HATCH COVERS: KEY PARTS & THEIR FUNCTION

The efficiency of the safety barriers depends on proper functioning and good condition of a number of key parts: Seals & channels Compression bars Securing devices: Cleats & wedges Drains and non-return valves Pontoons and panels Operating mechanisms Locators/stoppers Bearing pads

Seals & channels Flexible medium between covers and coaming Most important safety barrier

Design compression Avoid overcompression (bearing pads) Permanent imprint Original make

Compression bars

Contact interface with packing rubbers Smooth Strong/thick/rounded contact edge Straight

Securing devices

Secure panels when at sea Should allow for some movement Strong (all component parts) Ensure washer is not overtightened

Drain valves: Last safety barrier in case water infiltrates through packing/compression bar interface. Free/unobstructed N/R device Fire cap

Panels

Cover up the hold opening/hatch way Structurally sound Free of corrosion/holes Free of deformations/damage

Opening mechanisms Ensure proper and correct closing Easy and smooth operation No oil leaks Safe

Locators/stoppers: Guide the panels in correct closing position (locators) Control transversal and longitudinal movement (stoppers) Structurally sound (no fractures/deformation) Correct clearance

Bearing pads

Provide steel to steel contact Maintain panels in correct sealing position Transfer weights in coaming/deck structure Allow movement of panels Properly adjusted Smooth In place Free of defects/damage

BUILDING HATCH COVERS = CHALLENGE

Taking into account hull deformations and forces acting on the vessel and hatch covers whilst the ship is at sea make it a challenge to build hatch covers that are in accordance with ICLL criteria and requirements. Weathertightness depends not only on packing rubbers, but on proper functioning of key elements = GESAMTKUNSTWERK! Work together Subject to small tolerances (mm). If one element fails, others will follow (bearing pads, wheels, hinges)

BUILDING HATCH COVERS = CHALLENGE

BUILDING HATCH COVERS = CHALLENGE

CONCLUSIONS: Heavy pieces of equipment Fine pieces of engineering tolerances in range of mm Moving parts risk for life and limb Not part of vessels structure, but fittings (bolted/connected to the deck, not welded) Float on top of the coaming More stiff than the vessels structure Do not move in unison with the vessel Need a flexible medium between hatch covers and ship /coaming to compensate for movements of ship at sea (= packing rubber) Big openings to be covered, practical problems (slight deviations = LEAK) Keeping water out requires considering Normal movements/deflexions for type of ship/trade Appropriate type of component parts (rubber, cleats, bearing pads, panels,..) Compromises

BUILDING HATCH COVERS = CHALLENGE

We have different types of hatch covers Whatever type of hatch covers we are dealing with, they all have one thing in common: When not maintained/operated properly, they are all vehicles for human and commercial disasters (accidents, loss of life, loss of ship and cargo)

Personal injury

Personal injury

Damage to woodpulp

Damage to fertilizer

Damage to steel coils

Damage to DRI

Explosion/fire

Fumigation problems/fatalities

APPLICABLE RULES AND CONVENTIONS

In many cases people do not link hatch cover issues/claims/problems to existing conventions, rules, regs, .... . Generally, leaking hatch covers are considered to be a proof of lack of due diligence (and generally this appears to be true). Due diligence does not only mean maintenance (painting, renewing packing rubber), but also requires that a number of conventions, rules and regulations are met with. Improper maintenance indicates lack of due diligence and failure to comply with, or even violating applicable rules, regs and conventions. The question here is:

DO WE KNOW THESE RULES???

APPLICABLE RULES AND CONVENTIONS

SOLAS LOAD LINES ILO MARPOL

CONVENTIONS (mainly checked by Class)

CODES
CSWP

Other Regulations/Rules
Classification

Code on Alarms and Indicators IMDG Code ISM Code ISPS Code STCW Code CSS Code Statutory (flagstate)

Industry
P&I,

H&M PSC Seaworthiness Cargoworthiness Due dilligence

APPLICABLE RULES AND CONVENTIONS

Loadline Convention (LL66) SOLAS Code of Safe Working Practice for Merchant Seamen(CSWP) International Labour (Maritime) Conventions (ILO) Class Rules .

