Background
The standards of hold preparation have developed through industry custom, charter party wording, and the inspection criteria of trade associations (notably GAFTA for grain and FOSFA for oils and oilseeds), shipper organisations (notably the National Cargo Bureau in the United States), and biosecurity agencies (notably the Australian Maritime Safety Authority for biosecurity at Australian ports). Charter parties typically incorporate these standards by reference and provide for joint inspection on arrival before loading commences.
This article describes the principal cleanliness standards (load-on-top, hospital clean, grain clean, shippers’ inspection, normal clean), the inspection regimes operated by surveyors and shippers, the specific requirements imposed by the IMSBC Code for solid bulk cargoes, the trade-specific standards of GAFTA and FOSFA, and the practical aspects of hold cleaning including chemicals, residue removal, ventilation, and hatch cover testing.
Cargo Hold Cleaning Standards
The principal cleanliness standards used in dry bulk shipping are described below, in approximate order from least to most stringent.
Load-on-Top
Load-on-top is the lowest standard of preparation. The previous cargo’s residues are simply removed where loose; the hold is then loaded with the next cargo without further cleaning. Load-on-top is acceptable only between cargoes of the same or similar type (e.g. iron ore on iron ore, coal on coal, fertiliser on fertiliser of compatible composition). It is also used in rapid back-to-back voyages where commercial pressure outweighs marginal cleanliness considerations.
Normal Clean / Shovel Clean
Normal clean (sometimes called “shovel clean”, “broom clean”, or “swept clean”) requires the previous cargo to be removed by shovel and brushed down. Loose residues, dust, and debris are removed but stains, fines embedded in coatings, and minor paint scaling are accepted. The hold is then ventilated to remove any odour. Normal clean is the typical standard between general bulk cargoes (coal, ore, scrap, salt) where the next cargo is not particularly sensitive.
Grain Clean
Grain clean requires the holds to be visibly clean, dry, and free of all loose residues, paint flakes, rust scale, odours, and any sign of infestation. The standard is set by reference to the GAFTA grain inspection criteria and is typically expressed as “fit, dry, and free of any infestation”. The holds must also be water-tight, with hatch covers tested for weather-tightness, and ventilation systems operating correctly.
Grain clean is the standard required by GAFTA contracts for grain and feed shipments and by FOSFA for oils and oilseeds. It is typically achieved by washing down with fresh water (after seawater wash), drying, and removal of any defects identified on inspection. The required cleaning effort is significant: a Panamax bulker may require 3-7 days of cleaning to achieve grain clean from a coal cargo.
Hospital Clean
Hospital clean is the highest standard, required for sensitive cargoes such as soda ash, alumina, white sand, kaolin (china clay), and similar fine, light-coloured cargoes that show contamination very readily. The standard requires the holds to be free of any visible residues, stains, or marks of any colour, with all hold surfaces in their original paint condition or freshly painted, and free of any odour.
Hospital clean is achieved by extensive washing, often with chemical detergents, followed by full drying and final inspection. In some cases the holds are repainted entirely, particularly where previous cargoes have stained the coating. A hospital clean preparation may require 5-10 days of work and significantly higher cost than grain clean.
Shippers’ Inspection / Special Standards
Some cargoes have specific shipper-imposed standards beyond the standard categories. Examples include:
- Sugar: white-sugar standards require absence of any colour or stain.
- Fertiliser (some grades): freedom from previous cargo cross-contamination.
- Heavy fuel oil and liquid bulk: tank-cleaning standards for chemical, vegoil, and product tankers (the equivalent for liquid bulk; see tank cleaning for the COW and tank cleaning regime).
Inspection by Surveyors and Shippers
Cargo hold inspection is normally conducted by an independent surveyor appointed by the shipper, the receiver, or both, with the master’s agreement. Common surveying organisations include SGS, Bureau Veritas, Intertek, Cotecna, and various national or trade-specific inspection houses.
The inspection covers:
- Visible cleanliness of all hold surfaces (tank top, side shell, transverse and longitudinal bulkheads, hatch coamings, hatch covers).
- Absence of residues, stains, paint flakes, rust scale, and previous cargo.
- Dryness (no standing water, no condensation).
- Absence of infestation (insects, rodents, larvae) by visual inspection and trap inspection.
- Operational condition of bilge wells, suction strums, and hold drainage.
- Hatch cover condition and weather-tightness (often tested by hose test, ultrasonic, or chalk test).
- Ventilation system functionality.
- Absence of odours.
