Hatch Covers

HATCH COVERS
A PRACTICAL GUIDE
HATCH COVERS
A PRACTICAL GUIDE
A VIDEOTEL PRODUCTION
IN ASSOCIATION WITH WEST OF ENGLAND INSURANCE SERVICES
(LUXEMBOURG) S.A.
AUTHOR
Alan Palmer
84 NEWMAN STREET, LONDON W1T 3EU

TELEPHONE +44(0)20 7299 1800
FACSIMILE +44(0)20 7299 1818
E-MAIL mail@videotelmail.com
WEB www.videotel.co.uk
HATCH COVERS
A PRACTICAL GUIDE
A VIDEOTEL PRODUCTION
IN ASSOCIATION WITH WEST OF ENGLAND INSURANCE SERVICES
(LUXEMBOURG) S.A.
THE PRODUCERS WOULD LIKE TO ACKNOWLEDGE THE ASSISTANCE OF

THE MASTER, OFFICERS AND CREWS OF MV AMAZON AND MV ARKLOW WAVE
Associated British Ports Holdings PLC – Port of Swansea
Arklow Shipping Limited
Cargill Ocean Transportation
Fafalios Limited
IMCS Antwerp
International Maritime Organization (IMO)
International Fire Investigators and Consultants (IFIC)
Lomar Shipping Ltd
Marriott Marine Surveyors
Minton, Treharne & Davies Group
Morissey Cement
Norbulk Shipping UK Ltd
SDT International
CONSULTANT: Walter Vervloesem, IMCS Antwerp
PRODUCER: Peter Wilde
WRITER/DIRECTOR: Graham Buchan
PRINT AUTHOR: Alan Palmer
WARNING
Any unauthorised copying, hiring, lending, exhibition diffusion, sale, public performance or other exploitation of this video is strictly
prohibited and may result in prosecution.
© COPYRIGHT Videotel 2006
This workbook and accompanying video/DVD training package is intended to reflect the best available techniques and practices at the time of
production, they are intended purely as comment. No responsibility is accepted by Videotel, or by any firm, corporation or organisation who
or which has been in any way concerned, with the production or authorised translation, supply or sale of this video for accuracy of any
information given hereon or for any omission herefrom.
HATCH COVERS – A PRACTICAL GUIDE VIDEOTEL PRODUCTIONS
CONTENTS
INFORMATION FOR ONBOARD TRAINERS 4
INTRODUCTION 5
HATCH COVER PROPERTIES 6
HATCH COVER TYPES AND STRUCTURES 7
HATCH COVER OPERATING SYSTEMS 9

HATCH COVER COMPONENT PARTS 10
INSPECTING AND MAINTAINING HATCH COVERS 12
SAFE OPERATION OF HATCH COVERS 18
OPERATION OF HATCH COVERS IN EXTREME WEATHER CONDITIONS 21
TESTING FOR WEATHER-TIGHTNESS AND WATER-TIGHTNESS 23
HATCH COVERS AT SEA 27
ASSESSMENT QUESTIONS 28
SUMMARY 38
FURTHER READING/VIEWING 39
APPENDIX ONE: NEW IMO REQUIREMENTS FOR BULK CARRIERS 40
APPENDIX TWO: HATCH COVERS CHECKLIST 48
ASSESSMENT ANSWERS 51
3
INFORMATION FOR ONBOARD TRAINERS

This booklet and the accompanying video/DVD serve as an introduction to the subject but by
necessity can only give an overall general view.
It’s important that you use the learning package in conjunction with your own vessel’s hatch cover
operating manuals so that crewmembers get specific help with inspection, operation and
maintenance.
To get the most from this package, the following procedure is recommended:
1 View the video/DVD. This will give you a clear understanding of the content.
2 Read this booklet. Whilst the booklet covers similar material, it provides a clear
structure for learning purposes.
3 Obtain your vessel’s hatch cover instruction manuals. The wide variety of hatch
covers makes it important that you use this training package in association with
your own vessel’s instruction manuals.
4 Use the questions and answers in this book. There are a number of questions
designed to test crewmembers' knowledge at the end of this booklet.
DEFINITIONS
Water-tightness means where the object is capable of preventing the passage of water through the
structure in either direction, with a proper margin of resistance, under the pressure of the
maximum head of water which it might have to sustain.
Weather-tightness means that in any sea conditions water will not penetrate into the vessel.
In this booklet, as well as in the video, any reference to water-tightness also includes weather-
tightness.
OTHER USEFUL INFORMATION

Hatch cover issues are covered by the SOLAS Convention, the Loadline Convention, Classification
Society rules and IMO and ILO guidelines.
Further information may be found in the Code of Safe Working Practice for Merchant Seamen.
4
INTRODUCTION
Incidents like the above really do occur. They are well documented, and too many seafarers have
lost their lives, or limbs, or livelihoods, through the incorrect or unsafe operation of hatch covers.
It is not only death or injury that the seafarer should be concerned about. The entire safety of a
vessel, its crew and cargo, is dependent on the hatch covers being able to resist heavy seas.
There’s a tendency onboard to take hatch covers very much for granted. Poor maintenance and
operation can not only ruin the cargo but also result in injury and death to crewmembers – even the
loss of the ship and crew.
That is why Videotel have produced this training work book with the accompanying video/DVD
programme. Simply, to help you inspect, operate and maintain the hatch covers on your vessel so
as to preserve the integrity of the ship, its cargo and, most importantly of all, to prevent injury to
you and your fellow crewmembers.
IMPORTANT: Because of the wide variety and types of hatch covers, this booklet should be used in
conjunction with the hatch cover manuals that relate to your own vessel.
5
HATCH COVER PROPERTIES
Heavy Strong Water-tight
HATCH COVERS ARE HEAVY

Some are up to 100 tonnes in weight. Which is why, when being opened or closed, they pose such a
risk of injury or death. It is therefore essential that proper safety precautions be followed at all
times.
HATCH COVERS NEED TO BE STRONG

They must be capable of withstanding the forces exerted by the rigours of an ocean voyage. Take
into account the fact that one cubic metre of water weighs more than a tonne, add the speed of a
vessel heading into the waves and you can see that the impact forces on hatch covers can be
massive.
HATCH COVERS MUST MAINTAIN WATER-TIGHTNESS

Although hatch covers may be heavier and stiffer than the weatherdeck, they should not be thought
of as simply rigid and secure lids on top of the hatch coamings.
That’s because, when the vessel flexes in high seas, they need to move in unison with the ship’s hull
in order to remain water-tight. Therefore, a limited amount of movement is allowed to take place
when the hatch covers are sitting on the hatch coamings, in order to compensate for the flexing of
the vessel.
Various design features ensure that they compensate for the movements of the ship and still keep
the water out.
Hatch covers are a vital part of the ship. Their maintenance and safe operation is
crucially important to the crew’s safety and the vessel’s integrity.
6
HATCH COVER TYPES AND STRUCTURES
Folding Lift away Roll-up
DIRECT PULL
Multi-folding type hatch cover in three sections operated by the ship’s gear.
FOLDING
Single folding pair of hatch covers – operated by hydraulic cylinders – that are placed outside the
end coaming.
MULTI-FOLDING – BALANCED
More than one simple pair of hatch covers whereby the panels fold on the coaming but tip into
stowage by means of balancing rollers on a wheel ramp at the end of the coaming.
MULTI-FOLDING – ‘FOLDLINK’ AND ‘FOLDTITE’

More than one single pair of hatch panels fold within one stowage space at the ends of hatchways.
PIGGY-BACK/LIFT AND ROLL

Arrangement where a dumb panel is raised with high lift cylinders, so allowing a motorised panel
to roll underneath to its carrier or transport position. Both panels are then moved ‘piggy-back’ style
towards their stowage position.
ROLL-UP
Hatch panels opening by rolling on to a powered stowage drum positioned at the end of a hatch.
7
HATCH COVER TYPES AND STRUCTURES
Side rolling Single pull Stacking covers
SIDE ROLLING
Hatch covers opening/stowing at the sides of the hatch (end-rolling hatch covers are panels
opening towards the end of the hatchway).
SINGLE PULL
Multi-panel hatch covers system where each panel tips into vertical stowage at the hatch end.
STACKING COVERS
One hatch panel lifted to allow other hatch panels to be rolled underneath, thereby allowing partial
or complete opening of the hatchway.
STEEL PONTOON – LIFT AWAY TYPE

