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Foreword
As the domestic and international carriage of goods by sea continues to increase, cargo damage
claims against shipowners have increased.
Based on the claims record of the Korea P&I Club since being established in 2000, approximately
48% (918 cases out of 2,200) were cargo damage claims, attributable to structural defects of the
ship such as: defective hatch covers (loss of watertight integrity), and rust or holes in ballast tanks/
pipelines going through cargo holds.
If it is found that cargo damage was caused by defects of the ship, shipowners may lose the
credibility of the cargo owners, and it may even result in arrest of the ship, suspension of ships
operation and sale of the vessel, all of which would incur an enormous loss to the shipowners.
It has always been the Clubs position that it is more important for Members to prevent cargo
damage to than to defend against cargo damage claims. Thus, in cooperation with NASCO-JCP
Marine Surveyors which has extensive experience handling cargo claims caused by structural
defects of the vessel, the Club has prepared and published Guidelines for Hatch Covers to join the
book, Chemical Tanker Operational Manuals to aid shipowners in preventing cargo damage.
This book is written from a practical, rather theoretical, point of view one. It has been designed for
vessel ratings and officers, as well as directors and other personnel in the shipping companies who
are in charge of management of the vessels. We hope that this book shall remind all the readers of
importance of a vessels cargoworthiness and play an important role in preventing cargo damage
resulting from hatch cover defects and damage.
While this book may have some shortcomings, we would find our efforts worthwhile if this book
is successful in preventing cargo damage. We promise to do our best to meet your demands by
updating and improving this booklet based on version the advice and recommendations of our
Members.
The Club is particularly grateful for all those who provided assistance and support to the Club, and
would like to say a special word of thanks to Capt. Y. U. Yoo, the president of NASCO-JCP Marine
Surveyors, for his direct participation in writing this booklet and Capt. R. A. Desrosiers, Ph.D. and
Ms. E. C. Smith who participated in the editing and revision of this work.
Y. J. Lee
Chairman
Korea P&I Club
Preface
I undertook to write this book, based upon my practical experience in the sea carriage of cargo, in
order to provide effective advice on preventing cargo damage during the carriage by sea, inter alia,
caused by the ingress of sea water through leaking cargo hatch covers resulting from waves and
swell at sea.
The main text of this book discusses, in general, commonly used hatch covers on the merchant
vessels, including their type, structure, common defects, inspection, repair and maintenance, and
introduces methods of watertightness testing of hatch covers, followed by a couple of examples of
incidents occurring as a result of defective hatch covers during sea carriage. I would like to remind
everyone of the importance of hatch covers and cargoworthiness for safe cargo transportation.
This book also includes a brief description of watertight apparatus similar in nature to hatch covers
together with an appendix containing the sample checklist for hatch inspection on the ship.
I must admit, of course, that this book may not be immune to shortcomings. However, I plan to
improve and update the materials which may require further study.
I am greatly honored to have been invited to write this book and I would like to express my
gratitude and appreciation to Korea P&I Club for this opportunity. It is my hope that this book will
be useful and helpful to people engaged in shipping industry for safe sea carriage. Moreover, I
hope that the Korea P&I Club continues to experience much success.
Thank you.
Captain Y. U. Yoo
Representative Director
NASCO-JCP Marine Surveyors
TABLE OF CONTENTS
1.1 Hatch covers are installed at the upper decks or middle (tween) decks of cargo holds
(compartments) for loading and discharging operations. When not handling cargo, the
hatches are closed to protect the cargo from the elements. They are typically installed on
general cargo ships, bulk carriers, container ships, ore/oil carriers, etc.
The purpose and function of hatch covers is to prevent ingress of water into cargo holds
and thereby preventing cargo(es) from being affected by elements such as rain, waves,
windstorms, etc.
In addition to the foregoing purpose, hatch covers also function to maintain seaworthiness in
the event that stability is compromised due to the ingress of water into the cargo holds. They
also act to prevent the escape of cargo(es) and dust from entering the cargo holds.
