Jon Paul wrote:Guest wrote:Brian Ferguson wrote:Hatch clamps are usually ship to ship. On the Burns Harbor we did every clamp every run no matter weather or season, on the Roger Blough we did all the "short side" clamps (facing the P/S sides) and every other clamp on the long side (fore and aft) in the summer in all weather. On the Munson they had some odd configuration for the summer, I've only seen on her (Stonies have their own rules :) ) It was something like every 3rd or 4th clamp and all on the short sides. I swear it changed every load, then again I wasn't from RC and was transfered from the Blough so "I didn't know how to steamboat". On the Earl W. Oglebay it was every other clamp for the summer all in the fall/winter.
Do these various methods stem from practices on each ship or is this something that needs approval from the head office. In my opinion, and its is just that, I would prefer to have all of the clamps fastened at all times on the basis that having the maximum level of closure would be better than operating at a somewhat lower level. I'm assuming that some of these practices are related to labor requirements and with reduced numbers it could put a strain on the deck crew. I guess I cannot help associating this with driving a vehicle with only 4 of the 5 lugnuts tightened but that may be a bad comparison. Does the use of only certain hatch clamps create the potential of damaging or distortion of the hatch or gasket due to uneven pressure?
As Brian so well put each boat has its own rules and the Captain is ultimately responsible for the boats safety and generally has the Mates enforce those.
Quite honestly I think concern over how many clamps are used during the better weather months is unfounded. A case in point. On the White we had unloaded at Trenton and one the unloading bridges had cut a pretty good slice into one of the side tanks in cargo hold #1. When we hit buoys 11&12 in Lake Hron Cut upbound the next morning they had pumped the ballast tank in question empty in hold #1 in hopes of getting the engineer who did maintenence into the hold to weld the damage. The deck crew started hosing the deck down. The unloading bridges not only caused occasional tank damage but the buckets didn't close well and there were always lots if pellets on deck and plenty of grease spots. It was my watch as AB Watchman and the first mate told me to check #1 cargo hold to see if it was dry enough to work in and get the welding crew down in it ASAP. As per the custom we had minimal clamps on the hatches it being summer and even with the deck crew right above me shooting water on the hatches with the high pressure hose there were minimal drips here and there when I check the hold.
Once they were past hold #1 we popped the clamps and pulled the cover on the hatch directly above the damaged tank and dropped the welding equipment down on lines.
In other instances where we were taking considerable spray on deck during summer squalls like we had yesterday (9/3) comparable to the Ryerson photo, the holds were checked and rarely was there more than a trickle here and there.
The weight if the hatch cover itself seals the hatch fairly well unless the cover is sprung and clamped even minimally keeps it from moving any if the boat is working somewhat in a moderate sea.
Obviously during the stormy seasons all clamps should be on and tightened along with hatch cover gaskets periodically checked. Boarding seas and blue water over the deck along with the hull twisting and flexing make that a no
brainer.
Taking the Fitz out of the equation for obvious reasons, to my knowledge no ship
With the one piece hatch covers has ever sank due to hatch cover failure. When one considers the hundreds of ships that have sailed in all kinds of inclement whether for decades with them, that speaks for it self.[/qu
Reading the first couple paragraphs of your post you could substitute South Chicago for Trenton. Spent all the next day after we departed there cleaning the deck and getting rid of grease spots.
[quote="Jon Paul"][quote="Guest"][quote="Brian Ferguson"]Hatch clamps are usually ship to ship. On the Burns Harbor we did every clamp every run no matter weather or season, on the Roger Blough we did all the "short side" clamps (facing the P/S sides) and every other clamp on the long side (fore and aft) in the summer in all weather. On the Munson they had some odd configuration for the summer, I've only seen on her (Stonies have their own rules :) ) It was something like every 3rd or 4th clamp and all on the short sides. I swear it changed every load, then again I wasn't from RC and was transfered from the Blough so "I didn't know how to steamboat". On the Earl W. Oglebay it was every other clamp for the summer all in the fall/winter.[/quote]
Do these various methods stem from practices on each ship or is this something that needs approval from the head office. In my opinion, and its is just that, I would prefer to have all of the clamps fastened at all times on the basis that having the maximum level of closure would be better than operating at a somewhat lower level. I'm assuming that some of these practices are related to labor requirements and with reduced numbers it could put a strain on the deck crew. I guess I cannot help associating this with driving a vehicle with only 4 of the 5 lugnuts tightened but that may be a bad comparison. Does the use of only certain hatch clamps create the potential of damaging or distortion of the hatch or gasket due to uneven pressure?[/quote][/quote]
As Brian so well put each boat has its own rules and the Captain is ultimately responsible for the boats safety and generally has the Mates enforce those.
Quite honestly I think concern over how many clamps are used during the better weather months is unfounded. A case in point. On the White we had unloaded at Trenton and one the unloading bridges had cut a pretty good slice into one of the side tanks in cargo hold #1. When we hit buoys 11&12 in Lake Hron Cut upbound the next morning they had pumped the ballast tank in question empty in hold #1 in hopes of getting the engineer who did maintenence into the hold to weld the damage. The deck crew started hosing the deck down. The unloading bridges not only caused occasional tank damage but the buckets didn't close well and there were always lots if pellets on deck and plenty of grease spots. It was my watch as AB Watchman and the first mate told me to check #1 cargo hold to see if it was dry enough to work in and get the welding crew down in it ASAP. As per the custom we had minimal clamps on the hatches it being summer and even with the deck crew right above me shooting water on the hatches with the high pressure hose there were minimal drips here and there when I check the hold.
Once they were past hold #1 we popped the clamps and pulled the cover on the hatch directly above the damaged tank and dropped the welding equipment down on lines.
In other instances where we were taking considerable spray on deck during summer squalls like we had yesterday (9/3) comparable to the Ryerson photo, the holds were checked and rarely was there more than a trickle here and there.
The weight if the hatch cover itself seals the hatch fairly well unless the cover is sprung and clamped even minimally keeps it from moving any if the boat is working somewhat in a moderate sea.
Obviously during the stormy seasons all clamps should be on and tightened along with hatch cover gaskets periodically checked. Boarding seas and blue water over the deck along with the hull twisting and flexing make that a no
brainer.
Taking the Fitz out of the equation for obvious reasons, to my knowledge no ship
With the one piece hatch covers has ever sank due to hatch cover failure. When one considers the hundreds of ships that have sailed in all kinds of inclement whether for decades with them, that speaks for it self.[/qu
Reading the first couple paragraphs of your post you could substitute South Chicago for Trenton. Spent all the next day after we departed there cleaning the deck and getting rid of grease spots.