Cargo Hold Preparation Tips for Bulk Carrier Officers

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Published on Thursday, 02 April 2026 06:23

Written by Administrator2

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M.PUBLIC

From final discharge all the way to a clean, cargo-ready hold

QUICK ANSWER: MAIN ITEMS WHEN PREPARING CARGO HOLDS

Hold preparation starts the moment discharge is complete — not when the loading port appears on the horizon. Get these right and the surveyor will have nothing to say.

Before any cleaning:
• Push stevedores to discharge all sweepings before they leave — cleaning is far harder after they go
• Clear any cargo that has fallen into bilge wells before the end of discharge
• Identify your bilge system type: bilge pump (engine room) or direct-overboard eductor
• Decide what charter party requires: sweep, wash, or grain-clean standard

Cleaning sequence:
• Sweep the hold before washing to remove bulky residues
• Wash top-down — deckhead first, tanktop and bilge flush last
• Maintain good water pressure throughout and keep water flowing continuously
• Rinse with fresh water after seawater washing whenever possible

After washing:
• Clean and test all bilge suctions, flush sounding pipes and thermometer pipes
• Inspect for loose rust scale, insect traces, ballast tank leakage and physical damage
• Reseal manholes, wrap bilge cover plates with burlap
• Isolate hold electrical circuits for flammable or reactive cargoes
• Apply limewash or check paint compliance if the next cargo requires it

Before loading:
• Confirm IMSBC cargo group and pre-load documents from shipper
• Know the moisture content, TML and cargo density for Group A cargoes
• Test hatch covers for watertight integrity
• Re-inspect the hold shortly before arrival at loading port

COMPLETE THE DISCHARGE FIRST — HOLDS ARE HARDEST TO CLEAN WHEN FULL OF SWEEPINGS

Every tonne of cargo left in the hold when the stevedores go home becomes your crew's problem. If the cargo is soluble in water, it can be washed away, but most bulk cargoes are not — and when the cargo is not soluble, whatever remains must be swept by hand and lifted out before the hoses can even come out. The difference between one tonne and five tonnes of residue is the difference between a few man-hours of sweeping and an entire day.

If a bilge cover plate gets displaced during discharge and cargo drops into the bilge well, trimmers will almost never volunteer to clean it out themselves. At that point, send your own crew into the hold before discharge finishes so the bilge sweepings can be discharged together with the last of the cargo. Once the stevedores leave, that bilge well is yours to empty by hand.

Stevedores are often willing, if asked, to come back to a completed hold and help remove sweepings gathered by the crew, or even to leave the grab sitting in the hold for a while so the crew can shovel into it. On gearless vessels where the ship has no cranes, this kind of cooperation is invaluable. Ask for it before the gang moves on — not after.

✔ Tip: At the start of the ballast passage, put the engine to full astern for a short time. The vibration shakes down old cargo traces and rust scale from high under the deckhead before the hold is cleaned — not during the re-inspection arrival at the loading port when it is too late to fix.

❕ Important: For sticky cargoes such as grain, station crew members inside the hold during discharge interruptions, standing on the cargo in the early stages when high areas are still reachable. Positions under the deckhead that are out of reach once cargo levels drop can be cleaned while they are accessible. This work requires proper supervision and safety procedures at all times.

KNOW YOUR BILGE SYSTEM BEFORE YOU START CLEANING

This is not a question you want to answer after the hold is already flooded with wash water and nothing is draining. Two types of bilge water removal systems exist on bulk carriers, and they work completely differently. Getting them confused at the start of cleaning operations causes blockages, flooding, and potentially serious delay.

Bilge pump system (via engine room)

Water is drawn from the hold bilge wells through lines running to the engine room, where a pump or eductor discharges it overboard. The system contains filters, non-return valves, and suction strainers. Any large particles of cargo in the water will block these components. This is the most common arrangement on older and smaller bulk carriers.

• The hold must be thoroughly swept and all cargo residues physically removed before washing begins
• The bilge suctions will clog if any significant cargo material enters the water
• The same pump may be shared with ballast stripping operations
• Strum boxes (perforated strainers at the bilge suction inlets) must be cleaned and refitted regularly

Direct-overboard hold bilge eductor system

Port and starboard eductors are fitted in each hold and discharge directly overboard at deck level. There are no filters, no non-return valves and no long pipework involved. The eductors can pass lumps of cargo material up to the internal diameter of the discharge line — roughly apple-sized — without blocking.

• Thorough sweeping before washing is much less critical with this system
• Granular cargoes and concentrates can generally be washed down and discharged overboard directly
• Water pressure for washing should be maintained at high levels to keep material moving
• The system has no filters to clean after washing

❕ Important: Find out which system is installed on your vessel before making any decisions about how much sweeping is needed before washing. The correct answer is completely different depending on the type.

SWEEP, WASH OR BOTH?

When discharge is complete, the chief mate decides what happens next. That decision is shaped by the charter party, the next cargo, the weather forecast, and the port situation. There is no single right answer — but there is a wrong one: assuming a wash is always needed. Over-cleaning costs money and time; under-cleaning fails the surveyor and delays loading.

