

4.01 Bearing pads general L B earing pads general

• Bearing pads missing.

• Bearing pad and/or mating surface w orn/abraded/
damaged.
• Cracks in way of pads, hatch cover side plating or
coaming structure in way of pads.
• M ating surface/contact area of landing pad rusty,
corroded, rough.
• Evidence of weardown on mating surface.
• Cracks in way of bearing pad, coaming construction/
hatch cover construction in way of bearing pads.

Note:
In the case of new generation bearing pads: bearing pad
Bearing pads consist of a stiffened support device fitted
on the hatch, panel side plate and a correspondingpad lining surface damaged, worn, abraded.
on the reinforced coaming. The bearing pads are placed
at a regular distance on the hatch coaming table,
allowing the hatch cover panels to land on the. blocks/
pads. Sometimes also called support pads, chocks,
resting- or landing pads. Mating devices with a mating
surface are fitted to the bearing p a d ’s counterpart.
Bearingpads transmit the vertical loadfrom hatch covers
onto the coaming structure, retaining the covers in the
correct sealing position and allowing relative movement
between covers and coaming caused by hull flexing in a
seaway. This system allows regulation o f the desired
compression but avoids steel-to-steel contact between
the panel side plating and coaming table (which often
results in fretting damage). Different types o f pad are
on the market, each meeting specific needs and
requirements. The main characteristics and qualities
o f bearing pads are; prolonged seal lifetime, increased
weathertightness, low risk of damage, predictable wear-
down rate, smooth and silent sliding action, good load-
bearing capacity, no effect on mating surface, good
abrasion resistance, minimal wear-down, constant
sliding properties throughout lifetime and. easy
replacement/retrofit.

| 4.02 Fixpad® | Fixpad®

• Pads loose/cracked/missing.
• Bearing pad surface w orn/abraded/dam aged.
• Cracks in way of pads, hatch cover side plating or
coaming structure.

Welded steel pad.

Mating surface o f wear resistant steel.

108 THE NAUTICAL INSTITUTE

 Types of b earin g pad Frequently found defects

4.03 Flexipad® Flexipad®

• Pad loose/missing.
• Bearing pad surface w orn/abraded/dam aged.
• Cracks in way of pads, hatch cover side plating or
coaming structure.

I K - '«Sggg3l|
WÊÈSÈ&
JM

Sandwich structure o f steel and rubber.

No special mating surface needed.
No sliding-flexing structure for movement.

4.04 Lubripad® Lubripad®

• Lubricant bronze pad loose/missing.

• Bearing pad surface w orn/abraded/dam aged.
• Cracks in way of pads, hatch cover side plating or
coaming structure
• Pad housing/steel holder damaged.
• Spring pins (locking devices for replaceable pads)
missing/damaged.

Lubricant bronze pads in a steel holder.

Mating surface o f special stainless steel.

| 4.05 Mating surface | M ating surface

• M ating surface corroded, rough, dam aged, worn,

deformed, covered with debris.

m * k
Counterpart of the bearing pad, contact area against
which the bearing pad is acting and either fitted on the
hatch coverpanel or coaming. Mainly of special stainless
steel or wear resistant steel.

HATCH COVER INSPECTIONS 109

 Types of bearin g pad Frequently found defects

4.06 Midipad® M idipad®

• Woven ptfe pads loose/missing.

• Bearing pad surface w orn/abraded/dam aged.
• Cracks in way of pads, hatch cover side plating or
coaming structure.

Welded woven ptfe-coated pad.

Mating surface o f special stainless steel.
(Has limited load capacity).

P 4.07 Polypad® | Polypad®

• Polypads loose/missing.
• Bearing pad surface w orn/abraded/dam aged.
• Cracks in way of pads, hatch cover side plating or
coaming structure.
• Pad housing/steel holder damaged.
, • Balance rubber and/or shim plate damaged/missing.
• Fixing screw (locking devices for replaceable pads)
missing/ damaged.

; s "" ~..^

Replaceable low friction self-lubricatingpolymer-based

bearing pad.

4.08 Steel-to-steel contact ^ Steel-to-steel contact

• W henever steel-to-steel contact is achieved through

direct contact between the panel side plating and the
coaming table, fretting damage (grooving) may occur.
(a vocabulary issue only)

Steel to steel contact is necessary to retain the hatch

cover in the required and. correct sealing position i.e. to
achieve the required design compression. Steel to steel
contact can be achieved through direct contact between
the lower edge o f the panel side plating and coaming
table or through one of the different bearingpad systems.

110 THE NAUTICAL INSTITUTE

 Types of bearin g pad Frequently found defects

4.09 S te elp ad ® Steelpad®

• Bearing pad surface w orn/abraded/dam aged.

• Cracks in way of pads, hatch cover side plating or
coaming structure.
• Pad housing/steel holder damaged.
• Spring pins (locking devices for replaceable pads)
missing/ damaged.

Steel pads in a steel holder.

Mating surface o f wear resistant steel.

4.10 U n ip ad ® Unipad®

• Woven ptfe pads loose/missing.

Bearing pad surface w orn/abraded/dam aged.
• Cracks in way of pads, hatch cover side plating or
coaming structure.
Pad housing/steel holder damaged.

■ ■ • Spring pins (locking devices for replaceable pads)

missing/ damaged.

Woven ptfe-coatedpads in a steel holder.

Mating surface o f special stainless steel.

HATCH COVER INSPECTIONS 111

 Description o f defects and com m ents

4.01.D
H atch cover landing/resting p ad on coam ing table
w orn out

Comments:
• Lack of proper m onitoring during the in-service life
of the bearing pad and lack of rectifying action in an
early stage leads to advanced wear down of the bearing
pad which renders the bearing pad useless and results
in accelerated developm ent of perm anent set of a
packing rubber or prem ature perm anent set on a new
packing rubber.

4.02.D
U nderside of a hatch panel m ain beam showing
excessive w eardow n in way of the contact area with
the hatch p an el landing p a d on the hatch coam ing

Comments:
• Lack of proper m onitoring during the in-service life
of the bearing pad and lack of rectifying action in an
early stage leads to advanced wear down of the bearing
pad which renders the bearing pad useless and which
will result in accelerated developm ent of perm anent
set of a packing rubber or prem ature perm anent set
on a new packing rubber.
• In case of repairs, it is recom m ended to replace or
repair the pad and the mating surface for alignment
purposes.

4.03.D
Starting w astage of a resting p ad on the coam ing
table/coam ing bar

Comments:
• If n o t d e a lt w ith /re p a ire d in the p ro p e r way,
accelerated grooving will take place as water will
collect in the slightly grooved area resulting in
e n h a n c e d lo cal c o rro siv e ac tio n a n d m o re
pronounced/substantial grooving.
• Wastage of the resting pad will result in excessive
pressure or compression of the packing rubber which
m ay th e n b e c o m p re sse d b e y o n d th e d esig n
compression with wear damage/excessive perm anent
set as a result.

112 THE NAUTICAL INSTITUTE

 D escription of defects and com m ents

4.04.D
Woven ptfe bearin g pad surface (Unipad® system)
dam aged/w orn

Comments:
• Bearing pad weardown m ay affect the weathertight
status of hatch covers and cause damage to the hatch
cover and coaming structure.
• M odern bearing pads are designed in such a way
that worn or damaged bearing pad surfaces can easily
be replaced.
• This bearing pad is beyond the stage of repair and
will have to be replaced.

4.05.D
C rack in way of weld of bearin g p ad and hatch
coam ing table

Comments:
• Most probably, excessive horizontal friction/stresses
in combination with weardown (A) of the mating half
of the bearing pad system resulted in shearing damage
at the base of the bearing pad (B).

4.06.D
H atch cover b e a rin g p a d w ith m atin g surface
corroded, rough and uneven

Comments:
• Mating surfaces of bearing pads should be smooth
and even in order to create a good steel-to-steel
contact and to avoid undue stresses.
• Excessive horizontal friction forces in way of the
landing pads m ay result in fracturing of the hatch
coaming stays.

HATCH COVER INSPECTIONS 113

 D escription o f defects and com m ents

4.07.D
W ear plate (used for adjusting purposes) on the
m atin g surface of a b e a rin g p a d a rra n g e m e n t
dam aged

Comments:
• Friction and corrosive action will affect the mating
surface of a bearing pad arrangement.
• Therefore, regular m onitoring of the condition of the
pads and m ating surface is necessary.
• Damaged mating surfaces are likely to cause damage
to the bearing pads and should be repaired/renew ed
as soon as possible.

114 THE NAUTICAL INSTITUTE

 Chapter FIVE

SECURING DEVICES FOR SEA

Introduction the rubber washer), which allows for even tightening
T he 1966 I nternational C onvention on Load Lines and therefore reduces the risk for over-compressing the
(Annex 1 - C hapter 1/Reg. 15 & 16) requires that hatch packing rubbers. In some cases, long rod type cleats
covers can be secured weathertight. In the convention, are used in order to enhance flexibility.
(Reg. 15) requirem ents for the securing of tarpaulin type However, apart from the m anual and quick acting
hatch covers are explained. For weathertight covers of type cleats, autom ated cleating systems have been
steel or other equivalent material, fitted with gaskets and developed, such as the self auto-wedge cleating system,
c la m p in g d ev ice s, the c o n v e n tio n re q u ire s th a t or the hydraulically operated cleats. In m any cases, the
satisfacto ry m ean s for sec u rin g an d m a in ta in in g different types of cleating system are only applicable to
weathertightness be provided and stipulates that these a lim ited range of covers for which they have been
means shall be to the satisfaction of the Administration. specifically designed. A lthough autom atic cleating
In m ost cases, however, details of the m eans for systems allow for easy and quick securing of the panels,
securing and m aintaining weathertightness are agreed these automatic systems are generally m ore expensive
between the hatch cover patentees and the different and require m ore specific/specialist maintenance. Also,
classification societies. some of the autom ated systems may not provide the
We have already seen that it is of crucial im portance r e q u ir e d d e g re e o f fle x ib ility so th a t ca refu l
th at ru b b er gaskets are com pressed to their design c o n s id e ra tio n sh o u ld b e giv en to e n su rin g th a t
c o m p re s s io n in o rd e r to p ro v id e an e ffec tiv e weathertightness is m aintained all times.
weathertight seal. Through steel-to-steel contact, which Especially in cases where hatch covers are found to
nowadays is achieved by fitting bearing pads (see chapter be leaking during an initial test, it is frequently seen
4), the com pression of the seal can be regulated and that cleats are over-tightened to such an extent that their
adjusted against its design compression. rubber washers develop a ‘pancake’ aspect. This is often
D uring the sea passage, it will be necessary to done on the wrong assumption that excessive tightening
maintain weathertightness and, therefore, the panels will of the cleats will increase the efficiency of the sealing
have to be kept in their required sealing position, even and that, by doing so, panels might be able to pass a
with a working ship. This requires devices, i.e. cleats, second test which dem onstrates a profound lack of
that prevent the panel from lifting but do allow for the understanding of hatch cover basics. As explained
panel to move relative to the coaming table. Therefore before and in view of the steel-to-steel contact between
the cleats need to be sufficiently strong to hold the panels panel and coam ing table, over-tightening will not
down, whilst providing sufficient flexibility to allow
contribute to the compression (only for some lightweight
movement between the panels and the coaming. Because
types of hatch covers may extra tightening down of the
of the forces th at are acting on the cleats, som e
cleats result in additional compression of the seal) but
elongation, slack and weardown might develop whilst
will, on the contrary, adversely affect the flexibility of
in service and therefore it should be possible to correct
the hatch cover system, reduce the in-service life of the
any slackness in the cleating arrangement, which requires
cleat’s rubber washers and cause dam age to the cleats
cleats to be easy to adjust.
and/or panels.
Various designs of cleat are available on the market,
T he space to be left betw een adjacent cleats is
the most commonly seen types being manually operated
carefully calculated at the design stage in order to ensure
cleats, quick actin g type cleats and au to m atic or
that the num ber of cleats fitted will keep the panels in
hydraulically actuated types of cleats.
position when at sea (generally the distance between
Securing devices for sea can be divided into two main
two adjacent cleats will be around one and a half to two
groups, i.e. perim eter/peripheral cleating systems and
m etres bu t distances betw een perim eter cleats will
cross joint cleating systems
generally be less towards the corners of a hatch).
P erim eter/p erip h eral systems O n ballast hold hatch covers, extra cleats will be
Initially, m anually tightened cleats were used for fitted and these cleats are generally fitted close to each
perim eter cleating purposes. However, tightening up of oth er, in o rd e r to pro v id e ad d itio n al re strain t to
the cleats was time consuming and often they were over- counteract the sloshing effects of ballast water.
tig h te n e d , so lim itin g the p o ssib ility for re la tiv e O n hinged types of cover, hinges at the stowage ends
m ovem ent between the coaming and panels as well as can be accepted as cleats although in some cases cleats
the in-service life of the rubber packing. may/will have to be fitted on the leading panel.
Problems with manually tightened cleats led to the One of the latest developments for perimeter cleating
developm ent of the so called quick acting cleat, which systems are the so-called “hold-down” devices where
consists of a fairly simple design, fitted with a resilient clearance in way of the locking bolt (in range of some
washer (with steel spacer) which adds to the flexibility mm) is one of the m ain issues. These devices are now
of the cleating arrangem ent. T he advantage of this m ore regularly seen on container ships equipped with
system is the preset compression of the cleat (through large and heavy pontoons and are m erely fitted to
HATCH COVER INSPECTIONS 115
prevent lifting of the panels as a result of the racking deliberation with Class and hatch patentees, which type
forces generated by containers carried on deck. will be the most suitable for a specific hatch cover design
Also, twistlock-secured hatch covers are now seen (expected movements, num ber of crew available for
more and more. The twistlock design allows the panel securing the panels, maintenance aspects, etc.). It should
to be secured quickly to the coam ing by m eans of be noted that some designs do not require cross joint
twistlocks. T hese twistlocks are placed in castings, cleats to be fitted.
positioned in dovetail-like devices on the coaming table, In some cases, tightening bolts are fitted at the
fitted with slitted openings, so allowing for relative m eeting joints between the forward and after sections
(longitudinal and transversal) m ovem ent between the of a hatch cover set. Although this allows the meeting
panel and coaming. panels to be brought together, it should be carefully
m onitored that the bolts are not over-tightened, as
Cross jo in t cleating systems otherwise the cross joints between the panels of the
It will be recognised not only that the perim eter of forward and after section will open accordingly as the
the hatch is to be secured but also that m ovem ent of bolts at the m eeting joints are tightened, which will
the panels relative to each other at the panel intersections im pair the weathertight status of the cross joints.
needs to be controlled. As m entioned previously, the fitting of flexible
Cross joint securing systems have similar objectives gaskets and resilient cleats allows relative m ovem ent
to perim eter quick acting cleats, but vary in design between panels and coaming and adds to achieving a
because of the com plexity of cross joint assemblies weathertight seal. It is therefore im portant that securing
Therefore, different cleating systems for the cross joint devices are p ro p e rly m ain tain ed an d kep t in an
and m eeting/split joint areas have been designed and operational condition. Excessive slack, clearances, etc.
also for the cross joints, m anual and automatic systems should be timely identified and investigated as they
are available. All of them have their advantages and might be an indication of weardown of any of the other
drawbacks and it is up to the shipowner to decide, in com ponent parts of the hatch cover an d /o r sealing
system.

116 THE NAUTICAL INSTITUTE

 Chapter FIVE

SECURING DEVICES FOR SEA

5A Peripheral / perimeter cleating systems

Figure Types of p erip h e ra l / p erim eter cleating system page

5A.01 Automatic shoe-type cleating....................................................................................................................118

5A.02 Hold down devices......................................................................................................................................118

5A.03 Hydraulically operated cleats.................................................................................................................. 118

5 A.04 Self auto wedge cleating............................................................................................................................ 119

5A.05 Standard type quick acting c le a t............................................................................................................. 119

5A.06 Twistlock securing sy ste m ......................................................................................................................... 119

5A.01.D Description of defects and com m ents..................................................................................................... 120

- 5A.09.D

HATCH COVER INSPECTIONS 117

 Peripheral/perim eter cleating systems Frequently found defects

5A.01 Automatic shoe-type cleating A utom atic shoe-type cleating

• Cracks in way of lug to panel side plating weld.

• Lug an d /o r shoe plating corroded/w asted/thinned
down.
• Lug an d /o r shoe plating deform ed, lug/shoe not
engaging properly.
• Rod for shoe plating rusty/corroded, thinned down,
deform ed/bent.
• Steel washer plates corroded, thinned down, missing.
• R u b b e r w a sh e r/d is c o v e rp a in te d , c rack e d , ,
overcompressed, missing.
• Nut frozen, not recently greased/adjusted.
Flexibly mounted self-actuating cleating arrangement
whereby a lug on the cover side plate engages with a
shoe-type cleat (with neoprene washer) on the coaming
table during closing. (Fitted on Rolltite hatch covers.
Requires no cleats at the hatch end nearest stowage or
at transverse joints between panels).

H old down devices

• Excessive clearance between locking pin/bolt and

steel plates.
• Locking pin/bolt deform ed/jam m ed, missing.
• Cracks in way of weld connections of steel plates with
panel side plating and/or coaming table.
• Steel plates and/or locking pins corroded/thinned
down/weakened.
• Steel plates deform ed/bent.
• Coaming table deformed in way of hold down device.

Arrangement consisting of a steel plate which is fitted

to the cover side plating and which, with the panel in
closedposition, is secured to the coaming table by means
o f a lockingpin/bolt passing through steelplates welded
on the coaming and the steel plate fitted on the panel (A variation consists o f a semi-automatic hold down device
side plating. based on automatic engaging and manually releasing).

H ydraulically o p erated cleats

• Excessive clearance between hooks and cleat lugs.

• Cleats not properly positioned/engaged w hen in
closed position.
• Hooks corroded/thinned down.
• Lugs deformed, corroded/thinned down, cracked in
way of weld to panel side plating.
• Sliding b ar c o rro d ed /th in n ed dow n, deform ed,
broken.
• Excessive clearance in way of connecting points of
hooks with sliding bar.
• Leaks from hydraulic actuating cylinders.

Flook-type cleats (along the side and end coaming) that

are connected to a sliding bar which is actuated by double
acting hydraulic cylinders. Through the linear movement
o f the sliding bar, the hooks are raised upwards through
slots in the coaming table and engaged on cleat lugs on
the cover sides and ends.

118 THE NAUTICAL INSTITUTE

 Peripheral/perim eter cleating systems Frequently found defects

5A.04 Self auto wedge cleating Self auto w edge cleating

Excessive clearance between mating halves (A and B)

with cleats in engaged position.
Excessive clearance betw een coam ing cleat and
panel side plating.
Cleats corroded/thinned down/weakened.
Cracks in way of weld to coaming table/panel side
plating.

Self actuating cleating system whereby cleating occurs

automatically as an integral part of the movement of the
covers near completion of the closing action when two
mating halves of the cleats (wedge-type blocks on panel
side plating ana on coming table) are engaged. (Can be
used on folding type and direct pull hatch covers)

5 A .0 5 Standard type quick acting cleat Standard type quick acting cleat

M anually operated • Cleat missing.

fastening device in way • H inged h ea d /c am deform ed, dam aged, frozen/
o f the perimeter of the jam m ed.
hatch cover and used to • Snug dam aged, defo rm ed , cracked, c o rro d e d /
hold the panel down/in weakened, missing.
place (providing a • Rod rusty/corroded, thinned down, deform ed/bent.
resilient vertical • Steel washer plates corroded, thinned down, missing.
restraint) when at sea. • R ubber w a sh e r o v e rp a in te d , crack e d ,
A quick acting cleat overcompressed, missing.
consists o f a rod (A) • Crutch corroded/thinned down, cracked in way of
with hinged head (B), coaming welding area, deform ed/bent/flattened.
crutch (C) (under • Nut frozen, not recently greased/adjusted.
coaming table), rubber • Cleat pointing forward or aft when in secured position
washer (D) (positioned between two steel washers) and (indication of im proper positioning of panels).
a nut(E). The hinged head is hooked/connected to a • Cleat loose when fastened.
snug (F) on the hatch panel and manually secured by
means o f a steel lever bar.

5A.06 Twistlock securing system Twistlock securing system

• Dovetail fittings damaged, corroded, (partly) missing,

cracked.
• Twistlock casting damaged, cracked.
• Top plating of casting with cut-out for twistlock,
corroded, thinned down, weakened, cracked.
• Cracks in way of welds of stiffened support and hatch
side plating.
• Stiffened support deformed, corroded, thinned down.
• Twistlocks used for securing not closing properly,
System using container twistlocks for securing lift away damaged, jam m ed.
pontoons onboard container carriers. Twistlocks engage
in a stiffened support device on the hatch panel side
plating and in a twistlock casting fitted in a dovetail­
like device on the coaming table. Openings in the twistlock
casting are large enough to allowfor sideways movements,
whereas the shoe itself is able to move in the doveta il in
a longitudinal direction. Bearing pads are separately
fitted and are not replaced by the above device.

HATCH COVER INSPECTIONS 119

 Description o f defects and com m ents

5A.01.D
Excessive clearance betw een the hydraulic actuated
hook-type cleat and cleat lug on the hatch panel

Comments:
• Excessive w eardow n (due to repeated opening/
closing action, vibrations and corrosion) will develop
during the in-service life of this type of quick acting
cleat, resulting in the developm ent of excessive
clearances. Proper maintenance and corrective action
at an early stage will prevent enhanced corrosion/
deterioration/clearances.

5A.02.D
D o u b le-acting h y d rau lic c y lin d er of au tom atic
(hook-cleat type) peripheral cleating system leaking
oil

Comments:
• Apart from the fact that leakage of hydraulic oil might
involve technical problems, spilled oil on deck also
constitutes a pollution and/or personal injury risk.

5A.03.D
Crutch of quick acting cleat partly corroded away

Comments:
• A lthough visible parts of quick acting cleats are
generally regularly inspected, other parts of the cleat
assembly, which are more difficult to inspect, are often
overlooked during routine inspections.
• Corrosion and associated thinning of the quick acting
cleat crutches may result in deformation of the crutch,
prevent proper securing of the panels for sea and
render the crutch ineffective and/or inoperational for
service
• It is recom m ended that the complete cleat assembly
should regularly be checked for cracks, deformations
or corrosion.

120 THE NAUTICAL INSTITUTE

 D escription of defects and com m ents

5A.04.D
Peripheral quick acting cleats missing

Comments:
• Quick acting cleats are fitted to establish contact
between the panels and the coaming and to hold the
panel in place when the ship is at sea. Design of cleats
is such th a t th ey sh o u ld allow som e re la tiv e
m ovem ent between the hatch covers and the hatch
coaming, whilst preventing the panels from being
lifted upwards.
• W ithout peripheral securing devices, panels cannot
be p ro p e rly secured and the ship will n o t be
seaworthy.

5A.05.D
Excessive clearance betw een m ating halves (A and
B) of self-auto w edge cleats (clearance illustrated
by m eans of a piece of paper)

Comments:
• Excessive clearance may be the result of weardown/
corrosive action or from im properly adjusted rack-
back hinge arrangements (adjustment is generally
very difficult).
• This type of cleating system is not often seen on
board anymore.
• Sometimes, self auto wedge cleats are elastically
m ounted by means of rubber washers.

5A.06.D
P erim eter quick acting cleats crooked

Comments:
• D uring the in-service life, cleats m ay becom e
crooked/bent/deform ed.
• W hen carrying out a visual inspection, it should be
ensured that cleats/securing devices are fitted in a
straight line.
• Deviation from the vertical is an indication that the
panel is not properly closed. Also, and due to the
deviation from the vertical, the optimum holding
power will not be achieved.

HATCH COVER INSPECTIONS 121

 D escription of defects and com m ents

5A.07.D
Crutch of quick acting cleat rusty and deform ed

Comments:
• C o rro siv e action w ith co n se q u en t th in n in g of
com ponent structural parts will reduce the design
strength of the item in question.
Deformed crutches will not be able to withstand the
original design loads any m ore and might be subject
to further failure during the course of action, i.e. when
their original strength is needed most.
• In case the crutch is found to be deform ed without
any signs of corrosion, a design problem might be
involved (crutch too w eak/not able to w ithstand
forces exerted by hatch covers).

5A.08.D
Quick acting cleat snug (A) not in alignm ent with
crutch (B)

Comments:
• W hen checking hatch covers it is good practice to
check whether the quick acting cleats are in line.
• If not, panels are out of alignment and the reason for
the misalignment should be investigated.
• Missing stopper blocks, im properly nested/closed
panels, excessive trim, im properly adjusted towing
chains or snugs that have been incorrectly positioned
may be at the base of this problem.
• Cleats on the hatch tops (in way of the cross-joints)
should also be in alignment.

5A.09.D
S teel w a sh e r of p e rim e te r quick a c tin g cle a t
corroded, thinned down and cracked

Comments:
• Steel washers allow spreading of the forces/loads on
the rubber washer in an even m anner and avoid
abrasive action between the washer and the crutch
(and nuts or hinged heads).
The steel washers should, therefore, be substantial
and sound.

122 THE NAUTICAL INSTITUTE

 Chapter FIVE

SECURING DEVICES FOR SEA

5B Cross joint securing devices

Figure Types of cross joint securing device page

5B.01 Cross joint b o lts .......................................................................................................................................... 124

5B.02 Cross joint w edges......................................................................................................................................124

5B.03 Quick acting c lea t....................................................................................................................................... 124

5B.04 Top c le a t.......................................................................................................................................................125

5B.05 Torsion bar operated automatic cross joint c le a ts................................................................................. 125

5B.01.D Description of defects and com m ents....................................................................................................126

- 5B.05.D

HATCH COVER INSPECTIONS 123

 Cross joint securing devices Frequently found defects

Cross jo in t bolts

• Bolt damaged, deformed, bent.

• Excessive clearance in way of bolt pin.
• Nut frozen, not properly greased.
• Bolt slack with panels closed.
• Steel washer plates corroded, thinned down, missing.
• Bolt bracket damaged, deformed, cracked, corroded/
weakened, missing.
• Bolt excessively tightened, resulting in fanning or
diverging cross joints or lack of contact between other
panels (other panels pulled open).

Steel (resilient) bolt arrangement generallyfitted in way

o f the meetingjoint/splitjoint between theforward and
aft panel sections and intended to keep the cross joint
closed at sea and provide the required compression in
way o f the meeting joint.

Cross jo in t wedges

• Wedge bent/deform ed/banana-shaped, missing.

• Leaf spring (D) damaged, missing.
• Saddle damaged, corroded, cracked.
• Strike plate worn out, welded up above original
design height.
• Wedges loose/slack when in closed position.
• Hatch top plating corroded/holed in way of wedge.
• Stiffening bracket underneath striker plate b en t/
deformed.

Arrangement whereby a steel wedge(A) is driven home

(with a sledge hammer) through a saddle (B)(also
“wedge bridge”or “bridge”) to act on a small steelpad/
strike plate(C) fitted on the edge of the opposite hatch
panel in order to keep adjacent panels in correct vertical
alignment.

5B.03 Quick acting cleat Q uick acting cleat

• H inged h ea d /c am deform ed, dam aged, frozen/

jam m ed.
• Snug dam aged, deform ed, cracked, c o rro d e d /
weakened, missing.
• Rod rusty/corroded, thinned down, deform ed/bent.
• C le a t b ra c k e t d a m a g e d , d e fo rm e d , crack e d ,
corroded/weakened, missing.
• Steel washer plates corroded, thinned down, missing.
• R u b b e r w a sh e r o v e rp a in te d , c ra c k e d , o v e r­
compressed, missing.
• C ru tc h /c le a t b ra ck et c o rro d e d /th in n e d dow n,
deform ed/bent/flattened.
• Nut frozen, not recently greased/adjusted.
Manually operated fastening device, similar to the • Cleat pointing to port or starboard when in secured
manual operated peripheral quick acting cleat, fitted in position (indication of improper positioning of panels).
• Cleat loose when fastened.
way o f meetingjoints betweenforward end and aft panel • Cleat excessively tightened, resulting in fanning or
sections and used to obtain the required compression diverging cross joints or lack of contact between other
between the crossjoint seal and the crossjoint compression panels (other panels pulled open).
bar when at sea. • Cleat missing.