1.2 Hatch covers, like hull construction, are constructed to withstand flexing due to powerful
external forces such as waves, swells, etc. at sea (see Figure 1).
However, hatch covers might be deformed locally as a result of long periods of usage over
time or contact with other objects; such deformations cannot be discovered easily, thus
watertight integrity of the hatch covers cannot be ensured.
It is therefore recommended that when hatch covers are suspected of being deformed,
the hatch covers should be subjected to thorough inspection by the vessels Classification
Society.
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GUIDELINES FOR HATCH COVERS
Hatch covers are classified according to their construction, opening/closing, stowage, and
securing devices. The following types of hatch covers are generally fitted to suit particular
types of vessels:
This type of hatch cover is fitted on medium-sized general cargo ships and small bulk
carriers.
Multi-panel covers (Figures 2 through 4) may be operated by a wire (i.e. single pull)
activated by ships gear, usually by deck cranes or winches. Alternatively, they may be pulled
open or closed by means of chains on either side of the welded steel panels. The covers
are strengthened by thick, deep longitudinals, which provide longitudinal strength, with
transverse floors of smaller scantlings to provide rigidity and the ability to withstand loads on
top of them.
Balance rollers
Wire to crane winch
Chain
Coaming bar
Stowage ramp
Deck
Hatch Cover
Rubber seal
(gasket)
Compression bar
Double drainage channel
Figure 3. Coaming and seals. Figure 4. Opened and stowed condition of hatch covers.
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The side rolling type of hatch cover is fitted to large bulk carriers, OBO carriers, and
combination carriers. It consists of two large panels at each hatchway; the panels open
athwartships to provide access to the hold.
The panels are heavy, requiring hydraulic lifting and/or chain driving systems to raise them
into a position that allow them to be rolled open. The hatches then open sideways with the
center joint positioned along the center line of the vessel as shown in the Figures 5 and 6.
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GUIDELINES FOR HATCH COVERS
The folding type of hatch cover is fitted to small and medium-sized ships, and is either
operated by hydraulic systems or wires. The covers may be flat topped panels, box, or single
skin design, as shown in Figures 7 through 10.
Figure 7
Leading pair
Trailing pair
Link hinge
End hinge
Figure 8
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This type of hatch cover is not installed with any self-opening/closing devices, and the
opening/closing is conducted by shore cranes with lifting lugs or lifting sockets. Pontoon
type hatch covers are used primarily for cargo ships with box type cargo holds, as shown in
Figures 11 and 12.
Figure 11 Figure 12
This type of hatch cover is not installed with any self opening/closing devices and opening/
closing is conducted by shore cranes. It is mostly used for container ships as shown in
Figures 13 through 15.
Figure 13
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GUIDELINES FOR HATCH COVERS
Figure 14. Closed condition of hatch covers. Figure 15. Hatch pontoons stacked at apron
during cargo works.
This type of hatch cover is mostly fitted to small and medium-sized general cargo ships,
timber carriers, etc. These hatches are closed using ship cargo handling gear to place the
hatch pontoons, covering with them with tarpaulins and then battened down with wooden
wedges/batten bars/hatch nets/ropes as shown in Figure 16.
Batten bar
Wooden wedges
Wedge cleats
Hatch cover pontoon
Rope & net hook
Coaming plate
Figure 16
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Figure 17. General condition of pontoons after discharging on-deck cargo (log carrier).
Figure 18. View of ships crew closing hatch pontoons using ship's derrick.
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GUIDELINES FOR HATCH COVERS
This type of hatch cover is fitted to general cargo ships and small to medium bulk carriers.
The hatch panels roll onto a drum for stowage as shown in Figures 22 through 24.
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Figure 22
Figure 23
Figure 24
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GUIDELINES FOR HATCH COVERS
Figure 26. This photo shows that, after the hatch cover was considered
not to be watertight, tarpaulin sheets were prepared to cover the hatch
cover in an effort to ensure watertight integrity of the hatch.
Figure 27. Condition of cleats fitted at hatch coaming top to batten down
the hatch using tarpaulins, lashing ropes, etc.