When no cleaning is required at all

• Shuttle service — same cargo, same ports, charterers have waived cleaning
• Time charter requirement is sweep only — charterers object to paying for a full wash when only a sweep is needed

When sweeping is enough

• Clean cargo just discharged — steel coils, steel slabs, or similar cargo leaves little residue
• Freezing conditions — washing is impossible when temperatures are below freezing; water freezes on bulkheads and coamings
• Back-loading in port where washing is prohibited — sweepings must be collected and stored on deck or in drums for later disposal
• Gearless vessel in rough weather — physically unable to use cranes or open hatches safely

When a full wash is needed

• Voyage charter — hold to be presented clean and ready for any cargo or for a specific named cargo
• Change of cargo type — especially from dirty commodity (coal, petcoke) to a sensitive one (grain, fertiliser)
• Grain clean or hospital clean standard required by charterers or surveyors

✔ Tip: When on time charter, always ask the charterers in writing what hold cleaning standard they need before starting work. A full seawater wash with fresh water rinse can cost significantly per hold. If the charterers only need a sweep, confirm it — and keep the confirmation in writing.

WASHING THE HOLDS — METHOD AND SEQUENCE

Three methods are available for washing cargo holds: handheld hoses, high-pressure water cannon, and permanent hold washing installations. Each has its place, and the choice depends on vessel size, hold condition and available crew.

Comparing the three methods

✘ Do not put only one person on a handheld hose at full pressure on a large vessel. Pressure cannot be maintained, direction suffers and the result is a poorly washed hold that fails inspection.

The correct washing sequence — always top to bottom

► Wash the hatch covers — all surfaces: top, underside and sides; scrub compression bars and rubber seals where cargo has stuck
► Wash the hatch coamings — all four sides, paying attention to joints and corners
► Wash the hold deckheads — including areas behind beams and pipe casings
► Wash the hold sides — particular attention to hopper angles, pipe guards and brackets, which trap residue on non-vertical surfaces
► Scrub or rewash any stubborn patches — discoloured or greasy areas, hand-scrub with detergent if necessary
► Wash the tanktop — scrape loose rust scale as you go
► Flush the bilges — last step after all residue has been washed down

❕ Important: Water must not be allowed to pool on the tanktop during washing. The bilge system must be running continuously throughout the wash. A stern trim helps water flow towards the bilge suctions. If one suction becomes blocked, list the ship slightly to use the other side — do not allow standing water to build up while investigating the blockage.

✔ Tip: When washing in port in ballast trim, loading a small amount of ballast to create a slight list of about 1° helps water drain across the tanktop towards the active bilge suction. If the suction on one side blocks, a quick shift of ballast lists the vessel the other way and the opposite suction takes over.

Hatch covers must never be opened at sea except in calm conditions, and when open they must be properly secured. If conditions deteriorate while hatches are open, heave the vessel to before closing. Permanent washing installations are designed to work with hatches closed and have no restriction on sea conditions.

SPECIAL CARGOES — RULES THAT CHANGE THE APPROACH

Most cargoes wash out without drama, but a handful behave badly and need a completely different approach. Getting these wrong costs far more time than a standard clean.

Petroleum coke (petcoke)

One of the dirtiest cargoes for hold cleaning. Greasy, black residue forms on all surfaces, and standard washing will not remove it in one pass. The washing programme has to be extended, with repeated passes. When greasy or discoloured patches remain after the main wash, crew members hand-scrub the affected surfaces with detergent, or use a portable high-pressure washing machine, before the full hold is washed again. Budget extra time and fresh water for petcoke departures.

Copper concentrate — do not wash

This is the most important exception in bulk carrier hold cleaning. When copper concentrate is washed with water, it reacts and forms a hard, concrete-like layer on hold surfaces that can only be removed by grinding with abrasive discs on a disc sander or grinder. The correct cleaning method is thorough blowing with compressed air followed by careful sweeping — no water involved at any point.

✘ Do not wash holds after a copper concentrate cargo. Clean by compressed air and sweeping only.

Salt cargo residues

Salt is fully soluble in water and generally poses no cleaning problem. Seawater washing at normal pressure removes salt traces without difficulty. The main issue with salt is corrosion — the surfaces must be rinsed with fresh water afterward to prevent accelerated rust on the hold steelwork.

Large-lump cargoes (quartz and similar)

Where cargo comes in large lumps that cannot pass through the bilge suction system regardless of type, complete sweeping and physical removal of all residues before washing is absolutely essential. Any lumps left on the tanktop will simply stay there — they cannot be washed out.

❔ Did you know? A simple on-board check for Group A cargoes (those that may liquefy) is the can test. Half-fill a small container with a sample of the material, strike it firmly on a hard surface from a short height, and repeat the action in quick succession around 25 times. If free moisture or a fluid condition appears on the surface, arrange for proper laboratory testing before accepting the cargo for loading. A dry result does not guarantee the cargo is within its transportable moisture limit, but a wet result is an immediate warning sign that must be acted on.

THE FRESH WATER RINSE — OFTEN SKIPPED, ALWAYS WORTH IT

After washing with seawater, salt traces remain on every surface inside the hold. This matters more than most people think. Grain surveyors regularly reject holds with visible salt residue. Steel products rust faster in a salt-contaminated hold. Wood pulp and similar hygroscopic cargoes absorb salt moisture and are damaged. And beyond any specific cargo requirement, salt accelerates general corrosion of the hold structure over time — which is a maintenance problem for the whole ship.

To rinse with fresh water, load fresh water into a suitable tank — typically the forepeak or afterpeak — and pump it through the deck service line to the hoses. The crew must be told they are working with fresh water, not the usual seawater supply, and must use it efficiently. A quick rinse over all surfaces is the goal, not a repeat full wash.