Single or multi-panel covers removed by the ship’s gear, land based cranes or container spreaders.
WATER BALLAST
Hatch covers covering up ballast holds and designed to withstand sloshing forces from ballastwater
carried in a ship’s hold when at sea.
8
HATCH COVER OPERATING SYSTEMS
Chains Wires Rack and pinion Hydraulics
Whilst many of the hatch covers described incorporate roller wheels travelling
along a metal trackway, they are opened and closed by a number of different
methods:
CHAINS
An electric motor is used to drive chain wheels along the coaming.
WIRES
A system where a wire is connected to a hauling eyeplate. Mainly used for single pull or direct pull
types of hatch cover, but also for side/end rolling type hatch covers.
RACK AND PINION

An opening/closing system, which is based on a pinion or sprocket wheel, connected to a slow
speed hydraulic motor. This engages in a toothed rack, on the coaming or under the cover.
HYDRAULICS
There are many different systems of hydraulic operation, including hydraulic cylinders, manual
jacks, link mechanisms and high-pot lifts.
Some types may also be lifted on or off by gantry or crane.
9
TYPICAL HATCH COVER COMPONENT PARTS

Locators and/ Cleats Steel-to-steel
or stoppers
A number of components can be used to keep hatch covers in position. All allow
limited movement between the covers and the coamings so they do not absorb all
the dynamic forces acting on the hull.
LOCATORS AND/OR STOPPERS

These guide hatch covers into their correct closing positions and prevent excessive movements of
the panels.
CLEATS
These hold the covers in place but allow a certain amount of movement relative to the coaming
table, sometimes referred to as the coaming top plate. Their primary function is to keep the hatch
covers in position when the ship is at sea. They do not pull the hatch cover down, however, but
allow the cover panels to move without lifting when the hull starts to flex.
IMPORTANT: Securing devices, such as cleats, must not be over-tightened as this can result in damage
to the rubber washer which can make the system too rigid. Overtightening can also result in deformation
and hardening up of the cleats causing them to become less flexible and effective. Excessive tightening
of bolts or cleats at the meeting joint may cause other cross-joints of a panel set to be pulled open.
STEEL-TO-STEEL
In older designs, the hatch cover side plating sits directly on the coaming table – transferring the
weight of the hatch covers (and whatever may be loaded on top of them) onto the coaming table.
This arrangement, however, can result in fretting, grooving or abrasion damage to the coaming
table and, simultaneously, as the hatch side plating succumbs to wear or corrosion, control is lost
over the design compression of the rubber packing.
10
TYPICAL HATCH COVER COMPONENT PARTS
Bearing pads
BEARING PADS
On more recently-built vessels, bearing pads are incorporated. These take the vertical load of the
hatch cover whilst keeping the rubber packing at its design compression. Steel-to-steel contact is
limited to the area of the pads, making it easier to check that design limits are maintained.
If bearing pads wear down below their specified limits, rubber packing can become permanently
deformed, causing them to become less flexible and allowing leakage. Unless defective steelwork is
permanently repaired, simply replacing the rubber packing may cure the symptoms for a short
while, but not the cause.
11
INSPECTING AND MAINTAINING HATCH COVERS

KEEPING HATCH
COVERS WATER-TIGHT
To prevent the ingress of water,
hatch covers require effective
sealing arrangements and an
efficient drainage system. This may
be achieved in several different
ways, but it is common for hatch
cover panels to be fitted with a
retaining strip along each edge
2 containing rubber packing. When
1 3
the covers are closed, the rubber
packing sits on steel compression
bars on top of the hatch coaming
table and along the leading edge of each hatch cover panel to form a water-tight barrier. Drainage
is achieved by special channels, which run alongside the inside edge of each hatch cover panel, and
around the perimeter of the hatch coaming. The three components of the hatch cover which prevent
water entering the hold are:
1 A drainage channel situated between the compression bar and the hatch panel
side plating.
2 Rubber packing and the compression bar.
The rubber packing, which rests on the compression bar, is the most important barrier to
water penetration and needs to be sufficiently elastic to accommodate changes of shape
caused by the flexing of the ship. This demands a particular type of rubber compound
obtained from specialist manufacturers.
Standard rubber packing should last around five years as long as it’s well maintained, not
damaged or over-compressed. Hatch cover packing rubbers are manufactured with a
specific design compression – i.e. the degree of compression necessary to maintain water-
tightness without permanently deforming the rubber. Over-compression leads to the
rubber ‘setting’ – resulting in a deep, permanent imprint developing along the surface as
the rubber begins to harden, resulting in less flexibility and loss of compression.
To avoid over-compression and to maintain compression and resilience, the rubber packing
must not take the full weight of the hatch cover. Hatch covers are designed to sit on
supporting steelwork pads rather than rest on the rubber packing. This is normally
referred to as the steel-to-steel contact (see above).
3 Inboard drainage channel and valves which are sited inboard of the compression
bar and considered to be the last barrier to water entry in the hold.
12

Regular checking and maintenance of hatch covers is essential and new regulations
will soon become mandatory for bulk carriers. A summary of the new regulations
can be found in Appendix One from page 39.
A hatch cover inspection should be carried out in port every time the hatch covers are opened. Even
though time is often short, much is at risk if the inspection is not undertaken thoroughly.
Regular maintenance of hatch covers is essential if they are to remain water-tight. Sufficient spare
parts must be carried on board to effect repairs on voyage.
It’s also good practice to keep a written record of all hatch cover inspections, maintenance and
repairs as a matter of routine. In the event of cargo insurance claims, such records may also be
needed to demonstrate that due diligence was exercised at the start of the voyage.
INSPECTION AND MAINTENANCE: A SIMPLE GUIDE

As stated earlier, there are so many different hatch cover types and designs that it’s impossible to
cover each in this short booklet.
You should consult the hatch covers’ manuals for your particular vessel for details. You can also
find out more about faults that can affect the water-tightness of hatch covers, with graphic
examples, in the book Hatch Cover Inspections (see Summary, Further Reading page 38 for more
details).
Over the next few pages you will find the basic points to look for when inspecting
hatch covers, together with a guide to maintenance.
13
RUBBER PACKING COMPRESSION BARS

Inspection Inspection
Inspect rubber packing for: • Compression bars should be checked for
• Wear. wear and damage.
• Damage. • Measure the height of the compression
• Over-compression. bars from time to time to make sure that
they are still within design limits.
If over-compression is evident, the condition of
the bearing pads or other areas of steel-to- Note that compression bars are often made of
steel contact will need to be investigated. stainless steel on more modern vessels. These
still need to be checked.
If the imprint left on the rubber packing by the
compression bar is off-centre, carry out Maintenance
further checks to see whether the hatch Make sure compression bars are:
covers are misaligned or what is causing the
• Well-painted and protected.
off-centre imprint.
• Structurally sound.
Maintenance • Straight.
Apply a thin film of grease approved by the • Level.
manufacturer to the surface of the rubber
packing to preserve it and to reduce friction.
If rubber packing needs to be replaced, always
use a product recommended by the hatch
cover's manufacturer. Cheaper alternatives are
often a false economy – they may not be as
effective and may require replacing more
frequently. Using proper materials will add
little to the cost but may prevent a very
expensive cargo claim. When you replace the
packing, thoroughly clean the drainage
channel and use the correct glue.
14
TRACKWAYS STEEL-TO-STEEL CONTACT

SURFACES AND BEARING PADS
Inspection
Trackways allow the smooth opening and
Inspection
closing of hatch covers. Check for:
Steel-to-steel contact surfaces and bearing
• Distortion.
pads should be inspected for signs of:
• Cracks. • Wear.
• Unevenness. • Corrosion.
Maintenance Maintenance
Ensure that trackways are: Make sure steel-to-steel contact surfaces are
kept free from corrosion. It is also good
• Smooth.
practice to slightly grease steel-to-steel
• Even. contact areas.
• Clean. Bearing pads should be undamaged, with no
• Rust-free. sign of wear or abrasion. You must also ensure
that pads have the correct height. Missing,
worn or damaged bearing pads must be
replaced.
15
DRAINAGE SYSTEMS MOVING PARTS: CHAINS, CLEATS,