124 THE NAUTICAL INSTITUTE

 Cross joint securing devices Frequently found defects

5B.04 Top cleat Top cleat

Holder (A) dam aged/m issing/deform ed

Hinge pin (B) worn out, corroded/thinned down.
R u b b er w a sh e r/d isc (C) o v erp ain ted , cracked,
overcompressed, missing.
Nut (D) frozen, not recently greased/adjusted.
Steel w asher plates (E) corroded, thinned down,
missing.
C leat bracket (F) dam aged, deform ed, cracked,
corroded/weakened, missing
E y e b o lt (G) ru s ty /c o rr o d e d , th in n e d dow n,
deform ed/bent.
Cleat pointing to port or starboard when in secured
position (indication of improper positioning of panels).
Manually operated fastening device, fitted in way of
Top cleat loose when fastened.
meetingjoint betweenforward and aft panel sections and Top cleat/cleat assembly missing.
used to keep cross joint compression bars and crossjoint Eyebolt excessively tightened, resulting in fanning
packing rubber of adjacent panels in their correct sealing or diverging cross joints or lack of contact between
position when at sea by tightening the eyebolt (G). other panels (other panels pulled open).

5B.05 Torsion bar operated........ cleats Torsion b a r o p e ra ted autom atic cross jo in t cleats

Torsion b ar system ru sty /c o rro d e d , fro zen /n o t

operational.
Pressure pads deformed, corroded/thinned down,
missing, cracked.
Cleating lugs damaged, missing.
Cleating lugs showing wear dow n/not exerting the
required pressure on the pressure pads.

System whereby the movement of a torsion bar(C) allows

rotation o f cleating lugs (A), mounted o?i the bar, to Lever arms are attached to the ends of the bar outside the cover
press on pressure pads(B) welded onto the end of the side plate and pushed upwards either manually or by the
adjacent cover panel. coaming rail during the closing action

HATCH COVER INSPECTIONS 125

 D escription of defects and com m ents

5B.01.D
A. Cross jo in t w edge deform ed
B. Leaf spring missing
C. Striker plate for cross-joint w edge missing

Comments:
• The dam aged cross joint wedge will no longer be
capable of keeping the adjacent panel in the correct
vertical alignment.
• Cross joint wedges that are bent or banana-shaped
and/or from which the leaf spring is missing tend to
travel backwards due to vibrations of the ship and are
no longer effective.

5B.02.D
A. D am aged/deform ed cross-joint wedge
B. Riding-up area of the striker plate too hig h /n o t
p roperly adjusted
Comments:
• Striker plates are often m ad e/repaired on board.
Attention is then m ainly focussed on the fact that the
,, . ^ ■•-■■■ • *- wedge should be driven hom e with a sledgehammer
and exert a lot of pressure onto the striker plate.
However, this may lead to further deformation of the
cross w edge and supporting/stiffening structure

KJMENT underneath the striker plate with inadequate alignment

and sealing as a result.
• It is of param ount im portance that the striker plates
are properly adjusted to keep the panels in a correct
vertical alignment.
• Due to the banana shape of the wedge and the shape
of the striker plate, the cross-joint wedge will jum p
out from its closed position.

5B.03.D
D am aged/disconnected cross cleat actuating system

Comments:
• Automatic cross-joint dealing systems are not always
easy to m aintain w hich m ay be the reason that
damages/defects are not identified at an early stage.
• During inspections, both the operational status and
structural condition should be checked.

~Z*J
!* > - • >^ |g s ilS W

126 THE NAUTICAL INSTITUTE

 D escription of defects and comm ents

5B.04.D
Cross jo int wedge missing (A) and cross jo int wedge
saddle not in line with striker plate (B)

Comments:
• Cross joint wedges should be in place and in good
condition (straight, substantial, fitted with leaf spring).
• M ismatching of the saddle and striker plate is an
indication of misalignment of the panel.
• Cross joint wedges should be fitted in way of stiffened
parts of the hatch top plating to avoid deformation
when the wedges are driven hom e/secured.

5B.05.D
Cross-joint securing cleat (top cleat) with ru b b er
w asher unduly com pressed and cracked

Comments:
• Excessive tightening of a cross-joint cleat will cause
rapid deterioration and eventually failure of the
rubber washer.
• F u rth erm o re , due to excessive tig h ten in g , the
resilience of the washer will be reduced and, with it,
its capacity to com pensate for m ovem ents of the
panels when in a seaway.
• D epending on the design of the hatch covers,
excessive tightening of meeting/split-joint cleats will
cause lack of compression in other cross-joints (cross­
joints may be pulled open when meeting/split-joints
are being excessively tightened/pulled together in
case cross joint stoppers are not properly adjusted
and in case of weardown of panel hinges in way of
panel intersections).

HATCH COVER INSPECTIONS 127

 Chapter SIX

DRAIN SYSTEMS

Introduction m ight block openings in the hatch cover side plating

I t has been explained earlier in this book th at and, as such, prevent water that would enter into the
achieving weathertightness is generally the result of the interpanel void space (as a result of im proper application
com bined action of the different com ponent parts of a of the tape or local dam age to the sealing tape) from
hatch cover system, as packing rubbers alone are not flowing onto the deck. Also, taping of cross joints might
sufficient to guarantee w eathertightness. Especially cause deterioration of the hatch top plate edges at cross
where weathertightness has to be ensured as required joints as well as of the steelwork within the interpanel
by the International Load Line Convention (i.e. water void spaces.
not to penetrate into the ship in any sea conditions) and
notwithstanding the fact that all possible efforts have Sealing system
been taken in the design stage to preclude ingress of The packing rubber/com pression bar interface is the
water into the ship’s holds, one will have to adm it that m ost im portant feature that allows for w eathertight
there may be conditions whereby water will still be able sealing of the hatch covers. The line of contact between
to pass through the principal line of defence, i.e. the the packing rubber and compression bar or coaming
packing rubber-com pression bar interface. fla t p re v e n ts w a te r fro m p a ssin g th ro u g h th e
In their attempts to keep water out and to comply com pression bar/p ack in g ru b b er interface and the
with the requirem ents of the International Convention inherent flexibility of the rubber gaskets ensures that
on Load Lines 1966, hatch cover manufacturers have this line of contact is m aintained in dynam ic conditions
built-in a multi-stage defence system which starts from when at sea as well, so enhancing the sealing capacity
outboard to inboard, with the single drainage, the sealing of the system and contributing to im provem ent of
system and finally the double drainage system. weathertightness.

Single drainage system D ouble drainage system and non return valves
The first line of defence in avoiding water passing Even with the hatch side plating, hatch top edges and
through the sealing system will be the panel side plating. hatch cover packing rubbers being in good condition,
The small gap between the lower edge of the panel side one should recognise that it is always possible that some
plating and the coaming table restricts water coming water might pass through the sealing system as a result
from the w eather side, to act directly on the seal/ of (exceptional) forces acting on the hatches (and causing
compression bar interface when water is breaking over distortions that go beyond design limits) when the ship
the hatch covers during heavy weather. W ater that is at sea, or because small defects or damages are present
should pass through these small gaps will be drained or have developed during the voyage.
away via the channel formed by the panel skirt and the This has also been identified by the hatch patentees
coaming compression bar. At the cross joints or panel w ho, in o rd e r to m eet w ith the w eath ertig h tn ess
intersections, the hatch top edge plating acts as a first re q u ir e m e n t as m e n tio n e d in th e In te r n a tio n a l
line of defence against water ingress as the hatch top Convention on Load Lines (“water not to penetrate into
plating edges cover up or overlap the interpanel void the ship in any sea conditions”), will provide a secondary
space between two adjacent panels and, by doing so, safety barrier in addition to the single drainage and the
restrict overcoming seas from acting directly on the cross installed sealing system.
joint com pression bar/cross joint seal interface, filling This secondary safety barrier, the so-called double­
up the interpanel void space and building up a head of drainage channel, prevents water which has passed the
water. Water that should pass through the gaps in way compression bar/rubber seal interface from falling down
of the panel intersections is drained away through the onto the cargo in the ship’s hold. Also here we will find
panel side drains. The above principle is generally a perim eter and a cross joint double drainage system.
referred to as the single drainage system. The perim eter double drainage channels are able to
In order to ensure maximum efficiency, the lower edge collect incoming water and evacuate same via a channel
of the panel skirt and the edges of the hatch top plating form ed by the coam ing com pression b ar and the
should be kept in good condition, as this plating is the inboard hatch rim, through drain pipes and drain valves
first safety barrier which prevents overcoming seas acting to the open deck. These drain pipes, equipped with non­
directly on the sealing systems. Unfortunately, and far return drain valves, are generally seen at the corners of
too often, skirt edges and hatch top edge plating are found the hatch although, in case of large hatchways, additional
to be damaged or corroded, so significantly reducing their drainpipes/valves m ay be found at mid-length or even
capacity to prevent water coming into direct contact with at m ore frequent intervals along the length of the
the packing rubber and compression bar. coaming as well.
Another frequently seen problem is caused by the Water that would pass the cross joint sealing system
use of Ram nek sealing tape or high expansion foam. is, in analogy with the perimeter double drainage system,
W hen these types of sealant are not carefully used, they collected in the cross joint double drain channel (steel
128 THE NAUTICAL INSTITUTE
channel situated underneath the cross joint packing A nother issue that is frequently overlooked is the
rubber/cross jo in t com pression bar assembly) which need to seal off openings effectively that give access to
leads the incoming water towards the sides, so that it the cargo hold. In this context, it will be appreciated
can be discharged into the coam ing/perim eter double that drain valves allow incoming water to be evacuated,
drainage channel from where it can be evacuated as but also allow outside air into a cargo com partment. In
described above, i.e. through the drain pipe and drain order to keep protective gases in the hold (such as C O 2
valves to the open deck. from the fixed C O 2 system or fumigation gases) and to
The fact that incoming water is drained away via prevent the intake of air to the hold in case of fire,
the double drainage channel to the open deck through suitable arrangements such as threaded fire caps should
drain pipes, automatically m eans that there is an open be provided to allow proper closing of the drainvalves.
connection betw een the deck and the ship’s hold.
Although it is necessary to have these openings to allow M aintenance
drainage, it should at all times be ensured that water is W henever the double drainage system becom es
not able to enter the holds via these pipes/openings and, blocked or when its draining capacity is restricted (due
therefore, hatch patentees generally install non-return to the accumulation of debris or damage), water may
systems. be spilled onto cargo in the hold, with subsequent
Various designs of non return drain systems are seen wetting damage and claims as a result.
on ships in service. However, experience shows that Internationally compiled statistics show that a major
not all designs take into consideration the various criteria part of cargo-worthiness related claims are related to
to be met. (In this context it should be noted that means deficient hatch covers and that asome 14% of the defects
for securing and m aintaining weathertightness shall be found during hatch cover inspections are related to
to the satisfaction of the Administration). d e fic ie n t d ra in a g e sy stem s (c o m p a re d w ith
O ne of the m ost frequently seen non-return type approxim ately 27% of the claims that are generated by
systems is the on-board m ade fire-hose type system, defective seals and packing channels) (source : Holds &
whereby a piece of old fire-hose (of sufficient length) is Hatch Covers-A. Bilbrough & Co. Ltd) such as blocked,
fitted to the d rain p ip e. U n d e r the effect of w ater dam aged or missing non-return systems, damage to the
cascading onto the deck, the hose folds double and, by in b o ard hatch rim (which are extrem ely prone to
doing so, prevents water from passing inboard through damage as a result of contact with stevedore’s handling
the hose and gaining access to the cargo hold. This is a gear or cargo), etc.
cheap and practical solution (in case necessary spares The above figures clearly illustrate the im portance
are not readily available or in case cargoes are traded that should be given to this second line of defence system
that continuously block the valves), but it should be during hatch cover inspections and why on board
noted that this type of non return system can only be m aintenance of drain channels and non-return valves
considered as a tem porary or emergency solution. should get the attention it deserves.

HATCH COVER INSPECTIONS 129

 Chapter SIX

DRAIN SYSTEMS

6 Drain systems
Figure Types of drain system page

6.01 Ball type drain v a lv e ................................................................................................................................ 131

6.02 Box type drain valves............................................................................................................................... 131

6.03 Canvas sock................................................................................................................................................. 131

6.04 Coaming drain c h a n n e l............................................................................................................................132

6.05 Cross joint drain ch an n els........................................................................................................................132

6.06 Drain h o le ................................................................................................................................................... 132

6.07 Drain p ip e ................................................................................................................................................... 133

6.08 Fire c a p .........................................................................................................................................................133

6.09 Hatch top drain profiles............................................................................................................................133

6.OLD Description of defects and com m ents.....................................................................................................134

- 6.06.D

130 THE NAUTICAL INSTITUTE

 Types of drain system Frequently found defects

6.01 Ball type drain valve Ball type drain valve

Valve im properly fitted to drainpipe.

Valve body dam aged/cracked/holed.
Ball missing.
Grid for ball damaged (ball blocking drain opening
of valve and preventing water from draining away).

Plastic cylindrical shaped device, consisting o f two

halves which, are screwed tight. Inside, a rubber ball
rests on a grid in the middle of the valve and. allows
water from the drain channel to pass through the valve
but blocks the pipe i f pushed upwards by incoming water
from deck. Various types o f drain valves are available
on the market.

6.02 Box type drain valves Box type drain valves

• Box corroded through/holed, cracked.

• Drainhole blocked by remnants of previous cargoes
or rust scale.
• Coverlid (if fitted) frozen/jam m ed, missing, edges of
opening corroded.

Box-type drain valves equipped with a hinged coverlid (see

above) are also seen. When in the open position, it allows
Small steel box fitted in way of the drainhole. The evacuation of water that infiltrated through the seals, but also
bottom plate is provided with a small drain hole to allows water from the deck to enter the drain system with a
allow drainage o f water that has been evacuated via possible risk of wetting damage to cargo in the hold. When
the drain channel. closed, water in the perimeter drain channel cannot be evacuated.

Canvas sock

• Rigid piece of rubber hose fitted (not sufficiently

flexible).
• Hose too short, worn, damaged.
• Hose blocked by debris/cargo residues.
• Hose not properly fitted to drain pipe (turns of wire,
spanring loose).

Piece of fire hose fitted to a drainpipe and. acting as a

non-return drain system. Should be considered as a
temporary repair. The sock should be of sufficient length
in order to allow it tofold double when seas are shipped
on deck, so as to prevent overcoming water to infiltrate
into the hold through the sock.

HATCH COVER INSPECTIONS 131

 Types of drain system Frequently found defects

6.04 Coaming drain channel Coam ing drain channel

(double drainage channel)

• Presence of rust/scale, debris, remnants of previous

cargo in coaming drain channel.
• Inboard hatch rim /coam ing upstand dam aged (cut,
dented, tom, cracked, thinned down/corroded, shark
toothed, knife edged).
• Drain channel corroded/holed.
• No coaming drain channel fitted.

The space in between the compression bar at one side

(outboard) and the inboard hatch rim/coaming upstand
at the other side (inboard) is referred to as “inboard
drain channel” and is also called double drainage
channel. Made to allow evacuation o f any water which
might penetrate the seals. In case ofa sliding- C profile
rubber, it is the space between the rubber and the
inboard hatch rim

6.05 Cross joint drain channels Cross jo in t drain channels

Presence of rust/scale, debris, remnants of previous

cargo in coaming drain channel.
Drain channel corroded, holed.
Edges of drain channel corroded/knife edged, dented,
shark toothed.
Drain channel width insufficient.
Drain channel ends not discharging in coaming drain
channel.
No cross joint drain channel fitted.

Steel gutter fitted underneath the cross joint sealing

arrangement to allow water that should infiltrate
through the cross joint seal to be evacuated to the
coaming drain channel.

D rainhole

• Clogged with rust/scale/debris/residues of previous

cargoes.
• Cracks/corrosion holes in way of connecting area
with drain pipe.
• Anti-blocking grid dam aged/corroded/m issing.

Opening in the coaming table between the inboard hatch

rim and the compression bar/coaming flatfSliding C-
profile rubber), allowing water to run from the drain
channel into the drain pipe and on deck through the
drain valve. Sometimes a protective grid isfitted in the
drain opening to prevent debrisfrom clogging the drain
opening.

132 THE NAUTICAL INSTITUTE

 Types of drain system Frequently found defects

6.07 Drain pipe D rain pipe

• Drainpipe missing.
• Drainpipe corroded through (especially check the dark
side of the pipe).
• Drainpipe dam aged/bent/cracked (especially in way
of the connecting weld with the coaming table).

Small steelpipe welded to the drain hole in the coaming

drain channel (also allows fitting o f a non-return
system).

6.08 Fire cap Fire cap

• Fire cap missing.

• Fire cap not m atching with thread on valve outlet.
• Lanyard missing.

Threaded cap fitted at the lower end/outlet of a hall

type drain valve with a lanyard and used to seal off
the drain hole in case o f afire (intake of air should be
avoided in case o f afire) or when fumigation has to he
carried out.

6.09 Hatch top drain profiles H atch top drain profiles

• Drain profile dented, bent, partly corroded away.

System used to prevent waterfrom leaking into the hold/

onto cargo loaded during the act o f opening of the hatch
covers (after periods of rain). The system consists of
transverse V-shape welded steel profiles on the hatch
top plating which lead water present on the hatch top
plating to thepanel sides, away from the hatch opening.

HATCH COVER INSPECTIONS 133

 D escription of defects and com m ents

6.01.D
Canvas sock fitted to the coam ing drain pipe with
some turns of copper wire

Comments:
• Frequently used when the original drain valves are
dam aged or frequently blocked by the types of
cargoes traded. The (fire) hose should be of adequate
length.
• T he (fire) hose should be firmly attached to the
drainpipe.
• Should be considered as a tem porary/em ergency
repair only.
• Ensure that the hold can properly/positively be sealed
in case of a fire or fumigation operations.

6.02.D
Cross jo int drain channel dented/dam aged

Comments:
• Hatch patentees recognise that water might infiltrate
through the cross joint packing rubber (even if the
packing rubber is well maintained) as a result of
m ovem ent of the panels during the sea passage. In
such cases, the cross joint drain channel will be the
last line of defence.
• The cross joint drain channel, therefore, should be free
from defects that might ham per the evacuation of
incoming water. Local deformations or deformation/
damage over more considerable lengths will reduce
the draining capacity of the drain channel and might
lead to infiltration of water into the ship’s hold.

6.03.D
Cross joint drain channel not protruding far enough
from u n d e r the ru b b e r packing to pro v id e for
adequate collection and draining of incom ing w ater

Comments:
• This situation often arises when original packing
rubber is backed up with backing rubber as a result
of which the residual space betw een the packing
rubber and drain channel’s outer edge is reduced.
• Sometimes design problem s are involved.
• In view of the im portance of the cross joint drain
channel in keeping w ater out of the hatch, this
problem requires proper attention.

134 THE NAUTICAL INSTITUTE

 D escription of defects and com m ents

6.04.D
H atch coam ing drain pipe: corroded p ip e m asked
with tape. Corrosion dem onstrated by sticking a pen
through the m asking tape

Comments:
• The use of tape for repairing/masking corroded pipes
should be discouraged.
• The tape will be washed off easily when seas are
breaking on deck, allowing overcoming water to gain
access to the cargo c o m p a rtm e n t th ro u g h the
defective/corroded drain pipe.

||pf •’V
«•■. it -

6.05.D
D rain pipe fitted with short, h ard ru b b er hose piece
as a substitute for the original non return device

Comments:
• The use of non return type drain systems, other than
the original system designed by the hatch cover
patentee, should be discouraged.
• W henever, as a m eans of tem porary repair, non­
original types of drain valves are used, it should be
ensured that flexible hoses (firehose) of adequate
length are used which will fold double whenever seas
are shipped on deck and will, by doing so, prevent
the ingress of water into the hold.

6.06.D
C orrosion wasted drain pipe (A) and canvas sock
w orn and too short (B)

Comments:
• Drain pipes, especially the dark sides of the drain
pipes, should be carefully monitored for damage.
• Canvas socks, when applied as a tem porary measure,
should be of sufficient length so that they will fold
double and prevent entry of water into the hold
through the drain pipe and should be free of damage.

HATCH COVER INSPECTIONS 135

 Chapter SEVEN

HYDRAULIC EQUIPMENT

Introduction strong/flexible rubber hoses. Flexible hoses are mainly

D ue to the fact that opening and closing of hatchways fitted n e a r m oving arran g em en ts. A ltho u g h they
by the traditional means (boards and tarpaulins) was time generally age well, they can suffer from wear, cracking
consuming and that m aintenance was labour intensive and bursting during operations, with considerable spills
and expensive, automated hatch operating systems were and loss of power as a result. M inor leaks are frequently
developed over the last decades. Various types of seen at the connecting ends of the hoses. Pipe failure is
operating mechanisms, such as systems operated by often the result of the fact that piping is not easily
means of deck winches, cargo derricks/cranes or electric accessible (or even inaccessible) for inspection and
drive systems were developed and introduced. However, m aintenance. Also, due to the very location of the
with the continuous increase in size and weight of hatch pipework in a num ber of cases, the initial coating might
covers, more powerful equipm ent was required for the no t have b een p ro p e rly ap p lied w hich results in
operation of hatch covers. accelerated corrosion rates in the early stages of a ship’s
T he ad v an tag es an d possibilities of h y d rau lic in-service period. Corrosion of the steel piping or failure
technology were quickly recognised by the hatch cover of the flexible hoses often results in different problems,
industry and, ever since, the use of hydraulic equipment the m ost im portant of which are outlined below.
for hatch cover operations becam e m ore and m ore
widespread. Safety
This is not surprising if we know that most hydraulic W hen hydraulic oil is spilled on deck or in the
systems can be operated quickly and safely by a single hydraulic power pack room, decks become slippery and
person whereas the other methods required more time dangerous to walk on. This danger can affect the safety
for rigging up and opening/closing and were generally of the ship’s crew (especially w hen at sea with a moving
m o re lab o u r in ten siv e (good p ractice an d safety ship), but also the safety of the local stevedores or visitors
commends, however, that two crew members and an who might not be aware of the local slippery surfaces.
officer are working together when operating hatch covers) Decks should therefore be regularly inspected for oil
From a structural point of view, the considerable spills and any spill should be cleaned up immediately.
w eig h t of h atch covers in stalle d on b o a rd ships Spilled oil and clean up material should be disposed of
now adays and the re actio n forces created by the in the proper manner.
hydraulic operating equipm ent result in high stresses An example o f personal injury was a case whereby a sailor,
acting on the sh ip ’s stru ctu re in areas w here the in an attempt to minimise spillage of oil, tried to stop the
hydraulic cylinders are fitted. These locations should leaking by placing his hand on a pinhole leak in the hydraulic
be identified during the shipbuilding stage and be oil supply piping whilst colleagues were preparing the repair
suitably strong or reinforced. As illustrated in the and clean-up equipment. Due to the high working pressure of
deficiency section of this book, it is not uncom m on for the hydraulic system, the hydraulic oil that was forced through
th e cro ss d eck s tru c tu re to give w ay (c ra c k s/ the pinhole leak immediately penetrated the skin up to an
deformations) under the loads of a hydraulic hatch cover appreciable depth o f the hand o f the sailor in question, causing
opening mechanism. a severe and painful wound together with a poisoning effect as
Hydraulic power is provided by hydraulic power a result o f the injection of hydraulic oil.
packs, consisting of individual standard units that can
be coupled together to provide the necessary power for Pollution
operation of the hatch cover system in question. Failure Pollution caused by hydraulic oil spills is m erely the
of one of the packs does not prevent operation of the result of leaking cylinders and the failure of pipework
hatch cover, but has an adverse effect on the opening/ or flexible hoses. Spilled oil is often collected in drip
closing speed. pans which, during periods of rain, will easily be filled
The power required for operation of the hatch covers to their capacity and flow over, causing generally m inor
depends m ainly on the weight of the panels and the spills. However, it will be appreciated that nowadays,
required opening/closing speed. In order to limit the even m inor spills might generate considerable fines and
num ber of power packs to be installed, owners may clean-up costs when occurring in port areas.
decide to construct hatch covers to the m inim um
scantlings required by Class an d /o r use a combination Cargo contam ination
of mild and high tensile steel for m anufacturing their Failure of hoses and pipe systems might also cause
h atch covers, as this results in a slightly lig h te r hydraulic oil to leak onto cargo already loaded in the
construction which, in its turn, allows for the installation ship’s holds, often giving rise to im portant claims as a
of less powerful hydraulic packs without affecting the result of contam ination of cargo by spilled hydraulic
operating speed. oil, cleaning costs or extra costs for discharge (and
Hydraulic oil, which is the power supplying medium, disposal) of the contam inated cargo as well as extra days
is led to the deck equipm ent by heavy walled pipes or in port (delays) in order to deal with the problem .
136 THE NAUTICAL INSTITUTE
Loss of oil systems as they settle on the lifting and hinge jacks
Finally, leaking cylinders, pipes or connections also during loading or discharge operations when hatches
m ean loss of hydraulic oil and reduced power of the are in a tilted position. These impurities lodge in the
system. It is clear that, with oil being spilled, the oil system seals, which will eventually fail unless regular
tank will need to be replenished/topped up on a regular inspections and cleaning are carried out as part of a
basis which is expensive and could be avoided by ro u tin e in sp ectio n and m ain ten an c e p rogram m e.
properly m aintaining the system. Settlement of debris and cargo rem nants might even
The im portance of properly m aintaining onboard attack the plated surface of cylinders and cause pitting.
h y d ra u lic e q u ip m e n t for h atch co v er o p eratio n s In order to prove due diligence, guarantee proper
nowadays is reflected by the fact that approxim ately operation of the system at all times and minimise the
11% of the cargoworthiness related claims (source: Holds risks for problem s and failures, it is necessary to follow
& Hatch Covers - A. Bilbrough & Co. Ltd) are generated the hatch p a te n te e ’s guidelines clearly re g ard in g
by faulty or dam aged operating systems and equipm ent m a in te n a n c e , oil re n e w a l, oil an a ly sis, use of
(conventional but also hydraulic systems). recom m ended oil, replacem ent of filters, checking the
O n e of th e m a in te n a n c e issues th a t is o ften balance of hydraulic cylinder valves (to prevent twisting
overlooked is the cleanliness of hydraulic systems. Dust/ of panels) and to have a set of spare parts readily available
debris and cargo rem nants are detrim ental to hydraulic in case emergency repairs have to be carried out.

HATCH COVER INSPECTIONS 137

 Chapter SEVEN

HYDRAULIC EQUIPMENT

7 Hydraulic equipment
Figure Types of hydraulic equipm ent Page

7.01 Hydraulic flexible h o s e s ...........................................................................................................................139

7.02 Hydraulically o p e ra te d .............................................................................................................................139

7.03 Hydraulically operated cylinders............................................................................................................139

7.04 Hydraulic piping.........................................................................................................................................140

7.05 Hydraulic power p ack ............................................................................................................................... 140

7.01.D Description of defects and com m ents................................................................................................... 141

- 7.05.D

138 THE NAUTICAL INSTITUTE

 Types of hydraulic equipm ent Frequently found defects

7.01 Hydraulic flexible hoses H ydraulic flexible hoses

• Hoses overpainted, cracked.

• Leakage of oil in way of connections of hoses with
supply pipework.
• No spare hoses on board.

Special rubber hoses, suitable to withstand considerable

pressures and used as an alternative for hydraulic steel
piping in areas where a certain degree o f flexibility is
required (e.g. in case o f hydraulically operated link
mechanisms when they are mounted within the cross
joints).

7.02 Hydraulically operated H ydraulically o p erated

The most common defects/failures are:

• Failure of supply pipework (loss of power).
• Oil spills (damage to cargo, risk of slips and falls and
(vocabulary issue only) pollution risk).
• Failure to observe operating and safety instructions.
• Failure to follow m anufacturer’s instructions for
m aintenance, oil analysis, oil renewal, ...

When panel lifting and opening/closing equipment is

operated by means o f hydraulic power, the system is
said to be hydraulically operated. The hydraulic oil is
supplied by central power packs located in a deckhouse
or “mini-power”packs connected to each individualpair
o f hatch covers.

7.03 Hydraulically operated cylinders H ydraulically o p erated cylinders

• Hydraulic cylinder valves out of balance (risk for

twisting of panels).
• Wear of plated surface of hydraulic cylinders (through
debris/dirt which accumulates around the seal).
• Grease nipples damaged/missing.
• Supply/feedpipes corroded/leaking oil.
• C racks in way of cy lin d ers/c y lin d er housings/
pedestals.
• Deck plating deformed/set down in way of cylinders.

External hydraulic cylinders, mounted in way o f the

coaming ends and used to actuate hatch cover panels.
Reaction forces from cylinders on ship’s structure are
substantial and should be considered at the design stage.