• Fresh water has a cost in most ports — plan where to take on washing water where it is least expensive
• Where the vessel floats in clean fresh water (certain river ports), that is the ideal opportunity to rinse
• When fresh water washing is required for commercial reasons, the receipt from the supplier can be noted for charterer's account in appropriate trades
• A portable high-pressure washing machine uses less fresh water but takes longer than the hose method

✔ Tip: Fresh water rinsing is done less often than it should be, mainly because of the short-term cost. The long-term cost of accelerated hold corrosion and cargo claims from salt contamination is consistently higher. If the passage allows time, rinse the holds.

WASHING IN PORT — NOT ALWAYS ALLOWED

An increasing number of ports have banned hold washing within their limits. Port authorities simply do not want cargo residues discharged into harbour water, regardless of whether the cargo involved is classified as hazardous. If the port prohibits it and you wash anyway, the ship bears the penalty — not the agent who gave a verbal assurance that it was fine.

The only safe protection is written permission from the port authority before washing starts. A spoken confirmation from a stevedore or dock foreman is not sufficient. If written permission cannot be obtained, the washing must wait until the vessel is clear of port limits.

When washing is permitted at the berth:
• Discharge wash water on the offshore side only — not towards the jetty or pier
• Arrange a system to stop water discharge immediately if a pilot boat, tug or other small craft approaches
• This prevents accidental flooding of attending boats at the waterline

When washing in port is permitted but discharge to sea is not (lack of time, environmental restrictions), the wash water can be left in the hold and pumped out when the vessel reaches open water. This is only safe when the water level on the tanktop stays low — no more than about one metre — and when stability calculations confirm that the free surface of the water in the hold does not reduce the vessel's GM below safe limits.

❕ Important: If sweepings must remain on deck awaiting disposal, stow them in drums. On larger vessels where drums are insufficient, pile sweepings between hatches and dampen them slightly to prevent them being blown around the ship. Never leave dry residue loose on deck — it stains the ship's side and creates a nuisance that is harder to deal with later.

CLEARING BLOCKED BILGE SUCTIONS

Prevention is the only sensible approach here. Bilge baskets — perforated steel boxes temporarily placed in the bilge wells — catch larger lumps of residue during washing so they do not enter the suction. They must be emptied regularly during the wash operation. This simple precaution avoids most blockage problems.

If the bilge starts building up water during washing, stop immediately, investigate the cause, and do not continue until the drainage is restored.

Single suction blocked

► Direct a high-pressure hose jet into the bilge well — often enough to clear the suction
► For hold eductors, try flooding back: temporarily shut the eductor discharge so driving water is forced back through the suction into the hold, pushing the blockage clear
► If the tanktop is flooded, list the ship towards the working suction and continue pumping
► If the bilge well needs to be accessed, bale it with buckets if small, or use a portable air-powered sump pump lowered into the hold if the volume is too large for buckets
► Once water level is low enough, unbolt sections of the suction pipe to locate and remove the blockage

Both suctions blocked

This is the serious scenario. Both portable sump pumps working simultaneously may be needed to remove the standing water. If the pumps cannot discharge water fast enough over the full height of the hold, consider opening a manhole cover in the tanktop at the forward end — provided the water level forward is low enough to give safe access, and provided the water drained into the double-bottom tank below will not contaminate it (fuel tanks must never receive hold wash water this way).

✘ Do not continue washing after a blockage is detected without confirming drainage is fully restored. A flooded tanktop during hold washing is an avoidable problem that becomes a very difficult one very quickly.

DRYING THE HOLDS

Charter parties routinely require holds to be presented "clean and dry." The clean part is manageable — the dry part can be awkward on a short ballast passage in humid conditions. After a seawater wash, the structural surfaces are wet, the bilge wells retain some water in their low points, and if the air is warm and humid, condensation adds to the problem.

The most reliable drying method is ventilation. Running the cargo ventilation fans when weather is favourable moves warm, humid hold air out and draws drier air in. This is also a useful opportunity to confirm the ventilation fans are working ahead of a cargo that requires in-voyage ventilation.

Two additional steps help:
• Mop up puddles in the tanktop depressions — water sitting in low spots will not evaporate on its own
• Open hatches in the port approaches in calm weather — airflow over the open hold rapidly dries surfaces that would otherwise take hours with mechanical ventilation alone

A practical exception worth knowing: if the intended cargo is stockpiled in the open on shore, already wet from rain, shippers are generally realistic about hold dampness on arrival and will not reject the ship for surface moisture. This does not, however, justify leaving puddles on the tanktop. "Damp surfaces" is acceptable to most surveyors; standing water is not.

❔ Did you know? When arriving to load grain in winter with condensation sweating in the hold, the grain elevator operator can sometimes be persuaded to blow grain dust into the empty hold before loading begins. The dust particles stick to the moisture and coat the surfaces, reducing direct contact between the arriving grain and wet metal. It is a practical field solution, not a formal procedure — but it works.

BILGES, SOUNDING PIPES AND TEST PROCEDURES

The bilge well is cramped, awkward and easy to neglect — which is exactly why surveyors inspect it thoroughly. For sensitive cargoes, a bilge well that has not been properly cleaned becomes a disqualifying defect right at the start of loading. The sequence below covers everything that needs to happen in the bilge area during hold preparation.

