At 0200 you are OOW on a bulk carrier on a mid-Atlantic passage. The bilge alarm sounds for No. 3 hold. Water in the bilge is rising. Describe your immediate actions and the priorities you must manage simultaneously.

A. HOLD BILGE ALARM — IMMEDIATE OOW ACTIONS: SIMULTANEOUSLY manage navigation and emergency: (1) NOTIFY MASTER IMMEDIATELY — this is a potential flooding emergency; (2) ATTEMPT TO PUMP: order engine room to start bilge pump for No. 3 hold — does the level respond? (3) ASSESS INGRESS RATE: if pumping cannot keep pace with influx — serious flooding situation; (4) CHECK POSSIBLE SOURCES: (a) Hatch cover failure (rain or seas?); (b) Bilge non-return valve failure (water from adjacent spaces); (c) Structural failure / crack in shell; (d) Ballast valve left open; (5) STOP ALL BALLASTING OPERATIONS if in progress; (6) SOUND ALL HOLDS: check adjacent hold bilges and all ballast tanks for unusual levels; (7) ASSESS STABILITY: any flooding affects intact stability — check list; (8) INFORM MRCC IF SITUATION DETERIORATES: if flooding rate exceeds pump capacity and situation is worsening — this becomes a distress situation; (9) CONSIDER DIVERSION to nearest port of refuge; (10) DOCUMENT: time alarm sounded, water level readings, all actions and who notified. CRITICAL PRINCIPLE: flooding in a cargo hold can be rapid if caused by structural failure — treat every hold flooding alarm as potentially serious until the source is confirmed and controlled.

B. Reset the bilge alarm. Bilge alarms on bulk carriers are frequently caused by condensation and splash water — only act if the alarm sounds three times consecutively.

C. Start the bilge pump and go back to monitoring the radar. If the pump controls the level, no further action is needed until daylight.

D. Send the duty AB to open the hold and inspect the source of water before waking the master. The master should only be called if the AB confirms significant water is present.

A. CARGO HOLD PRE-DEPARTURE INSPECTION — KEY AREAS AND DEFECTS: TANK TOP AND INNER BOTTOM: (a) Cracks or indentations in tank top plating from grab or bulldozer damage; (b) Paint condition — loss of protective coating accelerates corrosion; (c) Drainage — tank top drain plugs in place and secured; (d) Bilge strum boxes — clear and accessible. TRANSVERSE BULKHEADS AND FRAMES: (a) Bracket toes (lower connections of web frames to tank top) — most common fatigue crack location in bulk carriers; (b) Corrugated bulkhead lower stools — check for cracking at the stool shelf plate connection; (c) Pitting corrosion on transverse bulkheads. HATCH COAMINGS AND HATCH COVER SUPPORT PADS: (a) Distortion of coamings from grabbing; (b) Rubber seal condition and compression — damaged seals = weathertightness failure; (c) Drain channels clear of debris. LONGITUDINAL STRUCTURE: (a) Side shell frames and brackets — look for buckling in upper wing tanks; (b) Hoppers — corrosion pitting (most severe in lower hopper knuckle, hidden area). REPORTING: defects found → log in ship's Defect Reporting system → notify master → notify DPA → classification society notification if structural (IACS UR S18 criteria).

B. Inspect only the hatch covers for watertightness. Internal hold structure is inspected by classification society surveyors and is not the OOW's responsibility.

C. Walk around the hatch perimeter and check the cargo surface is level. Structural inspection requires special climbing equipment and is done only in dry dock.

D. Check the hold ventilation fans and lighting. Structural checks are the chief mate's responsibility and should not be conducted by the OOW.

A. HATCH COVER WEATHERTIGHTNESS TESTING — THREE METHODS: (1) CHALK AND STRAIGHT EDGE TEST: apply chalk to the seating/compression bar around the hatch coaming; close the hatch and then open it — check where chalk has transferred to the rubber seal. Chalk marks show contact; gaps without chalk marks indicate poor seal compression. Fast and simple. (2) HOSE TEST (WATER SPRAY): aim a fire hose jet at the hatch cover perimeter seals from a standardised distance — typically 1 metre at 30 psi. An observer checks inside the hold for any water ingress. This is the standard weathertightness test required under SOLAS (MSC/Circ.860). Record locations of any leaks. (3) ULTRASONIC TEST: an ultrasonic transmitter is placed inside the closed hold and a detector is used outside along the seal. The detector signals increased ultrasonic transmission at any gap — more sensitive than hose test and detects minor leaks. IICL and IACS recommend ultrasonic testing for ore carriers and container ships where full water testing is impractical. AFTER TESTING: any failed seals → replace rubber or adjust cleat compression before departure. Document test in the ship's records. P&I Club surveyors may witness testing for cargo claims protection. Hatch cover hydraulic rams and hinges → check for hydraulic leaks and proper operation.

B. Paint the hatch cover seals with red lead paint and close the hatch. Any areas where paint smears onto the coaming indicate a good seal. Areas without smearing are leaking.

C. Weathertightness testing is only required for chemical tankers. Bulk carrier hatch covers need only a visual inspection before sea passage.

D. Test by closing all hatches and flooding the deck with a fire hose over the entire top surface. If no water appears in the holds after 30 minutes, the hatches are watertight.