HATCH COVER INSPECTIONS 139

 Types of hydraulic equipm ent Frequently found defects

H ydraulic piping

• Pipes leaking oil.

• Pipework rusty/corroded.
• Pipes bent, deformed, damaged.
• Pipes not properly secured/supported, loose.
• Pipe securing clamps corroded, broken, missing.
• Pipes inaccessible/difficult to m aintain (pay special
attention to dark sides of pipes).

Supply pipework between the hydraulic power pack

and hatch cover hydraulics.
Can be mounted above deck, outside the cargo spaces or
run (over limited lengths) within the hatch panels.

7.05 Hydraulic power pack H ydraulic pow er pack

Hydraulic oil header tank level low.

Presence of w ater/debris in oil.
Layering of oils.
Filter system clogged/dirty.
Pipeline/valve leakage.
Electrical power supply cables dam aged/not properly
insulated/dangerous.
Pump failure.
Pressure gauges dam aged/out of order.
Presence of spilled oil on equipm ent and /o r floor
plating.
Oil soaked rags (near heat generating equipment) in
Centralpump station/system which supplies the hydraulic
power necessary to operate various types of hydraulically power pack room.
operated hatch covers and securing equipment. Insufficient spare oil/spare parts on board.
(Comprises electrically driven pumps (generally two), a Analysis results of oil missing.
hydraulic oil tank, supply pipework and interlocked
actuating control valves (in way o f hatch side coaming)).

Note:
O ther hydraulically operated equipment, such as hydraulic pot lift, securing hooks, etc. has been listed under
m ore appropriate sections in the book.

140 THE NAUTICAL INSTITUTE

 Description of defects and com m ents

7.01.D
Evidence of spillage of hydraulic oil from hydraulic
actuating cylinders
D rip pans and buckets in way of hydraulic cylinders

Comments:
• Indication of hydraulic oil leaks.
• H y d ra u lic oil leaks m ig h t im p a ir th e p ro p e r
functioning of the equipment.
• Spilled hydraulic oil constitutes a slip and fall as well
as a pollution hazard.

7.02.D
Starting crack in coating in way of the pedestal of
a hydraulic cylinder

Comments:
• This type of damage can be considered as an early
warning of excessive stresses/ stress concentrations
in a specific location and would require further
investigation and/or follow up.*•

7.03.D
Leak of hydraulic oil in way of the connection of
supply hoses with cylinders (coupling), spilled oil
being collected in drip pans

Comments:
• Hydraulic oil leaks constitute operational, safety,
injury and pollution hazards.
• Flexible hoses should be checked for cracks, cuts or
damages. Also, connections and couplings should be
leaktight and free from rust.
• It is re c o m m e n d e d to use the o rig in a l/h a tc h
patentees’ spare parts for repairs. Certificates of origin
and pressure testing should be checked.
• In case of failure of flexible hoses or supply pipework,
the hatch cover may return to the closed position in
an uncontrolled m anner, unless so-called “hose­
breaking valves” are fitted.

HATCH COVER INSPECTIONS 141

 Description of defects and com m ents

7.04.D
D eform ed bracket in way of hydraulic hatch cover
cylinder

Comments:
• Bracket corroded/reduced in thickness and not able
to withstand cylinder loads any more.
• B racket should be re p la ced w ith steel p late in
accordance with norm al scantlings.

7.05.D
Plated surface of hydraulic cylinder pitted/show ing
small indents/notches

Comments:
• Damage may be the result of contact with the cylinder
housing during opening/closing operations as a result
of weardown on bushes/pins of panel hinges.
• Dust/debris/cargo residues might collect in these pits
with an enhanced risk of aggravation of the damage.
• Also, cargo remnants will collect around the seals,
which may lead to accelerated corrosion rates/damage
in these areas.

142 THE NAUTICAL INSTITUTE

 Chapter EIGHT

OPENINGS AND PORTS

Introduction
N ot only hatch covers, rut all accesses and openings not easily accessible for m aintenance and inspection)
to cargo com partm ents such as hold accesses, mast with consequent im portant claims as a result.
house doors, grain and cement loading ports, ventilators, R elative m ovem ents b etw een the coverlids of
air and sounding pipes, butterw orth cover lids, side openings or ports and the openings themselves will
scuttles, windows, skylights, on-deck piping running into generally be much smaller than the movements between
holds, etc. should close positively. hatch covers and hatch coamings, which is why the
These openings and ports are much smaller and less resilience of packings and sealing arrangements is not
complex than hatch covers and m aintenance of these of the same im portance as for hatch cover packing
opening and ports, which should be part of a planned rubbers.
m aintenance system (PMS), will generally be limited Usually, the coverlids of smaller openings and ports
to inspection and replacem ent of the packing material, with be fitted with sponge core type rubber packing
cleaning, greasing and painting. strips to establish a weathertight seal.
Unfortunately, inspection and m aintenance of these For weathertight doors, vent covers, skylights and
various ports and openings is often neglected or even the like, good practice w ould com m end that these
completely ignored which often results in im portant packing strips are replaced when a perm anent set of
claims for wetting damage. five millimetres has been reached.
In a num ber of cases, it has been seen that wetting Requirem ents related to various types of openings,
damage to cargo in cargo holds occurs via unexpected ports, hatches, air pipes, ventilators etc. can be found in
openings, such as corroded cable ducts or CO- lines the International Convention on Load Lines 1966 -
which are running on deck, including ballast tank air Annex 1 - under regulation 12 to 24.
pipes and sounding pipes (dark sides of pipes are often

HATCH COVER INSPECTIONS 143

 Chapter EIGHT

OPENINGS AND PORTS

8 Openings and ports

Figure Types of opening and p o rt page

8.01 Ballast hold ven ts........................................................................................................................................145

8.02 Ballast tank access co v erlid s................................................................................................................... 145

8.03 Ballast tank access tru n k ...........................................................................................................................145

8.04 Ballast tank air p ip e s ................................................................................................................................. 146

8.05 Booby hatches.............................................................................................................................................146

8.06 Butterworth co v e rs.................................................................................................................................... 146

8.07 Cargo hold perm anent light h o using................................................................................................... 147

8.08 D o g s............................................................................................................................................................ 147

8.09 Gas sampling p o in ts...................................................................................................................................147

8.10 G rain/cem ent loading p o rts .................................................................................................................... 148

8.11 Hold vent - coverlid type.........................................................................................................................148

8.12 Hold vent —m ushroom t y p e .................................................................................................................. 148

8.13 Openings for wires for tweendeck opening/closing............................................................................ 149

8.14 Sounding p ip e s ...........................................................................................................................................149

8.15 Ullage p o rts................................................................................................................................................. 149

8.16 Weathertight d o o r...................................................................................................................................... 150

8.01.D Description of defects and com m ents.....................................................................................................151

- 8.07.D

144 THE NAUTICAL INSTITUTE

 Types of op en in g and port Frequently found defects

8.01 Ballast hold vents Ballast hold vents

Vent pipe corroded, holed (especially check the dark

side of the pipe, where applicable).
Ball/float missing/damaged.
Cracks in way of connection of pipe to coaming/hatch
cover.
Connecting flange between vent pipe and vent head
not properly connected/bolts missing.

Often referred to as ballast hold air pipes. Air pipesfitted

on hatch cover panels/coaming allowing air present in
the hold to escape whilst filling up the ballast hold to
avoid over-pressurising and also allowing air to be sucked
into the ballast hold daring de-ballasting and, by doing
so, avoiding “implosion” of the hatch cover. A big ball/
float ispositioned in way of the vent pipe head to prevent
water ingress from the outside.

Ballast tank access coverlids

• Coverlid damaged, deformed, corroded.

• Coverlid not properly secured.
• Securing bolts rust frozen, partly missing.
• Evidence of leakage through coverlid.
• Coverlid not identified for space served.
• R ubber packing worn, hardened, deteriorated.

Small oval-shaped coverlids used for covering up the

access opening to a ballast tank. The steel cover isfitted
with a rubber packing and secured with a number of
bolts.

8.03 Ballast tank access trunk Ballast tan k access trunk

• Coverlid frozen, deformed.

• Hinges for coverlids corroded/w orn out.
• Safety/securing pins missing.
• Safety/securing system damaged.
• Dogs frozen/deform ed, (partly) missing.
• Compression bar (top edge of coaming) for coverlid
damaged, corroded, thinned down.
• R ubber packing h ard en ed /u n d u ly com pressed,
overpainted, hanging loose, missing, im properly
fitted.
• Packing rubber retaining channel corroded.
• Not properly identified for space served.
• Evidence of leakage traces on inner coaming plating.
Small round shaped or rectangular hatch with a raised • Coaming plating corroded/holed.
coaming that provides access to a ballast tank. The hatch
is closed by means o f a steel cover, fitted with a rubber • Cracks in way of weld of raised coaming to deck
packing that acts on the top edge of the coaming. The plating.
covers are securedfor sea by dogs.

HATCH COVER INSPECTIONS 145

 Types of op en in g and port Frequently found defects

8.04 Ballast tank air pipes Ballast tan k air pipes

Air pipe cracked near deck weld.

Air pipe not m arked/identified for space served.
Air pipe corroded, holed (on deck or in hold/tank);
(especially check dark side of the pipe).
Ball/float missing/damaged.
Vent head not properly bolted to air pipe.

Air pipes allow air present in the ballast tanks to escape

whilst filling up the ballast tank to avoid over­
pressurising. They also allow air to be sucked into the
ballast tank during de-ballasting, so avoiding
“implosion” o f the tank in question. A big ball/float is
positioned in way o f the ventpipe head to prevent water
ingress from outside.

8.05 Booby hatches Booby hatches

• Cracks in way of weld of raised coamings to deck plating.

• Coverlid frozen, deformed.
• Hinges for coverlids corroded/w orn out.
• Safety/securing pins missing.
• Safety/securing system damaged.
• Dogs frozen/deform ed, (partly) missing.
• Compression bar (= upper edge of coaming) for coverlid
damaged, corroded, knife edged, thinned down.
• R u b b e r pack in g h a r d e n e d /u n d u ly com p ressed
(>5m m ), o v e rp a in te d , h an g in g loose, m issing,
improperly fitted.
• Packing rubber retaining channel corroded.
Small rectangular or round shaped hatches with a raised • Not properly identified for space served.
coaming on deck that provide access to a cargo hold. • Evidence of leakage traces on inner coaming plating.
The hatches are closed by means of a steel cover, fitted On reefer ships, covers of accesses and hatch cover panels are also
with a rubber packing that acts on the top edge of the insulated and provided with a weathertight and. temperature-/
coaming. The covers are securedfor sea by dogs. cold-/controlled atmosphere seal.

8.06 Butterworth covers B utterw orth covers

Coverlid damaged, deformed, corroded.

Coverlid not properly secured.
Securing bolts rust frozen, partly missing.
Evidence of leakage through coverlid.
Coverlid not identified.
R ubber packing worn, hardened, deteriorated.
Raised coaming (if fitted) corroded, holde, cracked
near deck weld.

Small opening/trunkway in the deck giving access to

the Butterworth tank cleaning gun. The trunkway is
generally closed with a steel cover fitted with a rubber
packing (or alternative packing material) and secured
with a number of (butterfly) bolts.

146 THE NAUTICAL INSTITUTE

 Types of op en in g and port Frequently found defects

8.07 Cargo hold permanent light housing Cargo hold p e rm a n en t light housing

• Coverlid frozen, deformed.

• Hinges for coverlid corroded/w orn out.
• Closures frozen/deform ed, (partly) missing.
• Compression bar for coverlid damaged, corroded,
thinned down.
• (Rubber) packing (or alternative type of packing
material) hardened/unduly compressed, overpainted,
hanging loose, missing, im properly fitted.
• Packing material retaining channel corroded.
• Evidence of leakage traces on inner coaming plating.
• Electrical arrangements unsafe (naked wires).
• Supports for light corroded, damaged.
Small hatch mounted on a small raised coaming in the • Cable duct corroded through/dam aged/holed.
deck serving as a housing for permanent cargo hold
light, generally closed with a steel cover fitted with a
rubberpacking (or alternative type o f packing material)
and secured with a number o f butterfly bolts.

8.08 Dogs Dogs

• Dogs (partly) missing.

' \ ï .% • Dogs not closing properly/slack.
• Dogs difficult to operate.
r
• Wedge type strike plate damaged, deformed, missing,
pp i
worn.

j # %

%f- — -»• *

b a t t e r y rum
m

Manually actuated handle which acts on a wedge-type

strike plate/pad fitted to the door opening and used to
secure weathertight doors or coverlids of weathertight
openings for sea.

8.09 Gas sampling points Gas sam pling points

• Closing bolt or cap missing, not closing properly.

• Gas sampling point not m arked/identified.

Small openings in the hatch coaming, allowing swift

and easy monitoring o f the atmosphere in the hold
without going down into the holds. Usually closed with
a steel bolt or screw cap fitted to a lanyard.

HATCH COVER INSPECTIONS 147

 Types of op en in g and port Frequently found defects

8.10 Grain/cement loading ports G rain /cem en t loading ports

• Coverlid not properly closed/secured.

• Coverlid corroded, damaged, deformed.
• Securing bolts missing.
• R ubber gasket dam aged, hardened, overpainted,
missing.

Small opening on hatch cover, closed manually by a

coverlid (steel plate) and bolts, allowing the loading
chute to pass through it when loading grain, cement or
any other waterfearing or dust spreading commodities.

8.11 Hold vent —coverlid type H old vent - coverlid type

• Coverlid frozen, deformed.

• Hinges for coverlids corroded/w orn out.
• Closures frozen/deform ed, (partly) missing.
• Compression bar for coverlid damaged, corroded,
thinned down.
• R u b b e r p ac k in g of c o v e rlid h a rd e n e d /u n d u ly
com pressed, overpainted, hanging loose, missing,
im properly fitted.
• Packing rubber retaining channel corroded.
• Not properly identified/m arked for space served.
• Protective gauze or louvres damaged.
System allowing the intake of outside air for (surface)
ventilation of cargo loaded in a ship’s hold. Intake and/or
exhaust can be enhanced through electrically driven fans
in which case the term “forced”or “mechanical”ventilation
is used. (Various types of vents are seen on board. The
most common types are the mushroom type and coverlid
(louvre) type).

8.12 Hold vent - mushroom type H old vent - m ushroom type

• M ushroom/cowl or handwheel on top of cowl frozen/

difficult to operate.
• F ireflap frozen, no t m ark e d w ith o p e n /c lo s e d
positions.
• C om pression b ar for coverlid rough, corro d ed ,
uneven, knife edged, shark toothed.
• Packing rubber retaining channel of coverlid corroded.
• In case of forced ventilation: electrical arrangements
unsafe.
• Not properly identified/m arked for space served.
• T ru n k c o rro d e d th ro u g h , h o les m a sk e d w ith
System allowing the intake of outside air for (surface) overpainted canvas or Ram nek tape.
ventilation of cargo loaded in a ship’s hold. Intake and/or
exhaust can be enhanced through electrically driven fans
in which case the term “forced”or "mechanical”ventilation
is used. (Various types of vents are seen on board. The
most common topes are mushroom type and coverlid
(louvre) type).

148 THE NAUTICAL INSTITUTE

 Types o f op en in g and port Frequently found defects

8.13 Openings for wires O penings for wires for tw eendeck opening/closing

• Coverlid frozen, deformed.

• Hinges for coverlid corroded/w orn out.
• Closures frozen/deform ed, (partly) missing.
• Compression bar (upper edge of coaming) for coverlid
damaged, corroded, thinned down.
• R u b b er packing h a rd e n e d /u n d u ly com pressed,
overpainted, hanging loose, missing, im properly
fitted.
• Packing rubber retaining channel dented, corroded.

Small opening on deck allowing the wire pendant used

for opening ofthe tweendeck hatch covers by means ofthe
ship’s gear to pass through the weatherdeck in order to
connect it to the crane hook. The opening is generally
closed with a steel cover, fitted with a rubber packing
and secured with a number of butterfly bolts.

8.14 Sounding pipes Sounding pipes

• Caps/insets missing, not closing properly.

• Pipes closed with wooden plugs.
• Sounding pipes corroded, holed, cracked near deck
weld.
• Sounding pipes/air pipes not m arked/identified for
space served.

Pipes passing from deck to tanks allowing measuring of

the liquid level in a specific tank or bilge wellsfrom deck
by means ofa soundingstick/rod/tape. Thepipes are closed
by means of insets or caps. Sometimes pipes are plugged
with wooden plugs which is unacceptable (often done in Sounding pipes may pass through hold spaces and when defective
ports where brass caps are the object ofpilferage). they may cause damage to the cargo.

8.15 Ullage ports U llage ports

• Coverlid frozen, deformed.

• Hinges for coverlid corroded/w orn out.
• Closures frozen/deform ed, (partly) missing.
• C om pression b ar (upper edge of coam ing) for
coverlid damaged, corroded, thinned down.
• (Rubber) packing (or alternative type of packing
material) hardened/unduly com pressed (>5mm),
overpainted, hanging loose, missing, im properly
fitted.
• Packing material retaining channel dented, corroded.

Small openings (sometimes mounted on a small raised

coaming) in the deck, in hatch tops (OBO carriers), or
in the coverlid of tank access lids, allowing the taking
ofullage in a hold or tankfilled with liquid cargo. The
opening isgenerally closed with a steel coverfitted with
a rubber packing (or alterna tive type of packing
material) and secured with a number ofbutterfly bolts. On board tankers, ullage ports should be gas/air tight.

HATCH COVER INSPECTIONS 149

 Types of op en in g and port Frequently found defects

W eathertight door

• Door frozen, deformed.

• Hinges for doors worn out/corroded/thinned down.
• Dogs frozen/difficult to operate, (partly) missing.
• Compression bar for door packing rubber damaged,
corroded, thinned down.
• R u b b er packing h a rd e n e d /u n d u ly com pressed,
overpainted, hanging loose, missing, im properly
fitted.
• Packing rubber retaining channel corroded.
• Not properly identified for space served.
• Wedge type strike plate damaged, worn, missing.

Steel door with a weathertight packing/rubber seal

which acts on a coaming bar around the door opening.
The door is secured with a number of dogs (e.g.
masthouse door, door to fo’c’sle store rooms, entrance In general terms, thepermanent imprint on thepacking rubber
doors to accommodation, etc). should be <4/5mm.

150 THE NAUTICAL INSTITUTE

 Description of defects and com m ents

8.01.D
C orrosion holes in ballast hold air pipe

Comments:
• It is a well-known fact that parts or items that are
difficult to reach or inaccessible are difficult to
m aintain and inspect which constitutes an enhanced
risk for prem ature damages/failures.
• This photograph is a typical example of an air pipe
of which the dark side was never properly examined,
allowing the rather heavy-walled pipe to deteriorate
(holes detected with ultrasonic hatch cover test
equipment)

8.02.D
Vent trunk for cargo hold corrosion w asted/holed
in several positions

Comments:
• Whilst inspecting the hatch covers, attention should
not only be focussed on the hatch covers themselves,
but also to any other opening/device that might allow
infiltration of water (e.g. vent trunks, booby hatches,
gas sampling points in coamings, sounding or air
pipes, C O 2piping on deck, electrical cable ducts, etc).

8.03.D
Com pression bar of vent opening on deck corrosion
w asted/shark toothed

Comments:
• Compression bars of coverlid-type vent openings are
often neglected/poorly maintained.
• Yet they might be at the base of im portant claims for
wetting damage to the cargo accommodated in the
cargo holds.
• C ontrasting m aterial such as white paper from a
notebook can be used to highlight the damage in
question.

HATCH COVER INSPECTIONS 151

 Description of defects and com m ents

8.04.D
Packing ru b b er retaining channel of coverlid for
d e c k v e n tila tio n o p e n in g c o rro s io n w a s te d /
d eteriorated

Comments:
• Although frequently overlooked, damages to openings
other than hatchways are often at the base of important
cargo claims.
• Deteriorated parts on coverlids, defective closures,
etc. can be used to prove lack of proper m aintenance/
due diligence.

8.05.D
Rust streaks on hold bulkhead plating in way of
hold ventilation opening

Comments:
• Improperly closed or defective hold ventilation covers
will allow water to gain access to the cargo hold
whenever seas are shipped on deck during periods of
adverse weather, often with serious claims for wetting
damage to the cargo in the hold as a result.

8.06.D
Swan neck type vent holed /co rro d ed through

Comments:
• Also in places where one would not expect corrosion
to take place or in areas that are difficult to inspect,
corrosion holes might be found, which proves the need
of in-depth inspections.
• H oles/cracks will allow infiltration of w ater and
prevent hermetic sealing of the space served in case
of a fire.
In m any cases worn hinges of the coverlids of this
type of vent also prevent proper and positive closing.

152 THE NAUTICAL INSTITUTE

 D escription of defects and com m ents

8.07.D
O n-deck sounding p ip e closed with a w ooden plug

Comments:
• Sounding pipes should always be closed with the
original insets/caps.
• Wooden plugs m ay be an acceptable alternative in
ports where pilferage of the (often brass) caps can be
expected, but it should be ensured that the original
insets/caps are in place before going to sea.
• W ooden plugs can easily be w ashed aw ay by
incoming seas, allowing water to gain access to hold
bilges or tanks that were not m eant to be filled up.

HATCH COVER INSPECTIONS 153

 Chapter NINE
INSPECTIONS AND TESTING METHODS
Introduction equivalent material fitted with gaskets and clamping
H atch covers have to be checked, inspected and tested devices) shall be to the satisfaction of the Administration.
at regular intervals by the ship’s crew in order to assess The arrangem ents shall ensure that the tightness can be
the operational status and establish both structural and m aintained in any sea condition and for this purpose
weathertight integrity. This is im portant to ensure that tests for tightness shall be required at the initial survey,
the ship is in a seaworthy and cargoworthy condition, and m ay be required at periodical surveys and at annual
organise on-board m aintenance or seek professional inspections or at m ore frequent intervals”.
shore-based support in case repairs should be beyond So, in order to confirm compliance with the Load
the capability of the ship’s crew. Line regulations, C lassification surveyors will be
In order to prove that every possible effort has been carrying out tests at given intervals. During these tests
placed to make the ship seaworthy and cargoworthy, it for weathertightness, Classification surveyors will ensure
is recom m ended that detailed records of hatch cover that no water enters the hold during a hose test which is
maintenance, inspections and tests are kept. Records perform ed in accordance with Class guidelines.
should not be limited to inspection reports covering Hose testing in accordance with Class guidelines is
shipboard inspections, but should also include reports carried out with a powerful jet of water that is directed
with the results of inspections and tests carried out by to the cross joints of a hatch cover set at a pressure of
third parties. In case deficiencies should have been 2—3 kg/cm 2. The water should be em anating from a
re c o rd e d , th ese re p o rts sh o u ld p re fe ra b ly be 12mm diam eter nozzle that is held at a distance of 1-
supplem ented by records stating and confirming any 1-5 metres from the cross joint whilst walking along the
remedial action taken. cross joint with a moving speed of 2m /sec. The hatch
Hatch cover tests and inspections are not only carried cover perim eter joints should be checked in a similar
out by the ship’s crew, but can also be carried out by m anner by aiming the nozzle directly at every part of
classification surveyors and surveyors acting on behalf the peripheral packing rubbers.
of P&I Clubs, cargo underwriters or on behalf of owners Using this m ethod, it will be appreciated that on
and ch arterers. Som e m o re details re g ard in g the hatch covers with deep interpanel void spaces and with
intervention of the above surveyors are outlined below. only a small gap left between the edges of adjoining
hatch top plate edges, and in com bination with the
Surveys conducted by Classification Surveyors relatively high pressure water jets applied on the panel
Classification surveyors board a ship in order to intersections, there is little chance that sufficient water
satisfy themselves that the rules of the Classification might reach the cross joint seal assembly in order to
Society have been m et and that no changes have been allow for the detection of m inor damages that might
m ade to the structure, m achinery or equipm ent of the affect w eathertightness. O n the o ther han d , m ore
items under Class. significant damages such as holed panel plating or areas
H ow ever, in m any cases, classification societies, where there is no contact between the packing rubber
recognised by the Flag state/Administration, will also and compression bar may be discovered with this testing
be carrying out statutory surveys on behalf of the Flag method. It is clear that, when testing hatch covers in
state. In this respect, it m ay be worthwhile to note that this m anner, leaks that might endanger the safety of the
SOLAS (Ch.l - R eg.ll (a)), states that “The condition ship and crew will be found although it should be borne
of the ship and its equipm ent shall be m aintained to in m ind that the efficiency of the test and test results
conform with the provisions of the present regulations will depend to a certain extent on the type of hatch
to ensure that the ship in all respects will rem ain fit to cover in question. W ithin the context of ship and crew
proceed to sea without danger to the ship or persons on safety, it will be appreciated that small amounts of water
board”. Furtherm ore, under R eg.ll (b), we read that th at m ight p en etrate through sm all or un d etected
“ ...n o ch a n g e sh all b e m ad e to th e s tru c tu ra l defective areas will neither put the ship nor its personnel
arrangements, machinery, equipm ent and other items at risk so that the above m ethod might be considered
covered by the survey, w ithout the sanction of the sufficient for the purpose. However, when considering
Adm inistration”. the text of the Load Line convention regarding the
A p art from checking com pliance w ith SOLAS definition of weathertightness ( “weathertight means that
regulations, Classification surveyors may also be acting in any sea condition water will not penetrate into the
in their capacity as Load Line assigning authority and ship”), one m ight ask w hether the above described
inspect hatch covers and closing appliances within the testing m ethod provides sufficient guarantee that water
scope of inspections required under the International will not penetrate into the ship in any sea conditions.
Convention on Load Lines 1966. W ith regard to testing It is the author’s opinion that the above testing
issu es, R e g u la tio n N o. 16 of th e In te r n a tio n a l m ethod may be useful to establish weathertightness from
Convention on Load Lines states that “the means for a seaworthiness point of view but that relying on the
s e c u rin g a n d m a in ta in in g w e a th e rtig h tn e s s (of test results obtained by such a hose test m ay give a false
hatchways closed by weathertight covers of steel or other sense of security when considering hatch cover tightness

