http://www.dianashippinginc.com/UserFiles/Flash/pano5.

swf
Wat we hier hebben gezien is dus een cargo hold.

Dit is een filmpje van het dek van een bulk carrier . Je ziet hier duidelijk de hatchcovers.
http://www.dianashippinginc.com/UserFiles/Flash/pano4.swf
down in to the cargo hold 3 d animation australian ladder
http://www.youtube.com/watch?v=A3hf8rO57RA
cargo hold production plans
http://www.youtube.com/watch?v=6PWq4ycoL3k
ongelukken met hatches
http://www.youtube.com/watch?v=9TK2vFwrdso
nederlands ondertiteld
een ander filmpje over hatchcovers
http://www.youtube.com/watch?v=lsS-6A288CA
201352 Weather tightness of hatch covers
Even on new ships hatch covers are only truly weather tight in the static condition; weather tightness cant be
guaranteed in dynamic conditions such as at sea and especially in rough weather. When water does enter the
hatch cover, by design it goes into the drain channel, through a non-return valve, and then passes on to the deck.
The nonreturn valve ensures water can only go from the drain channel to the deck and not vice versa.

Unfortunately, inspections have revealed missing, blocked or otherwise plugged non-return valves and drain
channels. Some nonreturn valves have even been found capped. These conditions mean that water which enters
the hatch cover is not able to pass out from the hatch cover drain channel and instead goes into the hold,
resulting in cargo damage.

Inspections have also revealed hatch cover rubber packing that is missing or damaged. Where repairs have been
effected, they sometimes appear to have been made too localised to the damage (six to twelve inches, whereas
manufacturers instructions normally require a minimum of twenty four inches to be changed.) The ends of the
repair packing should be cut at a 45 degree angle, not vertically, and the packing should be hammered from the
centre towards the sides.

Another deficiency noticed during inspections is with the rubber washers of cleats. Often, these washers are
either too hard (due to age) or covered by thick layer of paint which makes the rubber washer ineffective.

Problems with choked bilge pipe
201266 Neglected sounding pipes
The three photographs below show evidence of the lack of regular tank/ bilge monitoring on board. Sounding
pipes with missing/ ineffective caps can potentially lead to progressive flooding and cargo damage. Such vessels
are clearly unseaworthy and must be detained by authorities for violation of the loadline and SOLAS conventions
until effective closing arrangements have been fitted. It is good practice to include sounding pipes in the ships
planned maintenance system, ensuring that every sounding pipe is regularly inspected along the entire length to
the extent possible and the section exposed to the weather is kept free of corrosion and wastage, and threads of
the pipes and caps are regularly dressed and greased.


200717 Choked sounding pipe
On one of our vessels, cargo damage resulted from ingress of water into no. 3 hold through a leaky hold-bilge
valve which had gone undetected. An investigation revealed that both the P and S hold-bilge sounding pipes of
the hold had been choked for nearly a year, even though ship's staff had documented information.
Editor's note: It must be remembered that the primary purpose of the hold bilge system is to preserve the ship
from sinking due to flooding as a result of breach of the hull.
The secondary purpose of the system is to remove water and other liquids that may accumulate due to minor
leaks, condensation or spills.
The purpose of sounding hold-bilges regularly is thus to ensure the safety of ship, and by extension, lives and
cargo.
A diligent crew can easily rectify a choked bilge sounding pipe by opening up and cleaning out or renewing the
suspect section. In the event that access is prevented due to overlying cargo, this can be accomplished soon after
discharge.
Management, both ashore and on board, must ensure the implementation of a reliable system of obtaining and
recording of tank and hold soundings and rectify cases of negligence with effective training and audits.


To pump bilge waste overboard, the 2nd Engineer designed an OWS bypass device using a flexible hose and metal
flanges. Images taken by a junior engineer on board the vessel while at sea.



All about finding the consealed magic pipes video
http://www.marinedefenders.com/video/