Cleaning the bilge wells

• Any remaining cargo residue must be dug out by hand shovel and lifted from the hold
• Traces of perishable cargoes must never be left in the bilge — they decay and produce persistent unpleasant odours
• For grain and sugar: bilge must be spotlessly clean, dry, and odour-free — spray with insecticide, rinse with disinfectant
• On bilge pump systems: remove, clean and refit the strum box (perforated strainer on the suction inlet)

Flushing sounding pipes and thermometer pipes

Sounding pipes run from deck level down to the bilge wells. When cargo residues accumulate in the well and dry out, they solidify inside the bottom of the pipe and block it — sometimes to the point where the pipe is completely unusable. A blocked sounding pipe means you cannot measure the bilge level during a voyage. This is a reportable deficiency in most PSC inspection regimes.

► After washing, flush each sounding pipe from deck level with a water hose
► Alternatively, seal the pipe opening with rags, apply compressed air and blow it clear
► Apply the same procedure to hold thermometer pipes — they block by the same mechanism
► The water flushed down must be removed by the bilge eductor or pump, confirming both the pipe and the drainage are clear

Testing bilge suctions and non-return valves

• If the hold was washed and bilges were already used for drainage, the suction is confirmed working — no separate test needed
• If the hold was only swept (never washed), test the bilge suction separately before departure
• To test a non-return valve in the bilge-to-engine-room line: stop the bilge pump; if no water floods back into the bilge well, the valve is sealing correctly
• To test a high-level bilge alarm: manually raise the float; confirm by walkie-talkie that the alarm sounded at the control station

❕ Important: Non-return valves and high-level alarms are tested separately from the regular use of the bilge system. A suction that works for pumping tells you nothing about whether the non-return valve will prevent flooding from an adjacent tank. Test them individually.

HOLD INSPECTION — WHAT THE CHIEF MATE IS LOOKING FOR

The chief mate inspects the holds in person when cleaning is reported complete — and again shortly before arrival at the loading port. The second inspection catches problems that develop during the ballast passage: loose scale shaken down from high surfaces, water entering from a leaking ballast tank, or residues that dried out and crumbled off inaccessible areas under the deckhead. Better to find these issues with several hours of sea passage remaining than at the berth with a surveyor waiting.

Cleanliness

• Check flat surfaces high in the hold — beam flanges visible from the hold ladder trap residue that the wash misses
• Run a finger along bulkheads, hopper sides and tanktop — should be clean to the touch
• Look under manhole cover plates and behind pipe casings
• Inspect bilge wells directly — not just the cover grating over them

Rusty steelwork and loose scale

Surface atmospheric rust on bare steel is accepted in standard bulk trades and is not a reason to reject the ship. Loose scale is different — it breaks off during the voyage and mixes with cargo, contaminating it. The test is straightforward: strike the scale with a fist, or insert a knife blade under the edge and apply light pressure. If it flakes off, it is loose scale and must be removed by scraping and high-pressure washing before loading.

Insect infestation

Any trace of insects in the hold or bilge areas disqualifies the vessel immediately for any edible cargo. Loose scale is a favourite harboring place. A thorough visual inspection is mandatory before grain, animal feed, rice, or any foodstuff is loaded. If infestation is found, consult owners immediately for advice on treatment. Spray may be enough; full fumigation may be required and takes considerable time. Undetected infestation found at the discharge port means a major cargo claim and significant costs.

Ballast tank leakage

The ballast passage is the best time to detect a leaking ballast tank because the tanks are full. Even a slow seep creates a wet hold surface that makes it impossible to present dry holds. The chief mate notes the exact location of any leak for repair and arranges to pump out or drain the leaking tank as far in advance of the loading port as possible. A major leak also causes the vessel to list as the leaking tank slowly empties into the hold.

Hold damage

• Check: hold ladders (rungs, handrails, protective hoops, platforms) — local labour in many ports insists these are in perfect condition before entering
• Check: airpipes, thermometer pipes and sounding pipes and their protective casings
• Check: hold smothering system pipework if fitted
• Check: frames, brackets and plating — record any new damage found so it can be attributed to the correct port
• Check: bilge well gratings and manhole cover plates — both frequently go missing during discharge

FINAL PREPARATIONS BEFORE LOADING

These steps happen after inspection and before the first tonne of cargo arrives. Each one is a check item that surveyors will look at — and that has practical consequences if missed.

Burlapping bilge cover plates

Bilge well openings in the tanktop are covered by flush-fitting grating or perforated steel plates. Their purpose is to allow water to drain into the well while keeping large cargo particles out. Smaller particles still get in — so for all dry bulk cargoes, the cover plates are lined with burlap (sacking material) before loading. The burlap is wrapped around the plate, the plate is replaced in its flush position and the edges are sealed with cement or suitable tape.

❕ Important: The cover plate must sit flush with the tanktop after burlapping. If burlap is fitted badly and the plate sits proud, bulldozers working the hold during discharge will catch it, dislodge it, and it will be discharged with the cargo. The bilge well then fills with cargo and the cover plate is likely lost.

Resealing manholes

Double-bottom tanks are accessed through manholes in the tanktop. Each manhole lid has a gasket and is secured with nuts on studs. Before loading, any manhole that has been opened must be properly resealed.