LOADLINE CONVENTION (LL66):

LL66, Supplement ('81 edition) and Protocol ('88 edition))

International Convention on Load Lines 1966, Supplement (1981) and Protocol (1988):
Articles Annex I: Regulations for determining Load Lines Annex II: Zones, Areas, Seasonal Periods Annex III: certificates

Hatch covers (LL66 - AN 1/14-15-16).

Minimum strength of hatch covers as per ICLL 66 (Annex I/Reg 15&16) is that required to support a uniform distributed load of 1.75 MT/m for hatchways in position 1and 1.30 MT/m for hatchways in position 2.

Other openings, such as machinery space openings, ventilators, airpipes, scuttles, etcLL66 ANNEX I 17-18-19-20-21-22-23-24)

LOADLINE CONVENTION (LL66):

All ships, except; warships, fishing vessels and pleasure yachts. Checked by: Flagstate surveyors/Maritime Administrations, Class, Port State Control surveyors. Loadline certificate is issued by authorised Classification society (Delegation of Flagstates to Classification Societies). Valid for 5 years after satisfactory renewal survey & subject to proper maintenance and operation. Annual survey to be carried out +/- 3 months from anniversary date. Extension for max. 5 months after satisfactory renewal survey pending issuance of a new certificate. Exemptions for special category ships (fishing vessels, < 80 NT,)

SOLAS
SOLAS Ch. I Reg. 11 Maintenance of conditions after survey Duty to report deficiencies/damages that may impair ships safety to Administration/Class SOLAS Ch. II-1 Reg. 25-10.2 (hatch covers to be of sufficient strength). Minimum strength of hatch covers as per ICLL 66 (Annex I/Reg 15&16) is that required to support a uniform distributed load of 1.75 MT/m for hatchways in position 1and 1.30 MT/m for hatchways in position 2. SOLAS Ch. II-2 Reg. 5.1.4 (fixed firefighting installations) means for closing openings which may admit air or allow gas to escape).

SOLAS
SOLAS Ch. II-2 Reg. 53. (1.2) (exemption for fixed gas fire extinguishing system if steel hatch covers are fitted and in case cargoes which constitute a low fire risk are carried and if all ventilators leading to the cargo spaces can be closed in an effective manner) SOLAS Ch. IX (ISM): esp. Section 7 (development of plans for shipboard operations key operations re-safety & pollution prevention) and Section 10 (maintenance of ship and equipment maintenance procedures re-all items covered by class & statutory surveys)
Note: ISM = safety/environmental friendly operation/avoiding damage to third party property. Hatch covers cover each and every item of the ISM code! SMS are approved by Class but seldom include procedures for hatch cover operation, maintenance, training

CODE OF SAFE WORKING PRACTICE:

CSWP Ch. 7.4: Sound construction & material, supervision by Master resafety aspects. CSWP Ch. 17: Safe atmosphere in hold. CSWP Ch. 26: Hatch covers and access lids (checks, maintenance, training, safety)

INTERNATIONAL LABOUR ORGANIZATION

(Safety aspects and competency) ILO n 134 (prevention of accidents) ILO n 147 (minimum standards training): hatches and lifting plants.

CLASS RULES/FLAGSTATE RULES

Annual & intermediate surveys (confirm that the general condition of the vessel is maintained). Special surveys (establishing condition of structure to confirm that structural integrity is in accordance
with Class requirements and will remain fit for its intended purpose until the next special survey).

Classification societies can be appointed by Flagstates to carry out statutory surveys on their behalf. If appointed, Classification societies may act as Load Line assigning authority. This means that, in many cases, flag state items (safety/security items) are checked according to class methods, against conventional requirements/standards but not taking into account some safety aspects or industry requirements Therefore, a vessel that meets with Class and flagstate requirements might be able to sail, but not be able to trade cargo