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The following is a summary for the inspection, maintenance and repair of the hatch cover
types mentioned in Paragraph 2.0 (Pontoon Piggy back and Lift away type hatch
covers are not mentioned).
Bearing pad
Compression bar
Figures 30a and 30b. Side (or end) quick acting cleat.
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GUIDELINES FOR HATCH COVERS
Figure 31. Cross joint cleats (wedges). Figure 32. Non-return drainage valve.
Drain hole
Compression bar
Hold
Figure 33. Once water enters the drainage way over compression bar, it flows through the drain hole
and then to the non-return valve.
1) Compression bars
The compression bars are fitted on both sides and each end of the hatch coaming top. They
are designed to be in contact with the rubber gasket so that it prevents the ingress of water
into cargo holds through the hatch coaming.
Quick acting cleats should be fitted at their original positions without any corrosion or
bending. The rubber washers that are fitted to the cleats should have proper elasticity.
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Cross joint cleats should be fitted at their original positions and maintained to avoid
weakening and bending. The surrounding plating should always be maintained so that it
cannot be weakened by corrosion or possible physical damage resulting from being hit by
other objects.
Figures 35 through 38 show defective conditions of cleats and their surrounding plating;
instances of damaged equipment such as these can be avoided when measures are taken to
maintain that their form is in good order and condition.
Figure 35 Figure 36
Figure 37 Figure 38
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GUIDELINES FOR HATCH COVERS
Rubber seal packings are fitted in a retaining channel (socket) that is, in turn, fitted at the
hatch panels. Rubber gasket is designed to in contact with and compressed by compression
bars so as to prevent the ingress of water into cargo holds.
The rubber gasket should have adequate elasticity and be tightly fitted/adhered to the
retaining channel, with the retaining channel should be in good order and condition. If the
rubber gasket can be compressed more than 25% of its uncompressed state, it is considered
to lack elasticity and requires renewal.
A sufficient number of spare rubber gaskets should be carried on board, as shown in Figure
39. The rubber gasket fitted at hatch panel corners are easily damaged, necessitating an
adequate supply of spares onboard by the ship operators so that the ships crew can take
necessary preventative measures against the damages.
Figure 39. Rubber gasket retained by vessel as spares, which were supplied to the vessel by the
operators/managers.
Figures 40 through 46 show defective conditions of rubber gasket. When the rubber gasket
is in such conditions, the hatch covers may not be considered to be weather-tight.
Figure 40. Partly torn off. Figure 41. Torn and heavily worn joint parts.
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Figure 42. Gap occurring at joint between Figure 43. Over-compression due to long-term
rubber gasket. continuous use.
Figure 44. Thin rubber pads attached on the Figure 45. Partially renewed rubber gasket was
surface of defective original rubber gasket in not fitted evenly with the existing rubber gasket;
an effort to achieve watertight integrity (repairs this condition should be rectified.
should not be conducted in this manner but
replaced with sound original rubber gasket).
Retaining channel
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GUIDELINES FOR HATCH COVERS
The case below illustrates the need to vigilant regarding the condition of rubber gaskets. This
case occurred several years ago on board a large bulk carrier operated by a leading shipping
company in Korea.
The vessel underwent her regular dry-docking survey in a shipyard based in China, during
the period of which all rubber gasket of hatch covers was renewed. Approximately three
months after the dry-docking, during a P& I condition survey 2-4 cm gaps were found
between the hatch panels of all the ships hatch covers.
Investigations and inspections were conducted to establish the cause of the deficiencies,
concluding that the gaps were a result of renewing with sub-standard rubber gasket.
In consideration of the above case, precautions should be made when conducting partial
renewal of rubber gasket. Using inferior or dissimilar types of rubber gasket material can
lead to rapid degradation and loss of watertight integrity of the hatch system. Other than
emergency make-shift repairs, such practices of renewal should be avoided and the original
standard rubber gasket should be installed as per the manufacturers recommendations.
Double drainage channels are fitted to prevent water ingress into the cargo holds and allow
water to flow over the compression bars into drain holes for drainage outside of the hatch
coaming tops.
