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CONTENTS:

3 HOLDS AND HATCH COVERS__________________________________2

3.1
3.1.1

HOLDS____________________________________________________________2
MAINTENANCE AND CONDITION OF HOLDS_____________________________________2

3.1.1.1 MAINTENANCE OF WATERTIGHT CLOSING DEVICES_____________________________3

3.1.2

SAFETY ASPECTS OF ROUTINE INSPECTION OF CARGO HOLDS___________________3

3.1.3

STEVEDORE DAMAGES________________________________________________________3

3.1.4

HOLD CLEANING OPERATIONS_________________________________________________4

3.1.4.1 HOLD SWEEPING / WASHING___________________________________________________4

3.1.4.2 CLEANING OF HOLD FIXED FIRE FIGHTING INSTALLATION_______________________5
3.1.4.3 WASHING OF HATCH COVERS UNDERSIDE______________________________________5
3.1.4.4 FRESH WATER WASHING / RINSING_____________________________________________5
3.1.4.5 DRYING TIME_________________________________________________________________6
3.1.4.6 CLEANING OF HOLD BILGES___________________________________________________6
3.1.4.7 CHIEF OFFICER'S INSPECTION__________________________________________________6
3.1.4.8 HOLD FUMIGATION____________________________________________________________6

3.2

HATCH COVERS___________________________________________________7

3.2.1

GENERAL INSPECTION AND HOSE TEST_________________________________________7

3.2.2

MAINTENANCE OF HATCH COVERS_____________________________________________8

3.2.2.1 DEFECTS AND DAMAGES ON HATCHCOVERS AND COAMINGS____________________8

3.2.2.2 TYPES OF MAINTENANCE AND INSPECTION_____________________________________9
3.2.2.3 VOYAGE CHECKS____________________________________________________________10
3.2.2.4 MONTHLY INSPECTIONS______________________________________________________11
3.2.2.5 HATCH COVERS MAINTENANCE RECORD______________________________________11
3.2.3

STEEL-HINGED ACCESS LIDS__________________________________________________12

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HOLDS AND HATCH COVERS

3
3.1

HOLDS
These spaces can be considered to be the most important as they have to hold the cargo
which is the sole reason for the ship's existence.
If the holds are not clean or well-maintained they may be rejected for loading with
consequential financial penalties to the Owner's account.
It is essential that cargo holds be maintained to a high standard at all times. This has to
be an ongoing process whereby any developing rust/scale is removed as soon as possible
and the surface suitably coated with the correct type of paint. Maintenance delays will
inevitably result in further deterioration and possible extra long term maintenance costs.
Particular attention is to be given to the following:
(a)
Double bottom manholes, vent pipes and sounding pipes must be checked
for leakage.
(b)

All appropriate fittings to be in place and cargo tight as necessary.

(c)
Fire detecting and smothering lines, where fitted to be seen to be
undamaged.
(d)
Hold wells must be cleaned if necessary. The bilge pump must be put on
to each hold in turn to ensure the lines are clear and in working order.
(e)
All wires, shackles, blocks and any other ship's gear used during cargo
work must be examined at the start of and during work.
3.1.1 MAINTENANCE AND CONDITION OF HOLDS
It is of the utmost importance that all the vessel's cargo holds are maintained to the highest
possible standard so that the vessel is in a condition which enables her to carry the intended
cargo. Although it is the Chief Officer's duty to ensure that work is carried out in the cargo
holds whenever possible to maintain/improve their condition, it shall be the Master's overall
responsibility to inspect cargo holds on a regular basis as scheduled in PMS and to report
their condition to the Company on DRY07 Form.
The report should be unbiased and no attempt should be made to falsely declare holds to be
in good condition as this information is used to fix the vessel on future charters, and may be
checked from time to time during visits to the vessel by Company representatives. It is also
expected that you report to the Company any appreciable deterioration of the cargo hold
condition since the last report, and before the next report, should you consider this
necessary, so that the Company is always in possession of updated information on the
condition of the vessel's holds. This will also enable the Company to initiate any action
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which is necessary to upgrade this condition and hence prevent vessel's failure of charterer's
inspections and possible loss of hire.
In the event that there is access to empty holds for maintenance purposes and you consider
that upgrading work can be carried out, always inform the Company of your intended
actions. Under no circumstances should any upgrading work be carried out in a cargo hold
which contains cargo of any type. Many claims have been made against owners for cargo
damage and/or contaminated by rust, paint and grease, even though there appeared to be no
damage at the time. In addition, any paint applied before loading a cargo must be applied in
ample time to allow sufficient drying and hardening periods before the commencement of
loading and in accordance with manufacturers recommendations.
3.1.1.1 MAINTENANCE OF WATERTIGHT CLOSING DEVICES
It is the responsibility of the Chief Officer to ensure that all watertight closing devices are
maintained in good condition. This includes:
1.