► Remove all particles of rust or cargo from the gasket and both steel sealing surfaces
► Fit the gasket and tighten all nuts hard
► For ballast tanks: press the tank up to test for leakage through the closed lid
► For fuel tanks: do not pressure test — the overflow risk is unacceptable; fit the lid carefully and correctly the first time
► If the protective cover plate over the manhole recess is missing, clean the recess, lay cloth over the nuts (to prevent cement adhering permanently) and fill the recess with 3:1 sand-to-cement mix, smoothed flush with the tanktop

Isolating electrical circuits

For cargoes that burn easily or emit flammable, toxic or explosive gases, hold lighting circuits and forced ventilation circuits passing through the hold or adjacent compartments must be de-energised. The most reliable method is physical removal of the fuses — not just switching a circuit breaker, which can be switched back on by mistake. This isolation must extend to masthouses and other compartments connected to the hold by access hatches, ventilators, or any kind of pipe.

✔ Tip: Many bulk carrier and general cargo holds have fixed cargo lights. These lights can ignite combustible cargoes — grain, animal feed, wood chips, pulp — if they remain energised and cargo comes close to the fitting. Remove the fuse. Do not rely on a switch.

HOLD COATINGS — LIMEWASH AND PAINT COMPLIANCE

Most cargo shippers do not care what condition the hold paintwork is in, as long as surfaces are clean and free from loose rust — but two specific cargo types change that rule entirely.

Limewashing for salt and sulphur

Salt used for preserving fish is particularly sensitive to rust contact. Any rust on hold surfaces that touches the salt discolours it, making the product unsaleable to the receiver. Sulphur reacts similarly. For these cargoes, bare rust must be covered before loading by limewashing — coating bulkheads and the tanktop with a thick layer of lime paste.

Limewash is mixed in the hold itself: one part slaked lime (hydrated calcium hydroxide) to three parts fresh water in a drum. It can be applied using a portable sump pump, drawing the mix from the drum and spraying it onto the surfaces. Apply to all bulkheads and the tanktop up to the expected cargo level — the deckhead does not need to be coated. The limewash dries within a few hours.

Paint compliance for foodstuffs

When fresh paintwork has been applied to holds and a food cargo is intended, authorities in many importing countries require documentary evidence that the coating does not contain substances harmful to the foodstuff. A paint compliance certificate proves that the specific paint used meets food-safe standards. Without it, some authorities will prevent loading or discharge.

✘ Do not touch up hold paintwork before a food cargo without confirming a paint compliance certificate exists for that paint. If no certificate exists and there is doubt, consult owners before applying any paint. Once the paint is on the hold, the absence of a certificate becomes a significant problem.

BALLAST HOLDS — SWITCHING BETWEEN ROLES

On some bulk carriers, certain holds are designated ballast holds — used for ballast on the return passage and for cargo on loaded voyages. Switching between these roles requires specific steps in a specific order, and rushing the sequence causes blocked ballast suctions or water getting into the cargo.

Before ballasting, all cargo sweepings and rubbish must be removed from the hold — cargo blocking the ballast suction is by far the most common cause of deballasting problems when the hold is urgently needed for loading. Hatch cover vents must be open whenever ballasting or deballasting is in progress.

If time pressure means the hold goes to ballast without full cleaning, there is usually a chance to deballast at sea, clean the hold properly, and refill with clean seawater if necessary for the ballast condition required. Plan this step explicitly — do not leave the dirty ballast hold uncleaned and assume it will work out.

✔ Tip: If a clean hold is urgently needed at the loading port with no time to deballast first, the crew can begin hosing down the open hold from deck level while ballast is still discharging, entering the hold to continue the wash when the water level drops to about 30–40 cm above the tanktop.

CARGO DOCUMENTS AND IMSBC GROUPS — WHAT MUST ARRIVE BEFORE LOADING

Bulk cargoes under the IMSBC Code fall into three groups. The group determines what documentation and precautions apply, and the master must know which group applies to the intended cargo before the vessel arrives at the loading port. A cargo does not get loaded until the required information and certificates are on board and verified.

Group A — cargoes that may liquefy

These cargoes contain fine particles and moisture. When the vessel rolls and the cargo is subjected to vibration, the moisture migrates toward the surface and the cargo begins to behave like a liquid. A hold full of liquefied cargo can cause catastrophic free-surface effects and capsize within minutes. Iron ore fines, nickel ore, and various mineral concentrates fall into this group.

From the shipper, the master must receive before loading:
• Moisture content of the cargo
• Transportable Moisture Limit (TML) — tested no more than six months before loading
• Density
• Correct Bulk Cargo Shipping Name
• Signed declaration that the information is correct

❕ Important: If the weather at the loading stockpile has been unusually wet, or if the cargo has been stored in conditions that may have increased its moisture content since testing, the master should request new testing before accepting the cargo. A TML certificate issued months ago under dry conditions may no longer reflect the actual state of the cargo being loaded today.

Group B — cargoes with chemical hazards

These cargoes present chemical risks when carried in bulk — fire, explosion, toxic gas emission, or oxygen depletion. They meet either IMDG dangerous goods criteria or are classified as MHB (Materials Hazardous only in Bulk). Coal, direct reduced iron, metal sulphide concentrates and ferrosilicon fall here.

The vessel must carry a Document of Compliance for the Carriage of Dangerous Goods to carry Group B cargoes. A special cargo list, manifest or stowage plan must be on board identifying the cargo location. Emergency response instructions must be available.

Group C — standard bulk cargoes

Neither liable to liquefy nor chemically hazardous under the code definitions — but not without risk. The code still applies, and carriage instructions for individual Group C cargoes must be followed.

