Before sailing from a UK port in autumn, describe the hatch cover integrity checks the OOW should make.

A. HATCH COVER INTEGRITY CHECKS — PRE-SAILING: (1) VISUAL INSPECTION: walk the full length of all hatch covers — check for visible cracks, dents, bent cleats, compression bar damage, missing hatch dogs/cleats; (2) DRAIN CHANNELS: check that drain channels around the hatch coamings are clear of cargo residue, scale, and debris — blocked drains lead to water accumulating and finding the next weak point; (3) CLEATS/DOGS: close all hatch cover cleats and dogs fully. Check for corrosion preventing full closure; (4) COMPRESSION BARS (RUBBER SEALS): check the rubber compression bars for cracks, deformation, or missing sections. The compression bar is the primary weathertight seal; (5) CROSS JOINT SEALS: check cross joint seals between individual panels — a common leak point; (6) HATCH COAMING DRAIN PLUGS: remove drain plugs from hatch coaming water traps — if plugged, any water ingress accumulates rather than draining; (7) HOSE TEST: if available and time permits — hose test the hatch covers with seawater to detect leaks before sailing. Use a pressure hose systematically around all joints and cleats; (8) ULTRASONIC TEST: specialist equipment can test weathertightness — carried on some vessels and used by surveyors; (9) RECORD: record the inspection in the deck log — any defects noted and actions taken; (10) SOLAS REGULATION II-1: hatch covers must maintain weathertightness — loss of weathertightness is a SOLAS non-conformity.

B. Hatch covers are checked annually by the classification society surveyor. The OOW's pre-sailing check only needs to confirm covers are closed and cleated.

C. Hatch cover integrity is the chief officer's responsibility. The OOW only needs to check that hatch covers are physically shut before sailing.

D. The hose test must be conducted by a marine surveyor. Crew-conducted hose tests do not constitute a valid weathertightness check.

A. UN 1203 — MOTOR SPIRIT (PETROL/GASOLINE): UN 1203 is Class 3 — Flammable Liquids. Packing Group II (medium danger). Proper shipping name: MOTOR SPIRIT or PETROL. WHAT THE OOW MUST KNOW: (1) CLASS 3 STOWAGE: "on deck or under deck" — typically stowed on deck or in a cargo space with mechanical ventilation; must not be stowed in accommodation spaces or engine room; (2) SEGREGATION: Class 3 must be segregated from: Class 1 (explosives) — "separated from"; Classes 2.1 (flammable gas), 4.1, 4.3 — "away from"; ignition sources; (3) IMDG CODE SPECIAL PROVISION: check the IMDG individual schedule for UN 1203 for special provisions, limited quantities, emergency procedures; (4) FLASHPOINT: motor spirit has a flashpoint below 23°C — extremely flammable vapour at normal temperatures; (5) BCSF (BC Safety of Flammable): vapour can accumulate in enclosed spaces — ventilation essential; (6) EMS (EMERGENCY SCHEDULES): EMS for UN 1203 provides fire and spillage procedures — F-E (fire) and S-E (spillage). These must be available on board; (7) DANGEROUS GOODS DECLARATION: the shipper must provide a Dangerous Goods Declaration. The OOW must check it is received and matches the container marking; (8) CONTAINER TRANSPORT DOCUMENT: all Class 3 containers must be correctly marked, labelled, and placarded (Class 3 flame label).

B. UN 1203 is a Class 8 corrosive liquid. It must be stowed away from foodstuffs and cannot be loaded in the same hold as Class 3 materials.

C. UN numbers are only required for air cargo. For sea transport, the cargo class number (e.g., "Class 3") is sufficient and UN numbers need not be declared.

D. Class 3 flammable liquids can be stowed in any cargo hold provided they are in sealed containers. No special ventilation or segregation requirements apply.

A. SOLAS VGM REQUIREMENT — MANDATORY CONTAINER WEIGHT VERIFICATION: SOLAS VI/2 Amendment (in force July 2016): it is PROHIBITED to load a packed container onto a vessel unless a Verified Gross Mass (VGM) has been provided by the shipper. THE VGM MUST BE: (1) Verified by the shipper (not estimated) — either by: METHOD 1: weighing the packed container; or METHOD 2: weighing all contents and adding tare weight; (2) Submitted to the master or agent before vessel departure; (3) Documented in the Shipping Document or a separate VGM document. OOW / MASTER ACTION IF VGM NOT PROVIDED: (1) The container CANNOT be loaded — SOLAS is absolute on this; (2) Inform the chief officer and master; (3) Container must be kept aside until VGM is provided by the shipper; (4) No exception — the vessel cannot accept the container without VGM regardless of commercial pressure; WHY VGM: misdeclared container weights (understated) have been a major factor in stack collapses and vessel losses. The MSC Napoli (2007) — container weight misdeclarations contributed to structural failure. The Deneb (1998) — fatal accident attributable in part to misdeclared container weights. VGM protects the vessel's stability calculations and cargo securing plans which depend on accurate weights.

B. The VGM is a shipper's administrative requirement only. The vessel can load the container and the master can estimate the weight from the container type for stability purposes.

C. The VGM may be provided up to 24 hours after the container is loaded. For port turnaround purposes, load the container and request VGM before the vessel departs.

D. VGM is only required for containers exceeding 14 tonnes gross weight. Containers below 14 tonnes may be loaded without a VGM under the SOLAS light freight exemption.