Rubber seals on access hatches on the weather deck, weather deck doors and
deadlights, port holes, etc. vulnerable to ingress of water to be regularly examined
and renewed as necessary.

2.

Hinges for dogs on weather deck doors and hatches free and lubricated.

3.

Plugs and covers for ventilators, breathers, goosenecks, etc. clearly marked and
accessible at all times.

4.

Cargo hatches and hold access hatches - particular attention is to be paid to the
watertight integrity of these openings and sailing is to be delayed should any
defect occur.

3.1.2 SAFETY ASPECTS OF ROUTINE INSPECTION OF CARGO HOLDS

During routine inspections of cargo holds by the Master and Chief Officer, special attention
should be given to safety aspects such as, conditions of hold ladders, hand rails and
platforms. Many injuries have been caused through defects in items such as these, and
inevitably delays to the vessel will result from the refusal of dock workers and port officials
to enter these spaces due to such defects. Attention should also be given to observation
positions around the hatch coamings and hold accesses which should always be kept in good
condition and free from obstructions.
Due regard should be had at all times to personal safety when carrying out cleaning,
maintenance and inspection work within holds.
3.1.3 STEVEDORE DAMAGES

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The Hold Condition Report does not provide for the initial reporting of damages
caused to cargo holds by cargo handling equipment such as grabs and bulldozers, or
by cargo itself such as steel, scrap, logs, etc.
This type of damage must be documented on Company Form ADM08 and in
accordance with the relevant clauses in the C/P, within the stated time limits, but
preferably as soon as damage is caused/discovered, and all parties concerned notified
immediately, ie charterers, stevedores, agents, Managers, etc. As much available
information should be included in this type of report to assist in any claims which may
have to be made against a third party.
In this connection, it is the Master's responsibility to impress upon the DWO, the
importance of being diligent with respect to damages caused by stevedores and/or
cargo, and to report such damages immediately to the Chief Officer who will initiate
the appropriate damage reports and inform the Master.
It is the Master's responsibility to notify the parties concerned and to obtain an
acknowledgement of receipt of damage report from these parties.
3.1.4 HOLD CLEANING OPERATIONS
There are many different types of cargoes which are commonly carried on bulk
carriers in today's market and they often all require different methods of hold cleaning,
although one basic rule will always apply and that is that the vessel's cargo holds must
always be cleaned to the highest standards possible, regardless of the next commodity
to be carried.
3.1.4.1 HOLD SWEEPING / WASHING
After carriage of bulk cargoes, the holds should always be swept before any attempt is
made to wash. This will reduce the effects of unwanted cargo residues building up in
hold bilges and hindering the process of pumping away the washing water. Hold
washing water should be always pumped out in area where pumping out is allowed by
International and local Regulations.
Old dunnage is not to be retained onboard unless specifically asked for by the
Charterers.
When disposing of waste materials, attention must be drawn to International
Regulations concerning the disposal of garbage at sea. It must be stressed that on no
account are plastics to be thrown overboard into the sea at any time.
Consideration should also be given to the type of residues involved. Some heavy
cargoes may lie in bilge lines and not be pumped away. There is also the possibility of
damage to pumps, valves and valve seals. Washing after carriage of this type of cargo
should involve the use of a portable salvage pump to remove washing water rather
than using the hold bilge pump.
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For cement cargoes, the bilge pumping system should not be used as any water left
lying in the pipeline will hold cement in suspension which will harden in the pipelines,
valves and pumps.
If there is no other facility available other than the hold bilge pumping system when
dealing with cargoes such as the above, a constant and plentiful supply of clean sea
water should be supplied to the bilges during pumping to dilute the washing water as
much as possible and prevent a build up of residues. Even when using this method it