The surveyor issues a Certificate of Hold Cleanliness or a Hold Inspection Report. A failed inspection results in either re-cleaning before loading or rejection of the holds with the consequent commercial dispute about responsibility.
IMSBC Code Requirements
The IMSBC Code (International Maritime Solid Bulk Cargoes Code) sets out specific requirements for hold preparation for many cargoes, particularly those that may liquefy (Group A) or that have specific chemical hazards (Group B).
For Group A cargoes (those that may liquefy at or below the transportable moisture limit), the holds must be dry before loading. The IMSBC entry for the specific cargo specifies the cleanliness standard. The carriage of nickel ore, iron ore fines, and bauxite has been the subject of repeated industry guidance following liquefaction casualties (the Bulk Jupiter, the Vinalines Queen, and others).
For Group B cargoes (those with chemical hazards), the holds must be free of incompatible cargo residues. For example, ammonium nitrate-based fertilisers must not be loaded after combustible residues; sulphur cargoes have specific hold preparation and ventilation requirements.
The IMSBC Code requires the shipper to provide a Bulk Cargo Shipping Name (BCSN) and the cargo information necessary for the master to determine hold preparation requirements. The Code is mandatory under SOLAS Chapter VI.
NCB and US Standards
The National Cargo Bureau (NCB) is a non-profit US organisation that performs cargo inspection and surveying functions in US ports. NCB is delegated by the US Coast Guard for various inspection functions and operates the Cargo Loading Plan and Stowage Examination (CLPSE) for grain and other cargoes from US ports.
NCB’s grain inspection criteria are aligned with USDA Federal Grain Inspection Service (FGIS) standards but with specific marine adaptations. NCB inspectors examine holds for cleanliness, dryness, and structural integrity before loading, and review stowage plans for trim, stability, and grain heeling moments.
The NCB Manual on Stowage of Grain in Ships is the operational reference for grain shipments from US ports. It addresses partial filling, securing of slack surfaces, and the calculation of grain heeling moments under SOLAS Chapter VI Part C.
Australian AMSA and Biosecurity Standards
The Australian Maritime Safety Authority (AMSA) and the Department of Agriculture, Fisheries and Forestry (DAFF, formerly AQIS) operate the most stringent biosecurity inspection regime in major dry bulk trades. Vessels arriving in Australian ports for grain and other agricultural cargoes are subject to inspection by biosecurity officers under the Biosecurity Act 2015.
The biosecurity inspection covers:
- Hold cleanliness, particularly absence of grain residues, organic matter, and any sign of pests.
- External vessel cleanliness (deck, hatch coamings, accommodation areas).
- Ballast water management compliance and BWRB inspection.
- Hull biofouling assessment.
- Quarantine declarations and waste management.
A failed biosecurity inspection can result in delay, mandatory re-cleaning at the vessel’s cost, or in extreme cases requirement to depart Australian waters and clean elsewhere. The Australian standards are widely regarded as the most stringent, and a “passed Australia” inspection is often regarded as a credible indicator of grain-clean condition globally.
GAFTA Standards
The Grain and Feed Trade Association (GAFTA) is the principal international trade association for grain and feed contracts. GAFTA contract forms (notably GAFTA 64 for wheat and GAFTA 100 for barley, and parallel forms for other commodities) typically incorporate the GAFTA Hold Cleanliness Standards, which require the holds to be:
- Clean, dry, and free of infestation.
- Free of any previous cargo residues that may contaminate the grain.
- Free of any odour that may taint the grain.
- Free of standing water and condensation.
GAFTA inspection is carried out by appointed surveyors and the certificate of hold cleanliness is the operational document allowing loading to commence. GAFTA arbitration in London handles disputes about hold cleanliness compliance and the cost of remedial cleaning.
FOSFA Standards
The Federation of Oils, Seeds and Fats Associations (FOSFA) is the equivalent association for vegetable oil and oilseed cargoes. FOSFA standards are even more stringent than GAFTA for sensitive products such as crude palm oil, soyabean oil, sunflower oil, and rapeseed.
FOSFA-banned previous cargoes are listed in the FOSFA List of Banned Immediate Previous Cargoes for Edible Oils and Fats. The list excludes cargoes that may contaminate edible oils (e.g. mineral oils, certain chemicals, animal-origin products). FOSFA Acceptable Previous Cargoes list specifies cargoes that may be accepted with full cleaning to FOSFA standards.
FOSFA inspections include both visual cleanliness and chemical analysis (typically a “FOSFA wall wash” with a defined solvent and analysis for residues). Tankers carrying these products are typically chemical tankers with specific tank coating compatibility, but the equivalent inspection regime applies for any vessel.