The drainage channel should be maintained to be in good condition and any foreign
substances such as rust scale and residual cargo from spillage should be removed.
Double drainage sills are fitted inside of the hatch coaming and play a role to prevent ingress
of water that entered the double drainage channel over the compression bar into cargo holds.
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They should be maintained in their original condition. Figure 48 shows the defective
condition of a double drainage sill due to corrosion and/or wear and tears; in this condition
it cannot achieve its original purpose, and necessary counter-measures to ensure watertight
integrity should be taken at the earliest convenience.
Non-return valves are fitted so that water that has entered the double drainage channel over
the compression bar can be drained into the outside of the hatch coaming top. Its role is
also to prevent counter-flowing of seawater from the weather deck. It should be fitted with
standard devices sufficient to prevent counter-flowing.
In some cases, there are pieces of fire hose, etc. fitted where the non-return valve should be
located. This is not a permanent solution but temporary, and therefore a non-return valve
should be fitted immediately.
Position of non-return drain valve
With regard to the general check, maintenance and repair of side rolling type of hatch
covers, please refer to the Paragraph Single Pull type hatch covers.
However, as these hatch panels are extremely heavy, the hatch coaming, coaming stays,
panel rests, landing pads, etc. should be maintained continuously without deformation (twist),
physical damage or corrosion.
In addition, the hatch hydraulic system should always be in good working order and
condition without undue delay while opening/closing the hatch panels. When there is undue
delay, cargo might be affected by rain while the hatch panels are closing.
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Figure 52. Hatch coaming, coaming stays, Figure 52. Landing pads.
cleats.
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GUIDELINES FOR HATCH COVERS
Figure 57 shows that the hatch hydraulic oil system was leaking; the system should be
maintained or repaired to ensure oil-tightness integrity.
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Folding type hatch cover operations should be conducted as in Paragraph 3.1 and 3.2.
Hold ventilator
Cleat
Non-return valve
Figure 64. Quick acting cleats. Figure 65. View of renewal of rubber gasket
at corner.
After closing hatch pontoons, each hatch is covered with three layers of tarpaulin and then
tightened by batten bars and wooden wedges being inserted between hatch coaming plating
and hatch cleats. Thereafter, it is battened down by lashing using hatch ropes and/or nets to
withstand any strong wind, waves, or swells that might be encountered at sea.
Hatch pontoons should be maintained in good condition and coated well to prevent
corrosion. If there is any deformation (twist) or severe local corrosion found or suspected,
the affected pontoons should be thoroughly inspected and repaired as appropriate.
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Cleat
Hook
Wooden wedge
Batten bar
Figure 66
Figure 67. Hatch pontoons stacked on the main Figure 68. Tarpaulins.
deck.
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GUIDELINES FOR HATCH COVERS
It is strongly advised that in handling this type of hatch cover, the following points
should be carefully considered:
Woven pieces of tarpaulin sheet should not be used, and worn/torn tarpaulins
should be replaced with new ones. If there is partial tearing of the tarpaulin, it
should be repaired or renewed immediately to ensure watertight integrity.
Steel cleats should be fitted in good order and condition without corrosion or
bending and should be comprised of steel materials that can withstand the force
required for battening down.
Wooden wedges should be made suitable for insertion into steel cleats and/or of
the same size/quality of lumbers.
On some vessels, non-standard wooden wedges are used, in which case the
wedges may dislocate easily at sea, allowing seawater to enter the cargo holds. It
is therefore recommended that standard wedges always be used.
Steel batten bars should each be of the same size, and damaged or corroded
equipment should not be used.
Rings and hooks fitted on the hatch coaming top for lashing/securing of hatch
ropes/nets should be in good order and condition, and damaged or corroded
equipment should be removed and refitted with new ones.
In case the hatch coaming top is damaged, bulged out (Figure 76) to the ships
sides or the hatch pontoons are worn badly/deformed, tarpaulin sheets cannot
be tightly fitted onto hatch pontoons and might be loosened and wash away by
waves/swells or vessels laboring. In the worst case, hatch pontoons could fall into
the cargo hold.