may be necessary to frequently stop washing and pump clean sea water through the
system to reduce build up of residues before resuming the washing operation.
Bilge strainers should never be removed during washing of holds and pumping of
waste water. If the strainers are blocked, the washing and pumping operations should
be stopped and the strainers thoroughly cleaned before resuming the operation. This
must be done as frequently as necessary to ensure as little solids as possible pass
through the bilge lines.
3.1.4.2 CLEANING OF HOLD FIXED FIRE FIGHTING INSTALLATION
After discharge of cargo, the fixed fire fighting installation in the hold is to be
inspected for damage. The system is to be blown through with air to ensure that all
nozzles are clear.
3.1.4.3 WASHING OF HATCH COVERS UNDERSIDE
Hold washing operations are often carried out with the vessel's hatch covers open,
such as when vessel is lying at anchor. On these occasions, it is important to ensure
that the hatch cover undersides are not forgotten.
Frames and rain channels should be well swept and washed out. Any small spaces
which are missed may contain cargo residues which would then contaminate a clean
hold while closing the hatch. Similar attention should be given to hold accesses and
ventilation hatches.
3.1.4.4 FRESH WATER WASHING / RINSING
On completion of sea water washing of holds, a fresh water rinse should always be
carried out. Salt deposits may contaminate cargo and, due to the corrosive nature of
salt, will damage coatings, fittings and steelworks. An ample supply of fresh water
should always be obtained in anticipation of this operation, although it is often
surprising how little fresh water is required to perform this task. It should ideally be
done before the hold is allowed to dry after sea water washing, thus preventing salt
deposits to accumulate and so making the job much simpler.

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3.1.4.5 DRYING TIME

In final preparation of the cargo holds, it must be remembered that drying time may be
greatly reduced by the use of the vessel's forced draught ventilation system, if fitted.
In all cases, ventilation for drying purposes must be altered according to the prevailing
weather conditions, sea temperature and the temperature of ballast water in adjacent
ballast tanks, all of which may cause condensation or sweat.
3.1.4.6 CLEANING OF HOLD BILGES
Hold bilges are to always be thoroughly cleaned out and bilge suctions tested before
loading another bulk cargo. Bilge covers are to be wrapped in burlap, replaced in
position and secured.
On completion of each cleaning operation hold bilge systems are to be thoroughly
checked, inspected and tested ensuring that all valves and strainers are clear from
debris of previous cargoes. When ballast and bilge system have common pipe lines to
the ballast/bilge pump in the engine room, care must be taken to ensure that non-return
bilge valves are clean, clear and operating effectively. Appropriate records about
testing of hold bilge system have to be inserted in the Deck/Ship Log Book.
3.1.4.7 CHIEF OFFICER'S INSPECTION
The Chief Officer should always carry out a full and final inspection of all cargo holds
before presenting them for shipper's final approval and acceptance, to ensure that all
cleaning work has been carried out as per his instructions and that he is satisfied that
the cargo holds are in a suitable condition for the carriage of the next commodity.
The Company must be advised immediately of any expected problem in the holds
passing inspection.
3.1.4.8 HOLD FUMIGATION
For the carriage of grain cargoes, it is sometimes a requirement that cargo holds be
fumigated before or after loading to destroy any insects which may have been present.
When selecting the type of fumigation to be used, always consult local Authority
regulations. Agents or hold inspectors will be able to offer advice, as many
Authorities require use of a specific fumigant.
After fumigation, hatch covers, accesses and vents should not be opened again until
final inspection by shore inspectors. Care and attention must be paid to matters of
personal safety when using any fumigant.
Refer to the appropriate Reference Publication.
For further information with regard to the prevention of infestation, chemical control
of insect infestation, disinfestation, including fumigation, control of rodent pests,
safety precautions, checklists for in-transit fumigation, regulations for the use of