ROLLER WHEELS, BLOCKS,
Inspection HINGES AND SECURING DEVICES
The panel side plating is the first line of
defence in preventing water passing through
Inspection
the sealing system. The packing rubber/
compression bar interface is the second safety • If the hatch covers are moved by chains
barrier. A third safety barrier, the inboard check they are of equal length and free of
drainage channel, which is situated inboard of excessive elongation.
the compression bar, will deal with any water • Check chain drive sprocket wheels for
passing through the sealing system. This wear. Sprockets should be replaced
catches and evacuates water through drain periodically.
pipes and non-return drain valves to the open • Check all moving parts of the hatch cover
deck. and securing systems.
Check that drainage channels are not holed, • Inspect the opening mechanisms
and that both channels and drain holes are not regularly for signs of wear or damage.
corroded or blocked with a build-up of scale,
debris or remnants of previous cargoes. Maintenance
Check that non-return drain valves are: • Lubricate all moving parts. When re-
coating such equipment, take care not to
• Not missing, properly fitted and in good
paint over grease connections, screw
working order.
threads and bearings.
• Clear of obstructions.
• If necessary, adjust chain lengths to
• Free of corrosion and not holed or blocked.
make sure they are equal.
• Fitted with threaded fire caps.
Maintenance
Clear drain channels and drain valves of *IMPORTANT: Whilst cleaning drain channels, do
debris and make sure there are no blockages.* not climb on the coaming table. You will risk
If necessary these valves may be replaced accident and injury by doing so.
temporarily with fire hoses of sufficient length.
16
HYDRAULIC SYSTEMS
Inspection
• Hydraulic pipes, hoses and joints should
be checked regularly for leaks and
corrosion (in the case of steel pipes).
• Check that rubber hoses are not
overpainted or cracked.
• Check that oil is not leaking from
connections to the supply network.
• Make sure there are spare hoses on
board, should problems arise later.
• Check hydraulic oil levels.
• It’s good practice to send a sample of the
hydraulic oil for analysis regularly to
check that it’s still suitable for use in line
with manufacturer’s guidelines.
Maintenance
• Repair any leaks.
• Top up the hydraulic oil tank to the
correct level.
• Make sure there are sufficient spare
parts aboard to effect any repairs.
17
SAFE OPERATION OF HATCH COVERS
The opening and closing of hatch covers is usually routine and this can lead to
complacency – often the cause of serious accidents as we’ve seen at the beginning
of this booklet. Failure to take the proper precautions, or omitting certain steps in
the opening process, may result in tragedy, or costly cargo claims.
To help you operate hatch covers safely, simply follow this step-by-step guide:
1 At least two crewmembers must be involved

One to operate the controls and the other one to oversee the safety of the operation.
NOTE: The person overseeing the operation should NOT be directly involved in the physical operation
of the hatch covers. The first person is the one who physically opens and closes the covers.
2 If dark, or if visibility is poor, make sure the areas around the hatches are well lit.
3 Warn the crew.
Clear warnings must be given to all crew involved in the opening operation and any others on
deck. Sometimes shouted warnings could be masked by the noise of machinery. It’s preferable,
therefore, for the crew to use walkie-talkies or audio warning systems and sirens if fitted.
4 Clear the area.
The areas to which the covers are to be moved must be cleared of all non-essential
personnel.
5 Remove any hatch cover securing devices that are in place.
6 Check cleats, cross wedges and safety devices.
Examine safety devices such as retaining pins, arrestor chains and safety catches to make
sure that they are in good working order and readily available.
7 Check hatch covers for damage.
This is particularly important if they’ve borne significant weight – such as containers – during
the voyage.
18

8 Check the power unit and switch on.
9 Operate the lifting devices.
On some vessels, the hatch covers are fitted with eccentric roller wheels, which must be
rotated with a lifting bar to bring the panel into its rolling position prior to opening. Other
systems use hydraulic jacks or pistons to achieve this task.
10 Operate the power system and open the hatch covers.
Once in the raised position, power is applied and, whether it is by wire, chain, rack and pinion
or by hydraulics, the covers are opened and stowed.
11 Do not climb on to moving hatches.
12 Look for any uneven movement, speed and vibration.
As the covers are moving, check for any unusual vibration or abnormal variations in speed. If
necessary, stop the operation completely and investigate further.
13 Apply locking devices once the covers are in the stowed position.
14 Switch off the power.
19
When closing the hatch covers, similar care and attention should be taken.
1 Before closing the hatch covers, ensure that the coaming and surrounding areas are
free of debris and dirt.
2 At least two crewmembers must be involved.
One to operate the controls and the other one to oversee the safety of the operation.
NOTE: The person overseeing the operation should NOT be directly involved in the physical operation
of the hatch covers. The first person (above) is the one who physically closes the covers.
3 If dark, or if visibility is poor, make sure the areas around the hatches are well lit.
4 Warn the crew.
Clear warnings must be given to all crew involved in the opening operation and any others on
deck. Sometimes shouted warnings could be masked by the noise of machinery. It’s preferable,
therefore, for the crew to use walkie-talkies or audio warning systems and sirens if fitted.
5 Clear the area.
6 Remove the locking devices.
7 Switch on the power.
8 Operate the power system and close the hatches.
9 Look for any uneven movement, speed and vibration.
10 Do not climb on to moving hatch covers.
11 Apply the securing devices.
IMPORTANT: DO NOT over-tighten the securing devices – the quick-acting cleats or the bolts and
screws at meeting joints. Over-tightening can deform the rubber washers of the cleats, causing them
to become less flexible and the whole system too rigid. Excessive tightening of bolts at the meeting
joint may cause other cross-joints of a panel set to be pulled open.
12 Switch off the power.
20
OPERATION OF HATCH COVERS IN EXTREME

WEATHER CONDITIONS
It’s not always possible to operate hatch covers in calm weather or in port. Here’s a
brief guide to operating hatch covers in extreme conditions.
COLD WEATHER
At low temperatures, the hydraulic oil thickens and the efficiency of the hydraulic system can drop
to the point that hatch covers cannot be effectively opened or closed. In these conditions, hatch
cover hydraulic systems must be continuously operated in order to raise oil temperature. It may be
necessary to start hydraulic pumps and operate control valves regularly several hours before the
first hatch cover set is to be opened or closed.
Any electric or steam heaters fitted adjacent to hatch cover hydraulic pump stations must be turned
on before the ambient temperature drops to below, say, 5º C.
If vessels continuously operate in cold climates, special grease must be used for hatch cover
moving parts such as wheels, hinges etc. That’s because in cold weather the grease thickens and
prevents smooth operation of moving parts leading to premature wear and steel-to-steel friction.
All snow and ice should be removed from hatch cover panels as the additional weight may
overwhelm the hatch panel lifting or operating mechanisms.
Please also consult the manufacturer’s guidelines and operating manual.
HOT WEATHER
Conversely to the above, with high temperatures, hatch cover hydraulic system oil loses viscosity
and must be kept as cool as possible. Hydraulic pump stations aboard are usually fitted with sea
water or air cooled oil coolers and these must be checked for efficient operation and put into
operation well in advance.
Under high temperatures, the grease used in hatch cover moving parts will melt and run. Either
a special high temperature grease must be utilised or the existing greasing points must be
continuously topped up when the ambient temperature exceeds, say, 25º C. The melting grease
must not be allowed to cause a safety or pollution hazard.
Once again, please consult the manufacturer’s guidelines and operating manuals.
21
OPERATION OF HATCH COVERS IN EXTREME

WEATHER CONDITIONS
HEAVY RAIN AND THUNDER
Opening of hatch covers after heavy rain needs special care as water lying on top of folding panels
can drain into the cargo hold and damage the cargo. All water should be removed. Make sure that
external water drain channels fitted to the covers should be clean and free from holes to allow
rainwater to drain away safely on to the main deck.
Closing of hatch covers during an approaching thunderstorm is often carried out with too much
haste and less concern for safety. Make sure you allow enough time. A good weather watch is
useful and a procedure should be agreed with stevedores to ensure human safety and cargo
protection.
HIGH WINDS
For smaller vessels fitted with folding covers the open panels can create a "sail effect" which can
adversely affect the ship's stability. This should be taken into account prior to opening the panels.
22
TESTING FOR WEATHER-TIGHTNESS

AND WATER-TIGHTNESS
Hatch covers are generally more rigid than hatch coamings, so when the ship flexes
during bad weather, water seepage may occur. This is one of the main reasons for
weather-tightness problems. Water-tightness cannot be achieved by the hatch
cover packing rubbers and compression bars alone. Only the combined action of all
hatch cover parts allows a water-tight seal to be achieved.
To ensure that hatch covers do not let in water, either from the sea or from rain or storms, it’s
necessary to test regularly for water-tightness before loading cargo or leaving port.
The most common testing methods are:

• Hose testing can establish whether water is leaking into a hold or not.
• Ultrasonic testing can discover whether the hatch covers will still be weather-
tight when the ship is working in a seaway.
HOSE TESTING
A hose test should be carried out with water delivered at a pressure of between 2-3 bar, and
from a hose nozzle of 20-30 mm in diameter. The jet of water should be directed
straight at the hatch cover from a distance of between 1-1.5 metres
with the operator walking at a speed of 1-2 m/sec.
23