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Figures 71 through 78 show various defective conditions of pontoon type steel hatches
ordinarily found on board ships.
Figure 71. Torn/torn off tarpaulin (should be Figure 72. Torn/torn off tarpaulin (should be
replaced with new ones). replaced with new ones).
Figure 73. Tarpaulin torn by round logs. Figure 74. Wedges retained by vessel as
spares. These were made into dissimilar sizes
using square lumber, are considered sub-
standard and should not be used.
Figure 75. Damaged condition of hatch coaming Figure 76. Damaged condition of hatch coaming
top (fractured at joint weld, should be repaired top (fractured at weld and bulged out).
immediately).
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GUIDELINES FOR HATCH COVERS
Figure 77. Heavily corroded external hatch Figure 78. Heavily corroded external hatch
coaming plating, coaming stay (to be coaming plating, coaming stay. This should be
maintained prior to further deterioration or repaired or partially renewed prior to further
partially renewed). deterioration.
Roll Stowing Elman type hatch covers are typically fitted on older vessels, and accordingly
the hatch covers are not generally in good condition.
In some cases, tarpaulin sheets are fitted onto the hatch covers and battened down. However,
by supplying this minimally additional watertight measure, it is difficult to maintain a
watertight condition for these hatch covers.
In particular, as small vessels have a small freeboard, waves or swells sometimes spray on/
over the weather decks/hatch covers, even in moderate sea conditions, and might allow
ingress of seawater into cargo holds, causing water damage to the cargo stowed in the cargo
hold. Of course, if battening down the hatch covers by tarpaulin sheets (as done to pontoon
type hatch covers) is done perfectly by modifying the hatch closing system, there may not be
damage.
Additionally since the connection system of hatch panels are different from the single pulling
or folding type of hatch covers, if there is a defect at the connection areas, it is difficult to
rectify it by running repairs. Accordingly, thorough inspection, maintenance or repair should
be conducted while in a dry dock as soon as possible.
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Figure 80. View of preparatory works for Figure 81. Opening/closing operating system.
opening hatch cover.
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GUIDELINES FOR HATCH COVERS
Figures 85 through 90 show deficiencies ordinarily occurring on vessels fitted with Roll
Stowing Elman type hatch covers:
Out of all the types of fittings fitted at hatch covers, rubber gasket wears easily and is the
most liable to be damaged (torn, torn off, elasticity lost due to being over-compressed, etc.)
during opening/closing hatch covers.
Where the rubber seal retaining channel (socket) is corroded, rubber gaskets cannot be stuck
in the socket, and consequently will lose their function.
Figures 85 through 89 show defective conditions and leakages arising from the defects.
Figures 89a and 89b. Water leakage after hose test (leakage occurred between hatch panels
and side).
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GUIDELINES FOR HATCH COVERS
In the case that cleats or cleats sockets are corroded or damaged, watertight integrity of
hatch covers cannot be expected.
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4.1 Hatch covers should be inspected on a regular basis or whenever by the Planned
Maintenance System (PMS). It is paramount to first inspect the condition of hatch covers
and then to conduct weather-tightness test(s) as required or considered to be necessary. If
any defect is found, it should be properly dealt with or rectified immediately, as a permanent
manner as far as practicable.
4.2 In some cases, defective parts of hatch covers cannot be repaired except as a makeshift
or temporary repair, most commonly the mostly the rubber gasket and non-return valves.
The temporarily repaired equipment should be permanently repaired at the first available
opportunity, especially on vessels engaged in the carriage of grain cargoes.
4.3 Hatch covers should be opened and closed carefully and during opening/ closing hatch
covers, the process should be inspected to determine if the hatch covers open and close
smoothly without any undue delay or any deformation/twist /misalignment. In addition
to the above, the operations of equipment should be inspected to determine if quick acting
cleats/joint cleats (wedges) are in good operational condition. If they are found in poor
operational condition (not cleated well, etc.), it may be considered that the hatch panels or
coaming top might have been damaged through deformation, twisting, etc., in which case
thorough inspection should be carried out as soon as possible and the damaged parts should
be repaired as appropriate.