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pesticides etc, reference the IMO Publication Recommendations on the Safe Use of
Pesticides in Ships.
3.2

HATCH COVERS
Prior any hatch covering operations, the Master shall ensure that a hatch cover shall
not be moved, whether manually or with mechanical power, if such operation will
endanger any person on board and ashore.
The Master shall ensure that a hatch shall not be used unless the hatch covering has
been completely removed, stowed and secured. If a hatch covers are so designed that
they can be partly removed than covers have to be properly guarded and secured.
Only familiarized ships crew is allowed to operate with power operated hatch
covering. No person shall operate a hatch covering which is power-operated unless
authorised to do so by a responsible ship's officer. The responsible ships officer
should always be presented during hatch covering operation.

3.2.1 GENERAL INSPECTION AND HOSE TEST

The most common problem with hatch covers on board is lack of weathertightness.
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.

Insecure hatch covers may be particulary attributed to damage or wear of securing

devices, or incorrect adjustment, and incorrect pre-tension and load sharing, of
cleating systems.
Routine checks by the crew of hatch covers, gaskets and hatch coamings is the
responsibility of the shipowner, the Master and ship's crew. Weather deck hatch covers
and their securing arrangements should be inspected at regular intervals.
All hatch covers should be properly maintained and defective or damaged hatch
covers should be replaced or repaired as soon as possible.
All weather deck hatch covers should be kept in a weathertight condition when closed.
They should be handled with care and at all times when hatches are open the area
around the opening and in the hatchways should be appropriately illuminated and
guard rails rigged.
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Hose Test (or Ultrasonic Test) should be carried before each loading and tightness of
hatch covers verified. If any problem with hatch cover tightness occurs, repairs should
be completed before loading the said cargo. After that Chief Officer should make the
Deck Log Book or Ships Log Book entry to that effect. Successful Hose Test should
also be recorded in the Deck Log Book and DRY07 Form.
Loads should not be placed over or work takes place on, any section of hatch cover
unless it is known that the cover is properly secured and can safely support the load.
Each member of the crew involved with the handling of hatch covers on the vessel
should be properly instructed and familiarized in their handling and operation. All
stages of opening or closing hatches should be supervised by a ship's officer or other
experienced person.
3.2.2 MAINTENANCE OF HATCH COVERS
Loss of weathertight integrity continues to be a constant factor leading to cargo
damage which could result in a threat to the safety of the crew, the ship and its
cargoes, despite advances in modern shipbuilding technology, construction, navigation
and means of preventing ingress of water into hold spaces.
3.2.2.1 DEFECTS AND DAMAGES ON HATCHCOVERS AND COAMINGS
Mechanically operated steel covers can be affected by the following factors and
defects:
1. corrosion, which attacks the integrity of the cover itself and which also affects the
moving parts (wheels and rails, hinges between panels, cleats and batten screws,
etc.);
2. deformation caused by faulty handling, shocks from cargo being handled
(especially logs and heavy loads), wear-and-tear on gaskets, and overloading with
deck cargo;
3. incorrect maintenance, inadequate maintenance, incorrect repair, lack of
adjustment, incorrect operation;
4. incorrect and inadequate maintenance of the power system of the hatch covers i.e.
hydraulic and electric systems and safety devices.
Steel pontoons can be affected mainly by poor handling and bad stowage.
Hatch coamings can be affected by the following factors and defects:
1. corrosion aggravated by the presence of piping systems, utilising coamings as
protection and support, thus preventing normal access to the plating for painting;
2. deformation, both of the plating and of the various supporting members and
brackets, mostly due to cargo handling and aggravated by general corrosion;
3. build up of scale, rust, and cargo debris causing the blockage of drains, and the
incorrect support of the hatch covers;
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4. fret and wear caused by incorrect adjustment of battening devices which in turn