AND WATER-TIGHTNESS
Hose tests are based on the principle that where there is contact between the compression bar and
the packing rubber, water will not be able to pass through.
The most common method of testing is to use a hose directed at the cross-joint seals and around
the edge of the covers to identify any leaks. This should be done with the securing devices in place.
A more effective method of hose testing consists of blocking the inter-panel void spaces in order to
build up a head of water on the cross joints and monitor for water leaking from the drain valves or
into the holds.
IMPORTANT: This test is not foolproof. Even if no water ingress is observed during the hose test, the hatch
covers may still leak when the ship is flexing at sea.
If hatch covers or sealing systems are defective, water generally accumulates in the drain channel
before it leaks into the hold. So in many cases, minor leaks may be drained off via the drain
channels. You will need to check and monitor leakage from the drain valves.
To check whether the system is working, simply fit a plastic bag to the drain valve prior to beginning
the hose test. Any water collected in the plastic bag means that the drain valve is working properly
and that the channels are clear. It also means that the hatch covers are not tight and leaking.
24

AND WATER-TIGHTNESS
ULTRASOUND TESTING
Even after a successful hose test, there may be many instances of hatches still
leaking once the vessel has put to sea.
That’s because a hose test detects lack of contact between the rubber packing and the compression
bar. Where there is no contact, the water passes through. But it is not just the contact that
determines water-tightness. The effectiveness of the seals is due to the degree of compression
between the compression bar and the rubber packing.
So testing for contact between the compression bars and the packing rubber alone is not sufficient.
The compression should also be monitored. It’s the compression which keeps the hatches water-
tight when the ship’s hull is flexing. This is where ultrasound testing comes in.
Ultrasound testing with equipment approved by class type is based on the fact that wherever air
might pass through gaps, ultrasound will pass as well.
A transmitter, which generates ultrasonic sound waves, is placed inside a cargo hold. When the
holds are closed and the hatches battened down, the surveyor – carrying the testing equipment –
walks over the hatch panel intersections and around the perimeter of the hatch in order to detect
any locations where ultrasound is passing through.
The readings are compared with a previously determined ‘open hatch value’ – the strength of the
ultrasound signal at coaming level – to see if any leaks are evident in terms of loss of compression.
Ten per cent of the open hatch value is normally considered to be the point where compression has
been lost to the extent that it can be assumed that the rubber packing has lost its resilience - or
has been damaged in such a way that it will not compensate for movement while at sea.
Ultrasound testing can, therefore, be more effective than hose testing. Furthermore, the use of
ultrasonic waves allows areas where lack of compression exists to be pinpointed, providing a good
basis for preventative maintenance.
25

AND WATER-TIGHTNESS
Other advantages of ultrasound testing are that:
• It can be used for either empty or loaded holds.

• It can be operated in all weather conditions.
• It reduces the risk of pollution.
• The procedure can be carried out by one person.
IMPORTANT: All readings and any follow-up action should be recorded as the information may prove to be
useful in the event of cargo claims.
OTHER TESTING METHODS

Visual observation
Look for evidence of water ingress in the cargo and hold when the hatch covers are opened.
Presence of leakage traces on the inner hatch coaming plate and on top of the cargo are a clear
sign that water infiltration has occurred.
Chalk test
Chalk is applied to the coaming and cross-joint compression bars. Closing and battening down the
hatch covers leaves an imprint on the rubber packing. No mark means that no contact exists.
Air test
The hold to be tested is pressurised and the joints of areas to be monitored are covered with a soap
solution. Bubbles in the soap indicate that air is passing through the area being tested.
Light infiltration test

A quick look inside the hold to see if any light from the outside is passing through the hatch covers.
Light passing through will have a typical ‘diamond’ like appearance.
26
HATCH COVERS AT SEA

Hatch covers need to be strong to resist the dynamic forces exerted by heavy seas
breaking over them. Heavy seas also cause a vessel to flex. This is entirely normal.
Ships are designed to hog, sag and twist at sea to minimise the stresses on the hull.
In other words, the hull is not a rigid structure.
The shape of the hull also alters with the weight and distribution of the cargo and even with water
pressure as the vessel’s draft changes during loading.
If hatch covers are to continue to work under these harsh conditions, they must be checked and
maintained regularly during the voyage, paying particular attention to the forward 25% of the ship’s
length where sea loads are normally greatest.
At sea, particularly before and after periods of heavy weather, all cleats and securing devices
should be checked to ensure they are still tight.
REPLACING BLOCKED DRAIN VALVES

The drain valves, which should be fitted with threaded fire caps, are designed to work as non-return
devices. They often get clogged by the cargo or fail completely. In these circumstances, for non-
combustible or cement-type cargo, it’s quite common for the valves to be replaced by a length of
fire hose. It’s an effective measure as long as the length of hose is sufficiently long to bend back on
itself freely.
CAUTION!
Use of sealing tape. Hatch sealing tape may be applied to the cross joints and sides of the
covers as an additional precaution or if required by Charterers. However, its use may accelerate
corrosion and the tape may be washed away by heavy weather. It can give a false sense of security
and make matters worse by preventing water flowing away freely. It can also promote deterioration
of the hatch top plate edges and enhance corrosion in inter-panel void spaces. Most importantly, it
should never be used as a cheap substitute for repairs.
Use of high expansion foam. This might be thought of as an ideal way to seal the perimeter of
the hatch covers, but there is actually very little adhesion to the coaming table, so the foam can be
washed away. It might also expand to block the drain channels and can also raise and pull hatch
covers apart and push them upwards, increasing the possibility of leakage. There is also the risk of
the foam contaminating the cargo, a particular problem with edible produce.
27
ASSESSMENT QUESTIONS
NOTE: Some questions may have more than one correct answer.
Q1 IN ORDER TO FAMILIARISE YOURSELF WITH THE CORRECT AND SAFE

OPERATION OF THE HATCH COVER ARRANGEMENTS ON BOARD OF YOUR
SHIP, YOU SHOULD:
a) Consult the manufacturer’s hatch cover manual
b) Ask the officer in charge to explain how the hatch covers work
c) Try to operate the hatch covers yourself and find out how the system works
by trial and error
Q2 WHEN OPERATING HATCH COVERS, IT IS IMPORTANT THAT:

a) The procedures specified in the manufacturer’s manual for the hatch covers
are always observed
b) Safety precautions and safe working practices are strictly followed
c) You hold an STCW certificate for hatch cover operations
Q3 IN ORDER TO REMAIN WATER-TIGHT, HATCH COVERS MUST:

a) Not move at all when secured to the hatch coamings
b) Not move at all when the ship is flexing at sea
c) Move slightly when secured to the hatch coamings to allow for the ship
flexing at sea
Q4 IN ORDER TO IDENTIFY AND CORRECTLY DESCRIBE A HATCH COVER

SYSTEM, YOU SHOULD UNDERSTAND:
a) The type of hatch covers fitted
b) How the hatch covers are opened, closed and secured
c) Typical hatch cover components and their purpose
Q5 IN ORDER TO PREVENT THE INGRESS OF WATER, HATCH COVERS REQUIRE:

a) An effective sealing system
b) An efficient drainage system
c) An efficient opening and closing system
28
Q6 IN ORDER TO BE EFFICIENT, THE RUBBER PACKING NEEDS TO:
a) Be flexible and resilient
b) Be hard and resilient
c) Show a deep permanent imprint
Q7 STEEL-TO-STEEL CONTACT:
a) Means that the hatch covers are supported by steelwork so that their full weight
is not borne by the rubber packing
b) Avoids over-compression of the rubber packing
c) Maintains the resilience of the rubber packing
d) Adds to the strength of the hatch covers
Q8 WHEN THE RUBBER PACKING SHOWS A DEEP PERMANENT IMPRINT OR

IS PERMANENTLY DEFORMED, THIS MEANS THAT:
a) The steel-to-steel contact arrangements are worn beyond their design limits
b) The rubber packing has lost its elasticity
c) The hatch covers are tight
d) The securing cleats have been over-tightened
Q9 IN ORDER TO ENSURE THAT THE HATCH COVERS ARE MAINTAINED IN

GOOD CONDITION AND IN A PROPER MANNER:
a) Every opportunity should be taken to inspect the hatch covers when they are
open in port
b) Hatch covers should always be repaired with original spare parts
c) A written record of inspections, tests, maintenance, repairs and spare parts
should be kept.
Q10 GOOD PRACTICE MEANS THAT HATCH COVERS SHOULD BE:

a) Opened and closed by one person only
b) Inspected and maintained regularly
c) Tested frequently
29
Q11 IN ORDER TO MAINTAIN THE RUBBER PACKING IN GOOD CONDITION AND
TO AVOID FRICTION:
a) A thin film of grease approved by the manufacturer should be applied regularly
to the rubber packing
b) The rubber packing should be well lubricated with any type of grease available
on board
c) The rubber packing should be cleaned to remove dirt and the remnants of
previous cargoes
Q12 IN ORDER TO MAINTAIN WATER-TIGHTNESS, THE RUBBER PACKING