Figures 91a and 91b show that hatch panels were not aligned and marine tape was attached
between hatch panels in an effort to achieve watertight integrity of the hatch covers as far as
practicable. This condition should be subject to inspection and rectified immediately.
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GUIDELINES FOR HATCH COVERS
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4.4 Sufficient numbers of spare rubber gasket, cleats, wedges, batten bars, etc. should always be
carried on board.
4.5 On some ships, marine sealing tape or expansion foams are used at the hatch covers in an
effort to ensure 1) additional watertight integrity; or 2) as a make-shift (temporary repair).
In case 2, the damage requires permanent repairs. Particular attention should be paid when
using marine sealing tape or expansion foam, taking into consideration corrosion, a false
sense of security(seal tapes) and very little adhesion/false security(expansion foam).
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GUIDELINES FOR HATCH COVERS
The rubber gaskets and fastening bolts should be fitted in their original condition and
maintained in good condition.
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GUIDELINES FOR HATCH COVERS
The ventilators should be maintained well so that they can be freely opened and closed,
and the rubber gasket and fastening bolts should be fitted in their original condition and
maintained in good condition.
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In addition to the ordinary inspection, maintenance and repair as mentioned earlier, hatch
covers fitted to reefer carriers should be properly insulated to maintain the cargo holds at
optimal temperatures for the cargo(es) to be carried.
Figure 102. Condition of hatch cover. Figure 103. Condition of hatch cover.
Figure 104. Condition of rusted compression bars and rubber gasket, which lost elasticity, requiring
immediate renewal and repair.
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GUIDELINES FOR HATCH COVERS
Lift on/off hatches fitted to RORO ships (Passenger/cargo ships) and bow/side/stern ramp
doors fitted to car carriers are different from the hatch covers fitted to any of the other cargo
ships previously mentioned. They also should be maintained to ensure watertight integrity as
applied to other ships.
Especially, the opening/closing, cleats, hydraulic systems and rubber gaskets should always
be maintained in good order and condition.
Figure 105. Condition of RORO ship. Figure 106. Condition of RORO ship.
Figure 107. Stern ramp door. Figure 108. Side ramp door.
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This test is conducted after closing and cleating hatch covers. A surveyor stands in the
center of tank tops or tween decks and checks for any hole(s) in the hatch covers, decks and
coaming, or leaks in the rubber gasket. Such deformations may be seen to the surveyor as
light shining through the gap.
This test should be conducted in daylight and with empty cargo holds or empty tween decks.
The brighter the hole, the larger the hole.
This method implements chalk, which is rubbed onto the compression bar top edges when
the hatch cover is opened. After the hatch covers are closed and cleated, an inspection is
conducted to ensure full compression of the rubber gasket.
A continuous chalk line on the rubber gasket means that the hatch cover is weather-tight. A
thin line indicates a lack of full pressure (compression) in regard to weather-tightness, and
any gaps in the chalk line indicate a lack of pressure between the compression bar and the
rubber gasket, i.e. a lack of weather-tightness.
Figure 109. Condition of chalked compression Figure 110. Chalk trace on rubber gasket after
bar for chalk test. chalk test (showed continuous chalk line,
considered weather-tight).
When chalking compression bars, operators should take precautions to avoid falling into
cargo holds, especially when chalking compression bars between hatch panels.
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GUIDELINES FOR HATCH COVERS
This type of test is conducted by using a fire hose with a jetty type nozzle. After hatch covers
are closed and cleated, water pressure of two to three bars is supplied to the fire hose, which
is then sprayed at the hatch covers sides, and ends across the joints by way of the rubber
seals, approximately 1-1.5 m away from the area to be tested while the surveyor moves at a
slow walking speed.
After the test, an inspection should be conducted by opening the hatch covers to check for
any leakage. If there is any leak found, it should be rectified immediately.