causes side plate failures, cracking and stay buckling.
As a consequences, all such defects can be considered as due to repetitive accidental
causes, which for various reasons, cost or lack of facilities for instance, are not
immediately repaired.
Hatch covers and their hydraulic power plant should be maintained according to the
PMS schedules on board, manufacturer's instructions and these guideliness.
Routine checks by the crew of hatch covers, gaskets and hatch coamings is the
responsibility of the shipowner, the Master and crew. The inspections and surveys
carried out by the Classification Society and/or the Administration at yearly intervals
are not intended to and cannot replace these routine checks and proper maintenance.
3.2.2.2 TYPES OF MAINTENANCE AND INSPECTION
The appropriate manufacturer's instructions with respect to the safe operation,
inspection, maintenance and repair of the hatch cover fitted should be complied with
in all respects. This maintenance may include the following:
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 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 of
boarding seas.
The equalization of securing loads shall be maintained following the renewal of
components such as seals, rubber washers, peripheral and cross joint cleats.
During operations, all persons should keep clear of the hatches and the cover stowage
position and the area should be kept clear of all items which might foul the covers or
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the handling equipment. 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.
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.
The Master 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.
Special attention should be paid to the trim of the vessel when handling hatch covers.
Hatch wheels should be kept greased and free from dirt and the coaming runways and
the drainage channels kept clean. The rubber sealing joints should be properly secured
and be in such a condition as to provide a proper weathertight seal. The coaming
compression bar should be free of damage, scaling and or distortion.
All locking and tightening devices should be secured in place on a closed hatch at all
times when at sea. Securing cleats should be kept greased and correctly adjusted.
Cleats, top-wedges and other tightening devices should be checked regularly whilst at
sea.
Hatch covers should be properly secured immediately after closing or opening. They
should be secured in the open position with chain preventers or by other suitable
means. No one should climb on to any hatch cover unless it is properly secured.
The hatch covers and hatch coamings of ships engaged in the trade of carrying heavy
parcels and those of ships carrying deck cargoes such as containers on top of hatch
covers, are likely to suffer very rapidly from excessive deformations. The Master
should be aware that the weathertightness of such hatch covers is difficult to maintain
in service, and that, in consequence, the greatest care should be exercised in the
periodical checking of these hatch covers and coamings, in particular when the vessel
changes its trading pattern.
3.2.2.3 VOYAGE CHECKS
Hatch covers should be regularly checked during the voyage on a weekly basis,
weather permitting. 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 ships length, where sea loads are normally greatest.
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3.2.2.4 MONTHLY INSPECTIONS

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;

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.

3.2.2.5 HATCH COVERS MAINTENANCE RECORD

The vessel has to keep Hatch Covers maaintenance record where regular inspections,
complete maintenance and component replacement has to be recorded, in order to
facilitate maintenance planning and statutory surveys by the Administration. These
records could be part of the ship's Preventive Maintenance System PMS.

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3.2.3 STEEL-HINGED ACCESS LIDS

Access hatch lids should be constructed of steel, and hinged so they can be easily and
safely opened or closed. Those on weather decks should be seated on watertight
rubber gaskets and secured weather tight by adequate dogs, side cleats or equivalent
tightening devices.
When not secured, access hatch lids should be capable of being easily and safely
opened from above and, if practicable, from below.
Adequate hand grips should be provided in accessible position to lift access hatches by
hand without straining or endangering personnel.

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