154 THE NAUTICAL INSTITUTE

from a cargoworthiness point of view. In a num ber of statistics and decide on the way forward (e.g. for mutuality
cases, hatch covers will fail m ore rigorous tests whilst aspects, fine-tuning existing loss prevention programmes,
they have successfully passed hose tests perform ed in reconsidering premiums and so on).
ac co rd a n ce w ith C lass g uidelines. This situation However, in order to produce reliable statistics and
frequently gives rise to anim ated discussions on board work out effective loss prevention program mes, it is of
with ship masters and superintendents as to which testing cru cial im p o rta n c e th a t th ese cause of d am ag e
m ethod is acceptable and reliable and which is not. in v estig atio n s are c o n d u c te d in a th o ro u g h and
Apart from hose tests, classification societies also professional manner.
accept other testing methods for hatch covers, e.g. air This was also one of the reasons for writing this book
tests (for com bination carriers) and ultrasonic tests (with as it is hoped that this publication will assist surveyors,
Class type ap p ro v ed eq u ip m en t and by certified appointed to carry out hatch cover inspections, in
operators) are considered as viable alternatives by many pinpointing the root cause of the problem and allowing
classification societies. It is therefore im portant that them to re p o rt about the causes leading to w ater
surveyors are aware of the fact that different testing infiltration via the hatch covers in a m ore uniform and
methods exist but that their results should be considered professional manner.
w ithin the co n tex t for w hich the tests have b een Im portant claims for wetting damage to cargo are
d ev elo p ed . A review of the m ost c u rren tly used not necessarily the result of massive water ingress into
inspection techniques and testing methods is listed later the cargo com partm ents via the hatch covers (or access
in this chapter. ways, ventilator trunks etc.). A few buckets of water may
suffice to render a cargo useless for its intended purpose
Surveys conducted by private surveyors on and hence be at the base of a commercial disaster.
behalf of P&I Clubs and cargo underw riters In view of what has been stated above and as even
Both P&I Clubs and cargo underw riters provide m inor water infiltration m ay cause significant problems,
cover against m arine related accidents. Most readers it will be clear that P&I Clubs and underwriters welcome
will be aware of the fact that massive cargo claims can testing m ethods that would provide better guarantees
be generated by the ingress of water via the hatch covers against claims from wetting damage through ingress of
and records prove that, of all P&I claims, approximately water (even in limited quantities) via the ship’s hatch
one th ird is gen erated by cargow orthiness related covers rather than having to rely or base themselves on
problems. Within this cargoworthiness related segment, (valid) C lass or L oad L ine C ertificates, possibly
deficient hatch covers, sealing and securing mechanisms supplem ented by the results of a (satisfactory) hose test
account for a major part of the claims filed perform ed in accordance with Class standards.
It should be noted that different Clubs have slightly This is one of the reasons that, over the years, an
different statistics because of different claim profiles, the alternative m ethod of hose testing has been developed,
way the inquiry has been approached, the value of the whereby a head of water is built up in the interpanel
claims used for analysis (deductibles), aspect about the void space until the packing rubber/com pression bar
num ber of claims and costs of claims, etc. However, interface is submerged. Using this m ethod will definitely
everyone agrees that hatch cover claims constitute a result in contact of water with the packing ru b b er/
major part of all cargo-related claims filed each year. com pression bar interface for a more prolonged period
Hence it will be understood that P&I Clubs and and eventually allow water to infiltrate through areas
cargo underwriters make considerable efforts in setting w here the rubber packing or com pression bars are
up loss prevention programs with a view to limiting their dam aged or where lack of contact exists between the
exposure to claims as a result of wetting damage. packing rubber and com pression bar. C hecking the
From a loss prevention point of view, P&I Clubs perim eter seals should, also for this testing method, still
carry out ship condition surveys (either as a condition be perform ed in accordance with the guidelines set forth
of entry or as a routine survey and which generally by Class. It should be noted, however, that the small
comprise a detailed inspection of the hatch covers) and gap between the panel side plating and coaming table
p re -lo a d in g su rv ey s (assessm en t of cargo o ften will already be acting as a first line of defence against
com bined with an inspection/test of hatch covers), water ingress from the w eather side, so that only a
w h ereas cargo u n d e rw rite rs now adays (and also (minor) part of the powerful jet of water, applied on the
charterers) are insisting m ore and m ore on having ships panel side plating/coam ing table will reach the packing
and especially hatch covers, checked in order to allow rubber/com pression bar interface which may, again, not
them to assess exposure against possible claims for provide a true reflection of the areas where lack of
wetting damage. contact exists.
In the unfortunate event that a claim for wetting
damage is filed against a ship, both (owners an d /o r Surveys perform ed on behalf of owners
charterers) P&I Clubs and cargo underw riters will In a num ber of cases, ship owners or their managers
appoint surveyors to investigate the claim, consider might call in the assistance of surveyors for different
mitigating actions and report on the possible causes that hatch cover related issues. In a nu m b er of cases,
led to the damage. Analysis of results brought forward surveyors may be asked to com m ent in detail about the
by such cause of damage investigations provides the condition of the hatch covers in order to allow owners
insurers with feedback which allows them to work out to work out a m aintenance strategy. Sometimes, within

HATCH COVER INSPECTIONS 155

the scope of pre-purchase surveys, it may be worthwhile m onitored and if evidence of water infiltration into the
to carry out an in-depth inspection of the hatch covers hold would be used as the only criterion for concluding
as well, as in a num ber of cases the condition of hatch that the hatch covers are tight, one should know that
covers m ay be satisfactory from a Class and statutory not all parameters that indicate leakage have been taken
point of view, but not from a cargoworthiness point of into account. Concluding that hatch covers would be
view, which m ay give rise to problem s during pre-entry tight on the basis that no water leaked into the hold
surveys for P&I Clubs (after owners have acquired the (without checking for leakage from the drain valves)
ship) and further commercial operation of the ship. The would be basically wrong and would provide a false
author has, on a num ber of cases, been called in by sense of security.
owners for the purpose of carrying out ultrasonic tests It will be appreciated that with the am ounts of water
as a condition for taking delivery of a series of new spilled on deck during a hose test, it m ay not always be
b u ild in g s . T h e se tests w e re also c a rrie d ou t clear to see w hether water is dripping out of the drain
simultaneously under the supervision of the ow ner’s valves or not. Fitting a plastic bag to the drain pipe prior
classification society, who were witnessing the test both to beginning a hose test m ay be a useful aid to obtaining
for class and load line purposes. confirmation that water is indeed leaking through the
W hen major repairs have been carried out, owners drain pipe, as any water leaking through the drain pipe
may require the assistance of an independent surveyor, will collect in the plastic bag , so clearly proving that
in order to obtain confirmation that hatch covers have water has been passing through the weathertight seal.
been repaired in a proper m anner before the ship leaves W hen using this m ethod, there is no need to carry out a
the shipyard. hose test with two persons as leakage of water from the
M ore recently, within the scope of their Safety drain valves can then easily be observed by the inspector
M anagem ent System (under ISM) and in order to prove who is hosing down the panels.
that efforts are being m ade in carrying out hatch cover Also concerning hose testing, it may be worthwhile
maintenance, owners request independent surveyors to to know th a t th e re are g u id elin es in circ u latio n
carry out ultrasonic tests (with downloads/printouts) of suggesting that hatch cover panels should not to be
the hatch covers, as these tests (and their reports) will cleated/battened down as it is claimed that the weight
allow them to prove due diligence and constitute good of the panels should be sufficient to com press the
evidence in case a claim should be filed against the ship. packing rubber to its design compression (regulated by
the steel-to-steel contact). Although this m ay be true in
Surveys perform ed on behalf of charterers certain cases, it is certainly not valid for all types of
U pon commencement of a charter period, charterers hatch covers (e.g. lightweight covers which still require
will require an on-hire survey to be carried out. Although cleats to be fitted for proper positioning or to obtain the
a visual check of the hatch covers should be part of the re q u ire d d e g re e of c o m p re ssio n ) a n d u n d e r all
survey, some charterers extend the surveyor’s mission c irc u m sta n c e s (excessive trim , h o g g in g /sa g g in g
and will ask for a hose or ultrasonic test to be performed, situations, etc.). Also, testing some designs of hatch cover
mainly when it is the charterers intention to trade in (such as double skin panels) that are subject to therm al
water-susceptible cargoes. deflection and of a stiff construction without battening
down might adversely affect the tightness status and test
Some m ore inform ation about hose testing and results.
ultrasonic testing As explained above, we know that hose tests are
H o se tests a n d u ltra so n ic tests are th e m ost m erely based on the principle of contact between the
commonly used testing m ethods seen on board ships compression bar and the packing rubber. However, the
nowadays. In view of their im portance and because of function of a weathertight sealing system is to ensure
the fact that some misunderstandings still exist, some c o n ta c t b e tw e e n th e p a c k in g r u b b e r a n d th e
additional information on these two testing m ethods is compression bar, even when the ship is working and
provided below. flexing in a seaway. This can only be achieved by
It is im portant to know that hose tests are based on designing a system whereby the sealing arrangements
the principle of contact between the compression bar are sufficiently resilient and flexible to com pensate for
and the packing rubber. So whenever there is contact m ovem ents of the ship. Therefore manufacturers will
between the compression bar and the packing rubber, design the hatch covers in such a way that, with the
water will not be able to pass through the packing ship in an undistorted condition, packing rubbers are
rubber/com pression bar interface. com pressed to a certain standard, referred to as ‘design
In m any cases, failing or passing a hose test is based compression’. W hen this design compression is reached,
on whether or not water is seen dripping into the cargo manufacturers guarantee that the packing rubbers will
hold. However, it should be noted that whenever hatch rem ain in continuous contact with the com pression bar
covers or sealing systems are defective, water generally whilst the ship is at sea, even during periods of inclement
accumulates in the double drain channel at first, well weather conditions. From the above, it is clear that issues
before it leaks into the hold. It should be borne in mind, as (design) compression, resilience and flexibility of the
therefore, that in m any cases sm aller leaks m ay be p a c k in g r u b b e r are k ey fa c to rs in a c h ie v in g a
drained off via the drain channels without water entering weathertight seal.
the hold. In case the d ra in valves are n o t being So if we want to establish, on board a ship in port

156 THE NAUTICAL INSTITUTE

conditions, if the hatch covers will rem ain tight when c o m p re s s io n has b e e n a llo w ed for b e fo re th e
the ship is working in a seaway, we should not only be w eathertight integrity of the hatch covers should be
m onitoring for contact, but also be able to m onitor the considered as unsatisfactory. This also explains why
compression. results of ultrasonic tests cannot be com pared with
Over the years, testing m ethods using ultrasound results of a hose test, basically because we cannot
have been developed for testing hatch covers. This test com pare contact with compression.
m ethod is based on the fact that wherever air might So in case a hose test has been carried out, principals
pass, ultrasound will pass as well. In order to allow will know if water is leaking into the hold or not, whereas
testing for w eath ertightness, ultrasonic waves are with ultrasonic tests, we can advise, to a certain extent,
generated by a transm itter placed in the ship’s hold. on w h e th e r or n o t the h atch covers will still be
W hen the holds are closed and battened down, the weathertight when the ship is working in a seaway.
surveyor walks over the hatch panel intersections and Ultrasonic testing m ethods offer a wide range of
around the perim eter of the hatch in order to detect advantages and provide a m uch higher degree of
any locations where ultrasound is passing through the security and guarantee than a hose test. Furtherm ore,
packing rubber/com pression bar interface (or holes/ the directionality of ultrasonic waves allows a surveyor
cracks etc....). to pinpoint areas w here lack of com pression exists
The readings obtained during such a test are then (which means savings in repairs) and tests can be carried
com pared with a so called “open hatch value ”. The out quickly and in a reliable m anner under all weather
open hatch value reflects the strength of the ultrasonic conditions, in loaded or empty holds. Ultrasound also
signal (generated by the transm itter in the hold) at allows testing for gas/air tightness. From a practical point
coaming level, i.e. the area where we will be checking of view, ultrasonic test equipm ent is user-friendly and
for leakages. W ith this open hatch value, it will be does not require rigging up hoses with the increased
possible to com pare the readings obtained during the risk of washing cargo rem nants or oil residues from the
test (when hatches are closed and battened down) against d eck in to the d o ck w ater. H o w e v e r, fro m a
the previously determ ined open hatch value reading. weathertighness point of view, ultrasound does not only
By doing so, the operator will be able to com pare the allow an indication of areas where there is no contact
value of a leak (i.e. locations where ultrasound is found betw een the packing and com pression bar, but also
passing through the sealing arrangements) with the value indicates, to a certain extent, that there is insufficient
obtained when the hatch is completely open. This allows com pression to achieve a weathertight seal when the
the operator to form an opinion about the im portance ship is at sea. F u rth erm o re, as the system allows
of the leak. m onitoring of loss of com pression during the in-service
K nowledge of the readings that indicate gas/air life of the packing rubber it also provides a good basis
tightness and the open reading obtained at coaming level for carrying out preventive maintenance.
with hatches in open condition allows us to consider T h e u ltra s o n ic te st m e th o d is a c c e p te d by
the im portance of a leak in terms of loss of compression. classification societies for checking weathertightness
If, w ith a re a d in g o f -1 4 d B p V * a n d 45dB pV * either as part of the Class periodical survey system
respectively indicating practical gastightness and a (during special, interm ediate or annual surveys) or for
typical open hatch value, one would obtain a reading L oad Line purposes, p ro v id ed th at o p erato rs are
of OdBpV*, this should be interpreted as an indication certified and are using class type approved equipment.
that compression is impaired, but that there is still some Like hose testing, ultrasonic testing is also subject to
compression left to compensate for m ovem ent of the specific testing p rocedures. These pro ced u res are
ship. A reading of 30dBpV* (i.e. close to an open hatch described in the D N V Approval Procedure No. 403,
value) would indicate that a considerable am ount of which was approved in January 1999 and a copy of
compression has been lost and that there is not sufficient which has been included at Annex 1. Following research
compression left to compensate for m ovem ents of the carried out over recent years, these existing regulations
ship so that weathertightness can not be guaranteed any will be reviewed, fine tuned and am ended if necessary.
m ore. In such a case, we w ould know that water- Furtherm ore, in order to be allowed to carry out
susceptible cargo loaded in this hold would be at risk. testing of hatch covers with ultrasonic equipment, the
For ultrasonic tests and in accordance with the D N V o p e r a to r has to co m p ly w ith th e p ro c e d u ra l
403 procedure, 10% of the open hatch value has been requirements for service suppliers as laid down by IACS
arbitrarily considered as the point whereby compression Unified Rule Z 17 (see copy at Annex 2).
has been lost to such an extent that it can be assumed Benefits of ultrasonic testing have not only been
that the hatch cover packing rubbers are not sufficiently recognised by Class, but also by P&I Clubs, cargo
resilient any m ore or dam aged in such a way that they u n d erw riters and shippers of cargo who are now
are no longer able to compensate for movements whilst requiring more and m ore that ultrasonic test equipment
at sea, so th at w eathertightness can no longer be is used for verifying the weathertightness status of the
g u aran teed . From the fail/p ass criterio n used for hatch covers.
ultrasonic testing of hatch covers, i.e. 10% of the open In order to become certified, operators have to follow
hatch value, we can see that a reasonable loss of specific training courses, such as the two and a half day
SDT-IMCS training course which has been accredited
* Above readings refer to readings obtained with the Sherlog by the Nautical Institute. A copy of the different training
TA - Class Type approved ultrasonic testing equipment
HATCH COVER INSPECTIONS 157
modules is attached at A nnex 3. panels or between panels and coaming.
Although there is no objection that principals, other Advantages
than IACS m em ber Classification Societies should use • Requires no special equipment.
n o n -ap p ro v ed o perators using non-type approved • Easy m ethod for checking gaps and holes.
equipm ent it will be appreciated that results of tests • Can be carried out with loaded or empty holds.
performed by certified and knowledgeable operators with Drawbacks
type approved equipment will be taken more seriously. • Sufficient time should be allowed for the vision of
Although it is clear that the Class and P&I m ethod the inspector to adjust to darkness.
for hose testing are different, with the P&I m ethod being • Be careful and be sure that it is allowed, possible and
more thorough and realistic, it is interesting to note that safe to walk on the cargo when the ship is loaded.
both bodies apply the same standard of tightness when • Can only be carried out during daylight.
tests with ultrasonic hatch cover testing equipm ent are
carried out. In this case, both Class (as p er D N V C halk test
procedure 403) and P&I clubs are satisfied when readings Principle
below 10% of the open hatch value are recorded. Chalk is applied on the compression bars (coaming
We have been elaborating on hose and ultrasonic and cross joint com pression bars) after which hatch
tests m ore in detail in this chapter, merely because they covers are closed and battened down. Hatch covers are
are the most commonly used testing methods nowadays. then opened up again in order to ensure that chalk marks
However, apart from hose tests and ultrasonic tests, have been left on all parts of the sealing material.
som e o th er checks or tests can be used to obtain Use
indications about tightness of hatch covers as well. In a Basically used to check for alignment of hatch covers
nu m b er of cases, depending on the circum stances, after renewals or repairs.
surveyors might decide to use m ore than one checking Advantages
or testing method. In order to allow surveyors to decide • Requires no special equipm ent
on the most appropriate type of inspection or testing • No risk for damage to cargo already loaded.
m ethod to be used, the m ost frequently used methods • Can be used when it is impossible to carry out a hose
have been listed below, together with some of their test (e.g. sub-zero temperatures, because the deck is
advantages and their drawbacks. covered with debris/oil that might cause pollution of
the dock water) or ultrasonic test (e.g. when there is
Leakage traces on inner hatch coam ing plating no place left for positioning the ultrasonic transmitter).
Principle Drawbacks
Evidence of w ater/rust streaks on the inner hatch • Time consuming (opening, applying chalk, closing,
coaming plating is a first indication for leakage of the opening-up again)
hatch covers • Gives indication about contact between coaming flat/
Use compression bars and packing rubbers, but gives no
Used as a routine type of inspection by ship’s crew indication about compression (only in case of round
and surveyors in order to obtain a first indication about shaped compression bars whereby the thickness of
possible ingress during the voyage. th e im p rin t m ig h t give a ro u g h id e a o f th e
Advantages compression status).
• Requires no special equipment.
• Provides evidence of water ingress. Putty test
• Quick and easy method. Principle
• Allows inspection from coaming/deck level. Packing rubbers are rem oved from the packing
Drawbacks retain in g channels, w hich are th en filled up with
• Sometimes difficult to establish (e.g. in case of very m oulding clay. During closing, an im print is left in the
recent leaks or when inspection is to be carried out putty/m oulding clay which can then be checked for
during night time, in case rust streaks on the inner depth of im print/com pression and/or alignment.
coaming have been overpainted in way of panel Use
intersections). M a in ly u sed by sh ip y a rd s or h a tc h co v e r
• Gives no proper indication about the exact position manufacturers to check compression/imprint, alignment
of the leak and clearances.
Advantages
Light infiltration test • Provides good and reliable data re-com pression,
Principle alignment and clearances.
Checking for infiltration of light when hatch covers Drawbacks
are closed (small openings/holes present a diam ond • R eq u ires h atch co v e r sp e c ia lists/p a te n te e s to
shaped appearance). compare test results with optimum or design criteria.
Use • Can (practically) not be carried out on board by crew
Simple checking m ethod for ship’s staff to obtain or surveyors.
confirmation that covers are properly closed and that • Cum bersom e and time consuming method.
there are no holes in the panel, gaps between adjoining

158 THE NAUTICAL INSTITUTE

Hose test deck into the dock).
Principle (Class method/seaworthiness purposes) • Depends on weather conditions (can not be carried
Applying a jet of water onto the cross joint assembly out with sub-zero temperatures).
and perim eter sealing arrangements at a distance of 1—
1-5 metres with a pressure of 2—3kg/cm 2, em anating U ltrasonic test (Class Type approved)
from a 12mm diam eter nozzle, distance 1 -1 -5m and Principle
with a moving speed of 2m/sec. Check for leakage from Allows tightness testing of hatch covers, watertight
the drain valves and ingress of water into the hold. doors, ventilators and so on by means of a transm itter
Principle (cargoworthiness purposes) that emits ultrasonic waves. Ultrasound passing through
Cross joint guttering/interpanel void space/panel sealing arrangements, cracks, holes etc. can easily be
side drains at the sides of the hatch covers should be picked up by a hand-held ultrasonic receiver.
plugged (generally done with cotton waste or expansion Use
foam). Interpanel void spaces are then filled up with Class type approved equipm ent can be used by
water (by using a fire hose without a nozzle) in order to classification societies (or qualified operators/service
build up a h ead of w ater so that the cross jo in ts/ suppliers), surveyors, ship’s crew, repair yards in order
compression bars are immersed. The hatch periphery to determ ine areas where lack of compression exists.
(and especially corner sections) should be tested with a Advantages (when using Class type approved equipment)
hose/nozzle com bination in accordance with the Class • Reliable, non-destructive, repeatable testing method.
m ethod of testing. Check for leakage in holds and from • Allows detection of areas where lack of compression
drain valves (drain valves should be unobstructed/free, or contact exists with pinpoint accuracy (no time
only when drain valves are unable to cope with the consuming investigation needed for finding the leaks,
am ount of incom ing water, it will leak into the holds). as the area of the leak can be pinpointed local repairs
Note: there are guidelines in circulation suggesting might be sufficient and adequate,....).
that hatch cover panels should no t to be cleated / • Gives indication about compression.
battened down as it is claimed that the weight of the • Allows quick and easy testing, without assistance from
panels would be sufficient to com press the packing ship’s crew (except for supervision and safety aspects).
rubber to its design compression (regulated by the steel- • Can be used in holds loaded with water susceptible
to-steel contact). Although this may be possible in certain cargo.
cases, it is certainly not true for all types of hatch covers • Can be carried out irrespective of weather conditions.
(e.g. lightweight covers which still require cleats to be • C an be used for w eath ertig h tn ess and air/g as
fitted to obtain the required degree of compression) and tightness.
u n d er all circum stances (excessive trim , hogging/ • A llow s to id en tify leaks w ith o u t the use of a
sagging situations, ...). Also testing some designs of hatch transmitter, on condition that the compartment tested
covers (such as double skin panels) that are subject to for leaks is pressurised (air escaping through small
therm al deflection and which are rather stiff without openings, cracks etc... will cause disturbance of
battening down might adversely affect the tightness m olecules which creates ultrasound that can be
status and test results. detected).
Use Drawbacks
Used by classification societies, surveyors, ship’s • Requires ultrasonic test equipment.
crew, repair yards (for seaworthiness or cargoworthiness • Requires Class type approved equipm ent to be used
purposes) in order to determ ine if water infiltrates into when acting as class service supplier.
the cargo holds via the hatch covers. It is a widespread • Non-Class type approved equipment may be used
m ethod of testing, but in m any cases not carried out for other surveys (P&I, etc.), but owners might object
correctly. to non-Class type approved equipm ent being used
Testing according to the cargoworthiness m ethod and/or non-certified operators carrying out the test,
provides a m ore realistic approach. If seas are shipped so that other principals (P&I Clubs, shippers,...)
over deck and hatch covers, the interpanel void spaces might have no other alternative other than using
will regularly be filled up with sea water. c e rtifie d su rv e y o rs a n d c la ss/ty p e a p p ro v e d
Advantages equipment.
• Requires no special test equipment. • Requires trained/skilled/certified operators who
• Widely accepted as a realistic testing method. master the basics of ultrasound detection principles
Drawbacks and hatch covers in order to obtain reliable test
• Gives an indication about contact but not about results. Although this is listed as a drawback, it will
compression. be appreciated that this is, at the same time, an
• Gives no good indication about the position of the advantage.
leak/lack of contact.
• Time consuming and cumbersome. Smoke test
• C an not be carried out with water-susceptible cargo Principle
in holds. Cargo holds to be closed and battened down. Vent
• Requires assistance from ship’s crew. outlets and other openings should be closed. Then a
• Can cause pollution (debris/oil washed away from smoke bom b is placed in the hold (sometimes kerosene

HATCH COVER INSPECTIONS 159

is burned) and panel cross joints, perim eter seams, vent Advantages
openings etc. should be checked. W henever smoke is • Gives good indication about air/gastightness status
seen escaping through seams, joints etc, there is an of a specific compartment.
indication that the hatch covers are not tight. • Can be used on board of loaded O B O ’s.
Use Drawbacks
Often used by fumigation companies in order to • If n o t used in conjunction w ith an in stru m en t
obtain confirm ation that fum igation gasses will not (ultrasonic) or m ethod (soap) that allows pinpointing
escape. In case of leakage, hatch covers will be taped to of the leak, not all leaks may be identified (ultrasonic
ensure that fumigation gases rem ain inside the hold. testing equipm ent m ay be used for pinpointing leaks
Advantages when the com partm ent is under pressure).
• Does not require specialised equipment. • T im e c o n su m in g in case of p re s su risin g b ig
Drawbacks compartments.
• Gives only indication about holes and lack of contact, • In case of soap test, depends on weather conditions.
not about compression. • Soap difficult to apply and check in case of areas that
• Small leaks difficult to detect. are difficult to reach.
• Escaping smoke not always easy to detect.
• Depends on weather conditions. The need for a visual inspection
A lthough a visual inspection can no t really be
A ir test considered as a testing m ethod, a visual inspection may
Principle provide us with a lot of useful information about the
The com partm ent (or hold) to be tested is pressurised actual condition of cargo access equipm ent, its closing
to a certain pressure (e.g. just under the setting of the P / a p p lia n c e s as w ell as its se a lin g a n d s e c u rin g
V valves on O B O carriers or tanks). Then the joints or arrangements.
areas to be m onitored for tightness/integrity are covered A part from the benefits of such a visual inspection,
with a soap solution. Bubbles on the soap indicate that surveyors and inspectors should be aware of the fact
air is passing through the area tested. that sometimes certain m ethods will be used to mask
Alternatives methods for testing defects or to use additional sealants (silicon, (excessive)
• W hen a com partm ent is under pressure, escaping air grease, rubber strips, etc.) in order to pass the test. A
can also be detected with ultrasonic test equipment. visual check before starting the test should therefore be
• If pressure inside the com partm ent can be measured, carried out as standard practice, in order to ensure that
a drop in pressure can be used as indication for air the hatch covers have been tested in their original
leaks (also called pressure decay method). condition. A visual check of the hatch covers after the
• Instead of air, inert gas can be used as well. test should be considered part of the investigation into
Use what might have caused the leak.
Testing for air/gastightness (esp. on board of O B O
carriers).

160 THE NAUTICAL INSTITUTE

 Chapter NINE
INSPECTIONS AND TESTING METHODS

9 Testing methods
Figure Types of testing m ethod page

9.01 Air te s t..........................................................................................................................................................162

9.02 Chalk test..................................................................................................................................................... 162

9.03 Hose te s t...................................................................................................................................................... 162

9.04 Leakage traces on inner hatch coaming p latin g ....................................................................................163

9.05 Light infiltration te s t.................................................................................................................................. 163

9.06 Putty te s t...................................................................................................................................................... 163

9.07 Smoke te s t................................................................................................................................................... 164

9.08 Ultrasonic te s t.............................................................................................................................................164

HATCH COVER INSPECTIONS 161

 Types of testing m ethod Comm ents

9.01 Air test A ir test

Compartment or hold to be tested is pressurised (e.g.

just under the setting ofP/V valves on OBO carriers or
tanks). Thejoints ofareas to be monitoredfor tightness/
integrity are covered with a soap solution. Bubbles on
the soap indicate that air is passing through the area
tested.

9.02 Chalk test C halk test

• Test whereby chalk is applied to the coaming and

cross joint compression bars. Closing and battening
down the hatch covers leaves an im print on the
packing rubbers, allowing inspectors to report on
areas where no contact exists between compresion
bars and packing rubber. Mainly used for checking
alignment of hatch covers. Gives an indication about
contact but not about compression (unless on round
compression bars where thickness of the chalk mark
may give an indication of the compression).

Hose test

• Testing w eathertight integrity of hatch covers by

means of water jets from a fire hose.
• Performance criteria described by Class.
• Cross joints can also be tested by allowing a head of
w ater to build up in the in terp an el void space
(openings at sides and panel drain holes should be
plugged) (is the preferred m ethod prescribed by most
P&I Clubs) and to check for leaks from inside the
hold. Perimeter joints should be tested as described
by Class (with pressurised jets of water).
• Leakage from drain valves during the test are a first
indication that water did pass through the rubber
packing.

162 THE NAUTICAL INSTITUTE

 Types of testing m ethod Com m ents

9.04 Leakage traces Leakage traces on in n er hatch coam ing plating

• Evidence of w a te r/ru st streaks on in n er hatch

ÿf M coaming plating is a first indication of leakage of the
% ' ; ^ ~ ? / hatch covers. Athwartships (or longitudinal) ingress
marks on top of the cargo in the ship’s holds in way
of the panel intersections are also an indication that
water gained access to the cargo hold via the hatch
cover panels.

| 9.05 Light infiltration test Light infiltration test

• Practical and quick test to check if any light from

outside is passing through the hatch covers. Areas
| ] ;-jjj
where light is passing through the hatch panel plating
P **|j| j ^1 — wlmÉSHÉBl
or cross/perim eter joints will easily be recognised as
the light p assin g th ro u g h will h av e a typical
if,if,»ini ~ ’air •*%- .«*'1. ^
“diam ond” like appearance.
H n K

| 9.06 Putty test | Putty test

Packing retaining channels are filled with moulding • Mainly used by hatch cover manufacturers.
clay or putty. Closing o f the covers w ill leave an imprint
in the putty, allowing checking ofcompression/imprint,
alignment and clearances.

HATCH COVER INSPECTIONS 163

 Types of testing m ethods Com m ents

I 9.07 Smoke test ^ Smoke test

Smoke is created in a closed ship’s hold by means of a • Not frequently used. Frequently used prior to carrying
smoke bomb or by burning kerosene. Panel crossjoints, out fumigation in order to ensure that fumigation
perimeter seams, vent openings, ... are then checked in gases do n o t esc a p e to o q u ick ly fro m the
order to identify areas where lack of contact exists. com partm ent treated.

! 9.08 Ultrasonic test P U ltrasonic test

• Testing the weathertight status of hatch covers with

ultrasonic test equipment.
• A transmitter (generator of ultrasonic waves) is placed
in the hold. Cross joint and perim eter packing are
then tested with a handheld receiver that registers
ultrasound waves which are passing through the cross
joints and perim eter sealing system.
• W hen testing for Class purposes, the test should be
carried out by a certified operator and with class-
type approved equipment.
• Allows detection of leaks with pin-point accuracy.
• Quick, easy and reliable testing m ethod.
• Can be used in sub-zero tem perature conditions, in
. . . loaded and empty condition.
• Gives an indication of compression.