If there are leaks, the water will enter the inner (double) drain channel before overflowing
into the cargo hold. It is a good practice to monitor the non-return drain valves during the
test.
Figure 111. View of correct hose test between Figure 112. Alternate view of correct hose test.
hatch lids.
Figure 113. View of incorrect hose test. Figure 114. View of incorrect hose test.
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Figure 116. Water dripping in cargo hold after Figure 117. Trace of water ingress inside rubber
hose test. gasket after hose test.
Hose tests should not be conducted during cargo operations and/or as far as possible while in
port.
The tests should be conducted in a correct manner (i.e. hose nozzle 12 mm in minimum,
distance 1.5 meters in maximum, right angle and pressure 2 bars (IACS UR S12)).
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GUIDELINES FOR HATCH COVERS
Ultrasonics are sounds that cannot be heard by the human ear, i.e. sound with a frequency
above 20 kHz, and can be precisely measured. The signal may be measured aurally or
digitally.
This testing method uses an ultrasonic (ultrasound) machine. The sound is measured when
the hatch cover is open (called open hatch value "OHV") and then the transmitter is placed
in the cargo hold center (preferably) and the hatch cover is closed. After that, the sound is
measured again at the sides/ends/between hatch panels by the receiver.
If the reading exceeds 10% of OHV, it may be considered that there is a leak and the hatch
is not weather-tight. Once there is a leak, inspections should be conducted to establish the
cause of the source/nature of the leak and necessary counter-measure should be taken.
Centre girder
Tanktop Tanktop
Double bottom tank P&S Double bottom tank P&S
Hatch cover
Double drainage
channel
Drain valve
Ultrasound Locator block
Double drainage
channel
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It is noteworthy that some operators tend to depend on this test result without conducting
close visual inspection of the condition of the hatch covers, in which cases they might not
detect areas with make-shift repairs of expanding foam, thin rubber gaskets, etc.
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GUIDELINES FOR HATCH COVERS
The following should be taken into consideration when opening and closing hatch covers: -
7.1 Always wear a safety helmet, shoes, and working clothes (always required when working
on the main deck).
7.2 Before commencing the relevant work, the cargo hold should be inspected carefully for safe
working conditions in the cargo hold (gas emissions, projecting materials, etc.).
7.3 Commence work only after it has been verified/confirmed that there are no people or objects
at the hatch coaming top and its surrounding areas.
7.4 Have the crew monitor the working condition throughout the work to enable swift safety
measures in case of emergency.
7.5 Conduct work slowly when handling hatch covers at the initial and final stages.
7.6 Verify after opening the hatch cover that the fittings such as safety hooks, pins, etc. have
been safely secured.
7.7 Remove foreign substances remaining at the hatch drainage channel before closing the hatch
cover.
7.8 Verify that hatch cleats, etc. are properly cleated and, if not, that the condition is rectified
properly. Also verify that the non-return drain valve is open and the hatch hydraulic oil
system is filled with oil.
7.9 Check hatch covers when the vessel has encountered boisterous weather at sea; if any
abnormality is found, it should be rectified immediately.
7.11 Where hatch covers are covered with tarpaulin, pay keen attention, taking into consideration
the difficulty involved in re-covering if the tarpaulin is taken off at sea.
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This section introduces several cargo damage cases caused by defects in hatch covers, etc.
8.1 Wet damage to grain cargo due to ingress of seawater into cargo hold at sea
This is a wet damage case, which occurred with side roll type steel hatch covers. Seawater
entered the cargo hold through the hatch covers, hold access hatch covers, and hold
ventilators.
Figures 125 through 139 show the damaged conditions, including traces of the ingress of
seawater into the cargo hold. It is recommended that all watertight openings be maintained in
good order and condition to prevent any possible claims due to ingress of seawater into cargo
holds.
Figures 127a and 127b. Traces of water ingress through hatch side coaming.
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Figures 128a and 128b. Traces of water ingress through hold ventilators.
Figures 130a and 130b. Traces of water ingress underneath of hold ventilators.