Hold Cleaning Chemicals and Methods
Hold cleaning chemicals fall into several categories.
Caustic-based detergents (sodium hydroxide solutions, in commercial preparations such as Acomarine 50 and similar) are used for removing oily and greasy residues. They are particularly effective on coal, fish meal, and oily ore residues. Caustic must be handled with appropriate PPE, neutralised before discharge, and is incompatible with aluminium and zinc-coated surfaces.
Acidic cleaners (phosphoric acid, hydrochloric acid in dilute commercial preparations) are used for removing rust, scale, and metallic stains. They are incompatible with caustic cleaners and must not be used on the same wash cycle.
Solvent-based cleaners (citrus-derived, glycol-based) are used for removing oil and grease where caustic is not appropriate, e.g. on stainless steel surfaces.
Steam cleaning is used for removing baked-on residues and for sterilisation in preparation for sensitive food cargoes.
Water washing (high-pressure jet washing with fresh or sea water) is the primary mechanical removal method. Crew safety in confined-space conditions is paramount; hold washing is a confined space entry operation under modern safety codes.
The waste water and chemical residues from hold cleaning must be discharged in compliance with MARPOL Annex V for solid waste and Annex II/III for chemicals. Many ports prohibit discharge of hold washings in port and require collection by approved waste contractors.
Ventilation and Drying
After washing, holds must be thoroughly dried before loading. Drying is achieved by:
- Forced ventilation using the hold ventilation fans.
- Heating with steam coils or portable heaters in some specialised cargoes.
- Natural ventilation in dry, low-humidity ambient conditions.
Drying is critical because residual moisture combined with grain or sensitive cargoes can cause mould, fermentation, or quality degradation. The required drying time depends on ambient conditions and ranges from a few hours in dry tropical conditions to several days in cold humid conditions.
Hatch Cover Testing
The integrity of hatch covers is verified before loading by one of three principal methods:
The hose test is the traditional method: a fire hose at a defined pressure (typically 2 bar) is directed at the hatch coaming-cover joint, and any leakage into the hold is detected by inspection from inside.
The ultrasonic test uses an ultrasonic transmitter inside the closed hold and a receiver outside; any acoustic leakage indicates a corresponding water leakage path. Ultrasonic testing is recognised as equivalent to hose testing under SOLAS and class society guidance.
The chalk test (rare today) involves applying chalk to the gasket, closing the cover, and inspecting for impression marks indicating compression along the gasket length.
A failed hatch cover test requires repair (gasket replacement, coaming straightening, or in extreme cases plate replacement) before loading. Hatch cover failure is a frequent cause of cargo wetting damage and is a focus of Port State Control inspection on bulk carriers.
Related Wiki Articles
- IMSBC Group A Cargoes
- Marine Cargo Hold Ventilation
- Marine Hatch Covers and Weathertight Closures
- Marine Tank Cleaning and Crude Oil Washing
- Marine Confined Space Entry and Tank Inspection
- SOLAS Convention
- MARPOL Convention
- Voyage Charter Party
- Time Charter Party
- Statement of Facts
- Notice of Readiness
See also
Calculators
- Grain - Cargo Displacement Volume
- IMSBC Group A/B/C Classification
- IMSBC - Loading Density Constraint
- Grain Heeling - Volumetric Heeling Moment
Related wiki articles
References
- IMSBC Code, International Maritime Solid Bulk Cargoes Code, as amended (IMO MSC.268(85) and successor amendments)
- SOLAS Chapter VI, Carriage of Cargoes, and Chapter VII, Carriage of Dangerous Goods
- MARPOL Annex V, Garbage from Ships, and Annex II, Noxious Liquid Substances
- IMO Resolution A.1052(27), Procedures for Port State Control
- GAFTA Hold Cleanliness Standards and GAFTA contract forms
- FOSFA International, List of Banned Immediate Previous Cargoes and List of Acceptable Previous Cargoes
- National Cargo Bureau, Manual on Stowage of Grain in Ships
- USDA Federal Grain Inspection Service standards
- Australian Biosecurity Act 2015 and Department of Agriculture biosecurity guidelines
- AMSA Marine Order 32 (Cargo Handling Equipment) and Marine Order 34 (Solas Cargoes other than Bulk and Grain)
- IACS Unified Requirement S30 (Bulk Carrier Cargo Hold Steel Renewal)
- INTERCARGO guidance on hold preparation and dry bulk safety
- BIMCO Holdcleaning clauses for charter parties