SHOULD:
a) Be compressed to the design compression specified by the hatch cover
manufacturer
b) Be very hard
c) Just touch (or “kiss”) the compression bar gently
Q13 MINOR DAMAGE TO COMPRESSION BARS, SUCH AS MINOR CUTS AND

GOUGES:
a) Are usually acceptable and should not affect the sealing ability of the hatch cover
system
b) Should be added to the list of dry-dock repairs
c) Are unacceptable as compression bars must always be completely straight,
level and structurally sound
Q14 BEARING PADS:

a) Transmit vertical forces from the hatch covers to the coaming structure
b) Ensure that the hatch covers are in the optimum sealing position
c) Allow movement between the hatch covers and the hatch coamings when the
ship begins to flex at sea
d) Allow the desired compression to be regulated
30
Q15 THE INBOARD (OR DOUBLE) DRAINAGE CHANNEL:
a) Is the last safety barrier against water ingress
b) Is the first safety barrier against water ingress
c) Should be cleaned to remove dirt, scale and cargo debris before the hatch covers
are closed and secured
Q16 LOCATORS:
a) Are used to ensure steel-to-steel contact
b) Guide the panels into their correct closing position
c) Should be flexible
Q17 STOPPERS:
a) Restrict the movement of the panels both transversely and longitudinally
b) Are fitted to the trackway to prevent the covers from overrunning the edge of the
hatch coaming
c) Should not have any clearance
Q18 THE USE OF FLEXIBLE HOSES AS A SUBSTITUTE FOR AN APPROVED

NON-RETURN DRAINAGE SYSTEM:
a) Is good practice and is strongly recommended
b) May be accepted as a temporary solution only
c) Is bad practice - they should never be used.
Q19 APART FROM AFFECTING THE OPERATIONAL STATUS OF A HATCH COVER

SYSTEM, LEAKING HYDRAULIC FLUID IS ALSO:
a) A slip and fall hazard
b) A pollution hazard
c) An indication that the hydraulic fluid is too thin
d) A cargo contamination risk
31
Q20 WHEN OPENING OR CLOSING THE HATCH COVERS, THE FOLLOWING
SHOULD ALWAYS BE MONITORED CLOSELY:
a) Signs of uneven or unusual movement
b) The temperature of the hydraulic oil
c) The speed of operation
d) Vibration
Q21 QUICK ACTING CLEATS:

a) Are used to ensure steel-to-steel contact
b) Should allow the panels to move to a limited extent
c) Are used to hold the panels in place when at sea
d) Should be tightened very hard in order to prevent the panels from moving at sea
e) Should be closed in a specific order
Q22 HOSE TESTING FOR CLASSIFICATION SOCIETY PURPOSES SHOULD BE

CARRIED OUT:
a) At a pressure of 2-3 bars, aiming the hose at the cross joints and the perimeter
of the hatch covers
b) By means of the Emergency Fire Pump
c) At a speed of 1-2 metres/second (walking pace)
d) With a 20-30 mm diameter hose fitted with a 12 mm diameter nozzle
Q23 WHEN HOSE TESTING, THE FIRST INDICATION THAT HATCH COVERS ARE
NOT WATER-TIGHT IS IF WATER IS SEEN:
a) Dripping from the drain valves
b) Leaking into the cargo hold
c) Dripping into the cargo hold and from the drain valves simultaneously
32
Q24 THE MAIN ADVANTAGES OF HOSE TESTING ARE THAT:
a) It requires no specialised equipment
b) Extensive training is not necessary
c) It is foolproof
d) Evidence of leakage requires no explanation
Q25 THE MAIN DRAWBACKS OF HOSE TESTING ARE THAT:

a) The test is only an indication of contact, not compression
b) If leakage occurs, any cargo in the hold might be damaged
c) Debris and oil on deck may be washed overboard causing pollution
d) The test cannot be carried out properly in sub-zero temperatures
e) It is difficult to locate the precise area of leakage
f) The test can only be carried out in daylight
Q26 ULTRASONIC TESTING FOR CLASSIFICATION SOCIETY (AND PERHAPS P&I)

PURPOSES SHOULD BE CARRIED OUT:
a) By a properly trained and certificated operator
b) By a Classification Society surveyor only
c) Using equipment type-approved by Class
d) Using properly calibrated equipment
Q27 THE MAIN ADVANTAGES OF ULTRASONIC TESTING ARE THAT:

a) There is no risk to cargo already inside the hold
b) There is no risk of polluting the dock water
c) The exact location of a leak, or lack of compression, can be pinpointed easily
d) Anyone can use it
e) It provides an indication of compression as well as contact
33
Q28 WHEN INSPECTING HATCH COVERS, IT IS RECOMMENDED THAT:
a) A visual inspection is carried out together with an approved tightness test
b) Only a visual test is carried out
c) Only a tightness test is carried out
Q29 THE USE OF HATCH SEALING TAPE, EXPANSION FOAM OR OTHER TYPES
OF SEALANTS:
a) Is good practice and is recommended where possible
b) Is a useful way of postponing hatch cover repairs
c) May accelerate corrosion in areas of contact
d) May be used as an additional precaution if the hatch covers are in good condition
and water-tight.
Q30 IN ORDER TO PROVE THAT DUE DILIGENCE HAS BEEN EXERCISED,

THE FOLLOWING DOCUMENTS AND RECORDS SHOULD BE AVAILABLE
ON BOARD:
a) Manufacturer’s manual for the hatch covers
b) Records of inspections, maintenance and repairs
c) Hatch cover test reports
Q31 PACKING RUBBERS SHOULD BE REPLACED:

a) If they have a permanent imprint
b) If there is a permanent imprint which exceeds the manufacturer’s specified
design limits
c) Every 2 years
Q32 WHEN HATCH COVERS HAVE BEEN OPENED:

a) The hatch cover panel securing devices should be engaged immediately
b) The hydraulic power unit should be left running
c) Extra chains, ropes or lashings should be applied as an additional precaution
34
Q33 IF THE RUBBER PACKING SUSTAINS LOCAL DAMAGE (EG A CUT OR TEAR):
a) An insert of less than 50 cms in length should be fitted
b) An insert of between 50-100 cms in length should be fitted
c) No repairs are necessary if the damaged area is less than 10 cms in length
Q34 WHEN REPLACING THE RUBBER PACKING:

a) Moulded pieces should be fitted first, before the linear rubber
b) The retaining channels should be cleaned and painted before the new rubber
packing is fitted
c) It should not be glued into place if the rubber packing fits tightly within the
retaining channel
d) It should be glued into place using an adhesive approved by the manufacturer
Q35 A BACKING STRIP IS:

a) A small rubber strip placed within the retaining channel in order to increase
compression
b) Just another term for “rubber packing”
c) Rubber that is resistant to mineral oil
Q36 AN END PIECE IS:

a) A short, solid rubber strip, usually fitted to the end of the perimeter seal, which
comes in contact with the opposite panel (“nosing”)
b) A device which prevents the hatch covers from overrunning the edge of the
coaming table
c) The end of the hatch coaming
Q37 A PERMANENT IMPRINT IS:

a) A deep mark in the rubber packing left by the compression bar which does not
spring back into shape afterwards
b) Another term for “design compression”
c) A rubber packing design feature which ensures that the compression bar
provides a water-tight seal
35
Q38 WHEN THE IMPRINT ON THE RUBBER PACKING IS TO THE LEFT OR
RIGHT OF THE CENTRELINE, THIS MEANS THAT:
a) The hatch cover panels are misarranged
b) The rubber packing should be replaced
c) The hatch cover panels are working normally
Q39 HATCH COAMING BRACKETS SHOULD BE CHECKED REGULARLY FOR:

a) Deformation
b) Wastage
c) Cracks (especially at the base)
Q40 WHEN TESTING HATCH COVERS FOR TIGHTNESS:

a) All openings should be checked
b) A visual inspection should be carried out after the test
c) A visual inspection does not need to be carried out if the results of the test
are satisfactory
Q41 WHEN DAMAGED COMPRESSION BARS ARE REPAIRED, CARE SHOULD BE

TAKEN TO ENSURE THAT:
a) The surface of the repaired section is completely smooth
b) The thickness of the repaired section is the same as the thickness of the original
compression bar
c) There are no height differences between the old and new sections, particularly
at the joints
Q42 THE PRESENCE OF RUST STREAKS ON THE INNER HATCH COAMING