HIH

164 THE NAUTICAL INSTITUTE

 ANNEX 1

APPROVAL PROGRAMME
No. 403
Standards for Certification No. 2.9

APPROVAL PROGRAM M E FOR SERVICE SUPPLIERS

PERFO RM ING TIGHTNESS TESTING OF HATCHES WITH
ULTRASONIC EQ UIPM ENT ON SH IPS, H IG H SPEED A ND
LIGHT CRAFT A N D MOBILE OFFSHORE UNITS
MAY 2001

DET NORSKE VERITAS

Veritasveien 1, N-1322 Hovik, Norway Tel.: +47 67 57 99 00 Fax: +47 67 57 99 11

DN V have generously agreed to the inclusion of this extract from their Approval Programme
and their cooperation is gratefully acknowledged.
HATCH COVER INSPECTIONS 165
 FOREWORD
DET N O R SK E VERITAS is an autonom ous and independent Foundation with the objective of safeguarding life,
property and the environm ent at sea and ashore.

DET N O R SK E VERITAS AS is a fully owned subsidiary Society of the Foundation. It undertakes classification
and certification of ships, mobile offshore units, fixed offshore structures, facilities and systems for shipping and
other industries. The Society also carries out research and developm ent associated with these functions.

DET N O R SK E VERITAS operates a worldwide network of survey stations and is authorised by m ore than 120
national administrations to carry out surveys and, in m ost cases, issue certificates on their behalf.

Standards for Certification

Standards for Certification (previously Certification Notes) are publications that contain principles, acceptance
criteria and practical inform ation related to the Society’s consideration of objects, personnel, organisations,
services and operations. Standards for Certification also apply as the basis for the issue of certificates and/o r
declarations that may not necessarily be related to classification.

A list of Standards for Certification is found in the latest edition of the Introduction booklets to the ’’Rules for
Classification of Ships”, the ’’Rules for Classification of Mobile Offshore Units” and the ’’Rules for Classification of
High Speed and Light Craft”. In “Rules for Classification of Fixed Offshore Installations”, only those Standards for
Certification that are relevant for this type of structure, have been listed.

The list of Standards for Certification is also included in the current “Classification Services - Publications” issued
by the Society, which is available on request. All publications may be ordered from the Society’s Web site h ttp ://
exchange.dnv.com.

CONTENTS 2.13 R eporting................................................................. 5

1. G e n e ra l....................................................................4 3. Approval p ro c e d u re s............................................5
1.1 S cope........................................................................ 4 3.1 Initial a u d it..............................................................5
1.2 O b jec tiv e.................................................................4 3.2 Special procedures related to control of
1.3 Extent of engagem ent.......................................... 4 supplier’s relationship with the parent
1.4 Validity..................................................................... 4 co m p an y ..................................................................6
2. Requirem ents to su p p lie r.................................... 4 3.3 Renewal a u d it........................................................ 6
2.1 Submission of docum ents.................................... 4 4. Certificate of a p p ro v a l......................................... 6
2.2 Extent of ap p ro v al.................................................4 4.1 Approval of the supplier...................................... 6
2.3 Quality assurance sy ste m .................................... 4 5. Inform ation on alteration to the certified
2.4 Training of p erso n n el............................................4 service o p e ra tio n ................................................... 6
2.5 Supervisor ...............................................................4 5.1 A lteration.................................................................6
2.6 O perato rs.................................................................4 6. Cancellation of the certficate of a p p ro v a l...... 6
2.7 Personnel R ecords.................................................5 6.1 Right to ca n cel....................................................... 6
2.8 E q u ip m ent.............................................................. 5 6.2 In fo rm atio n .............................................................6
2.9 Operational procedures....................................... 5 6.3 R e-approval.............................................................6
2.10 Administrative p ro ced u res..................................5 7. R eferences...............................................................6
2.11 V erification............................................................. 5 8. A ppendix A:
2.12 Sub-contractors...................................................... 5 Form for rep o rtin g ................................................. 7

© D e t N o r s k e V e r ita s

Printed in Norway by CGS AS

If any person suffers loss or damage which is proved to have been caused by any negligent act or omission of Det Norske Veritas, then Det Norske Veritas
shall pay compensation to such person for his proved direct loss or damage. However, the compensation shall not exceed an amount equal to ten times the
fee charged for the service in question, provided that the maximum compensation shall never exceed USD 2 million.

In this provision “Det Norske Veritas” shall mean the Foundation Det Norske Veritas as well as all its subsidiaries, directors, officers, employees, agents and
any other acting on behalf of Det Norske Veritas.

166 THE NAUTICAL INSTITUTE

 A p p ro v a l P ro g ra m m e — N o. 403
Standards fo r C e rtific a tio n N o. 2.9
________________________ M a y 2001

1. G eneral - quality M anual a n d /o r docum ented procedures

1.1 Scope covering the requirements given in item 2.4
Firms providing services on behalf of the owner, such - e v id e n c e of a p p r o v a l/a c c e p ta n c e b y o th e r
as tightness testing of hatches shall be approved by the certification bodies, if any
Society. The firm shall be approved according to D N V - information on other activities which m ay present a
Rules for Classification of Ships, High Speed and Light conflict of interest
Craft or Mobile Offshore Units, Pt.l C h.l Sec.3, A401. - record of customer claims and corrective actions
In the following, such firms are referred to as the requested by the Society and/or other certification
supplier. bodies.

1.2 Objective 2.2 Extent of approval

The objective of this approval program m e is to ensure The supplier shall dem onstrate, as required in 2.4 to
that the supplier, has qualified personnel and has 2.13, that it has the com petence and control needed to
im plem ented w ritten systems for training, control, perform the services.
verification and reporting. In addition, the supplier shall
furnish the necessary technical equipm ent and facilities 2.3 Quality assurance system
com m ensurate with providing a professional service. 2.3.1 Quality system
The supplier shall have a docum ented quality system,
1.3 Extent of engagement covering at least:
T he ap p ro v al p ro g ram m e defines the pro ced u res
required in obtaining the Society’s approval for carrying - maintenance and calibration of the equipment.
out tightness testing of hatches of ships, high speed and - training program m es for the supervisors and the
light craft and m obile offshore units classed by the operators
S ociety. T h e c rite ria c o v e r q u a lity system s, - supervision and verification of operation to ensure
administrative procedures and work procedures. This c o m p lia n c e w ith th e a p p ro v e d o p e ra tio n a l
approval program m e is in substantial agreem ent with procedures
requirem ents stated in IACS, Z17, in force from 10 - quality m anagem ent of subsidiaries and agents
Decem ber 2000. - job preparation
- recording and reporting of information
1.4 Validity - code of conduct for the activity
The approval will be valid for three (3) years. For - p e rio d ic rev iew of w ork p ro cess p ro c e d u re s,
cancellation of approval, see item 6. complaints, corrective actions, issuance, maintenance
and control of documents.
2. Requirem ents to supplier
A certificate of approval will be awarded and maintained 2.3.2 Quality assurance system
on the basis of compliance with the following: A docum ented quality assurance system complying with
2.1 Submission of documents the ISO 9000 standard or equivalent and including the
2.1.1 The following docum ents are to be submitted: above items will be considered acceptable.
— an o u tlin e of th e su p p lie r’s o rg a n isa tio n and
m anagem ent structure, including any subsidiaries to 2.4 Training of personnel
be included in the approval The supplier is responsible for the qualification and
— a list of nom inated agents training of its supervisors and operators to a recognised
— experience of the supplier in the specific service area n a tio n a l, in te rn a tio n a l or in d u s try s ta n d a rd as
— a list of o p erato rs, tech n ician s and inspectors applicable, (see item 2.6 and 2.7). A plan for training of
docum enting training and experience within the the personnel to be included.
re le v an t service area, in clu d in g qualifications
according to recognised national, international or 2.5 Supervisor
industry standards, as relevant The supplier shall have a supervisor, responsible for
— description of equipm ent used for the particular the correct execution of the tests and for the professional
service for which approval is sought standard of the operators and their equipm ent as well
— a guide for operators of such equipm ent as for the professional administration of the working
— training program mes for operators, technicians and procedures. The supervisor shall have a m inim um of 2
inspectors years experience as an operators/ technical/ inspector.
— check lists and record formats for recording results
of the services referred to in item 2.13

DET NORSKE VERITAS

HATCH COVER INSPECTIONS 167

A p p ro v a l P rog ra m m e - N o. 403 5
Standards fo r C e rtific a tio n N o. 2.9
M a y 2001________________________

2.6 O perators maintenance, operation, on-site calibration, initial setting

The operators are to possess the following qualifications: and the fail/pass criterion.
— have knowledge of different hatch designs, their
functioning and sealing features 2.9.2 Fail/pass criterion:
— have experience with operation and maintenance of — 0 dB shall m ean that the hatch cover is leak tight
different hatch designs — from ldB to 10% of O H V shall m ean that the hatch
— be able to docum ent a theoretical and practical cover is considered weather tight, subject to verifying
training onboard in using the ultrasonic equipm ent the design and the condition of the hatch cover, the
specified. coaming and the drainage arrangements
— above 10% of the O H V shall m ean that the hatch
2.7 Personnel Records cover is considered not to be weather tight and that
The supplier is required to keep records of the approved corrective action to gaskets and drains is required.
s u p e r v is o r /o p e ra to rs . T h e re c o rd shall c o n ta in
inform ation on age, form al education, training and 2.10 Administrative procedures
experience in tightness testing of hatches. The supplier is to have an order reference system where
each engagem ent is traceable to the m easurem ent
2.8 Equipm ent record.
The ultrasonic equipm ent to be used shall be type
ap p ro v ed by the Society, satisfying the follow ing 2.11 Verification
m in im u m crite ria of in-service p erfo rm an c e and The supplier shall verify that the service provided is
calibration. It shall be dem onstrated to the surveyor carried out in accordance with the approved procedures.
from the Society that the equipm ent is fit for the purpose
of detecting leakage in hatch covers. 2.12 Sub-contractors
The supplier shall give information of agreements and
2.8.1 M in im u m c rite ria for the a p p ro v a l of the arrangem ents if any part(s) of the services provided are
equipment: subcontracted. Particular emphasis shall be given to
— the transmitter shall provide a uniform open hatch quality m anagem ent by the supplier in the following-
value (OHV) over the tested area up of such subcontracts. Subcontractors providing
— the O H V shall be adjustable to a stable value allowing a n y th in g o th e r th an su b c o n tra c te d p e rso n n e l or
maxim um sensitivity without false side effects equipm ent shall also m eet the requirem ents of section
— the receiver shall be provided with an audible signal 2.1 to 2.13 in this program me.
and a visual readout, calibrated in decibel
— the visual readout shall be able to hold peak values 2.13 Reporting
encountered during the measurements The reporting is to be based on Form No. 20.69a, Jan
— the equipm ent shall be dem onstrated to achieve 99. (See A ppendix A) The report shall include a copy
the fail/pass criterion set by the Society. (See item of the certificate of approval.
2.9.2)
3. A pproval procedures
2.8.2 M inimum criteria for calibration:
— biannual re-calibration tests shall be carried out by 3.1 Initial audit
laboratories authorised by the m anufacturer, in The surveyor from the Society will carry out an audit of
accordance with procedures accepted by the Society the supplier once all docum entation and information
— procedures for on-site testing of functionality of re c e iv e d from the su p p lie r has b e e n ev a lu a ted .
tra n sm itte rs/ receivers and of accuracy of the Additionally, certification is conditional on a practical
equipm ent shall be established. This procedure shall dem onstration of the specific service perform ance as
g u a ra n te e c o n tin u in g ac c u ra c y d u rin g the well as satisfactory reporting being carried out.
measurements.
3.2 Special procedures related to control of
2.8.3 R ecord of equipm ent shall be kept and shall supplier’s relationship with the parent com pany
contain a log of calibration and m aintenance. If a parent com pany applies to the Society for the
inclusion of their nom inated agents an d /o r subsidiaries
2.9 O perational procedures in the certificate of approval, the parent com pany must
2.9.1 T h e su p p lier is to have d o c u m e n te d w ork have im plem ented a quality assurance system certified
p ro ced u res th at shall include the m anual for the in accordance with ISO 9000 Standards. The parent
u ltra s o n ic e q u ip m e n t sp ec ifie d , its a d ju stm e n t, com pany shall ensure effective controls of agents and/

D e t N o r s k e V e r it a s

168 THE NAUTICAL INSTITUTE

 A p p ro v a l P ro g ra m m e — N o. 403
Standards fo r C e rtific a tio n N o . 2.9
________________________ M a y 2001

or subsidiaries even when the agents/subsidiaries have 6. C ancellation of the certficate of approval
an equally effective quality control system complying 6.1 Right to cancel
with the ISO 9003 Standard. Such approvals shall be The Society reserves the right to cancel the certificate
based upon an evaluation of the quality assurance system of approval in the following cases:
im plem ented by the parent com pany against minimum - where the service was im properly carried out or
the ISO 9002 Standard. The Society will follw-up the results were im properly reported
a d h e re n c e to th is q u a lity a ssu ra n c e sy stem by - where a surveyor finds deficiencies in the approved
performing audits on such agents or subsidiaries against service o p e ra tio n system of th e su p p lier and
the ISO 9003 Standard. appropriate corrective action is not taken
- where the supplier fails to give information of any
3.3 Renewal audit alteration, as given in 5.1
Renewal or endorsem ent of the certificate of approval - where intermediate audit, if requested as described
shall be m ade at intervals no t exceeding 3 years. in 3.3, has not been carried out
Verification shall be through audits confirm ing, or - where wilful acts or omissions are ascertained.
otherwise, that approved condition is being maintained.
Interm ediate audits may be required if found necessary 6.2 Inform ation
by the Society. At least three m onths before the period The Society reserves the right to inform interested
of validity expires, the supplier has to apply for renewal parties on cancellation of the certificate of approval.
of the certificate of approval.
6.3 Re-approval
4. Certificate of approval A supplier that has had the certificate of approval
4.1 Approval of the supplier cancelled, may apply for re-approval after a period of
If the submitted documentation and the surveyor’s audit six (6) m onths. R e-approval, is no t allow ed if the
and the practical dem onstration are found satisfactory, cancellation was based on a grave fault, such as a
the supplier will receive a certificate of approval. The violation of code of conduct.
certificate of approval will be published on the Internet
at http://exchange.dnv.com / and in Register No. 102 7. References
Approved Service Suppliers, issued annually. - DNV Rules for Classification of Ships, M OU, HSLC,
Pt.l C h.l Sec 3. A401
5. Inform ation on alteration to the certified - ISO 9000/9002/9003 Standards.
service operation system
5.1 Alteration 8. A ppendix A: Form for reporting
In cases where any alteration to the certified service
operation system of the supplier is made, such alteration
is to be reported immediately to the Society. A re-audit
may be required when deemed necessary by the Society.

DET NORSKE VERITAS

HATCH COVER INSPECTIONS 169

 ANNEX 2

IN T E R N A T IO N A L A S S O C IA T IO N O F C L A S S IF IC A T IO N S O C IE T IE S

Requirements
concerning
SURVEY
AND CERTIFICATION

CONTENTS
Z1 Annual survey of all cargo vessels and interm ediate survey of tankers Rev.2 1999
covering class matters in IM O Resolution A. 413 (XI)
Z2 Deleted Rev. 2 1994
Z3 Periodic survey of the outside of the ship’s bottom and related items Rev. 1 1996
Z4 Surveys of hatch covers and coamings Rev. 2 1996
Z5 Deleted in April 1999 (Re-categorised as Recom m endation No. 59)
Z6 Continuous system for hull special survey Rev. 3 1999
Z7 Hull classification surveys Rev. 7 2000
Z8 Corrosion protection coating for salt water ballast spaces Rev. 1 1995
Z9 Corrosion protection coatings for cargo hold spaces on bulk carriers Rev. 2 1996
Z10.1 Hull surveys of oil tankers Rev. 8 2000
Z10.2 Hull surveys of bulk carriers Rev. 11 2000
Z10.3 Hull surveys of chemical tankers Rev. 4 2000
Z ll M andatory ship type and Enhanced Survey Programm e (ESP) notations Rev.2 2000
Z12 Deleted 2001 —replaced by Recom m endation “Confined Space Safe Practice”
Z13 Voyage repairs and m aintenance 1995
Z15 Hull, Structure, Equipm ent and M achinery Surveys of
Mobile Offshore Drilling Units 1999
Z16 Periodical Surveys of Cargo Installations on ships carrying liquefied gases in bulk 1999
Z17 Procedural requirem ents for service suppliers Rev.2 1999
Z18 Periodical Survey of Machinery 1999
Z19 Calibration of M easuring Equipm ent 1999

IACS Req. 1992/Rev. 2001

The full details, which run to some 208 pages, are contained on a CD-ROM which is available from IACS. It is
understood that the requirem ents are currently under review.

Details of how to contact IACS and information about other publications, are at their website:
www.iacs.org.uk

IACS have generously agreed to the inclusion of these extracts from their Requirements concerning Survey and
Certification and their cooperation is gratefully acknowledged.

170 THE NAUTICAL INSTITUTE

 IACS PROCEDURAL REQUIREM ENTS FOR
SERVICE SUPPLIERS (UNIFIED RULE (UR))

UR Z17 (1997) inflatable lifejackets, hydrostatic release units,

(Rev. 1Ju n e 1999) (Rev.2 Novem ber 1999) inflatable rescue boats
— Firms engaged in the servicing and testing of radio
Contents com m unication equipm ent
1. General — Firm s engaged in inspection and testing of
2. Objective centralised gas welding and cutting equipm ent
3. Application — Firms engaged in surveys and m aintenance of self
4. Procedure for Approval and Certification contained breathing apparatus
5. Certification 3.2 In the following such firms are referred to as the
6. Information of Alterations to the Certified Service supplier.
Operation System 3.3 D etailed req u irem en ts specific to the various
7. Cancellation of Approval categories of suppliers are given in Annex I. National
8. Existing Approvals a n d /o r in te rn a tio n a l re q u ire m e n ts m ay give
Annex I additional requirements. Reference to such national
Special R equirem ents for Various C ategories of a n d /o r in ternational requirem ents are given in
Service Suppliers Annex I.

1. G eneral 4. Procedure for A pproval and C ertification

1.1 Firms providing services on behalf of the owner of a 4.1 Submission of documents
ship or a mobile offshore unit, such as measurements, 4.1.1 The following docum ents are to be submitted to
tests or maintenance of safety systems and equipment, the Society for review. G eneral requirem ents
the results of which are used by Surveyors in making concerning suppliers are given in 4.2, and specific
decisions affecting classification are subject to requirements as relevant, in Annex I.
approval by the Society in accordance with the — O u tlin e of com pany, e.g. o rg an isatio n and
m andatory procedures in this unified requirem ent m anagem ent structure, including subsidiaries to
and its Annex 1 . be included in the approval/certification
1.2 W here such services are used by Surveyors in making — List of nom inated agents
decisions affecting statutory certifications, the firms — Experience of the com pany in the specific service
are subject to approval by the Society where the area
S ociety is so a u th o rise d by th e re le v a n t flag — L ist of o p e r a to rs /te c h n ic ia n s /in s p e c to r s
Administration. For such services the Society may docum enting training and experience within the
accept approvals done by the flag Administration relevant service area, and qualifications according
itself or duly authorised organisations acting on behalf to recognised national, international or industry
of the flag Administration. standards, as relevant
— Description of equipm ent used for the particular
2. Objective service for which approval is sought
2.1 The objective of this procedure is to set basic — A guide for operators of such equipm ent
standards for qualifying service suppliers. — Training program mes for operators/technicians/
inspectors
3. A pplication — C heck lists and record formats for recording
3.1 This p ro ced u re applies to the approval of the results of the services referred to in section 1
following categories of service suppliers: — Quality Manual and/or docum ented procedures
3.1.1 Class services covering requirements in 4.5
- Firms engaged in thickness m easurem ents on — Evidence of approval/acceptance by other bodies,
ships if any
— Firms engaged in tightness testing of hatches with — Inform ation on the other activities which may
ultrasonic equipm ent present a conflict of interest
- Firms carrying out in-water survey of ships and — R ecord of custom er claims and of corrective
mobile offshore units actions requested by certification bodies
- Firms engaged in the examination of Ro-Ro ships
bow, stern, side and inner doors.
3.1.2 Statutory services 1 After 10 December 2000, Societies shall only utilise service
— Firms engaged in surveys and m aintenance of fire suppliers approved in accordance with this UR, except with
extinguishing equipm ent and systems respect to statutory work, where otherwise instructed by
the relevant flag Administration.
— Firms engaged in service on inflatable liferafts,

Z17 - IA C S Req. 1997/R ev.2 1999

HATCH COVER INSPECTIONS 171

 — W here relevant, list and documentation of licenses 4.3 A uditing of the Supplier - U pon review ing the
granted by equipm ent’s manufacturer subm itted docum ents with satisfactory result, the
4.2 General requirements supplier is audited in order to ascertain that the
4.2.1 E x te n t of A p p ro v a l: T h e su p p lie r shall su p p lie r is d u ly o rg a n ise d a n d m a n a g e d in
demonstrate, as required by 4.2.2 - 4.2.9, that it accordance with the submitted documents, and that
has the co m p eten ce and control n ee d ed to it is considered capable of conducting the services
perform the services for which approval is sought. for which approval/certification is sought.
4.2.2 Training of personnel - The supplier is responsible 4.4 C e rtific a tio n is c o n d itio n a l on a p ra c tic a l
for the qualification and training of its personnel dem onstration of the specific service perform ance as
to a recognised national, international or industry well as satisfactory reporting being carried out.
standard as applicable. W here such standards do 4.5 Quality Assurance System
not exist, the supplier is to define standards for 4.5.1 The supplier shall have a docum ented system
the training and qualification of its personnel covering at least the following:
relevant to the functions each is authorised to — code of conduct for the relevant activity
perfo rm . T he p erso n n el shall also have an — maintenance and calibration of equipm ent
adequate experience and be familiar with the — training programmes for operators/technicians/
operation of any necessary equipment. Operators/ inspectors
technicians/inspectors shall have had a minimum — supervision and verification to ensure compliance
of one (1) year tutored on-the-job training. W here with operational procedures
it is not possible to perform internal training, a — recording and reporting of information
program of external training may be considered — quality m anagem ent of subsidiaries and agents
as acceptable. — job preparation
4.2.3 S u p e rv isio n - T he su p p lie r shall p ro v id e — periodic review of work process procedures,
su p erv isio n for all services p ro v id e d . T he com plaints, corrective actions, and issuance,
responsible supervisor shall have had minimum maintenance and control of documents
tw o (2) y e a rs e x p e rie n c e as an o p e r a to r / 4.5.2 A d o c u m e n te d Q u a lity A ssu ra n ce system
technician/inspector within the activity for which co m p ly in g w ith the IS O 9000 stan d ard or
the supplier is approved. For a supplier consisting equivalent and including the above items, would
of one p e rso n , th a t p e rso n shall m e e t the be considered acceptable.
requirem ents of a supervisor. 4.6 Service Suppliers Relations with the Equipm ent
4.2.4 Personnel records - The supplier shall keep records Manufacturer
of the approved operators/technicians/inspectors. 4.6.1 A com pany which works as a service station for
The record shall contain inform ation on age, manufacturer(s) of equipm ent (and as a service
formal education, training and experience for the supplier in this field), shall be assessed by the
services for which they are approved. manufacturer(s) and nominated as their agent. The
4.2.5 Equipm ent and facilities - The supplier shall have m an u fa ctu rer shall ensure th at ap p ro p ria te
the necessary equipm ent and facilities for the instruction manuals, material etc. are available for
service to be supplied. A record of the equipm ent the agent as well as of proper training of the agent’s
used shall be kept. The record shall contain technicians. Such suppliers shall be approved
information on m aintenance and calibration. either on a case by case basis, or in accordance
4.2.6 Procedures - The supplier shall have documented with 4.6.2.
work procedures covering all services supplied. 4.6.2 If a m anufacturer of equipm ent (and service
4.2.7 S u b c o n tra c to rs - T h e su p p lie r sh all give supplier) applies to a Society for inclusion of his
information of agreements and arrangements if nom inated agents a n d /o r subsidiaries in the
an y p a rts of th e serv ic es p ro v id e d are approval, then he m ust have im plem ented a
subcontracted. Particular emphasis shall be given quality assurance system certified in accordance
to q u ality m a n a g e m e n t by the su p p lier in with ISO 9000 series, with effective controls of
following-up of such subcontracts. Subcontractors his agents and/or subsidiaries, and when these
providing anything other than subcontracted agents/subsidiaries have an equally effective
personnel or equipm ent shall also m eet the quality control system complying with ISO 9003.
requirements of sections 4.2 and 4.5. Such approvals shall be based upon an evaluation
4.2.8 Verification - The supplier shall verify that the of the quality assurance system im plem ented by
services provided are carried out in accordance the parent company against m inimum ISO 9002.
with approved procedures. The Society will follow-up the adherence to this
4.2.9 Reporting - The report shall be prepared in a quality assurance system by performing audits on
form acceptable to the Society. Special guidelines such agents or subsidiaries against ISO 9003.
may be given in Annex I. The report shall include
a copy of the Certificate of Approval.

Z17 - IA C S Req. 1997/R ev.2 1999

172 THE NAUTICAL INSTITUTE

5. Certification Annex 1 to UR Z17
5.1 U pon satisfactory completion of both the audit of Special Requirements for Various
the supplier and the dem onstration test, if required,
the Society will issue a Certificate of Approval stating
Categories of Service Suppliers
that the supplier’s service operation system has been
1. Firms engaged in thickness m easurem ents on
found to be satisfactory and that the results of services
ships
1.1 Extent of engagement - Thickness m easurem ent of
perform ed in accordance with that system may be
structural material of ships.
accepted and utilised by the Society’s Surveyors in
making decisions affecting classification or statutory 1.2 Supervisor - The responsible supervisor shall be
certification, as relevant. The Certificate shall clearly qualified according to a recognised national or
state that the type and scope of services and any international industrial NDT standard (e.g. EN 473
level II or ISO 9712 level II).
limitations or restrictions imposed. The supplier will
1.3 O p e ra to rs - T h e o p e ra to rs c a rry in g out th e
also be included in the Society’s records of approved
m easurem ents shall be certified to a recognised
service suppliers.
5.2 Renewal or endorsem ent of the Certificate is to be national or international industrial standard (e.g. EN
m ade at intervals not exceeding five (5) years by 473 level I or IS O 9712 level I) and shall have
verification through audits that approved conditions adequate knowledge of ship structures sufficient to
are m aintained. Individual Societies m ay require elect a representative position for each measurements.
renewal or endorsem ent of the Certificate at intervals 1.4 Equipm ent - O n coated surfaces, instruments using
s h o rte r th a n five (5) y e a rs a n d m ay re q u ire pulsed echo technique (either with oscilloscope or
digital instruments using multiple echo, single crystal
intermediate audits.
5.3 W here several servicing stations are owned by a given technique) are required. Single echo instruments may
company, each station is to be assessed and approved be used on uncoated surfaces, which have been
cleaned and grinded.
except as specified in 4.6.2.
1.5 Procedures - Documented work procedures are at
least to contain information on survey preparation,
6. Inform ation of A lterations to the Certified
Service O peration System selection and identification of test locations, surface
6.1 In case where any alteration to the certified service p re p a ra tio n , p ro te c tiv e co a tin g p re se rv a tio n ,
o peration system of the supplier is m ade, such calibration checks, and report p re p ara tio n and
content.
alteration is to be im m ediately inform ed to the
Society. Re-audit m ay be required when deem ed 1.6 R eporting - T he rep o rt shall be based on the
necessary by the Society. guidelines given in U R Z10.1, Z10.2 or Z10.3, as
relevant.
7. C ancellation of A pproval 1.7 Verification - The supplier must have the Surveyor’s
7.1 Approval may be cancelled in the following cases: verification of each separate job, docum ented in the
report by his signature.
7.1.1 W here the service was im properly carried out or
the results were im properly reported.
7.1.2 W here a S urveyor finds deficiencies in the
2. Firms engaged in tightness testing of hatches
approval service operation system of the supplier with ultrasonic equipm ent
and appropriate corrective action is not taken 2.1 Extent of engagement- Ultrasonic tightness testing
of hatches
7.1.3 W here the supplier fails to inform of any alteration
as in 6 above to the Society 2.2 O perators - The operator is to have the following
7.1.4 W here intermediate audit, if requested as per 5.2, qualifications:
has not been carried out — Have knowledge of different hatch designs, their
functioning and sealing features
7.1.5 W here wilful acts or omissions are ascertained
7.2 The Society reserves the right to cancel the approval — Have experience with operation and maintenance
of different hatch designs
and to inform the IACS M embers accordingly.
7.3 A supplier whose approval was cancelled, may apply — Be able to docum ent a theoretical and practical
for re-approval provided he has corrected the non­ training onboard in using ultrasonic equipment
specified
conformities which resulted in cancellation, and the
S o ciety is ab le to co n firm he has effectively 2.3 Equipm ent - The ultrasonic equipment to be used
im plemented the corrective action. shall be type approved by the Society. It shall be
dem onstrated for the Surveyor that the equipm ent is
8. Existing A pprovals fit for the purpose of detecting leakages in hatch
covers.
Approvals granted before the date of implementation
of U R Z17 m ay rem ain valid as stated in the 2.4Procedures - The supplier shall have documented
resp ectiv e certificates for a p erio d up to b u t not work procedures which shall include the manual for
exceeding 3 years. Renewals of such certificates have the ultrasonic equipm ent specified, its adjustment,
to be carried out in accordance with U R Z17. its m aintenance, its operation and approval criteria.