❔ Did you know? Under the IMSBC Code Amendment 08-25 (in force January 2027, voluntary from January 2026), fish meal that was previously classified as MHB has been reclassified to Class 9 Dangerous Goods. This means vessels carrying it will require a Document of Compliance for Dangerous Goods. Check whether your vessel is affected before the first voyage with this cargo after the relevant date.

HOLD CLEANING STANDARDS — WHAT GRADE IS NEEDED

Not all holds need to reach the same standard. The standard is driven by the cargo, and confusing one level for another wastes time or fails the survey. Two main benchmarks apply in practice.

Grain clean

The most common requirement in bulk trades. Required for grain, soya products, alumina, sulphur, bulk cement, bauxite, concentrates and bulk fertilisers — among others. The industry definition is clear:

1. All previous cargo residues and lashing materials removed
2. All loose paint flakes and rust scale removed
3. Hold washed and dried after washing
4. Hold must be well ventilated — odour-free and gas-free

Oxidation rust (surface atmospheric rust on bare metal) is generally accepted in a grain clean hold — it is not the same as loose scale. The test: if rust stays firmly adhered when struck with a fist or when a knife blade is pressed under the edge, it is surface oxidation. If it flakes off, it is loose scale and must come out.

A third-party hold inspection certificate from an inspector of a recognised trade body (such as GAFTA or FOSFA) is required before loading grain at most ports.

Hospital clean

The most demanding standard. Requires 100% intact paint coating on all surfaces — tanktop, all ladder rungs, undersides of hatches included. Required for kaolin, china clay, mineral sands (zircon, rutile, ilmenite), fluorspar, chrome ore, soda ash, rice in bulk and high grades of wood pulp. In practice, only vessels trading exclusively with these cargoes will routinely meet this standard. In tramp trades, it is rarely achievable.

The 13-step hold cleaning plan

A vessel's cleaning procedures should follow a structured plan. The full sequence from the IMSBC framework:
1. Removal of dunnage, lashing material and cargo residues
2. Holds swept down
3. Holds swept a second time
4. Hardened cargo residues removed mechanically
5. Cleaning chemicals applied and allowed to react
6. Holds washed down with seawater
7. Holds washed down with detergent mixed in fresh water
8. Holds rinsed with fresh water to remove all chloride and detergent traces
9. Bilge wells, plates and strainers cleaned
10. Holds air dried
11. Loose paint flakes, rust scale and blisters removed
12. Paintwork touched up
13. Barrier coat applied where specified

The master or chief officer must inspect the cleaning at least once each day while the operation is in progress. These inspections should be done with the bosun and recorded.

VENTILATION AND CARGO MONITORING DURING THE VOYAGE

Getting the cargo on board is not the end of the job. Several cargo types require active monitoring and management throughout the voyage, and the decisions made about ventilation affect whether the cargo arrives in the same condition it was loaded.

Hygroscopic vs non-hygroscopic cargoes

Hygroscopic cargoes — grain, rice, flour, sugar, cotton, cocoa, coffee, tea — have natural moisture content and can absorb or release water vapour. If too much moisture migrates through the cargo, the result is caking, mildew or rot. Non-hygroscopic cargoes have no water content but can still be damaged if stowed in a moist environment. Steel rusts; glass sheets packed in paper can bond to their packaging if the paper absorbs moisture.

✘ Do not stow hygroscopic and non-hygroscopic cargoes in the same hold. The behaviour of each type during ventilation decisions is different and the two types cannot be managed simultaneously in one space.

The two ventilation rules

• Dew point rule: Ventilate when the dew point of outside air is lower than the dew point of air inside the hold
• Three-degree rule: Ventilate when outside air temperature is at least 3°C below the cargo temperature recorded at loading

Both rules exist to prevent sweat forming on cargo surfaces or on hold structure. Sweat occurs when warmer, moisture-laden air contacts a cooler surface and condenses. Ventilating when the outside air is warmer or more humid than the hold air makes the problem worse, not better. Record all temperature and dew point readings, ventilation decisions and reasons for not ventilating — these records are required and are reviewed during PSC inspections.

Coal cargo monitoring

Coal is one of the most demanding cargoes for voyage monitoring. The vessel must be fitted with instruments to measure the following without requiring hold entry:
• Methane concentration
• Oxygen concentration
• Carbon monoxide concentration
• Cargo temperature
• pH value of bilge samples

Bilge sounding and pumping records for coal voyages must include sounding before and after each pumping, amount pumped each time, and frequency. If pH monitoring indicates a corrosion risk, bilges must be pumped frequently to prevent acid build-up on the tanktop and in the bilge system. Temperature readings via sounding pipes only reflect heating in the immediate vicinity of the pipe — they do not indicate what is happening in the bulk of the cargo.

Mechanical ventilation for gas-emitting cargoes

Some cargoes — particularly those that produce flammable or toxic gases — require mechanical ventilation with a defined minimum air change rate. For cargoes with self-heating properties, ventilation must never be directed into the body of the cargo itself, only over the surface. Directing cold air into a self-heating mass can accelerate the reaction rather than cool it.

❕ Important: Emergency entry into any cargo space where oxygen depletion is possible — which includes grain, wood products, coal, metal concentrates and many other cargoes — must be treated as a confined space entry. Two trained personnel with self-contained breathing apparatus and a safety harness, with a third person tending the lifeline from outside. No exceptions, regardless of how brief the entry appears.

