Your vessel is loading a container ship. A stowage plan requires 3 tiers of 20-foot containers on top of a hatch cover. The hatch cover strength certificate is only available in the language of the shipyard. How do you verify the load is within limits, and what documentation must you check?

A. HATCH COVER LOAD CAPACITY — VERIFICATION PROCESS: DOCUMENTATION TO CHECK: (1) Vessel's Cargo Securing Manual (CSM): required under SOLAS Regulation VI/5.6 — the CSM must include hatch cover load capacity data in usable format. The CSM is an approved document and should be in English (or official language of the vessel); (2) Stability and Loading Booklet: maximum distributed and point loads for hatch covers are stated; (3) Classification Certificate of Hatch Covers: states the design load (typically in tonnes per square metre). LOAD CALCULATION: (a) Total container weight (VGM certificates required under SOLAS VI/2 amendment); (b) Distributed weight = total weight ÷ area of containers on cover; (c) Compare against certificate maximum — must be within limits. POINT LOADS: stacker feet create concentrated loads — check against point load limit, not just distributed load. LANGUAGE ISSUE: if the only hatch cover documentation is in a foreign language, you must: (a) Request an English translation from the owner/DPA; (b) Contact the classification society for English documentation; (c) Do not load if load cannot be verified — this is the master's decision. Do not guess or estimate. CARGO SECURING MANUAL must be approved and in English or the language of the flag state.

B. Load 3 tiers of containers and monitor the hatch cover during loading. If it shows no signs of distortion, the loading is within limits.

C. Container weights are standardised at 20 tonnes per TEU. As long as individual containers do not exceed 20 tonnes, any number of tiers is safe on all hatch covers.

D. Consult the stevedore foreman, who will have loaded this vessel type before. Their experience is more reliable than documentation that cannot be read.

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.