TOPIC NO.

2
HATCH WORK
B Y: N A PA L A , R O N N A N D R E
R. BSMT II-A
CARGO WORK

With the many changing trends of cargo transportation, it

would be expected that the design and structure of cargo holds
would change to meet the needs of modern shipping. This is
clearly evident with container tonnage and the vehicle decks of
the Roll-on, Roll-off (Ro-Ro) vessels.
CARGO WORK

However, the changes in the carriage of general

cargoes have been comparatively small. This is
possible because most merchandise will suit the more
popular container or similar unit load movement.
CARGO WORK

Many types of hatch cover are now available and the

principal ones are listed in the below table where they grouped
according to their mode of operation. This table shows the most
important characteristics of each major types.
CARGO WORK
CARGO WORK
SINGLE PULL HATCH COVER
SINGLE PULL HATCH COVER
SINGLE PULL HATCH COVER

The classic modern hatch cover is the ‘single

pull’ which remains the most common of the all the
various forms now in service and may rightly be
described as the natural successor to traditional
beams and boards. This cover derives its name
from its immediate predecessor, the ‘multi-pull’
cover, which consisted of a series of individual
panels similar to those of the single pull, but
unconnected. Each panel had to be rigged before
being pulled one at a time into stowage.
SINGLE PULL HATCH COVER
The complete cover consists of a number of narrow
panels which span the hatchway and are linked together
by chains. In the closed position, the panel sides sit
firmly which takes the weight of the cover. Just inside
the side plate is a rubber gasket attached to the cover,
which rest on a steel compression bar forming a
watertight seal. Extending from the side coamings at
the end of the hatchway where the covers are stowed
are steel rails which the individual hatch panels to be
transferred to their stowage location when the hatch is
opened. Although single pull covers rarely exceed 16 m
in width, larger sizes can be manufactured.
SINGLE PULL HATCH COVER
LIFT AWAY TYPE HATCH COVER
LIFTING TYPE

Lifting type or lift away type hatch covers are

generally used on container ships, whereas rolling type
are used on bulk carriers (to be specific side-rolling).
Rolling type can be divided into end rolling, side
rolling, and piggy back & telescopic. Folding type
hatch covers are basically used on general cargo ships.
However, these may vary depending on the stowage
space and the type of cargo that is carried.
LIFTING TYPE ( STRUCTURAL COMPONENTS)
LIFTING TYPE ( STRUCTURAL COMPONENTS)

The purpose of lift-away hatch covers on container

ships is to carry deck cargo, split the container stack
between hold and deck and to prevent excessive water
ingress into the cargo hold. Depending on a container
ship’s width, one to five panels cover each hold
opening.
The weight of an individual panel can be up to 45
tonnes. Lift-away panels are handled with a spreader
using either shore-side container cranes or a vessel’s
own cranes. The panels can be stacked together on the
quay and/or on the ship’s deck.
LIFTING TYPE HATCH COVER
ROLLING TYPE HATCH COVER
ROLLING TYPE (STRUCTURAL COMPONENTS)
ROLLING TYPE (STRUCTURAL COMPONENTS)

Rolling covers usually consist of two large panels at each

hatchway. They are fitted with wheels which roll along a track
at both sides of the coaming top. Stowage rails, which may be
portable, extend this track via pillars welded to the deck.
In some installation, the wheels are not attached to the hatch
cover but to the coaming and to fixed pillars on the deck, and
the cover rolls across them. Apart from stowage location, the
principal difference between side end rolling covers is that the
joint in between side rolling panels is longitudinally and
between end rolling panels is aftwartships.
ROLLING TYPE (STRUCTURAL COMPONENTS)

Key features:
• For single and double panel solutions
• Hydraulic or electric-drive lifting operations
• Rack and pinion or chain drive types
• Manual or auto-cleating systems
• Bearing pads for ease of installation and to minimise friction
and wear
• Reliable sealing solutions to match the hull deformations
• Adjustable fittings (to compensate for wear)
• High-quality components for a long service life
• Standardised well-proven design and spares
FOLDING TYPE
FOLDING TYPE