FUMIGATION — WHAT EVERY OFFICER MUST KNOW

Fumigation is required when insect infestation is detected or when shippers specify it as a condition of loading (common in grain trades). Officers do not conduct fumigation themselves, but they bear responsibility for crew safety and vessel integrity throughout the operation and the voyage that follows.

Fumigants and their key restrictions

• Phosphine (aluminium phosphide pellets/tablets): most commonly used for in-transit fumigation. Toxic to insects and to humans. Explosive at concentrations above 1.7% in air. If pellets are stacked instead of spread, the heat from the chemical reaction can cause ignition. If pellets get wet — from water ingress, rain, or condensation — they can spontaneously ignite.
• Methyl bromide: effective but prohibited for in-transit fumigation. Crew must leave the vessel entirely during port fumigation. Must never be used while the ship is at sea.
• Organic cargoes: no fumigants of any kind are permitted. All organic bulk grain must be transported without fumigation.

Before fumigation begins

► Designate one officer and one crew member as trained master representatives
► Brief all crew before fumigation starts
► Confirm gas-detection equipment is on board and working
► Confirm at least four sets of respiratory protective equipment are available
► Check all potential leakage paths: cable ducts, ventilation systems, bilge and cargo lines, duct keel, dehumidifiers, piping connected to holds
► Set accommodation air conditioning intakes to prevent drawing in fumigant gas
► Receive written pre-fumigation statement from the fumigator-in-charge

During transit with fumigated holds

• Never open fumigated holds at sea except in extreme emergency (two-person SCBA minimum if entry is unavoidable)
• Continue gas monitoring at 8-hour intervals minimum in accommodation, engine room and working spaces
• Concentrations in living spaces can peak days after the fumigator has left — monitoring must continue throughout the voyage
• Detectable phosphine smells of garlic — but absence of smell does not confirm absence of gas. Use instruments only, never rely on smell for safety decisions
• Notify the country of destination at least 24 hours before arrival: type of fumigant, date applied, holds fumigated, and whether ventilation has been started

• At the discharge port, holds must be declared gas-free with a certificate from a qualified inspector before discharge operations begin
• Records from the entire fumigation operation — logbook entries, gas readings, signed handover, model checklists — must be complete and retained on board

❕ Important: Once the fumigator-in-charge formally hands over responsibility to the master in writing, all safety obligations relating to the fumigated spaces transfer to the vessel. This is not a formality — it is a legal transfer of duty of care. Read the written statement before signing it.

HATCH COVER INSPECTION AND MAINTENANCE

The hatch cover is the only barrier between the cargo and the sea. A panel that looks serviceable from the outside can still admit water at a cross-joint, a cracked rubber seal, or a compression bar that has corroded out of straightness — none of which are visible without a proper test. Watertightness testing is not a formality; it is the most important quality check before any cargo voyage involving sensitive or high-value commodities.

Testing frequency and timing

Hatch cover watertightness should be tested at least every three months. For steel cargo: ultrasonic testing must be carried out before loading commences and in the presence of the loading surveyor. For other cargo: hose testing or ultrasonic at the master's discretion, but written test results must exist.

Hose test parameters:
• Water pressure: 2 bar
• Nozzle diameter: 15–18 mm
• Spraying distance: 1–1.5 m from the seal line

Ultrasonic test procedure:
► Place transmitter inside the hold; close hatches
► Record the Open Hatch Value (OHV) — the baseline reading taken with the hatch deliberately unsealed
► Move the detector along every peripheral seal, cross-joint and drainage channel from outside
► Any area giving a reading greater than 10% of the OHV indicates a point where water ingress is possible
► Record the exact location and extent of every such point before attempting any repair

Compression bars

Effective sealing depends entirely on the compression bar. A bent, corroded or displaced bar cannot create adequate compression on the rubber seal regardless of how good the rubber is. Compression bars must be straight, undamaged and free of corrosion across their full length. Repair or replace any that fail this check before the next loaded voyage — not at the next scheduled repair.

Coaming drain channels and non-return drain valves

Drain channels in the coaming collect any water that enters the cover perimeter and discharge it overboard through small non-return valves. Blocked channels cause water to pool along the seal and eventually enter the hold. Periodically check:
• Channel clear of cargo residue, rust scale and debris from every cleaning
• Non-return drain valves: damaged, missing or defective valves must be repaired or replaced
• Fire caps on drain valves must be in good condition and secured by a lanyard to the valve body

Rubber seals

The design compression of a standard box-type packing rubber is approximately 25% of the nominal rubber thickness. When replacing rubber seals:
• Replace in sections of at least 1 metre — no shorter lengths
• Use manufacturer-approved rubber only; check that dimensions and performance specification match the original
• Check the date stamp on replacement rubber — packing rubber and adhesive have a shelf life; discard beyond use-by date
• Corner pads, joint pieces and end sections must be correctly glued and positioned flush in the retaining channel
• If the permanent set (flattened mark) in old rubber is off-centre, this indicates panel misalignment — investigate before fitting new rubber

✘ Do not use sealing tape or high-expansion foam as a substitute for permanent hatch seal repairs. Both products provide false reassurance and wash off in heavy seas. As an additional precaution on a well-maintained hatch, tape is acceptable — but not as the primary seal. Once foam or tape is found to be the only thing preventing water ingress, the hatch cover requires proper repair.