Z17 - IA C S Req. 1997/R ev.2 1999

HATCH COVER INSPECTIONS 173

3. Firms carrying out in-w ater survey of ships and 3.8 Verification - The supplier must have the Surveyor’s
m obile offshore units verification of each separate job, docum ented in the
3.1 Extent of engagement - In-water survey of ships and report by his signature.
mobile offshore units.
3.2Training of personnel - The supplier is responsible 4. Firms engaged in surveys and m aintenance of
for the qualification of its divers and the diving fire extinguishing equipm ent and systems
eq u ip m en t utilised w hen carry in g ou t survey. Extent of engagem ent - The supplier shall have the
Knowledge of the following shall be documented: professional knowledge of fire theory, fire
- Ship’s underwater structure and appendages, tail fighting and fire extinguishing appliances sufficient to
shaft, propeller, rudder and its bearings, etc. carry out the surveys and to make the necessary
- (void) evaluations of the condition of the equipment.
- U n d e r-w a te r th ic k n e ss g au g in g a n d n o n ­
d e s tru c tiv e te stin g in a c c o rd a n c e w ith a 5. Firms engaged in service of inflatable liferafts,
recognised national or international industrial inflatable lifejackets, hydrostatic release
NDT standard units, inflatable rescue boats
- Bearing clearance measurements on rudders and 5.1 E xtent of engagem ent - Servicing of inflatable
tail shaft liferafts, inflatable lifejackets, hydrostatic release units
- Under-water video monitoring with TV monitors and/or inflatable rescue boats.
on deck, as well as still picture work 5.2 Equipment and premises - I M O Res. A.761(18) gives
- Operation of under water communication system recom m endations on conditions for the approval of
- Special equipm ent and tools like hull cleaners, servicing stations for inflatable liferafts which shall
grinders, cutters, etc. be observed as relevant.
3.3 A plan for training of personnel in the reporting 5.3 Procedures and instructions - The supplier shall have
system, minimum Rule requirements for relevant ship docum ented procedures and instructions for how to
types, ship’s underw ater structure, m easuring of carry out service of equipm ent. The procedures
bearing clearances, the recognition of corrosion should include requirements to record the nature and
damage, buckling and deteriorated coatings, etc. shall extent of damages to and defects found in equipment
be included. during servicing and repair work. This data shall be
3.4 S upervisor - T he supervisor shall be qualified made available to the Society upon request.
according to the supplier’s general requirements and 5.4 The supplier shall provide evidence that it has been
shall have m inimum two (2) years’ experience as a authorised or licensed to service the particular makes
diver carrying out survey. and m odels of equipm ent for which approval is
3.5 Divers carrying out survey - The diver carrying out sought by the equipm ent’s manufacturer.
the survey shall have had at least one (1) year’s
experience as an assistant diver carrying out survey 6. Firms engaged in the servicing and testing of
(minimum 10 different assignments). radio com m unication equipm ent
3.6 Equipm ent - The following shall be available: 6.1 Extent of engagement - Inspection, testing, and/or
- Closed circuit colour television with sufficient m easurem ent of radio equipm ent aboard ships or
illumination equipment mobile offshore units for compliance with SOLAS
- Two-way com m unication betw een diver and regulations.
surface staff 6.2 R eference docum ents - The supplier shall have
- Video recording device connected to the closed access to SOLAS 1974 as am ended, IM O Res.
circuit television A .789(19): S p e c ific a tio n on th e su rv e y and
- Still photography camera certification functions of recognised organisations
- Equipm ent for carrying out thickness gauging, acting on behalf of the administration, ITU Radio
non-destructive testing and measurements, e.g. Regulations, and IM O Performance Standards as well
clearances, indents, etc., as relevant to the work as relevant parts, if any, of the Society’s Rules and
to be performed. Guidelines.
- Equipm ent for cleaning of the hull 6.3 Supervisor - The supervisor shall have minimum two
3.7 Procedures and guidelines - The supplier shall have (2) years education from a technical school and
docum ented operational procedures and guidelines experience as an inspector, and should preferable
for how to carry out the survey and how to handle hold a General O perator’s Certificate (GOC).
the equipment. These shall include: 6.4Radio inspector - The inspector carrying out the
- Two-way com m unication betw een diver and inspection shall have passed the internal training of
surface the supplier in Radiotelephony, GM DSS, and initial
- Video recording and closed circuit television and renewal surveys, as applicable. The inspector
operation shall also have at least one (1) year’s technical school
- Guidance of the diver along the hull to ensure and at least one (1) year experience as an assistant
complete coverage of the parts to be surveyed radio inspector.

Z17 - IA C S Req. 1997/R ev.2 1999

174 THE NAUTICAL INSTITUTE

6.5 Equipment to carry out the inspections and testing of self-contained
6.5.1 The supplier shall have the major and auxiliary breathing apparatus to identified
equipm ent required for correctly performing the standards and to make the necessary evaluation of the
inspection. A record of the equipm ent used shall condition of the equipment.
be kept. The record shall contain information on
m anufacturer and type of equipment, and a log 9. Firms engaged in the exam ination of Ro-Ro
of m aintenance and calibrations. ships bow, stern, side and in n er doors
6.5.2 A s ta n d a rd w hich is re le v a n t to th e ra d io 9.1 Extent of engagement - inspection of securing and
equipm ent to be tested shall be available for the locking devices, hydraulic operating system, electric
equipm ent and shall be cited in the inspection control system for the hydraulics, electric indicator
report. systems, and supporting, securing and locking devices
6.5.3 For e q u ip m e n t e m p lo y in g softw are in the and tightness testing.
c o n ju n ctio n w ith te s tin g /e x a m in a tio n , this 9.2 The supplier is to be certified to ISO 9002.
software shall be fully described and verified. 9.3 Reference documents - The supplier shall have access
6.6 M inimum required instruments to SOLAS 1974 as am ended and IACS Guidelines
— E quipm ent for m easuring frequency, voltage, No. 8 - Check-list for Surveyors of Ro-Ro Ships Shell
current and resistance and Inner Doors Guidelines for Surveyors, or its
— Equipment for measuring output and reflect effect equivalent, by the relevant class society.
on V H F and M F /H F 9.4In addition to 4.2.3 of Z17, the Senior Service
— Equipment for measuring modulation on M F /H F Engineer (Supervisor) shall have a m inim um two (2)
and V H F (AM, FM, PM) years education from a technical school.
— Acid tester for checking specific gravity of lead 9.5 Required Equipment
batteries 9.5.1 For In sp ectio n of S u p p o rtin g S ecuring and
— Tester for checking of correct output from Free- Locking Devices, Hinges and Bearings.
Float Satellite EPIRB — Equipm ent for measuring clearances (i.e. feeler
6.7 Procedures and instructions - The supplier shall have gauges, vernier calipers, micrometers).
docum ented procedures and instructions for how to — Non-destructive examination (i.e. dye penetrant,
carry out testing and examination of radio equipment. magnetic particle inspection)
Procedures and instructions for operating of each item 9.5.2 For Tightness Testing
of the testing/inspection equipment shall also be kept — Ultrasonic leak detector or equivalent
and be available at all times. 9.5.3 For Inspection of Hydraulic Operating System
— Pressure gauges
7. Firms engaged in inspection and testing of — Particle counter for analysing the quality of
centralised gas w elding and cutting hydraulic fluid
equipm ent 9.5.4 For Inspection of Electric Control System and
The supplier shall docum ent and dem onstrate that Indication System
it has knowledge of gas welding, of associated — Digital multi-meter
central gas installation systems and of current safety — Earth fault detector
requirem ents applicable to such equipm ent by 9.6 Procedures and Instructions
national adm inistrations, sufficient to carry out the 9.6.1 The supplier shall have access to drawings and
inspection and testing and to make the necessary d o c u m e n ts, in c lu d in g th e O p e ra tin g an d
evaluations of the state of the equipment. Inspection Manual.
9.6.2 The supplier shall have access to the service
8. Firms engaged in surveys and m aintenance of history of the doors.
self contained b reathing apparatus 9.6.3 The supplier should use, com plete and sign a
The supplier shall docum ent and dem onstrate that checklist which has been found acceptable by the
it has knowledge of the equipm ent and systems sufficient classification society.

Z17 - IA C S Req. 1997/R ev.2 1999

HATCH COVER INSPECTIONS 175

 ANNEX 3

EXAMPLE OF INSPECTOR TRAINING COURSE

Training course program m e for operators involved in tightness testing of hatches with
Type Approved Ultrasonic Testing Equipm ent (with kind permission of SD T - IMCS]
Contents and program m e of the training course:

DAY 1 13.30 The type approved ultrasonic hatch cover tightness

08.30 Welcome testing equipment: Sherlog TA
08.45 Introduction to the training 2. The Sherlog TA hatch cover survey routine
1. W hy a training course? and data logging; practical exercise.
2. The need for training.
3. The need for exam ination and certification. 16.30 Applicable rules and conventions Rules and
4. Benefits of the SDTTMCS training procedures (IACS UR Z.17; D N V 403)
program me.
17.15 Claims
09.30 Testing methods 1. Claims as a result of wetting damage.
1. Different testing methods. 2. The P&I C lub’s point of view (including
2. Benefits and drawbacks. seaworthiness, cargoworthiness, water and
weathertightness, the use of sealing tape, ISM,
10.00 Basic principles about airborne ultrasounds and so on).
1. W hat is a sound? 3. The m aster’s/ow ner’s obligations.
a. The sound theory.
b. H earing and hum an hearing. 18.30 End DAY 1
c. Sound perception.
2. W hat produces sounds? DAY 2
a. Sound energy. 08.30 Why inspect hatch covers?
b. Sound travelling. 1. Routine checking and maintenance.
3. Sound waves. 2. Loss prevention surveys.
a. Sound components. 3. Claim investigation.
b. Sound reflection, refraction, penetration, 4. Class surveys.
absorption. 5. Owners’ surveys.
c. Sound directionality.
d. Sound shielding. 09.15 Hatch cover vocabulary, design features and
4. Leak detection. frequently found defects
a. W hy do leaks generate airborne
ultrasounds? 09.30 Familiarisation with ro-ro equipment
i. Turbulence.
ii. Pressure differential. 10.00 Preparing for survey
b. Factors affecting detectability. 1. Im portance of planning.
i. Distance. 2. Items to be considered when planning for
ii. Viscosity. survey.
iii. Atm osphere conditions. 3. Perusal of on-board documents.
iv. Surrounding noises.
10.30 Using class type approved ultrasonic testing
11.30 The type approved ultrasonic hatch cover tightness material for tightness testing on board
testing equipment: Sherlog TA 1. Introduction.
1. Presentation. 2. Useful details to be compiled prior to testing.
a. The applications. 3. Checks prior to com m encing the test.
b. The Sherlog testing routines. 4. The im portance of the ship’s condition.
i. Measuring. 5. Side effects.
ii. Memorising data. 6. Disturbing background noises.
iii. The dedicated hatch cover tightness 7. Batteries.
survey routine, inch data logging 8. M aintaining the equipment.
and data transfer to PC for reporting. 9. Keeping a record of the equipm ent used for
testing.
12.30 Lunch break 10. Negative readings.

176 THE NAUTICAL INSTITUTE

11.30 Evaluation of test results 2. Im portance of explaining mission.
1. The need for evaluation. 3. During the test.
2. Definition: W hat is a leak? 4. After the test.
3. W hen do we speak about a leak?
4. Different types of leaks. 16.30 Frequently found hatch cover defects &
5. Causes of leakage. explanation (practical slide show of 150 slides)

12.30 Reporting 18.30 End D A Y2

1. Introduction.
2. The deficiency list. DAY 3
3. The test report. 08.30 Preparing for examination: Q&A
4. The final survey report.
5. Confidential remarks and notes. 09.00 Written examination
1. Theoretical exam ination on ultrasounds.
13.00 Lunch break 2. Theoretical exam ination on hatch cover
vocabulary.
13.30 On-board practical survey exercise 3. Practical examination on hatch cover defects.
1. Rehearsal for Sherlog TA data logging and 4. Practical hatch cover test with downloading
data transfer. of survey data to PC.
2. Preparing for on-board exercise.
3. Transfer to ship: practical training on-board 11.00 Debriefing
including survey data logging. 1. Com m enting on examination questions,
4. Debriefing on-board practical exercise and results and delegates’ downloading results;
survey data download to PC. open discussion.
2. Questions and answers.
16.00 Dealing with the ship’s staff
1. Introduction. 12.30 End of Training

HATCH COVER INSPECTIONS 177

 ANNEX 4

SAFETY G U IDELINES TO BE OBSERVED

W HEN INSPECTING HATCH COVERS

U nder the provisions of the Code of Safe W orking • Do not put your hands on the hatch cover wheel track.
Practices for M erchant Seam en and ILO, as well as • Do not walk on partly opened hatch covers, unless
within the scope of the Safety M anagem ent System safe fences are provided.
und er the ISM Code, O w ners and M asters should • Ensure tilted/stowed panels are properly secured.
ensure that safe working practices are strictly adhered • Ensure deck crew in the vicinity of a moving hatch
to. In order to m ake ship’s crews familiar with the cover is informed.
equipm ent and its operation, necessary training should • Ensure that no persons are present or can enter in
be provided. the hatch cover stowage area during operation of the
hatch covers.
Also under the provisions of SOLAS Ch. IX, i.e. the • Ensure that hold atmosphere is checked and safe (e.g.
ISM Code, training for safe operation of hatch covers when entering hold during hose test or ultrasonic test)
for all crew involved in hatch cover operations should an d o b serv e “safe e n try in e n c lo se d sp a c e s”
be included. procedures.
• Surveyors should be accom panied by a responsible
N o tw ith s ta n d in g th e a b o v e re q u ire m e n ts a n d officer during the inspection.
regulations, accidents continue to happen which is the
reason for listing a few basic principles of good practice Guidelines for avoiding dam age to hatch covers
which should be observed by crews and surveyors. during opening/closing:

Guidelines for avoiding personal injury: • Surveyors should never operate the equipm ent
themselves.
• Use the appropriate safety wear. • Ensure hatch covers are free of cargo/weights.
• Do not climb on moving hatch covers. • Ensure that the hatch cover trackway is clear of debris.
• Keep clear of moving covers. • Ensure cleats/securing devices are disengaged and
• Ensure area around hatch opening is clean, free of properly stowed away.
spilled oil and grease. • Ensure moving parts are free and operational.
• Ensure that opening/closing equipm ent is in good • Follow hatch patentees guidelines for opening/closing
operational condition and safe to use. hatch covers.
• Take precautions to avoid risk for erroneous use of
operation equipment.

178 THE NAUTICAL INSTITUTE

 ANNEX 5

EXAMPLE OF VISUAL HATCH COVER INSPECTION REPORT

1. SHIPS PARTICULARS:

VESSEL’S NAME
IMO NUMBER
TYPE OF VESSEL
PORT OF REGISTRY
GROSS TONNAGE
PLACE/DATE BUILT
CLASSIFICATION SOCIETY

2. OPERATIONAL DETAILS:

OWNERS
ARRIVAL OF THE VESSEL
COMMENCEMENT OF LOADING/DISCHARGE
CARGO TO LOAD/ DIS CHARGE
CARGO DESTINED FOR

3. INSPECTION DATA
During the vessel’s stay at Antwerp, we inspected the vessel’s hatch covers and closing appliances.
Details are as follows:

Survey conditions: Loading of steel products (baby coils, ductile pipes) and cases under progress
Hatch covers of #1 and 2 in open/tilted position.

Type of hatch covers: “Foldtite” hatch covers. Steel - Flat topped - box beam construction, equipped
for the carriage of containers# 1: 4 panels stowing fwd + 2 panels stowing
aft#2: 4 panels stowing aft.

O pening/closing m ethod: FFydraulically operated. Leading pairs operated with hydraulic cylinders,
trailing pairs operated with bell crank arm.No leaks of hydraulic oil noted.

Locators: In apparent sound condition. No abnorm al clearances noted with panels in

closed position during ultrasonic test.

HATCH COVER INSPECTIONS 179

 M.V. “XXXXXX”
Bearing pads: Steel bearing pads fitted.
Wear status: no significant weardown noted.

Mating plates: Steel, in acceptable condition, slightly lubricated.

Hydraulic equipment: In sound condition, reportedly fully operational.

No evidence of leakage noted.

Panel wheels: No evidence of weardown noted, well greased.

Condition of panels: Hatch top plating and undersides acceptably well painted and free
of damage and corrosion.

Evidence of sealing: Yes.

Evidence of use of expansion foam in way of end pieces/corner
pieces, especially on triangular com pression pad at split jo in t
between forward and aft panels of #1.

180 THE NAUTICAL INSTITUTE

 M.V. “XXXXXX”

Rubber gaskets: Sliding C-Profile (CAT-profile) seals.

Seals generally properly fitted and in place, but forward transversal
rubber of panel num ber 1 of Hatch 2 found to be com pressed and
damaged.

Contact surface of rubber slightly rounded off/flattened in several

places, indicating excessive com pression/perm anent set which
should be monitored.

Gasket retaining channels: Substantial and free of damage.

Normal type hot dipped galvanised quick acting perim eter cleats.
Quick acting side cleats:
Presenting rust stained appearance but all in place, solid and free of
damage. Washers in good condition.

HATCH COVER INSPECTIONS 181

 M.V. “XXXXXX”
Coaming compression bars: Sliding C-type seals acting on flat coaming table.
Coam ing table reasonably smooth and even.
In way of the after end of #1 and the forward end of #2, a steel flat
bar had been welded onto the coaming table in order to increase
compression. This was reportedly done at time of new building.
At approximately four metres from the PS aft com er of hatch num ber
1, the aft end coaming table was found to be dented and set down
(resulting from a twistlock lying on the coaming table when the
hatch cover was closed). A piece of backing strip had been fitted
onto the deform ed area in an attem pt to restore compression, which
can only be considered as a tem porary repair.

Transversal compression bars: Also of the “flat-bar” type. Contact edges slightly w avy/dented (as
a result of contact with loading/discharge gear with hatch covers in
the partly open condition.

" ^ i "" \ jjt

'I?1 ~.-v7

D ented flat bar in way of split joint of #1 partly straightened and

repaired by ship’s crew; repaired area covered with expansion foam.

Cross/split joint securing devices: Perusal of the hatch patentees m anual revealed that, according to
the drawings, the hatch covers forming the split joint should be
secured with cleat bolts.

Inspection of the hatch covers revealed that no such bolts were

present and had actually never been fitted.

The master was advised about this fact and would take up matters
with owners and hatch cover manufacturers.

182 THE NAUTICAL INSTITUTE

 M.V. “XXXXXX”
Drain channels: Formed by rubber gasket and inner hatch rim.
No evidence of debris or cargo remnants on the coaming table. Inner
hatch rim free of damage and substantial.
Cross joint drain channel of panel 4 - #1 locally dam aged (set down)
(repair by means of steel bar, tim ber and expansion foam noted).

r*
Q1 . —

Drain valves: Drain pipes fitted with ball-type non return devices.
Drain pipes partly blocked and to be checked. M aster advised to
check drain pipes again after loading and prior to closing the hatches.

Coaming table: Substantial, free of dam age/deform ation. No evidence of thinning

down in way of perim eter quick acting cleat cut-outs.
Coam ing of #1 aft and #2 fwd: steel strip welded on top of coaming
bar in order to increase compression (done in the new building stage).

Hatch coaming stays: Structurally sound, no evidence of deform ation or cracking at stay-
to-deck welds.

Booby hatches/ In satisfactory condition, packing rubber in place. Dogs easy to

operate.
Entrance to cargo holds:

Ventilation: No evidence of ingress through ventilation openings.

Last ultrasonic/hose test: Ultrasonic test carried out on completion of loading. See attached
test report.

HATCH COVER INSPECTIONS 183

 M.V. “XXXXXX”
Inner hatch coaming plating: Presence of scattered rust pockmarks on inner coaming plating. Also,
evidence of leakage traces at split joint between forward and after
section of panels of hatch num ber 1.
Inner coaming plating apparently structurally sound.

Maintenance: Hatch cover m aintenance and repairs included in the on board

m aintenance plan.

184 THE NAUTICAL INSTITUTE

 ANNEX 6

EXAMPLE OF HATCH COVER TEST REPORT

WITH CLASS TYPE APPROVED ULTRASONIC TEST EQUIPMENT

IM O num ber:
Type of ship:
N um ber of holds/hatches:
Type of hatch covers: M acGregor steel flat topped “Foldtite” hatch covers
O pening/closing m ethod: Leading pair: Hydraulic cylinders
Trailing pair: Bell crank arms
H atch covers equipped for carriage of containers? Yes
Port:
Date:
Time on board:
Test conditions: Sunny and dry.
Loading operations under progress in hold no. 1
whilst testing hatch covers of hold no. 2. Disturbing
background noises from cranes, chainsaws and noisy
compressor with considerable air leaks. Also, air leaks
on deck.
Trim: Forward: 6-50m
Midships: 6-65m
Aft: 6-75m
List: None
Ship condition: Partly loaded
Functional test: C arried out
M easured w ith equipm ent num ber: SDT N E .........
Transm itter: SDT 8
Flexible extension: Not used (internal sensor used)
O perator:
O p e ra to r certificate n um ber and expiry date:
Certificate expiry date:
Survey started on:
Survey stopped on:
Position Transm itter: #1 forward: O n top of coils in middle of hold.
#1 aft: O n top of cargo of cases, in m iddle of hold.
#2: O n top of coils in after part.

A ttachm ents:
H atch cover test report (2 pages)
Download of test results from SDT Sherlog
Deficiency list and comments

HATCH COVER INSPECTIONS 185

Original download from SDT Sherlog

Functional test is done.

Ship num ber
M easured with equipm ent EE..
Operator:
Survey started on Tue M ar 18 15:54:55 2003
Survey stopped on Tue M ar 18 17:47:57 2003

1 hold 2 hatch 1 O.H. VALUE 55.0 dBpV Tue M ar 18, 2003 15:55
2 hold 2 hatch 1 M EASURE 21.7 dBpV Tue M ar 18, 2003 16:01 X3CL
3 hold 2 hatch 1 M EASURE 21.8 dBpV Tue M ar 18, 2003 16:03 X34P
4 hold 2 hatch 1 M EA SU R E 38.9 dBpV Tue M ar 18, 2003 16:14 P4A4S
5 hold 2 hatch 1 M EA SU R E 30.1 dBpV Tue M ar 18, 2003 16:19 P4CLLOC
6 hold 2 hatch 1 M EASURE 14.8 dBpV Tue M ar 18, 2003 16:21 34CPS
7 hold 2 hatch 1 M EASURE 16.1 dBpV Tue M ar 18, 2003 16:23 23CPS
8 hold 2 hatch 1 D R A IN VALUE -5.7 dBpV Tue M ar 18, 2003 16:25 1
9 hold 2 hatch 1 D R A IN VALUE 8.4 dBpV Tue M ar 18, 2003 16:26 2
10 hold 2 hatch 1 D R A IN VALUE 7.4 dBpV Tue M ar 18, 2003 16:28 3
11 hold 2 hatch 1 D R A IN VALUE 2.7 dBpV Tue M ar 18, 2003 16:29 6
12 hold 2 hatch 1 D R A IN VALUE 5.6 dBpV Tue M ar 18, 2003 16:30 5
13 hold 2 hatch 1 D R A IN VALUE -9.0 dBpV Tue M ar 18, 2003 16:30 4
14 hold 2 hatch 1 O.H. VALUE 53.9 dBpV Tue M ar 18, 2003 16:32
15 hold 1 hatch 2 O.H. VALUE 49.6 dBpV Tue M ar 18, 2003 16:58
16 hold 1 hatch 2 M EASURE 16.1 dBpV Tue M ar 18, 2003 17:04 SJCL
17 hold 1 hatch 2 M EASURE 8.6 dBpV Tue M ar 18, 2003 17:06 SJ4S
18 hold 1 hatch 2 M EASURE 10.0 dBpV Tue M ar 18, 2003 17:07 SJ3S
19 hold 1 hatch 2 M EASURE 19.1 dBpV Tue M ar 18, 2003 17:07 SJ1S
20 hold 1 hatch 2 M EASURE 13.4 dBpV Tue M ar 18, 2003 17:11 P6CL
21 hold 1 hatch 2 M EA SU R E 9.5 dBpV Tue M ar 18, 2003 17:14 P6CL
22 hold 1 hatch 2 D R A IN VALUE -6.4 dBpV Tue M ar 18, 2003 17:15 SA
23 hold 1 hatch 2 D R A IN VALUE -8.4 dBpV Tue M ar 18, 2003 17:16 SM
24 hold 1 hatch 2 M EASURE 18.2 dBpV Tue M ar 18, 2003 17:17 SJCSB
25 hold 1 hatch 2 D R A IN VALUE -2.6 dBpV Tue M ar 18, 2003 17:19 PA
26 hold 1 hatch 2 D R A IN VALUE -4.9 dBpV Tue M ar 18, 2003 17:20 PM
27 hold 1 hatch 2 O.H. VALUE 47.4 dBpV Tue M ar 18, 2003 17:22
28 hold 1 hatch 1 O.H. VALUE 54.9 dlluY Tue M ar 18, 2003 17:25
29 hold 1 hatch 1 M EASURE 22.4 dBpV Tue M ar 18, 2003 17:27 X I 3S
30 hold 1 hatch 1 M EASURE 6.1 dBpV Tue M ar 18, 2003 17:32 X23CL
31 hold 1 hatch 1 M EASURE 13.1 dBpV Tue M ar 18, 2003 17:37 23CPSB
32 hold 1 hatch 1 D R A IN VALUE 4.3 dBpV Tue M ar 18, 2003 17:39 SM
33 hold 1 hatch 1 D R A IN VALUE 7.9 dBpV Tue M ar 18, 2003 17:40 SF
34 hold 1 hatch 1 M EASURE 22.1 dBpV Tue M ar 18, 2003 17:44 12CPS
35 hold 1 hatch 1 D R A IN VALUE 6.0 dBpV Tue M ar 18, 2003 17:46 PM
36 hold 1 hatch 1 D R A IN VALUE 8.0 dBpV Tue M ar 18, 2003 17:46 PF
37 hold 1 hatch 1 O.H. VALUE 49.6 dBpV Tue M ar 18, 2003 17:47

End survey functional test is done.

186 THE NAUTICAL INSTITUTE

Reworked download from SDT Sherlog

Functional test is done.