PLATING:
a) Is normal as hatch covers always leak slightly in way of the cross joints
b) Indicates that the hatch covers are not tight and have leaked
c) Means that painting is required to avoid other people noticing that hatch covers
have been leaking
36
Q43 IF A HOLE IS FOUND IN THE HATCH TOP PLATING:
a) The hole should be covered with hatch sealing tape
b) A doubler plate should be welded over the hole
c) An insert repair should be carried out under Class supervision
Q44 CRACKS FOUND IN THE HATCH COAMING OR COAMING BRACKETS:

a) Should be repaired without notifying Class
b) Should be repaired under Class supervision
c) Are acceptable if they are less than 5 cms in length
Q45 THE HYDRAULIC OIL IN THE HATCH COVER POWER UNIT SHOULD:
a) Be replaced automatically every 2 years
b) Be analysed regularly and replaced as necessary
c) Always be kept at 35°C
Q46 IF THE COMPRESSION BAR IS CORRODED:

a) Hatch sealing tape may be placed on top of the compression bar to make it
smooth again
b) A piece of rubber hose slit lengthwise may be fitted over the top of the
compression bar to make it smooth again
c) The scale should be chipped off, the compression bar should be coated and
the hatch covers should be adjusted as necessary
37
SUMMARY
Inspection, operation and maintenance of hatch covers is not particularly complex.
But it is vital for the safety and protection of crew, ship and cargo.
Inspection
Use time in port to carry out a thorough inspection of hatch covers and all component parts. These
include the important steel-to-steel contact surfaces, bearing pad contacts and rubber packing.
Maintenance
Regular maintenance is essential, including:
• Clearing component parts of rust and debris.
• Making repairs and replacements where necessary.
• Painting and greasing relevant parts.
Be sure to keep a written record of inspections and maintenance.
Operation
Observe every precaution in opening and closing hatch covers. Death and serious injury have
sometimes occurred where strict procedures were not followed. Don’t let yourself or your
crewmembers become casualties.
WATER-TIGHTNESS
In port
Check for leaks by carrying out a hose test; alternatively use ultrasound equipment to test
compression.
At sea
Continue to monitor and check hatch covers and securing devices during the voyage to ensure they
remain effective.
38
FURTHER READING VIEWING

BIBLIOGRAPHY
Hatch Cover Inspections – Walter Vervloesem (The Nautical Institute)
Hatch cover maintenance and operation – North of England P&I Club
Holds and hatch covers – A Bilbrough & Co Ltd
VIDEO/DVD PROGRAMMES
Videotel training package “Operation and Maintenance of Hatch Covers” (Cat No 506)
39
APPENDIX ONE
NEW IMO REGULATIONS ON HATCH COVERS
GUIDELINES FOR BULK CARRIER HATCH COVER SURVEYS AND
OWNER’S INSPECTIONS AND MAINTENANCE
1 The Maritime Safety Committee, at its seventy-sixth session (2 to 13 December 2002), considered
recommendations for decision-making emanating from several formal safety assessment (FSA)
studies on bulk carrier safety covering all aspects of design, equipment and operation of these
ships. In particular, while recognizing that replacing hatch covers in existing bulk carriers would
not be cost-effective, the Committee agreed that more attention should be paid to hatch cover
securing mechanisms and the issue of horizontal loads, especially with regard to maintenance and
frequency of inspection.
2 The Committee, at its seventy-seventh session (28 May to 6 June 2003), having considered a
recommendation made by the Sub-Committee on Ship Design and Equipment at its forty-sixth
session, approved the Guidelines for bulk carrier hatch cover surveys and owner’s inspections and
maintenance, set out in the annex.
3 Member Governments are invited to ensure that companies, as defined in the ISM Code, that
operate bulk carriers flying their flag are made aware of the need to implement regular
maintenance and inspection procedures for hatch cover closing mechanisms in existing bulk
carriers in order to ensure proper operation and efficiency at all times, as provided in the annexed
Guidelines.
4 Member Governments are further invited to ensure that classification societies acting on their
behalf that are involved in the survey of bulk carrier hatch covers are also made aware of, and
observe, the survey procedures outlined in the Guidelines.
ANNEX
1 Application
These Guidelines are intended primarily for large steel hatch covers on bulk carriers to which
SOLAS chapter XII applies. However, they may also be relevant to other minimum freeboard ship
types having steel covers in exposed positions.
2 Design considerations
2.1 Recent research has quantified the magnitude of sea load pressures acting on the side and
end faces of hatch covers and on hatch coamings. This has revealed substantial green sea
loading pressures which may generate lateral forces well in excess of the capability of some
hatch cover securing devices. These forces cause significant loading on hatch cover travel
stops and securing devices, and are only partially resisted by frictional and cleating forces.
2.2 The strength of securing devices of hatch covers on all ships should therefore be reviewed by
the Administration. The review should ensure that the weathertightness of each cover is not
likely to be impaired having regard to the service in which the ship is engaged and the location
of the hatchway. Where hatch covers or coamings undergo substantial repair, the strength of
securing devices should be brought up to the relevant standard for new construction.
40
APPENDIX ONE
2.3 Hydraulic cleating systems are generally preferable to manual cleats from the operability
standpoint on large hatch covers. Where hydraulic cleating is used, the system should be
protected against release by incorporating mechanical securing devices.
IACS Recommendation 14 contains such guidance.
2.4 The cleating and securing devices should be designed or otherwise arranged to be readily
visible, so as to facilitate checking proper and complete securing of hatch covers during a
voyage.
2.5 Manufacturers should provide recommendations on the safe operation, inspection,
maintenance and repair of each type of hatch cover fitted, with a recommended list of spare
parts to be carried aboard. This guidance should include recommendations for the periodic
renewal of components subject to wear or ageing. A maintenance record sheet should also be
provided to document owner’s inspections and maintenance planning in accordance with the
International Safety Management Code (ISM Code).
3 Maintenance of hatch covers and hatch opening, closing, securing and sealing systems
3.1 Lack of weathertightness may be attributed to:
1 normal use of the hatch cover system, such as deformation of the hatch coaming or cover
due to impact, wear of the friction pads where fitted, or wear and tear of the cleating
arrangement which may be corrected by a rebuild to restore the original specification; or
2 lack of maintenance such as corrosion of plating and stiffeners due to breakdown of
coatings, lack of lubrication of moving parts; cleats, joint gaskets and rubber pads in need
of replacement, or replaced with incorrect specification parts.
3.2 Insecure hatch covers may be particularly attributed to damage or wear of securing devices,
and incorrect adjustment, hence incorrect pre-tension and load sharing, of cleating systems.
3.3 Shipowners and operators should institute a programme of maintenance. This maintenance
should be directed to:
1 protecting exposed surfaces of plating and stiffeners of hatch covers and coamings in
order to preserve overall structural strength;
2 preserving the surface of trackways of rolling covers, and of compression bars and other
steel work bearing on seals or friction pads, noting that surface smoothness and correct
profile are important for reducing wear rates on these components;
3 maintaining hydraulic or mechanically powered opening, closing securing or cleating
systems in accordance with manufacturers recommendations;
4 maintaining manual cleats in adjustment, with replacement on significant wastage, wear
or loss of adjustment capability;
5 replacing seals and other wear components in accordance with manufacturers
recommendations, noting the need to carry aboard or obtain such spares of correct
specification, and that seals are designed for a particular degree of compression,
hardness, chemical and wear resistance; and
41
APPENDIX ONE
6 keeping peripheral and cross joint drains, where fitted, in working order, noting that any
drains fitted to the inboard side of seal lines will have non-return valves for prevention of
water ingress to holds in the event of boarding seas.
3.4 It is recommended that renewal of components such as seals, rubber washers, peripheral and
cross joint cleats are made at least as a panel set, to facilitate equalisation of securing loads.
3.5 Shipowners and operators are recommended to maintain a record of maintenance, and
component replacement, to facilitate statutory surveys by the Administration. All major repairs
should be undertaken only after consultation with the hatch cover manufacturer and with the
approval of the Administration. Hatch cover maintenance plans should form part of a ship’s
safety management system as referred to in the ISM Code.
3.6 Where a range of cargoes carried requires different gasket materials, a selection of gasket
materials of the correct specification should be carried aboard, in addition to other spares.
3.7 At each operation of a hatch cover, the cover, and in particular bearing surfaces and drainage
channels, should be free of debris and as clean as practicable.
3.8 Attention is drawn to the dangers of proceeding to sea without fully secured hatch covers.
Securing of all covers should always be completed before the commencement of a sea
passage. During voyages, especially on loaded passages, cover securing devices and tightness
of cleating and securing arrangements should be checked, especially in anticipation of and
following periods of severe weather.
3.9 Containers and other cargoes should not be stowed on hatch covers unless the covers are
designed and approved for such carriage. Lashings should not be secured to the covers or
coamings unless these are designed to withstand the lashing forces. It is therefore particularly
important to consult the cargo securing manual when loading on deck.
4.0 Survey of hatch covers and hatch opening, closing, securing and sealing systems
4.1 Statutory surveys of hatchcovers and their coamings are to be carried out by the
Administration as part of the annual survey required by article 14 of the International
Convention on Load Lines, 1966, as modified by the 1988 Protocol relating thereto. On ships
subject to the Guidelines on the enhanced programme of inspections during surveys of bulk
carriers and oil tankers (resolution A.744(18), as amended), these should be surveyed taking
into account the guidance in paragraph 3.3 of Annex A to the said Guidelines.
4.2 A thorough survey of hatch covers and coamings is only possible by examination in the open
as well as closed positions and should include verification of proper opening and closing
operation. As a result, at least 50% of hatch cover sets should be surveyed open, closed and in
operation to the full extent in each direction, at each annual survey. The closing of the covers
should include thefastening of all peripheral, and cross joint cleats or other securing devices.
Particular attention should be paid to the condition of hatch covers in the forward 25% of the
ship’s length, where sea loads are normally greatest.
42
APPENDIX ONE
4.3 If there are indications of difficulty in operating and securing hatch covers, additional sets
above those required by 4.2, at the discretion of the surveyor, should be tested in operation.
4.4 Owners and operators should ensure that facilities and personnel are available to perform the
required hatch cover movements during each annual survey.
4.5 It is implicit that if the hatch securing system cannot be properly operated, the ship will be
obliged to effect repairs under the supervision of the Administration. Where hatch covers or
coamings undergo substantial repairs, the strength of securing devices should comply with
IACS UR S30.
4.6 Owners and operators should be made aware that partial replacements in cleating systems
have the potential to introduce imbalance between old and new cleats. This could result in
isolated cleats being subjected to excessive loads, which may then lead to sequential failure.
4.7 For each hatch cover set, at each annual survey, the following items should be surveyed:
1 cover panels, including side plates, and stiffener attachments of opened covers, by close
up survey (for corrosion, cracks, deformation);
2 sealing arrangements of perimeter and cross joints (gaskets for condition and permanent
deformation, flexible seals on combination carriers, gasket lips, compression bars,
drainage channels and non return valves);
3 clamping devices, retaining bars, cleating (for wastage, adjustment, and condition of
rubber components);
4 closed cover locating devices (for distortion and attachment);
5 chain or rope pulleys;
6 guides;
7 guide rails and track wheels;
8 stoppers;
9 wires, chains, tensioners and gypsies;
10 hydraulic system, electrical safety devices and interlocks; and
11 end and interpanel hinges, pins and stools where fitted.
4.8 At each hatchway, at each annual survey, the coamings, with plating, stiffeners and
brackets should be checked for corrosion, cracks and deformation, especially of the
coaming tops.
4.9 Where considered necessary, the effectiveness of sealing arrangements may be proved by
hose or chalk testing supplemented by dimensional measurements of seal compressing
components.
43
APPENDIX ONE
ANNEX 2
RESOLUTION MSC.169(79) (adopted on 9 December 2004)
STANDARDS FOR OWNERS’ INSPECTION AND MAINTENANCE OF