Folding hatch covers are used on Handysize and

Handymax bulk carriers, where it is particularly important to
maximise hatch dimensions in relation to the ship’s beam.
MacGregor’s reliable and proven folding hatch cover
technology allows for efficient and safe cargo handling
operations. This is especially important in remote ports, where
maintenance services may not be available at short notice.
MacGregor hydraulic folding covers consist of two (or
more) panels, which are connected by hinges to form a folding
pair. In many cases, the hatch cover comprises two folding
pairs. One pair is stowed at the aft end of the hatch and the
other forward.
FOLDING TYPE (STRUCTURAL COMPONENTS)
FOLDING TYPE (STRUCTURAL COMPONENTS)

The folding pair is operated by hydraulic cylinders acting

directly on the end hinge arms, which are connected at stools on
the deck. When the cylinders push the end panel up from the
closed position, the cover folds and the second panel, fitted with
wheels, rolls on rails to a stowage position. The panels are usually
secured in the open position by semi-automatic locking devices
interacting with the wheel arms.
MacGregor recommends a double-skin panel design for
folding hatch cover, which provides a smooth lower surface,
making it easy to clean the inner skin that faces down towards the
cargo hold. This speeds up the cleaning process between cargoes
and enables shorter port turnarounds. A single-skin construction is
prone to collecting cargo residue, which increases cleaning work.
FOLDING TYPE (STRUCTURAL COMPONENTS)
SLIDING TYPE HATCH COVER
PIGGY BACK HATCH COVER
PIGGY BACK HATCH COVER
PIGGY BACK HATCH COVER

Piggy-back hatch covers are used when the available

deck space is insufficient to accommodate folding,
side-rolling or end-rolling covers.
This system always comprises two panels, with one
panel being raised high enough for the other to roll
underneath and to support the lifted panel on to its
‘back’. Both panels can then be rolled back and forth.
The system can either be applied to a pair of hatch
openings or to the two panels of a single hatch opening.
If the number of panels exceeds two, the system is
called ‘stacking'.
STACKING HATCH COVER

Stacking hatch covers for weather decks are

usually all hydraulic in operation and the panels move
into stowage or closure positions in a specific
sequence.
A set will comprise several panels – each of which
is fitted with a towing device that can be connected to
move the panels to and from a stacking position by a
continuous chain drive mechanism.
The chain-driven stacking hatch cover system
employs the same hoisting principles as the piggy-
back system.
STACKING HATCH COVER
ROLL STOWING HATCH COVER
ROLL STOWING HATCH COVER
OPENING SINGLE PULL MACGREGOR STEEL HATCH COVER

1. Release the side securing lugs, ensuring that they are

correctly stowed in flush position with the track.
2. Clear away any hatch top wedges between hatch
sections.
3. Rig the check wire to the lug of the leading hatch
section and turn up the bight of the wire on to cleats or
bitts.
4. Rig the bull wire so as to provide a direct pull to the
winch from the leading edge of the hatch cover.
5. Complete all work on top of the hatch covers. Check
that the trackways are clear of all obstructions, such as
pieces of dunnage etc.
OPENING SINGLE PULL MACGREGOR STEEL HATCH COVER

6. Turn down the eccentric wheels by use of bar levers, or by

using the jacks under the hatch cover sections.
7. Check that the locking pins are securely replaced in the
eccentric wheels once the wheels have been turned down
to the track, in such a manner that they will not slip out
when the wheel rotates or when the hatch is in the vertical
stowed position.
8. Ensure that all personnel are aware that the hatch cover is
about to open, and that the stowage bay for the covers is
empty and clear to allow correct stowage of the sections.
9. Have a man standby to ease the check wire about the bitts,
and, just before hauling on the bull-wire, remove the
locking pins at the ends of the leading hatch section.
OPENING SINGLE PULL MACGREGOR STEEL HATCH COVER