Ship num ber
M easured with equipm ent S D T ............
O perator:
Survey started on Tue 18 M ar 15:54:55 2003
Survey stopped on Tue 18 M ar 17:47:57 2003
1 hold 2 hatch 1 O.H. VALUE 55.0 dB|iV Tue M ar 18, 2003 15:55
2 hold 2 hatch 1 M EA SU R E 21.7 dBgV Tue M ar 18, 2003 16:01
Leak in way of cross joint no. 3 centreline.
3 hold 2 hatch 1 M EA SU R E 21.8 dBpV Tue M ar 18, 2003 16:03
Leak in way of cross joint no. 3, 4 metres from PS.
4 hold 2 hatch 1 M EA SU R E 38.9 dBpV Tue M ar 18,2003 16:14
Leak in way of panel no. 4 aft, 4 metres from SB.
5 hold 2 hatch 1 M EA SU R E 30.1 dBpV Tue M ar 18,2003 16:19
Leak in way of panel no. 4, in way of centreline locator
6 hold 2 hatch 1 M EA SU R E 14.8 dBpV Tue M ar 18, 2003 16:21
Leak in way of corner/end piece area between panels nos. 3 &4 PS.
7 hold 2 hatch 1 M EA SU R E 16.1 dBpV Tue M ar 18, 2003 16:23
Leak in way of corner/end piece area between panels 2 & 3PS.
8 hold 2 hatch 1 D R A IN VALUE -5.7 dBpV Tue M ar 18, 2003 16:25
Drain valve PS fwd check if clogged.
9 hold 2 hatch 1 D R A IN VALUE 8.4 dBpV Tue M ar 18, 2003 16:26
Drain valve PS m iddle check if clogged.
10 hold 2 hatch 1 D R A IN VALUE 7.4 dBpV Tue M ar 18, 2003 16:28
Drain valve PS aft check if clogged.
11 hold 2 hatch 1 D R A IN VALUE 2.7 dBpV Tue M ar 18, 2003 16:29
D rain valve SB aft check if clogged.
12 hold 2 hatch 1 D R A IN VALUE 5.6 dBpV Tue M ar 18, 2003 16:30
D rain valve SB m iddle check if clogged.
13 hold 2 hatch 1 D R A IN VALUE -9.0 dBpV Tue M ar 18, 2003 16:30
Drain valve SB fwd check if clogged.
14 hold 2 hatch 1 O.H. VALUE 53.9 dBpV Tue M ar 18, 2003 16:32
O H V at end of test #2.
15 hold 1 hatch 2 O.H. VALUE 49.6 dBpV Tue M ar 18, 2003 16:58
16 hold 1 hatch 2 M EA SU R E 16.1 dBpV Tue M ar 18, 2003 17:04
Leak in way of split joint, centreline.
17 hold 1 hatch 2 M EA SU R E 8.6 dBpV Tue M ar 18, 2003 17:06
Leak in way of split joint, 4 metres from SB.
18 hold 1 hatch 2 M EA SU R E 10.0 dBpV Tue M ar 18, 2003 17:07
Leak in way of split joint, 3 metres from SB.
19 hold 1 hatch 2 M EA SU R E 19.1 dBpV Tue M ar 18, 2003 17:07
Leak in way of split joint, 1 m etre from SB.
20 hold 1 hatch 2 M EA SU R E 13.4 dBpV Tue M ar 18, 2003 17:11
Leak in way of panel no. 6 aft, centreline area.
21 hold 1 hatch 2 M EA SU R E 9.5 dBpV Tue M ar 18, 2003 17:14
Leak in way of panel no. 6 aft, centreline area.

HATCH COVER INSPECTIONS 187

22 hold 1 hatch 2 D R A IN VALUE -6.4 dBpV Tue M ar 18, 2003 17:15
Drain valve SB aft check if clogged.
23 hold 1 hatch 2 D R A IN VALUE -8.4 dBpV Tue M ar 18, 2003 17:16
Drain valve SB m iddle (aft) check if clogged.
24 hold 1 hatch 2 M EA SU R E 18.2 dBpV Tue M ar 18, 2003 17:17
Leak in way of split joint corner piece SB.
25 hold 1 hatch 2 D R A IN VALUE -2.6 dBpV Tue M ar 18, 2003 17:19
Drain valve PS aft check if clogged.
26 hold 1hatch 2 D R A IN VALUE -4.9 dB|iV Tue M ar 18, 2003 17:20
D rain valve PS middle (aft) check if clogged.
27 hold 1 hatch 2 O.H. VALUE 47.4 dBpV Tue M ar 18, 2003 17:22
O H V at end of test # 1-hatch 2.
28 hold 1hatch 1 O.H. VALUE 54.9 dBpV Tue M ar 18, 2003 17:25
29 hold 1hatch 1 M EA SU R E 22.4 dBpV Tue M ar 18, 2003 17:27
Leak in way of cross joint between panels 1 & 2, 3 metres from SB.
30 hold 1hatch 1 M EA SU R E 6.1 dBpV Tue M ar 18, 2003 17:32
Leak inway of cross joint between panels 2 & 3, centreline.
31 hold 1hatch 1 M EA SU R E 13.1 dBjiV Tue M ar 18, 2003 17:37
Leak in way of corner/end piece area between panels 2 & 3, SB.
32 hold 1hatch 1 D R A IN VALUE 4.3 dBpV Tue M ar 18, 2003 17:39
Drain valve SB middle (fwd) check if clogged.
33 hold 1hatch 1 D R A IN VALUE 7.9 dBpV Tue M ar 18, 2003 17:40
Drain valve SB fwd check if clogged.
34 hold 1hatch 1 M EA SU R E 22.1 dBpV Tue M ar 18, 2003 17:44
Leak in way of corner/end piece area between panels 1 & 2, PS.
35 hold 1hatch 1 D R A IN VALUE 6.0 dBpV Tue M ar 18, 2003 17:46
Drain valve PS middle (fwd) check if clogged.
36 hold 1hatch 1 D R A IN VALLTE 8.0 dBpV Tue M ar 18,2003 17:46
Drain valve PS fwd check if clogged.
37 hold 1hatch 1 O.H. VALUE 49.6 dB|iV Tue M ar 18, 2003 17:47
O H V at end of test #1, hatch 1.
End survey functional test is done.

188 THE NAUTICAL INSTITUTE

 M.V. “XXXXXX”

HATCH COVER TEST SKETCH

Hold no. 1
OHV Hatch no. 1: 54-9dBpV
Hatch no. 2: 49-6dBpV
10% OHV Resp. 5-5 and 5-0 dBpV (in case read-out > 10% of OHV , hatch cover is not
considered weathertight, corrective action to be taken).
Keys:
Spotleaks
Leaks over specific length
Drainvalve free z
Drainvalve to be checked z

HATCH COVER INSPECTIONS 189

 M.V. “XXXXXX”

HATCH COVER TEST SKETCH

Hold no. 2
OHV 5 5 dBpV
10% OHV 5-5 dBpV (in case read-out > 10% of OHV , hatch cover is not considered
weathertight, corrective action to be taken).
Keys:
Spotleaks *
Leaks over specific length
Drainvalve free X
Drainvalve to be checked X

FORWARD

190 THE NAUTICAL INSTITUTE

 NAUTICAL INSTITUTE PUBLICATIONS
The Nautical Institute publishes a wide range of books, monographs, proceedings of conferences and seminars and the Institute’s
journal SEAW AYS. Find us on the web at www.nautinst.org or e-mail us on pubs@nautinst.org for further information. For the
current complete publications listing, prices and discounts available to members contact us on telephone +44 (0)20 7928 1351, fax
+44 (0)20 7401 2817 or write to The Nautical Institute at 202 Lambeth Road, London SE1 7LQ United Kingdom. Our current
publication list includes “A Nautical Odyssey”, a history of The Nautical Institute 1972—2002, by Michael J Plumridge FNI, and:

Shipping M anagem ent Series

Managing Merchant Ship Stability, Trim and Strength by Mr. I. C. Clark, MSc Master Mariner ISBN 1 870077 59 8
Watchkeeping Safety and Cargo Management in Port by Captain P. Roberts BSc FNI ISBN 1 870077 29 6
Managing Risk in Shipping a practical guide ISBN 1 .S7ihi77 48 2
Commercial Management for Shipmasters by R. L. Tallack BSc FNI ISBN 1 870077 33 4
Managing Safety and Quality in Shipping by Mr. A-M Chauvel ISBN' 1 87(X>77 4(>7
The Mariner’s Role in Collecting Evidence a practical guide ISBN 1 870077 5 )
The Mariner’s Guide to Marine Insurance by Mr. P. Anderson BA(Hons) FNI ISBN 1 870077 5
Improving Ship Operational Design a practical guide ISBN 1 870077 47 4
Ship Bridge Simulators - A project handbook by Captain H. Hensen FNI ISBN 1 870077 50 4

N avigational Control Series

Bridge Team Management by Captain A. J. Swift FNI ISBN 1 870077 14 8
Bridge Watchkeeping a practical guide ISBN 1 870077 17 2
The Shiphandler’s Guide by Captain R. W. Rowe FNI ISBN 1 870077 35 0
Tug Use in Port by Captain H. Hensen FNI ISBN 1 870077 39 3

M aritim e Education and Training

Maritime Education and Training a practical guide ISBN 1 870077 36 9
The Nautical Institute on Command a practical guide ISBN 1 870077 55 5
The Work of the Harbourmaster (1998) a practical guide ISBN 1 870077 02 4
Management Self Development Programme a series of modules
Pilotage and Shiphandling a leading text for shiphandlers ISBN 1 870077 07 5
The Work of the Nautical Surveyor a practical guide ISBN 1 870077 03 2

Safety and Security

Lashing and Securing Deck Cargoes by John R. Knott FA FNI FCMS MBACS HCMM ISBN 1 870077 18 0
Accident and Loss Prevention by Captain L. A. Holder FNI, C. J. Parker BSc FNI.
Captain A. T. Thompson MNI & P. Anderson FNI ISBN 1 870077 15 6
Security at Sea by Brigadier B. A. H. Parritt CBE ISBN 1 870077 09 1
Illegal Drugs by Sea by Brigadier B. A. H. Parritt CBE ISBN 1 870077 44 X
Crime at Sea by Brigadier B. A. H. Parritt CBE ISBN 1 870077 32 6
The Management of Safety in Shipping an invaluable guide to safety and quality ISBN 1 870077 08 3
Stowaways by Sea by Brigadier B. A. H. Parritt CBE ISBN 1 870077 12 1

Seam anship and Com m unications

High Speed Craft by Paul Owen FNI ISBN 1 870077 22 9
Ships and Water by James Paffett RCNC CEng FRINA HonFNI FRSA ISBN 1 870077 06 7
A Square Rig Handbook by Frank Scott FNI RN (Retd) ISBN 1 870077 11 3
Lumber Deck Cargo Loading Manual by Captain M. G. Fothergill MNI ISBN 1 870077 62 8
The Mariner’s Guide to Marine Communications by Mr. I. Waugh ISBN 1 870077 58 X
Square Rig Seamanship by Captain R. M. Willoughby FNI ISBN 1 870077 04 0

Training Guides in N avigational Safety

Collisions and their Causes by Captain R. A. Cahill MBA FNI ISBN 1 870077 60 1
Strandings and their Causes by Captain R. A. Cahill MBA FNI ISBN 1 870077 61 X

M ajor Reference Works

The Shipmaster’s Business Companion by Malcolm Maclachlan MICS FNI ISBN 1 870077 45 8
Bulk Carrier Practice by Captainjack Isbester ExC FNI ISBN 1 870077 16 4
Ship Survey and Audit Companion by Mr. W. Vervloesem AMNI ISBN 1 870077 54 7
Hatch Cover Inspections by Mr. W. Vervloesem AMNI ISBN 1 870077 62 8

SEAWAYS
SE A W A Y S is the monthly journal of The Nautical Institute, sent out free of charge to all members by mail in the UK and airmail
overseas. The journal is the principal organ for keeping the profession up to date and contains features and reports directed at the
qualified mariner. The international nature of the Institute is reflected in branch reports from around the world and news and people
items keep the profession in touch.

HATCH COVER INSPECTIONS 191

 INVESTING IN A MARITIME FUTURE
TheNautical Institute WebServices (www.nautinst.org) (v) Holds a First Class Licence issued by a recognised pilotage
Visit vvww.nautinst.org for information about the Institute and authority and three years experience as a First Class Pilot; or
membership criteria, branch details and link to branch sites, (vi) An officer qualified as an Associate Member on the basis of
holding a STCW '78/'95 Certificate of Competency as Master of
comprehensive list of all publications and training services, the vessels of 500 gt or more and no trading area limits with five years
much acclaimed Marine Accident Reporting Scheme (MARS) in command of sophisticated ships *; or
public database, relevant conference listings and links to other (vii) An officer qualified as an Associate Member on the basis of
sites of interest. holding a STCW '78/'95 Certificate of Competency as Master of
vessels of 500 gt or more with trading area limits who has been in
command of ships of more than 3000 gt for over five years *; or
Confidential Marine Accident Reporting Scheme (MARS) (viii) An officer qualified as an Associate Member who holds an
The Nautical Institute undertakes to publish each month in its approved maritime studies degree from a recognised University
journal a special section on confidential near miss reports from and has five years relevant experience in the maritime industry
since graduation **; or
members all over the world. The reports are also freely available
(ix) Holds other qualifications approved by Council for
on the Institute website (www.nautinst.org). The reports are part membership.
of the Institute’s contribution to helping the profession to learn
from the experience of others. The reports are regularly used Associate M em ber (AMNI)
To be elected as an ASSOCIATE MEMBER the Candidate must satisfy
for discussion on board in safety meetings and for instruction. Council as to his/her professional qualifications and that he/she:
(i) Is at least 21 years old, and
TheNautical Campus (www.nauticalcampus.org) (ii) Holds a STCW '78/'95 Certificate of Competency as Master
This is a global career management and learning resource site with tonnage and/or trading area limitations; or
for all maritime professionals with four major sections promoting (iii) Holds a STCW 78/'95 Certificate of Competency as Chief Mate; or
continuous professional development and career mentoring for (iv) H o l d s a S T C W '7 8 / '9 5 C e r t i f i c a t e o f C o m p e t e n c y a s O f f i c e r in
those in the maritime industrv both at sea and ashore. c h a r g e o f a n a v ig a tio n a l w a tc h w ith n o tr a d in g a r e a lim ita tio n s ; o r

Courses - being built to contain the world portfolio of (v) Holds an equivalent pre-STCW ’78/'95 Certificate of
Competency on the basis of examination; or
courses offered by educational establishments and training
(vi) Holds a naval (military) Bridge Watchkeeping Certificate and
prov iders. Lists hundreds of courses ranging from STCW Ocean Navigation Certificate; or
standard courses through distance learning ballast management (vii) Holds other qualifications approved by Council for this
to a diploma in port management, with course providers from purpose.
all over the world.
Associate
Resources - There is a huge and disparate selection of To be elected an ASSOCIATE the Candidate must satisfy Council
sources of information relating to the marine sector and this as to his/her professional qualifications and that he/she:
part of the Nautical Campus links to directories of nautical (i) Is at least 18 years old, and
books, publications, periodicals, publishers and book sellers. (ii) Holds a STCW '78/'95 Certificate of Competency as Officer in
T h in k in g a h e a d - This is a section designed to answer the charge of a navigational watch with trading area limitations; or
questions which are most frequently asked concerning careers (iii) Holds an equivalent pre-STCW '78/'95 Certificate of
Competency on the basis of examination; or
afloat and ashore. Preparing a curriculum vitae, conducting an
interview, understanding tests and profiles as well as a detailed (iv) Holds a naval (military) Bridge Watchkeeping Certificate; or
section on Continuous Professional Development (CPD). There (v) Holds other qualifications approved by Council for this purpose.
is good, practical advice on career planning at a level relevant C om panion (CNI)
to members of the Nautical Institute as well as information about A non-voting category of membership for any person, such as a
how to contact employment agencies and where to find them. naval architect, marine engineer, lawyer, or yachtsman, not being
a qualified member of the Nautical Profession, who satisfies Council
Careers - is an authoritative list of maritime occupations that his/her association with the Institute will promote the general
and the qualifications necessary to meet recruitment standards advancement or application of nautical science.
alongside personal accounts of those working in these fields. Student
The Nautical Campus seeks to improve professionalism Must be at least 16 years of age and undertaking a course of training
within the industry through training, education, career or education approved by Council. Duration of student
membership is limited to three years and the student must intend
management and the retention and promotion of a skilled and to become an Associate Member or Companion of the Institute
knowledgeable international work force. The Nautical Institute, on completion of his/her course of study.
through the Nautical Campus, can now provide the tools and
opportunities for people to gather information, plan their Notwithstanding the criteria set out above, Council reserves the right
careers and develop themselves using the Internet as the in the maintenance of professional standards to consider all applications
medium and it’s own knowledge base to ensure the advice, for membership on their merits and its decision shall be final.
information and guidance is relevant, up to date and valuable. * Officers joining under the criteria relating to command must
include photocopies of their Certificate of Competency and
Discharge Book entries to verify their sea time, rank and ship size.
Institute Membership Categories ** Graduates must supply written evidence of their employment
and a copy of their degree.
M e m b e r (M N I)
To be elected a MEMBER the Candidate must satisfy Council as
to his/her professional qualifications and that he/she: For full details of the jo in in g fee a n d an n u al subscription
write to the Membership Secretary at The Nautical Institute, 202
(i) Is at least 24 years old, and Lambeth Road, London SE1 7L6> UK or telephone +44 (0)20
(ii) Holds a STCW '78/'95 Certificate of Competency as Master 7928 1351, fax +44 (0)20 7401 2817 or visit our website at
with no limitations concerning vessel size or trading area; or www.nautinst.org.
(iii) Holds an equivalent pre-STCW '78/'95 Certificate of
Competency issued by an approved maritime administration on For officers living and working in developing countries where
the basis of examination; or a branch of The Nautical Institute exists - a reduced subscription
(iv) Holds an ocean-going Ship Command qualification from a can be obtained on application to the branch secretary. All
naval (military) administration; or application forms so approved MUST be sent to the Membership
Committee at the headquarters in London.

192 THE NAUTICAL INSTITUTE

 INVESTING IN A MARITIME FUTURE
TheNautical Institute WebServices t'www.nautinst.org) (v) Holds a First Class Licence issued by a recognised pilotage
Visit www.nautinst.org for information about the Institute and authority and three years experience as a First Class Pilot; or
membership criteria, branch details and link to branch sites, (vi) An officer qualified as an Associate Member on the basis of
holding a STCW ' 78/'95 Certificate of Competency as Master of
comprehensive list of all publications and training services, the vessels of 500 gt or more and no trading area limits with five years
much acclaimed Marine Accident Reporting Scheme (MARS) in command of sophisticated ships *; or
public database, relevant conference listings and links to other (vii) An officer qualified as an Associate Member on the basis of
sites of interest. holding a STCW ' 78/195 Certificate of Competencv as Master of
vessels of 500 gt or more with trading area limits who has been in
command of ships of more than 3000 gt for over five years *; or
Confidential Marine Accident Reporting Scheme (MARS) (viii) An officer qualified as an Associate Member who holds an
The Nautical Institute undertakes to publish each month in its approved maritime studies degree from a recognised University
journal a special section on confidential near miss reports from and has five years relevant experience in the maritime industry
since graduation **; or
members all over the world. The reports are also freely available
(ix) Holds other qualifications approved by Council for
on the Institute website (www.nautinst.orgk The reports are part membership.
of the Institute’s contribution to helping the profession to learn
from the experience of others. The reports are regularly used Associate M em ber (AMNI)
To be elected as an ASSOCIATE MEMBER the Candidate must satisfy
for discussion on board in safety meetings and for instruction. Council as to his/her professional qualifications and that he/she:
(i) Is a t le a s t 21 y e a r s o ld , a n d
TheNautical Campus <www.nauticalcampus.org) (ii) H o l d s a S T C W '7 8 / '9 5 C e r t i f i c a t e o f C o m p e t e n c y a s M a s t e r
This is a global career management and learning resource site w ith to n n a g e a n d /o r tr a d in g a r e a lim ita tio n s ; o r

for all maritime professionals with four major sections promoting (iii) Holds a STCW '78/'95 Certificate of Competency as Chief Mate; or
continuous professional development and career mentoring for (iv) H o l d s a S T C W '7 8 / '9 5 C e r t i f i c a t e o f C o m p e t e n c y a s O f f i c e r in
those in the maritime industry both at sea and ashore. c h a r g e o f a n a v ig a tio n a l w a tc h w ith n o tr a d in g a r e a lim ita tio n s ; o r
(v) Holds an equivaleiit pre-STCW '78/195 Certificate of
C o u rses - being built to contain the world portfolio of Competency on the basis of examination; or
courses offered by educational establishments and training
(v i) H o l d s a n a v a l ( m i lita r y ) B r i d g e W a t c h k e e p i n g C e r t i f i c a t e a n d
providers. Lists hundreds of courses ranging from STCW O c e a n N a v ig a tio n C e rtific a te ; o r
standard courses through distance learning ballast management (v ii) H o l d s o t h e r q u a l i f i c a t i o n s a p p r o v e d b y C o u n c i l f o r t h i s
to a diploma in port management, with course providers from p u rp o se .
all over the world.
Associate
R eso u rces - There is a huge and disparate selection of T o b e e l e c t e d a n A S S O C I A T E t h e C a n d i d a t e m u s t s a ti s f y C o u n c i l
sources of information relating to the marine sector and this as to h i s / h e r p ro f e s s io n a l q u a lific a tio n s a n d th a t h e /s h e :
part of the Nautical Campus links to directories of nautical (i) I s a t l e a s t 18 y e a r s o l d , a n d
books, publications, periodicals, publishers and book sellers. (ii) H o l d s a S T C W 7 8 / ' 9 5 C e r t i f i c a t e o f C o m p e t e n c y a s O f f i c e r i n
c h a r g e o f a n a v ig a tio n a l w a tc h w ith tr a d in g a r e a lim ita tio n s ; o r
T h in k in g a h e a d - This is a section designed to answer the
questions which are most frequently asked concerning careers ( ii i) H o l d s a n e q u i v a l e n t p r e - S T C W ' 7 8 / ’9 5 C e rtific a te of
C o m p e te n c y o n th e b a s is o f e x a m in a tio n ; o r
afloat and ashore. Preparing a curriculum vitae, conducting an
(iv ) H o l d s a n a v a l ( m i lita r y ) B r i d g e W a t c h k e e p i n g C e r t i f i c a t e ; o r
interview, understanding tests and profiles as well as a detailed
(v) H o l d s o t h e r q u a lif ic a tio n s a p p r o v e d b y C o u n c i l f o r th is p u r p o s e .
section on Continuous Professional Development (C-PD). There
is good, practical advice on career planning at a level relevant C om panion (CNI)
to members of the Nautical Institute as well as information about A n o n -v o tin g c a te g o ry o f m e m b e rs h ip fo r a n y p e rs o n , s u ch as a
how to contact employment agencies and where to find them. n a v a l a rc h ite c t, m a r in e e n g in e e r , la w y e r , o r y a c h ts m a n , n o t b e in g
a q u a l i f i e d m e m b e r o f t h e N a u t i c a l P r o f e s s io n , w h o s a tis f ie s C o u n c i l
C a re e rs —is an authoritative list of maritime occupations t h a t h i s / h e r a s s o c i a t i o n w i t h t h e I n s t i t u t e w ill p r o m o t e t h e g e n e r a l
and the qualifications necessary to meet recruitment standards a d v a n c e m e n t o r a p p l i c a t i o n o f n a u t i c a l s c ie n c e .
alongside personal accounts of those working in these fields. Student
The Nautical Campus seeks to improve professionalism M u s t b e a t l e a s t 16 y e a r s o f a g e a n d u n d e r t a k i n g a c o u r s e o f t r a i n i n g
o r e d u c a tio n a p p r o v e d b y C o u n c il. D u ra tio n o f s tu d e n t
within the industry through training, education, career
m e m b e r s h i p is l i m i t e d t o t h r e e y e a r s a n d t h e s t u d e n t m u s t i n t e n d
management and the retention and promotion of a skilled and to b e c o m e a n A s s o c i a t e M e m b e r o r C o m p a n i o n o f t h e I n s t i t u t e
knowledgeable international work force. The Nautical Institute, o n c o m p l e t i o n o f h i s / h e r c o u r s e o f s tu d y .
through the Nautical Campus, can now provide the tools and
opportunities for people to gather information, plan their Notwithstanding the criteria set out above, Council reserves the right
careers and develop themselves using the Internet as the in the maintenance of professional standards to consider all applications
medium and it’s own knowledge base to ensure the advice, for membership on their merits and its decision shall be final.
* O ffic e rs j o in in g u n d e r th e c r ite r ia r e la tin g to c o m m a n d m u s t
information and guidance is relevant, up to date and valuable. in c lu d e p h o to c o p ie s o f th e ir C e rtific a te o r C o m p e te n c y a n d
D i s c h a r g e B o o k e n t r i e s to v e r i f y t h e i r s e a t i m e , r a n k a n d s h i p s iz e .

Institute Membership Categories ** G r a d u a t e s m u s t s u p p l y w r i t t e n e v i d e n c e o f t h e i r e m p l o y m e n t

a n d a c o p y o f th e ir d e g re e .
M e m b e r (M N I)
To be elected a MEMBER the Candidate must satisfy Council as F o r f u ll d e t a i l s o f t h e jo in in g fee an d an n u al subscription
to his/her professional qualifications and that he/she: w r i t e to t h e M e m b e r s h i p S e c r e t a r y a t T h e N a u t i c a l I n s t i t u t e , 2 0 2
(i) Is at least 24 years old, and L a m b e th R o a d , L o n d o n S E 1 7 L Q , U K o r te le p h o n e + 4 4 (0 )2 0
(ii) Holds a STCW '78/'f)5 Certificate of Competency as Master 7 9 2 8 1351, fa x + 4 4 (0 )2 0 7 401 2 8 1 7 o r v is it o u r w e b s ite a t
with no limitations concerning vessel size or trading area; or w w w .n a u tin s t.o r g .

iii) Holds an equivalent pre-STCW '78/195 Certificate of

Competency issued by an approved maritime administration on F o r o f f ic e r s l i v i n g a n d w o r k i n g i n d e v e l o p i n g c o u n t r i e s w h e r e
the basis of examination; or a b r a n c h o f T h e N a u t i c a l I n s t i t u t e e x is t s - a r e d u c e d s u b s c r i p t i o n
c a n b e o b t a i n e d o n a p p l i c a t i o n to t h e b r a n c h s e c r e ta r y . A ll
(iv) Holds an ocean-going Ship Command qualification from a
a p p lic a tio n fo rm s so a p p r o v e d M U S T b e s e n t to th e M e m b e rs h ip
naval (military) administration; or C o m m itte e a t th e h e a d q u a rte r s in L o n d o n .