BULK CARRIER HATCH COVERS
THE MARITIME SAFETY COMMITTEE,
• RECALLING Article 28(b) of the Convention on the International Maritime Organization concerning
the functions of the Committee,
• RECALLING ALSO SOLAS chapter XII on Additional safety measures for bulk carriers, which the
1997 SOLAS Conference adopted with the aim of enhancing the safety of ships carrying solid bulk
cargoes,
• RECALLING FURTHER that, having recognized the need to further improve the safety of bulk
carriers in all aspects of their design, construction, equipment and operation, it examined the
results of various formal safety assessment (FSA) studies on bulk carrier safety,
• RECOGNIZING that, on the basis of the outcome of the aforementioned FSA studies, replacing
hatch covers in existing bulk carriers would not be cost-effective and that, instead, more attention
should be paid to hatch cover securing mechanisms and the issue of horizontal loads, especially
with regard to maintenance and frequency of inspection,
• RECALLING that, at its seventy-seventh session, in approving MSC/Circ.1071 – Guidelines for bulk
carrier hatch cover surveys and owners’ inspections and maintenance, it invited Member
Governments to ensure that companies, as defined in the ISM Code, that operate bulk carriers
flying their flag are made aware of the need to implement regular maintenance and inspection
procedures for hatch cover closing mechanisms in existing bulk carriers in order to ensure proper
operation and efficiency at all times,
• NOTING resolution MSC.170(79) by which it adopted, inter alia, amendments to regulation XII/7
(Survey and maintenance of bulk carriers) of the Convention, where reference is made to
mandatory Standards for owners’ inspection and maintenance of bulk carrier hatch covers,
• HAVING CONSIDERED the recommendation made by the Sub-Committee on Ship Design and
Equipment at its forty-seventh session,
1 ADOPTS, for the purposes of the application of regulation XII/7 of the Convention, the
Standards for owners’ inspection and maintenance of bulk carrier hatch covers, set out in the
Annex to the present resolution;
2 INVITES Contracting Governments to the Convention to note that the annexed Standards will
take effect on 1 July 2006 upon the entry into force of the revised chapter XII of the
Convention;
3 REQUESTS the Secretary-General to transmit certified copies of this resolution and the text of
the annexed Standards to all Contracting Governments to the Convention;
44
APPENDIX ONE
4 FURTHER REQUESTS the Secretary-General to transmit certified copies of this resolution and
the text of the annexed Standards to all Members of the Organization which are not
Contracting Governments to the Convention.
1 Application
These Standards define requirements for the owners’ inspection and maintenance of cargo hatch
covers on board bulk carriers.
2 Maintenance of hatch covers and hatch opening, closing, securing and sealing systems
2.1 Lack of weathertightness may be attributed to:
1 normal wear and tear of the hatch cover system: deformation of the hatch coaming or
cover due to impact; wear of the friction pads where fitted; wear and tear of the cleating
arrangement; or
2 lack of maintenance: corrosion of plating and stiffeners due to breakdown of coatings; lack
of lubrication of moving parts; cleats, joint gaskets and rubber pads in need of
replacement, or replaced with incorrect specification parts.
2.2 Insecure hatch covers may be particularly attributed to damage or wear of securing devices,
or incorrect adjustment, and incorrect pre-tension and load sharing, of cleating systems.
2.3 Ship owners and operators shall therefore institute a programme of maintenance. This
maintenance shall be directed to:
1 protecting exposed surfaces of plating and stiffeners of hatch covers and coamings in
order to preserve overall structural strength;
2 preserving the surface of trackways of rolling covers, and of compression bars and other
steel work bearing on seals or friction pads, noting that surface smoothness and correct
profile are important for reducing wear rates on these components;
3 maintaining hydraulic or mechanically powered opening, closing, securing or cleating
systems in accordance with manufacturer’s recommendations;
4 maintaining manual cleats in adjustment, with replacement when significant wastage,
wear or loss of adjustment capability is identified;
5 replacing seals and other wear components in accordance with manufacturers’
recommendations, noting the need to carry on board or obtain such spares of correct
specification, and that seals are designed for a particular degree of compression,
hardness, chemical and wear resistance; and
6 keeping all hatch cover drains and their non-return valves, where fitted, in working order,
noting that any drains fitted to the inboard side of seal lines will have non-return valves for
prevention of water ingress to holds in the event ofboarding seas.
2.4 The equalization of securing loads shall be maintained following the renewal of components
such as seals, rubber washers, peripheral and cross joint cleats.
45
APPENDIX ONE
2.5 Ship owners and operators shall keep a Maintenance Plan and a record of maintenance and
component replacement carried out, in order to facilitate maintenance planning and statutory
surveys by the Administration. Hatch cover maintenance plans shall form part of a ship’s
safety management system as referred to in the ISM Code.
2.6 Where the range of cargoes carried requires different gasket materials, a selection of gasket
materials of the correct specifications shall be carried on board, in addition to other spares.
2.7 At each operation of a hatch cover, the cover and, in particular, bearing surfaces and drainage
channels shall be free of debris and as clean as practicable.
2.8 Attention is drawn to the dangers of proceeding to sea without fully secured hatch covers.
Securing of all covers shall always be completed before the commencement of a sea passage.
During voyages, especially on loaded passages, cover securing devices and tightness of
cleating and securing arrangements shall be checked, especially in anticipation of, and
following periods of, severe weather. Hatch covers may only be opened on passage, when
necessary, during favourable sea and weather conditions; imminent weather forecasts shall
also be considered.
2.9 Operators shall consult the Cargo Securing Manual when planning the loading of containers
or other cargo on hatch covers and confirm that they are designed and approved for such
loads. Lashings shall not be secured to the covers or coamings unless these are suitable to
withstand the lashing forces.
3.0 Inspection of hatch covers and hatch opening, closing, securing and sealing systems
3.1 Statutory surveys of hatch covers and their coamings are carried out by the Administration as
part of the annual survey required by article 14 of the International Convention on Load Lines,
1966, as modified by the 1988 Protocol relating thereto and in accordance with the
requirements for Enhanced Surveys contained in resolution A.744(18), as amended. However,
the continued safe operation is dependent on the shipowner or operator instituting a regular
programme of inspections to confirm the state of the hatch covers in between surveys.
3.2 Routines shall be established to perform checks during the voyage, and inspections when the
hatch covers are opened.
3.3 Voyage checks shall consist of an external examination of the closed hatch covers and
securing arrangements in anticipation of, and after, heavy weather but in any event at least
once a week, weather permitting. Particular attention shall be paid to the condition of hatch
covers in the forward 25% of the ship’s length, where sea loads are normally greatest.
3.4 The following items, where provided, shall be inspected for each hatch cover set when the
hatch covers are opened or are otherwise accessible on each voyage cycle, but need not be
inspected more frequently than once per month:
1 hatch cover panels, including side plates, and stiffener attachments of opened covers for
visible corrosion, cracks or deformation;
2 sealing arrangements of perimeter and cross joints (gaskets, flexible seals on combination
carriers, gasket lips, compression bars, drainage channels and non-return valves) for
condition and permanent deformation;
46
APPENDIX ONE
3 clamping devices, retaining bars and cleating for wastage, adjustment, and condition of
rubber components;
4 closed cover locating devices for distortion and attachment;
5 chain or wire rope pulleys;
6 guides;
7 guide rails and track wheels;
8 stoppers;
9 wires, chains, tensioners and gypsies;
10 hydraulic system, electrical safety devices and interlocks; and
11 end and inter-panel hinges, pins and stools where fitted.
As part of this inspection, the coamings with their plating, stiffeners and brackets shall be
checked at each hatchway for visible corrosion, cracks and deformation, especially of the
coaming tops and corners, adjacent deck plating and brackets.
47
APPENDIX TWO
HATCH COVER INSPECTION LIST
Name of ship
Inspection date
Place
Hatch cover type
No. of hatches
VISUAL INSPECTION (in alphabetical order, not in order of importance)
Access hatches
Anti-lift/hold down devices
Balancing rollers
Bearing pads
Cement/grain loading ports
Cleats (perimeter securing devices)
Coaming compression bars
Coaming drain channels
Coaming plating (inner)
Coaming plating (outer)
Coaming stays & stiffeners
Coaming table
Cross joint compression bars
Cross joint drain channels
Cross joint securing devices
Drain pipes
Drain non-return valves
Drain valve fire caps
EMY opening arrangements
48
APPENDIX TWO
Gas sampling points