10.Heave away easily on the bull-wire once the locking

pins are removed, taking the weight of the leading
hatch section.
11. Ease out on the check wire as the bull-wire heaves the
hatch open.
12. Once all hatch sections are in the stowed vertical
position, the bull-wire should not be removed until the
securing chains from a fixed point are in position to
hold back the hatch sections in the stowage bay area.
13. Clear away the check wire, coiling it down to one
side of the hatch. Do not attempt to detach the check
wire from the lug of the leading edge of the hatch
MAINTENANCE FOR HATCH COVERS
MAINTENANCE FOR HATCH COVERS
• Examination of hatch cover, hatch beams for corrosion, cracks and
material failure
• Keep Cleats, hauling wire, rollers, chains and wedges in operational
condition at all time
• Keep clean hatch cover tops and all drainage holes to be kept clear
• Look for any broken or missing gasket and replace it immediately. The
length of renewed gasket must be minimum 1 m
• Before renewing rubber gasket, check and rectify steel to steel fault
• Gasket rubber to be of approved type by class
• Grease all the moving parts
• Check for any hydraulic system leakage if cover is oil operated
• Oil test to be performed for hydraulic system
• Call surveyor after any major repair in the cover and its concerned
parts
WATERTIGHNESS VS. WEATHERTIGHNESS
“Watertight” means that water (or any other liquid) is not
able to pass through the structure into or out of any of the
watertight compartments. In other words, “watertight” means
prevention from the passage of water in any direction. The
vessel’s hull, main deck and bulkheads between watertight
compartments must be watertight. Watertight bulkheads must be
watertight at least up to the main deck. Any openings on such
bulkheads must be equipped with watertight closing devices.
“Weathertight” means that water cannot penetrate into the
vessel. Or in other words, weathertight means prevention from
the passage of water in one direction only. Hatches, windows
and portholes must be equipped with weathertight closing
devices. The same applies for doors and other openings on
enclosed superstructures.
WATERTIGHNESS VS. WEATHERTIGHNESS

Reduced weathertightness can be accepted on a

case-by-case basis for large cellular container ships.
Sealing is achieved by fitting longitudinal joints with
double rubber lip seals that prevent rain and spray
entering the hold. No manual operation is needed for
double rubber lip seals during hatch cover operation.
Seals need to be hose-tested to a class surveyor’s
satisfaction.
WATERTIGHNESS VS. WEATHERTIGHNESS
HATCH COVER TESTING METHODS
HATCH COVER TESTING METHODS

Ingress leak test

Use the simple routine action of sighting the cargo

as soon as the hatch covers are opened for signs of
water damage. Take note of any water streaks or
stains on the inside of the coaming.
HATCH COVER TESTING METHODS

Water hose leak detection test

HATCH COVER TESTING METHODS

Water hose leak detection test

This is the most commonly applied test to
determine weathertightness of hatch covers. Each
classification society has its own requirements for
water hose testing.
However, a pressure of 2-3 Kg/cm2 applied
through a hose of 20-30mm diameter from a 12mm
diameter nozzle, at a distance of 1 to 1.5 metres and
moving along the seal joint at a speed of 1 metre per 2
seconds is capable of showing any leaking joints and
is a test widely accepted by makers.
HATCH COVER TESTING METHODS

Chalk test
This test may not be acceptable to external
surveyors checking for weathertight integrity. The test
is performed by covering the compression bars of the
coamings and cross joints with chalk, closing and
then re-opening the hatch covers to detect if a chalk
mark has been left on all parts of the sealing material.
It is a test used to check the alignment of hatch
cover panels with the coaming and the compression
bar with the rubber packing, following repairs and
renewals.
HATCH COVER TESTING METHODS

Putty or moulding clay test

This is a maintenance test mainly used by the
maker’s representative to precisely determine alignment
and clearances.
Putty or moulding clay is placed at regular intervals
in the packing retaining channels that have no packing
in them. The hatch covers are closed then re-opened
leaving an indentation.
This allows the exact steel-to-steel wear down
condition to be calculated and any panel distortion or
misalignment to be measured and remedial action taken.
HATCH COVER TESTING METHODS

Ultrasonic leak detection test

HATCH COVER TESTING METHODS

Ultrasonic leak detection test

This test verifies the weathertightness of hatch
covers, doors and hold access cover seals.
Class approved equipment may be used to carry out
mandatory surveys.
This test requires a signal generator to be placed
inside the hold with the hatch covers closed and a
sensor being passed round all compression joints to
the outside.
CARGO HOLD CLEANING: WHY IT MATTERS

Bulk carriers constitute a significant fragment of

the global maritime transport of goods, making up
15–17% of the world's merchant fleets. Bulk carrier
operations require careful planning and preparation to
maintain cargo quality as is and to avoid any delays
and disputes. One critical aspect of this preparation is
the cargo hold cleaning.
CARGO HOLD CLEANING: WHY IT MATTERS