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Figures 131a and 131b. Traces of water ingress on bulkhead around hold access ladder.
Figures 132a and 132b. Condition of cargo affected by water (discolored, caked).
Figures 133a and 133b. View of segregation operation between sound and wet cargo.
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Figure 134. View of salinity test at hatch coaming Figure 135. Condition of rubber gasket, which
inside plating, showing positive reaction. lost elasticity (should be renewed).
Figure 136. Trace of water ingress. Figure 137. Condition of cargo hold access
hatch cement treated as a make-shift.
Figure 138. Defective condition of cargo hold Figure 139.Condition of cargo hold ventilator not
ventilator; should be repaired. tightly locked; should be repaired.
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Korea P&I Club
8.2 Water damage to coal due to ingress of seawater into cargo hold at sea
This is a wet damage case which occurred with multi-panel single chain pulling type steel
hatch covers. The incident was caused by the poor condition of the hatch covers and the fact
that the hatch cleats were not cleated before sailing from the loading port.
Water in the cargo hold can be attributed to fresh water sprayed in the course of loading
operations and also to ingress of seawater into the cargo hold through hatch covers at sea.
Experience indicates that there would be no particular problem to coal cargoes coming into
contact with seawater. When a ship is carrying coal, its crew may be inattentive of the hatch
covers. However, cargo damage incidents have occurred on coal carriers (mostly old vessels)
due to ingress of seawater through defective hatch covers (in most cases, rubber gaskets were
not properly fitted or defective).
It should be borne in mind that once a wet damage incident has occurred in consequence
of defective hatch covers, it is difficult for the carrier to defend any potential claims arising
therefrom. Accordingly, in connection with ensuring watertight integrity of hatch covers,
they should be maintained in good condition as outlined above.
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GUIDELINES FOR HATCH COVERS
Figures 142a and 142b. Traces of water ran down from top (appeared to have resulted from spraying
fresh water into cargo hold during loading to control dust) and flooded (water stagnated) condition of
water at corner.
Figures 143a and 143b. Traces of ingress of water through forward hatch coaming of cargo hold.
Figure 144. Wet trace of ingress of seawater through hatch cover over
the double drainage channel and cargo dropped at loading port, which
was not removed before sailing.
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Korea P&I Club
Figure 145. Condition of thin rubber seal pad Figure 146. Condition of thin rubber seal pad
attached on compression bar in an effort to attached on compression bar in an effort to
achieve proper compression with rubber gasket achieve proper compression with rubber gasket
(presumably defective) to achieve watertight (presumably defective) to achieve watertight
integrity. This condition should be repaired integrity. This condition should be repaired
immediately. immediately.
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GUIDELINES FOR HATCH COVERS
Figures 151a and 151b. Side quick acting cleats, which had never been used.
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Korea P&I Club
8.3 Wet damage to steel products due to ingress of seawater into cargo hold at sea
This is a wet damage case, which occurred at multi-panel chain pulling type steel hatch
covers.
Figures 153a, 153b, 153c, and 153d. Wet/rusted condition of cargo due to ingress of seawater
through hatch covers.
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GUIDELINES FOR HATCH COVERS
Figures 154a, 154b, 154c, and 154d.Wet/rusted condition of cargo due to ingress of seawater through
hatch covers.
Figures 156a and 156b. Salinity test at hatch coaming top, showing positive reaction for saltwater.
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Korea P&I Club
8.4 Wet damage to bagged cargo due to ingress of seawater into cargo hold at sea
This is a wet damage case, which occurred with single folding type hatch covers.
Figures 159a and 159b. Caked condition of calcium chloride resulting from exposure to water.
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Appendix
About the Author: Captain Yeong-un Yoo
Hatch covers should be inspected on a regular basis and if any defects are found,
necessary counter-measures should be taken to ensure weather-tight integrity of
the hatches.
For reference, generic Hatch Inspection Checklists are provided for vessels to use
when inspecting hatch covers and other watertight openings to assist in the safe
carriage of cargo without being affected by seawater or seawater spray which
might be encountered in transit.