Hatch cover hinges
Hatch cover side/end plating
Hatch cover top plating
Hatch cover stiffeners/structure
Hatch cover undersides
Hydraulic cylinder pedestals
Hydraulic cylinders
Hydraulic hoses/piping
Hydraulic system power pack
Inboard hatch rim
Locators
Opening system
(wires, chains, rack/pinion…)
Operator’s stand/controls
Panel connection devices
Panel hinges
Panel wheels
Panel /pontoon lifting lugs
Perimeter securing devices (cleats)
Previous sealing (tape, foam….)
Rubber packing (incl. end/corner pcs)
Rubber packing retaining channels
Safety devices
Spare parts
Stoppers
Stowing track
Track way/-table
Ventilators
49
APPENDIX TWO
TESTS
Chalk test
Hose test
Leakage traces on coaming plating
Light infiltration
Ultrasonic test
DOCUMENTS
Class Certificate
Hatch cover manual
Last test report (3rd party)
Last test report (ship)
Loadline certificate
Maintenance manual
Safety Construction Certificate
Remarks/Notes
50
ASSESSMENT ANSWERS
Q1 a) b) Q24 a) b) d)
Q2 a) b) Q25 a) b) c) d) e)
Q3 c) Q26 a) c) d)
Q4 a) b) c) Q27 a) b) c) e)
Q5 a) b) Q28 a)
Q6 a) Q29 c) d)
Q7 a) b) c) Q30 a) b) c)
Q8 a) b) Q31 b)
Q9 a) b) c) Q32 a)
Q10 b) c) Q33 b)
Q11 a) c) Q34 a) b) d)
Q12 a) Q35 a)
Q13 c) Q36 a)
Q14 a) b) c) d) Q37 a)
Q15 a) c) Q38 a)
Q16 b) Q39 a) b) c)
Q17 a) Q40 b)
Q18 b) Q41 a) b) c)
Q19 a) b) d) Q42 b)
Q20 a) c) d) Q43 c)
Q21 b) c) e) Q44 b)
Q22 a) c) d) Q45 b)
Q23 a) Q46 c)
51
p r o d u c t i o n s
84 NEWMAN STREET, LONDON W1T 3EU
TELEPHONE +44(0)20 7299 1800
FACSIMILE +44(0)20 7299 1818
E-MAIL mail@videotelmail.com
WEB www.videotel.co.uk

Hatch Covers - A Practical Guide

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Hatch Covers - A Practical Guide

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84 NEWMAN STREET, LONDON W1T 3EU

THE PRODUCERS WOULD LIKE TO ACKNOWLEDGE THE ASSISTANCE OF

CONSULTANT: Walter Vervloesem, IMCS Antwerp

PRODUCER: Peter Wilde

WRITER/DIRECTOR: Graham Buchan

PRINT AUTHOR: Alan Palmer

HATCH COVER PROPERTIES 6

HATCH COVER TYPES AND STRUCTURES 7

HATCH COVER OPERATING SYSTEMS 9

INSPECTING AND MAINTAINING HATCH COVERS 12

SAFE OPERATION OF HATCH COVERS 18

OPERATION OF HATCH COVERS IN EXTREME WEATHER CONDITIONS 21

TESTING FOR WEATHER-TIGHTNESS AND WATER-TIGHTNESS 23

HATCH COVERS AT SEA 27

APPENDIX ONE: NEW IMO REQUIREMENTS FOR BULK CARRIERS 40

APPENDIX TWO: HATCH COVERS CHECKLIST 48

INFORMATION FOR ONBOARD TRAINERS

OTHER USEFUL INFORMATION

HATCH COVER PROPERTIES

Heavy Strong Water-tight

HATCH COVERS ARE HEAVY

HATCH COVERS NEED TO BE STRONG

HATCH COVERS MUST MAINTAIN WATER-TIGHTNESS

HATCH COVER TYPES AND STRUCTURES

Folding Lift away Roll-up

MULTI-FOLDING – ‘FOLDLINK’ AND ‘FOLDTITE’

PIGGY-BACK/LIFT AND ROLL

HATCH COVER TYPES AND STRUCTURES

Side rolling Single pull Stacking covers

STEEL PONTOON – LIFT AWAY TYPE

HATCH COVER OPERATING SYSTEMS

Chains Wires Rack and pinion Hydraulics

RACK AND PINION

TYPICAL HATCH COVER COMPONENT PARTS

LOCATORS AND/OR STOPPERS

TYPICAL HATCH COVER COMPONENT PARTS

INSPECTING AND MAINTAINING HATCH COVERS

INSPECTING AND MAINTAINING HATCH COVERS

INSPECTION AND MAINTENANCE: A SIMPLE GUIDE

INSPECTING AND MAINTAINING HATCH COVERS

RUBBER PACKING COMPRESSION BARS

INSPECTING AND MAINTAINING HATCH COVERS

TRACKWAYS STEEL-TO-STEEL CONTACT

INSPECTING AND MAINTAINING HATCH COVERS

DRAINAGE SYSTEMS MOVING PARTS: CHAINS, CLEATS,

INSPECTING AND MAINTAINING HATCH COVERS

SAFE OPERATION OF HATCH COVERS

1 At least two crewmembers must be involved

SAFE OPERATION OF HATCH COVERS

SAFE OPERATION OF HATCH COVERS

OPERATION OF HATCH COVERS IN EXTREME

OPERATION OF HATCH COVERS IN EXTREME

TESTING FOR WEATHER-TIGHTNESS

The most common testing methods are:

TESTING FOR WEATHER-TIGHTNESS

TESTING FOR WEATHER-TIGHTNESS

TESTING FOR WEATHER-TIGHTNESS

• It can be used for either empty or loaded holds.

OTHER TESTING METHODS

Light infiltration test

HATCH COVERS AT SEA

REPLACING BLOCKED DRAIN VALVES

Q1 IN ORDER TO FAMILIARISE YOURSELF WITH THE CORRECT AND SAFE