1. Inadequate cleaning can cause cargo contamination, leading to

cargo damage claims from the receivers. For instance, if
contaminated by residues, cement loses its binding capacity, salt
becomes liquid and sugar can ferment. A single piece of coal left
behind can get the hold failed.
2. The consequences of non-compliance can be costly. Vessels may
be held in port until surveyors are satisfied, but a ship is only
earning while at sea and not in port, meaning that time in port
must be kept to minimum.
3. Insufficient cleaning of the intended cargo and not meeting the
charterer requirements can lead to delays and charter party
disputes, which can lead even to the risk of off-hire. An off-hire
clause is providing for exceptions from the obligation for
charterers to pay hire from the time of delivery until redelivery.
CARGO HOLD CLEANING: WHY IT MATTERS

4. Except from these, failure to carry out a sweep-up

of cargo debris, even when loading the same type
of cargo, could hide fresh damage which may also
lead to a claim.
5. Remaining residues may not only damage the next
cargo, but also affect the painted surfaces and
increase corrosion, posing an additional threat for
the hull along the sea water.
MARPOL ANNEX V

MARPOL Annex V seeks to eliminate and reduce

the amount of garbage being discharged into the sea
from ships. Unless expressly provided otherwise,
Annex V applies to all ships, which means all ships of
any type whatsoever operating in the marine
environment, from merchant ships to fixed or floating
platforms to non-commercial ships like pleasure
crafts and yachts.
MARPOL ANNEX V

Cleaning commences at the discharge port. All cargo

should be removed so all that remains are those residues
which cannot be recovered using normal methods for
unloading which comply with MARPOL Annex V
requirements and any local regulatory requirements
governing the disposal of cargo residues. Since cargo
receivers will normally want a maximum outturn of their
cargo it is anticipated that a vessel will usually be re-
delivered swept-clean, rather than shovel clean. However,
in some ports the stevedores may need reminding and
encouraging to remove as much of the cargo residues as
possible.
 MARPOL ANNEX V

The cleaning regime to then be used is preparing for the

next cargo will depend on a number of factors:

a. The nature of the previous cargo.

b. Shipper’s and/or Charterer’s hold cleanliness
requirements/ contractual hold cleaniness
requirements, as specified in the voyage instructions/
charter party
 BILGE SYSTEMS IN CARGO SHIPS

All cargo ships are provided with pumping and piping

arrangements so that any watertight compartment or
watertight section of a compartment can be pumped out
when the vessel has a list of up to 5°, and is on an even
keel. In the case of passenger ships, each compartment or
section of a compartment may be pumped out following
a casualty under all practical conditions whether the ship
is listed or not.
BILGE SYSTEMS IN CARGO SHIPS

Moreover, Bulk Carriers are fitted with an eductor or

ejector systems which are being used for the cleaning of
cargo holds as well as for the removal of accumulated
cargo debris. For these systems to work properly, the
holds have an extra educator bilge well which is located
amidships or port and starboard in each hold.
EDUCTOR
SOUNDING PIPES

Cargo residues from bilges can enter the bottom of

sounding pipes and block them making them unusable in
order to obtain appropriate soundings through sounding
rods, lines etc. One way to prevent the blocking of
sounding pipes with residues is to hose them out with
water coming from the deck. This of course must be
done only after the hold has been cleaned along with the
bilges. Another way to clear sounding pipes is by using
airlines in order remove by air pressure any leftover
cargo residues.
SOUNDING PIPES
BILGE SUCTIONS

The perforated strum box fitting of a bilge suction

line prevents cargo residues to enter the bilge line.
Therefore after a cargo discharge operation the strum
box should be checked and cleaned in order to ensure
that the bilge suction line will not block. If possible
the strum box should also be checked for corrosion.
Bilge Well Strum Box

Strum Box
BILGE SUCTIONS

Since hold bilge systems are used in order to

remove water from the hold, a good way to check that
the bilge suction and bilge suction line are not
blocked is to pour amounts of water into the bilge
well and pump them out watching that the whole
operation pumps out expected amounts of water. Of
course if water builds up during washing then most
probably a blockage to the bilge system must have
occurred and it must be investigated.
NON RETURN VALVES

In order to prevent water being pumped from hold

bilges to the engine room, over side or into another
tank from flowing back through the bilge line and into
the hold bilge wells again, non return valves are fitted
to the hold bilge pumping systems.
NON RETURN VALVE (SWING TYPE)