192 THE NAUTICAL INSTITUTE

 INDEXED LIST OF ILLUSTRATIONS

S e c tio n 1A - T a rp a u lin ty p e h a tc h co v e rs ID.01.D Excessive wear on gypsy of a fixed chain

1A.01 Tarpaulin type hatch covers............................... 5 driven opening/closing system ...................... 25
1A.02 Steel hatch pontoons ...........................................5 1D.02.D Towing chains sagging, not properly
IA. 03 Tarpaulins.............................................................5 adjusted........................................................... 25
1A.04 Cleats....................................................................6 1D.03.D High lift cylinder (for raising dumb-panel of
1A.05 Hatch battens.......................................................6 piggy back type hatch covers) jammed/not
1A.06 Wooden wedges...................................................6 functioning properly....................................... 25
1A.07 Locking bars.........................................................7 1D.04.D D-rings of bulldog grips used for adjusting
a stretched towing chain................................. 26
S e c tio n IB - S te e l h a tc h co v e rs 1D.05.D Connecting stud between two hinged plates
IB. 01 D irectpull........................................................... 9 between folding pairs of a multi-folding
IB.02 Folding................................................................. 9 type hatch cover crackedat one side.............. 26
IB.03 Multi-folding - balanced.....................................9 1D.06.D Link plate for towing chain on balancing
IB.04 Multi-folding “Foldlink” .....................................10 roller showing wear damage in way of
IB.05 Multi-folding “Foldtite” ......................................10 shackle assembly contact area.......................... 26
IB.06 Piggy-back/lift and ro ll.......................................10 1D.07.D Single pull panel not returning to the
IB.07 Rolltite................................................................ 11 required closing position during the act of
IB.08 Side rolling..........................................................11 covering up the hatch.......................................27
IB.09 Single pull............................................................11
IB.10 Stacking covers ...................................................12 Section 2A - Hatch panel parts
IB.11 Steel pontoon (lift-away type) ............................12 2A.01 Balancing rollers.............................................. 32
IB. 12 Water ballast hatch covers..................................12 2A.02 Bearing pads..................................................... 32
2A.03 Cross joint compression b a r............................ 33
S e c tio n 1C - P a n e l d esig n s 2A.04 Eccentric wheel................................................ 33
IC. 01 Box construction................................................ 14 2A.05 Hatch cover end plating.................................. 33
1C.02 Double skin......................................................... 14 2A.06 Hatch cover side plating.................................. 34
1C.03 Flat topped covers .............................................. 14 2A.07 Hatch top plating............................................. 34
1C.04 Open beam construction.................................... 15 2A.08 Hatch underside plating.................................. 34
1C.05 Peak topped covers............................................. 15 2A.09 Hauling eyeplate.............................................. 35
1C.06 Single pull - pan type......................................... 15 2A. 10 Interpanel void space...................................... 35
1C.07 Single pull - standard type................................. 16 2A.11 Junction piece ................................................. 35
IC. 08 Open frame construction................................... 16 2A.12 Lifting points/lugs.............................................. 36
2A.13 Locators (pins).................................................. 36
S e c tio n ID - O p e r a tin g sy stem s 2A. 14 Packing rubber................................................... 37
ID. 01 Bell crank arm ..................................................... 18 2A. 15 Panel wheels....................................................... 37
ID.02 Fixed chain drive................................................ 18 2A.16 Quick acting cleat snugs.....................................37
ID.03 Hydraulic hinged plates..................................... 18 2A. 17 Retaining channel............................................ 38
ID.04 Hydraulic jack (manual)..................................... 19 2A.18 Stowage arm /rods............................................. 38
ID.05 Hydraulic link mechanism................................. 19 2A.19 Stowage hook/latch......................................... 38
ID.06 Hydraulic pot lifts (high lift)............................... 19 2A.20 Stub axle........................................................... 39
ID.07 Hydraulic pot lifts (low lift) ............................... 20 2A.21 Towing chains .................................................. 3!)
ID.08 Leading p a ir....................................................... 20 2A.22 Wheel box cover ............................................. 39
ID.09 Lifting................................................................. 20
ID.10 Long chain drive................................................. 21 2A.01.D Lower edge of hatch cover side plating/
ID.11 Rack and pinion (1) ............................................21 skirt corrosion wasted'damaged.................... 40
ID.12 Rack and pinion (2) ............................................21 2A.02.D Hatch cover side plating/skirt and packing
ID.13 Rack wire ........................................................... 22 rubber damaged as a result of contact between
ID.14 Rack-back hinge ................................................ 22 the side plating and locators on the coaming
ID.15 Traction drive......................................................22 table................................................................ 40
ID.16 Trailing p a ir........................................................ 23 2A.03.D Hatch panel side plating wasted/worn in
ID.17 Wire operated.................................................... 23 way of contact area with resting pad ............. 40
ID.18 Spare parts........................................................... 23 2A.04.D Snug of perimeter quick acting cleat
ID.19 Emergency operating system............................ 24 corrosion wasted and damaged ......................41

HATCH COVER INSPECTIONS 193

 INDEXED LIST OF ILLUSTRATIONS

2A.05.D Corroded/damaged areas of hatch cover 2B.02.D Fracture at the toe of the continuous
top plating repaired with doubling plates........ 41 longitudinal hatch coaming termination
(2 photos) bracket...............................................................53
2A.06.D Panel too low on coaming table and steel end 2B.03.D Corroded and deformed web of hatch
piece pad gouged as a result of repeated coaming stay. Advanced corrosion in way
contact with the coaming compression bar .... 42 of cut-out for hydraulic piping in w eb .............53
2A.07.D Flanged edges of the panel wheel corrosion 2B.04.D Corroded and deformed web of hatch
wasted................................................................42 coaming stay. Advanced corrosion in way
2A.08.D Hatch top plating locally slightly set down .... 42 of cut-out for hydraulic piping in w eb .............54
2A.09.D Edge of hatch top plating corrosion wasted 2B.05.D Leakage traces (also called water/rust streaks
and corroded through in places.......................43 or stains) on inner hatch coaming
2A. 10.D Sagging of hatch top plating in between plating.............................................................. 54
lateral panel stiffening structure.......................43 2B.06.D Starting crack in continuous longitudinal
2A.1 l.D Corrosion hole in way of the hatch panel hatch coaming extension bracket....................54
side plating (in way of a vent opening).......... 43 2B.07.D Presence of rust scale/debris in the coaming
2A.12.D Packing rubber retaining channel deformed .. 44 drain channel/double drainage channel..........55
2A.13.D Mismatching panels (height difference 2B.08.D Coaming table/coaming bar grooved,
between adjoining panels).............................. 44 thinned down and corroded through in
2A.14.D Grooving of lower edge of panel end plating 44 way of contact area with the lower edge
2A.15.D Cracks in way of longitudinal girder of hatch of the panel side plating.................................. 55
cover................................................................ 45 2B.09.D Deep grooving/fretting damage in way of the
2A.16.D Hatch panel side plating cracked in way of panel side plating and coaming table/coaming
bearing p a d ..................................................... 45 bar contact area.................................................55
2A.17.D Cross joint retaining channel damaged, 2B.10.D Coaming table corrosion wasted and thinned
deformed/distorted...........................................45 down in way of quick acting cleat cut-outs....56
2A.18.D Evidence of scale build-up in packing 2B. 11.D Coaming drainhole blocked with rust
retaining channel............................................ 46 scale.................................................................. 56
2A.19.D Panel end plating gouged/worn out due to 2B.12.D Severe/important accumulation of rust
contact with the coaming compression b a r.... 46 scale in coaming drain channel...................... 56
2A.20.D Hatch panel wheel not squarely aligned 2B.13.D Coaming table deformed/pulled u p ................. 57
with the coaming ta b le .....................................46 2B.14.D Coaming table and coaming compression
bar slightly set down in way of hydraulic
Section 2B - H atch coaming parts cylinder for operation of hatch panels.............57
2B.01 Coaming............................................................. 48 2B.15.D Coaming track table/trackway cracked............ 57
2B.02 Coaming compression b a r ............................... 48 2B.16.D Coaming table reduced in thickness/thinned
2B.03 Coaming table/coaming b a r ............................ 48 down in way of cut out for peripheral
2B.04 Drain channel.................................................. 49 hook-type cleat..................................................58
2B.05 Drain h o le ......................................................... 49 2B.17.D Leakage traces (also called water/rust streaks
2B.06 Hatch coaming stays (transversal).....................49 or stains) on inner hatch coaming plating.....58
2B.07 Hatch coaming (extension/termination) 2B.18.D Starting crack in the web at the toe of a
stays/brackets (longitudinal).............................50 longitudinal hatch coaming termination
2B.08 Inboard hatch rim ...............................................50 bracket...............................................................58
2B.09 Inner coaming plating........................................50 2B.19.D Hatch panel end covering quick acting
2B.10 Latch (automatic)...............................................51 cleat cut-outs and quick acting cleats...............59
2B.11 Quick acting cleat cutouts.................................51 2B.20.D Coaming table set down in way of quick
2B.12 Stopper blocks....................................................51 acting cleat cut-out.......................................... 59
2B.13 Trackway............................................................ 52 2B.21.D Gap between adjoining sections of the
2B.14 Wheel ra m p ....................................................... 52 inboard hatch rim .............................................59
2B.22.D Fracture in the web/deck weld area at the toe
2B.01.D A. Coaming table corrosion wasted in of a longitudinal hatch coaming bracket.
way of quick acting cleat cut out Fracturing illustrated by means of a piece of
B. Coaming table corroded through lack of paper fitted in between the fractured edges ... 60
proper maintenance over several years ... 53 2B.23.D Starting (almost invisible) crack in way of

194 THE NAUTICAL INSTITUTE

 INDEXED LIST OF ILLUSTRATIONS
—
transition zone between coaming and 3A. 16 Sealing foam.................................................... 76
deck plating..................................................... 60 3A17 Temperature or ‘cold’ seals............................. 76
2B.24.D Cracks in coaming construction in way of
bearing pads.................................................... 60 3A.01.D End piece pushed backwards into the
2B.25.D A. Hatch coaming table corrosion packing rubber retaining channel.................. 77
wasted/holed 3A.02.D A. Unduly compressed packing rubber
B. Coaming drain channel corrosion (excessive permanent set)
wasted/holed ............................................ 61 B. Gaps between insert repairs and
2B.26.D Fracture in web and flange of (short and repairs by means of short lengths of
triangular shaped) longitudinal hatch end packing rubber.......................................... 77
coaming sta y ................................................... .61 3A.03.D Backing strip, glued on top of the sealing
2B.27.D Hatch coaming end stays corroded through surface of a perimeter packing rubber........... 77
at base.............................................................. .61 3A.04.D A. Damaged comer piece
2B.28.D Leakage traces (also called water/rust streaks B. Sealing surface of packing rubber
or stains) on inner hatch coaming plating..... 62 w om /abraded........................................... 78
2B.29.D A. Coaming compression bar wavy 3A.05.D Improper repair with short insert. Packing
B. Rubber end piece fallen out of retaining rubber also showing excessive permanent
channel and obstructing the coaming imprint............................................................. 78
drain channel 3A.06.D Packing rubber insert pushed backwards
C. Inboard hatch rim dented/bent............... 62 into the packing rubber retaining channel.... 78
2B.30.D Leakage traces (also called water/rust streaks 3A.07.D Evidence of sealing with silicon-type
or stains) on inner hatch coaming plating.... 62 product............................................................ 79
2B.31.D Coaming table corroded away in way of 3A.08.D Ramnek tape applied over the panel
quick acting cleat cut-out............................... 63 side plating and blocking the interpanel
2B.32.D Hatch coaming stay flange partly corroded void space drain opening............................... 79
away in the middle (A) and just above the 3A.09.D Hatch cover panel misaligned (off-centre
stay-to-deck weld (B)...................................... 63 imprint on perimeter packing rubber (A)
2B.33.D Vertical crack in the web of the hatch and panel wheel dangerously positioned
coaming end stay........................................... 63 on wheel track (B) with a risk of
2B.34.D Coaming table corroded and worn out in derailing of the panel wheel).......................... .79
way of quick acting cleat cut-out as a 3A.10.D A. Off-centre imprint on perimeter
result of repeated contact of the perimeter packing rubber
quick acting cleat rod with the edges of the B. Panel wheel off-centre.............................. 80
quick acting cleat cut-out............................... 64 3A.11.D Off-centre imprint on perimeter packing
2B.35.D Fracturing of wheeltrack in way of split joint 64 rubber (seen from different angle)................. 80
3A.12.D Non-original corner piece (improperly
S e c tio n 3A - M o st c o m m o n ty p e s o f p a c k in g r u b b e r fitted packing rubber in way of comer
a n d s e a lin g system section) ............................................................ 80
3A.01 Airtight/gastight seals.................................... . 71 3A.13.D A. Backing strip glued on cross joint
3A.02 Backing strip................................................... .71 packing rubber
3A.03 CAT® profile................................................. .71 B. Worn/abraded end of cross joint packing
3A.04 Corner piece .................................................. .72 rubber with steps between backing strip
3A.05 Design compression/permanent s e t............. .72 and packing rubber
3A.06 Double rubber lip .......................................... .72 C. Damaged/partly missing comerpiece
3A.07 End p iece....................................................... .73 D. Deformed gasket retaining channel......... . 8 1
3A.08 FlexSeal®....................................................... .73 3A.14.D Lower edge of panel side plating almost in
3A.09 Labyrinth........................................................ .73 contact with coaming compression bar,
3A. 10 Sponge core rubber packing......................... .74 resulting in off-centre imprint and
3A.11 Off-centre imprint.......................................... .74 indicating misalignment................................. .81
3A.12 Omega seal® ................................................. . 74 3A.15.D A . Retaining channel f o r p e r i m e t e r p a c k i n g
3A.13 Rubber sk irt................................................... .75 mbber corroded away near the end of
3A. 14 Sealing ta p e .................................................... the panel
3A. 15 Sliding C-profile® ......................................... .7 5 B. N o o r ig in a l e n d p ie c e fitte d (p e rim e te r

HATCH COVER INSPECTIONS 195

 INDEXED LIST OF ILLUSTRATIONS

rubber cut to length, but too short) 3A.33.D Silicon repair to locally damaged
C. See B above (note difference between corner piece .................................................... 87
end of packing rubber and panel 3A.34.D Improper repair of cross joint packing rubber
compression b a r)....................................... 81 with short inserts. Also note “steps”
3A.16.D Evidence of additional sealing with silicon.... 82 between adjoining pieces of packing rubber.. 88
3A.17.D No original end piece used. Furthermore, the 3A.35.D A. Repairs by means of short inserts
linear sponge core type packing rubber has B. Original corner piece missing.................. 88
not been properly cut to length, leaving 3A.36.D • Height difference (steps) between
a considerable gap between the end of the perimeter packing (A) and end piece (B)
packing rubber and the compression bar, • The (old) linear perimeter seal (A) is
which allows water to pass through............... 82 showing excessive permanent set............ 88
3A.18.D Improperly fitted packing rubber with sealing 3A.37.D End piece missing/fallen out of
tape fitted in between packing and retaining channel............................................ 89
compression bar to increase compression..... 82 3A.38.D Rust scale packed in packing rubber
3A.19.D A. Packing retaining channel worn out retaining channel (A), off-centre imprint on
B. Packing rubber showing deep/ packing rubber (B) and silicon like substance
excessive permanent set........................... 83 used for filling deep permanent set in the
3A.20.D Sealing surface of (solid) cross-joint packing packing rubber (C).......................................... 89
rubber partly cut away for adjusting 3A.39.D Improperly fitted packing ru b b er.................. 89
purposes.......................................................... 83 3A.40.D Sealing surface of packing rubber
3 A .2 1 .D Sealing surface of corner piece (of single detached/loose................................................ 90
pull hatch cover) worn out/abraded.............. 83 3A.41.D A. Perimeter packing rubber retaining
3 A .2 2 .D Hatch panel too low on coaming table, channel corroded
resulting in excessive compression of the B. Packing rubber presenting extremely
rubber packing................................................ 84 poor appearance (deep permanent
3 A .2 3 .D Non-original end-piece used and length of imprint) ..................................................... 90
end piece too short/inadequate...................... 84 3A.42.D Rust scale and remnants of previous cargo
3 A .2 4 .D A. Worn, damaged, excessively compressed impressed in perimeter rubber packing........ 90
hatch cover perimeter packing rubber, 3A.43.D Linear packing rubber bent around the
fitted in corner section as a substitute for an original
B. Corroded and damaged gasket (90° “standing-type”) corner piece................. .91
retaining channel...................................... 84 3A.44.D Gap between 90° flat corner and linear
3 A .2 5 .D Packing rubber showing excessive permanent packing rubber................................................ .91
set (A) and sealing surface of packing rubber 3A.45.D Remnants of sealing foam left on the sealing
85 .91
3A.26.D Backing strip glued onto the sealing surface 3A.46.D Sealing foam used for sealing of hatch
of the packing ru b b e r..................................... 85 panels.............................................................. 92
3A.27.D Improperly fitted packing ru b b er.................. 85 3A.47.D Backing strip, glued onto the sealing surface
3A.28.D Ramnek-tape glued on the sealing surface of of the original packing rubber, partly
a swing-type cross joint sealing arrangement detached/loose................................................ 92
in order to increase compression locally....... 86 3A.48.D Sealing surface of CAT® profile end piece
3A.29.D Steps (height differences) between showing permanent imprint.......................... 92
adjoining sections of cross joint packing rubber 3A.49.D CAT® profile packing mbber with sealing
after (improper) repairs. Lack of compression surface deformed, compressed...................... 93
is illustrated by inserting a piece of p a p e r..... 86 3A.50.D CAT® profile mbber packing damaged
3 A .3 0 .D Sealing surface of end piece w orn/torn......... 86 and improperly fitted..................................... 93
3A.31.D Backing strip nailed into position on the surface 3A.51.D Worn, damaged CAT® profile end-piece.... 93
of a (deteriorated/excessively compressed) 3A.52.D CAT® profile end-piece pushed back
packing rubber................................................ 87 into packing channel...................................... 94
3 A .3 2 .D Swing seal-type cross joint with shipboard
made comer piece, consisting of pieces of S e c tio n 3B - C o a m in g c o m p re ssio n b a rs
linear packing rubber that were cut to 3B.01 (1) Flat b a r ........................................................... 96
length............................................................... 87 3B.01 (2) Flat b a r ........................................................... 96

196 THE NAUTICAL INSTITUTE

 INDEXED LIST OF ILLUSTRATIONS

3B.02 Ordinary steel flat bar ................................... 96 4.10 Unipad® ........................................................ I ll

3B.03 Stainless steel.................................................. .97
4.01.D Hatch cover landing/resting pad on
3B.01.D Remnants of packing rubber, adhering to coaming table worn out................................. 112
the surface of the coaming compression bar . 98 4.02.D Underside of a hatch panel main beam
3B.02.D Scale breakdown on rusty/corroded showing excessive weardown in war' of the
compression b a r............................................. 98 contact area with the hatch panel landing
3B.03.D A. Coaming table set down in middle pad on the hatch coaming............................. 112
B. Deformed compression bar in way 4.03.D Starting wastage of a resting pad on the
w'elded up ................................................ 98 coaming tab.e c :>aming b a r .......................... 112
3B.04.D Coaming compression bar and coaming 4.04.D Woven ptfe bearing pad surface Unipad®
table slightly set d o w n ................................... 99 svstem damaged w o rn ................................. 113
3B.Ü5.D Coaming compression bar thinned down 4.05.D Crack in way of weld of bearing pad and
and w avy........................................................ 99 hatch coaming table......... ............................. 113
3B.06.D Coaming compression bar uneven (covered 4.06.D Hatch cover bearing pad with matina
with hardened cement), wavy and thinned surface corroded, rough and uneven............ 113
dow n............................................................... 99 4.07.D Wear plate .used for . . - -
3B.07.D Coaming compression bar uneven on the mating surface of a bearing oad
(illustrated by “lining out” the uneven parts arrangement damaged...... 114
with a wooden stick) ...................................... 100
3B.08.D Coaming compression bar dented/set down S e c tio n 5A - P e r ip h e r a l/p e r im e te r clearing svstems
as a result of contact with the stevedore’s 5A.01 Automatic shoe-type clearing... 118
shell g rab ........................................................ 100 5A.02 Hold down devices.......... 118
3B.09.D Wasted coaming compression bar, welded 5A.03 Hydraulically operated cleats.... 118
up to restore/increase compression. Contact 5A.04 Self auto wedge clearing.............
edge of compression bar rough/burred....... 100 5A.05 Standard tvpe quick acting cleat .
3B.10.D Coaming table/bar set down and rubber 5A.06 Twistlock securing system..... 119
strips used to restore contact/compression
between the CAT®-profile packing rubber 5A.01.D Excessive clearance between the hvdrat
and coaming bar/table ................................. 101 actuated hook-type cleat and cleat lug :
hatch panel............................... 12o
S e c tio n 3C - T ra n sv e rsa l/c ro ss jo in t c o m p re ssio n b a rs 5A.02.D Double-acting hydraulic cvfinder of
3C.01 Flat b a r .......................................................... 103 automatic (hook-cleat type) peripheral
3C.02 Hvdraulicallv operated swing seals............. 103 clearing system leaking oil............ 120
3C.03 Ordinary steel flat bar .................................. 103 5A.03.D Crutch of quick acting cleat partlv
3C.04 Rubber strip.................................................. 104 corroded aw ay............................. 120
3C.05 Stainless steel................................................. 104 5A.04.D Peripheral quick acting cleats missing......... 121
5A.05.D Excessive clearance between mating halv es
3C.01.D Transversal compression bar dented in (A and B) of self-auto wedge cleats
middle ........................................................... 105 (clearance illustrated by means of a piece
3C.02.D Scale breakdown on cross-joint of paper) ......................................... 121
105 5A.06.D Perimeter quick acting cleats crooked ... 121
5A.07.D Crutch of quick acting cleat rustv and
S e c tio n 4 - M o st c o m m o n ty p e s o f b e a r in g p a d deformed...................................................... 122
4.01 Bearing pads general .................................... 108 5A.08.D Quick acting cleat snug A not in alignment
4.02 Fixpad® ........................................................ 108 with crutch (B)............................................... 122
4.03 Flexipad® ..................................................... 109 5A.09.D Steel washer of perimeter quick acting
4.04 LubripadS .................................................... 109 cleat coiToded. thinned down and cracked .. 122
4.05 Mating surface............................................... 109
4.06 Midipad®1...................................................... 110 S e c tio n 5B - Cross joint securing devices
4.07 Polypad®1...................................................... 110 5B.01 Cross joint b o lts........................................... 124
4.08 Steel-to-steel contact..................................... 110 5B.02 Cross joint wedges........................................ 19-1
4.09 Steelpad#...................................................... 111 5B.03 Quick acting cleat........................................ 4

HATCH COVER INSPECTIONS 197

 INDEXED LIST OF ILLUSTRATIONS

5B.04 Top cleat...........................................................125 7.01.D Evidence of spillage of hydraulic oil from

5B.05 Torsion bar operated automatic cross joint hydraulic actuating cylinders. Drip pans
cleats................................................................ 125 and buckets in way of hydraulic cylinders .... 141
7.02.D Starting crack in coating in way of the pedestal
5B.01.D A. Cross joint wedge deformed of a hydraulic cylinder...................................141
B. Leaf spring missing 7.03.D Leak of hydraulic oil in way of the connection
C. Striker plate for cross-joint wedge of supply hoses with cylinders (coupling),
missing...................................................... 126 spilled oil being collected in drip p a n s......... 141
5B.02.D A. Damaged/deformed cross-joint wedge 7.04.D Deformed bracket in way of hydraulic hatch
B. Riding-up area of the striker plate too cover cylinder................................................. 142
high/not properly adjusted...................... 126 7.05. D Plated surface of hydraulic cylinder pitted/
5B.03.D Damaged/disconnected cross cleat showing small indents/notches...................... 142
actuating system.............................................. 126
5B.04.D Cross joint wedge missing (A) and cross joint S e c tio n 8 - O p e n in g s a n d p o rts
wedge saddle not in line with striker 8.01 Ballast hold vents............................................ 145
plate (B) ........................................................... 127 8.02 Ballast tank access coverlids........................... 145
5B.05.D Cross-joint securing cleat (top cleat) with 8.03 Ballast tank access trunk................................. 145
rubber washer unduly compressed and 8.04 Ballast tank air pipes....................................... 146
cracked................................................_...........127 8.05 Booby hatches................................................. 146
8.06 Butterworth covers......................................... 146
S e ctio n 6 - D ra in system s 8.07 Cargo hold permanent light housing............ 147
6.01 Ball type drain valve........................................131 8.08 Dogs..................................................................147
6.02 Box type drain valves.................................... 131 8.09 Gas sampling points........................................147
6.03 Canvas so ck .................................................... 131 8.10 Grain/cement loading ports........................... 148
6.04 Coaming drain channel.................................. 132 8.11 Hold vent —coverlid ty p e .............................. 148
6.05 Cross joint drain channels.............................. 132 8.12 Hold vent - mushroom type ......................... 148
6.06 Drainhole........................................................ 132 8.13 Openings for wires for tweendeck
6.07 Drain-pipe....................................................... 133 opening/closing.............................................. 149
6.08 Fire cap............................................................ 133 8.14 Sounding pipes................................................ 149
6.09 Hatch top drain profiles ................................. 133 8.15 Ullage ports..................................................... 149
8.16 Weathertight do o r........................................... 150
6.01. D Canvas sock fitted to the coaming drainpipe
with some turns of copper wire...................... 134 8.01. D Corrosion holes in ballast hold air pipe...........151
6.02. D Cross joint drain channel dented/damaged .. 134 8.02. D Vent trunk for cargo hold corrosion wasted/
6.03. D Cross joint drain channel not protruding far holed in several positions.............................. 151
enough from under the rubber packing to 8.03. D Compression bar of vent opening on
provide for adequate collection and draining deck corrosion wasted/shark toothed.............151
of incoming w ater..........................................134 8.04. D Packing rubber retaining channel of coverlid
6.04.D Hatch coaming drain pipe: corroded pipe for deck ventilation opening corrosion
masked with tape. Corrosion demonstrated wasted/deteriorated........................................ 152
by sticking a pen through the masking tape .. 135 8.05. D Rust streaks on hold bulkhead plating in
6.05.D Drain pipe fitted with short, hard rubber hose way of hold ventilation opening.................... 152
piece as a substitute for the original 8.06. D Swan neck type vent holed / corroded
non return device ........................................... 135 through............................................................ 152
6.06.D Corrosion wasted drain pipe (A) and 8.07. D On-deck sounding pipe closed with a
canvas sock worn and too short (B)............... 135 wooden p lu g ................................................... 153

Section 7 - Hydraulic equipment S e c tio n 9 - In s p e c tio n s a n d te s tin g m e th o d s

7.01 Hydraulic flexible hoses................................. 139 9.01 Air te st............................................................. 162
7.02 Hydraulically operated................................... 139 9.02 Chalk te s t........................................................ 162
7.03 Hydraulically operated cylinders................... 139 9.03 Hose test.......................................................... 162
7.04 Hydraulic piping............................................. 140 9.04 Leakage traces on inner hatch coaming
7.05 Hydraulic power pack.................................... 140 plating.............................................................. 163

198 THE NAUTICAL INSTITUTE

 INDEXED LIST OF ILLUSTRATIONS

9.05 Light infiltration te s t....................................... 163 • Quick acting side cleats.........

9.06 Putty test.......................................................... 163 • Coaming compression bars...
9.07 Smoke test....................................................... 164 • Transversal compression bars ...
9.08 Ultrasonic te s t................................................. 164 • Drain channels.............................
• Coaming table.......................
A n n e x 5 - E x a m p le o f h a tc h c o v e r in s p e c tio n r e p o r t • Inner hatch coaming plating...............
Bearing pads.................................................... 180
Condition of p anels........................................ 180 A n n e x 6 —E x a m p le o f h a tc h c o v e r test report with
Evidence of sealing......................................... 180 class ty p e a p p ro v e d u ltra s o n ic te s t equipment
Rubber gaskets.................................................181 • Hatch cover test sketch, Hold 1 ....................
• Hatch cover test sketch, Hold 2 ....................

HATCH COVER INSPECTIONS 1 qa

1
 THE AUTHOR
Walter Y ervloesem was born and educated in A ntw erp. A fter
graduation from the A ntwerp M aritim e Academ y, he served on various
types o f ship (general cargo/m ulti purpose ships, reefer ships and gas
carriers). A fter having gained sea experience as a deck officer in both deep-
sea and coastal service, he left the sea in 1988 in the rank o f chief officer on
short sea trade vessels.
Once ashore, he redirected his career and becam e a m arine surveyor in
Antwerp, where his activities com prised m arine survey work for P& I Clubs,
cargo underw riters, hull and m achinery underw riters, owners and flag states.
Since 1995, he has w orked as a m arine consultant w ith IM C S —A ntwerp
and co-m anages the A ntw erp office. In 2000, he becam e chairm an o f the
IM CS G roup o f Com panies L td .—London, which com prises 11 IM CS branch offices throughout Europe,
R ussia and the U kraine and assum ed responsibility for in-house training and quality related issues.
E ver since he cam e ashore, he has frequently been involved in ship inspections on behalf o f different
principals w hich has allow ed him to gain a w ealth of experience and expertise on the subject. He decided
to share this with everyone by writing his first book entitled S h ip S urvey a n d A u d it C o m p a n io n , that was
published as a m ajor reference w ork by the Nautical Institute in 2000. D uring his career as a ship
inspector, he also took the opportunity to specialise in hatch cover inspections and the lashing and securing
o f heavy lifts on board ship.
In 2001, the B russels based m anufacturers o f Type A pproved U ltrasonic H atch C over Test Equipm ent,
M essrs. SDT International, called in his assistance to w ork out a two and a half day training course for
operators involved in tightness testing o f hatches with Type A pproved U ltrasonic H atch C over Test
Equipm ent. In the m eantim e, the S D T —IM CS training course has becom e a generic training course which
has been accredited by the Nautical Institute and training sessions are regularly organised worldwide.
His involvem ent as a training instructor, as well as practical experience on board, allows him to
recognise and identify the problem s frequently encountered by ship’s crew s, surveyors and inspectors
during hatch cover inspections, which convinced him to write the H a tch Cover Inspections book.
Besides his m ain occupation as a m arine surveyor and consultant, he is also involved in research and
developm ent for the use o f ultrasonic test equipm ent for preventive and predictive m aintenance of
shipboard equipm ent and machinery. H e also lectures at the A ntwerp based “C enflum arin” and regularly
takes the stand at national and international conferences to talk about ship and hatch cover inspection
related issues and ultrasonic testing techniques for hatch covers, shipboard m achinery and equipm ent.
W alter Vervloesem is the founding chairm an of the B elgian B ranch of the N autical Institute, w hich was
established in 1998 and w hich has been continuously expanding from a 40 to 184 m em bership. During his
period in office, the branch has set up worthw hile initiatives such as the Student Adoption Plan and
Student Video Training Sessions.
He is m arried with three children and lives with his wife N adia in a suburb o f Antwerp.

The
KJautical
institute

The Nautical Institute

202 Lambeth Road, LONDON SE1 7LQ, England
Telephone: 0207 928 1351
www.nautinst.org

ISBN 978 1 870077 62 0