Quick-acting cleats

Cleats must sit in their original welded positions, be free of corrosion and not be bent. The rubber washers under the cleat heads must remain elastic and flexible. Two common faults:
• Paint coverage over rubber — masks cracking and prevents proper compression; reject any rubber washer coated with paint
• Hardened or cracked rubber — the washer has aged and can no longer generate clamping force; replace immediately

Hydraulically operated hatch covers

• Test oil samples for water contamination and viscosity deterioration regularly
• Change hydraulic oil every five years or after significant repair work (cylinder or piping replacement)
• Change hydraulic oil filters annually or per manufacturer recommendation
• Emergency portable electric or hydraulic pump units must be on board, operational, and included in the SMS; these allow hatch movement when the main hydraulic power unit is unavailable

✔ Tip: All hatch cover maintenance — seal replacements, test results, cleat repairs, hydraulic oil changes, ultrasonic test readings — must be documented in the planned maintenance system with dates and specific locations. A well-maintained hatch cover that cannot produce maintenance records is as vulnerable to a cargo claim as a poorly-maintained one. Records are the evidence.

LIFTING APPLIANCES — CRANES, GRABS AND LOOSE GEAR

On geared bulk carriers and general cargo vessels, the cranes and grabs are classified equipment subject to statutory examination. A crane that looks in good working order but has not been examined by a competent person within the required interval may not lawfully be used for lifting. Officers responsible for cargo operations need to know what the requirements are — and when the last examination was done.

Examination and load test intervals

• All lifting appliances (cranes, derricks, winches): thorough examination by a competent person at least every 12 months
• Load testing of any lifting appliance with SWL greater than 1 tonne: required every 5 years (some flag states impose a 4-year interval — check)
• Loose gear (shackles, slings, hooks, rings, swivels, chains): thorough examination at least every 12 months
• Every piece of loose gear must be marked with its SWL and a batch number traceable to a test certificate; loose gear without a valid certificate must not be used

Crane wire ropes

Routine inspection of hoist and luffing wires must look for:
• Broken wires and fractured strands
• External and internal wear; external corrosion visible; internal corrosion requires opening the lay
• Loss of elasticity — wire that has stiffened or is standing in a rigid arc rather than lying naturally
• Kinks and any mechanical deformation from jamming or overloading

Test certificates must be on board for all wire ropes currently in use AND for all spare wire ropes. An inventory of all wires on board, showing the date of last renewal for each crane, must be maintained.

Slewing ring inspection

The slewing ring is the bearing that allows crane rotation. Wear that exceeds the manufacturer's limit leads to instability and potential collapse. Testing:
► Rocking test (or tilting test) every 6 months by the ship's chief officer or engineer with a clock gauge
► Annual rocking test by a competent person (class society, manufacturer's representative or equivalent)
► Compare measured clearances against manufacturer's published wear limits; record every result with the crane identification number and the measurement taken

Cargo grabs

• Before each grab is put into cargo operations, rig to the crane wire and test full open/close function; record the test
• When calculating the weight of cargo lifted per grab: the surface of cargo in the grab will be slightly crowned or peaked; apply a 25% addition to the volume to arrive at the actual cargo weight per lift
• When a crane has two SWL ratings (hook operations and grab operations): the grab SWL is typically about 20% lower than the hook SWL; both ratings should appear on the plate on the crane jib; never use the hook SWL figure for grab operations
• Hydraulic oil reservoirs in the grab must be at the correct level; all moving parts must be free and lubricated; umbilical cables and control systems inspected before each use

✔ Tip: Operating instructions for each crane must be posted inside the operator's cab in a legible condition. Safety devices — overload cut-outs, anti-two-block limiters, slew limit switches, load unbalance detection on gantry cranes — must be tested regularly and the results recorded in the PMS. A safety device that has never been tested may not function when it is actually needed.

❕ Important: Before any crane is used for cargo operations after a period of inactivity (after drydock, after damage repair, or after a long ballast passage where cranes have not been operated), the crane should be function-tested and exercised through its full range of motion before loading commences. Hydraulic systems, limit switches and brake systems should be proven to be working before the first lift with cargo weight.

❔ FAQ?

Q: Do holds always need to be cleaned after discharge?
A: Not always. On shuttle services carrying the same cargo between the same ports, cleaning is frequently waived by the charterer. On time charter with the same commodity, even different grades may not require washing. Always ask the charterer in writing what they need — over-cleaning on time charter costs money that could be avoided.

Q: What happens if the hold is washed but the bilge suction system is clogged by cargo?
A: Water builds up on the tanktop and cannot drain. If both suctions block, the hold starts to flood from below. Washing must stop immediately. The vessel may need to be listed to drain towards one suction, use portable pumps, or drain through a tanktop manhole into a suitable double-bottom tank. Prevention with bilge baskets and thorough pre-wash sweeping is far less costly than fixing a flooded hold mid-wash.

Q: Can holds be washed at sea?
A: Yes, but with care. Permanent installations are designed for sea use with hatches closed. Handheld hoses at sea are best carried out with hatches cracked open slightly for access and light — but only in calm conditions. If conditions worsen while hatches are open, heave to and close hatches before the sea state makes it dangerous.

Q: What is loose scale and why does it matter for grain loading?
A: Loose scale is rust that has separated from the surface and can flake off when struck. It mixes into cargo and contaminates it. Surface oxidation rust that is firmly bonded to the metal is accepted in a grain clean hold. The practical test: press a knife blade under the edge. If it lifts away, the scale is loose and must be removed by scraping and high-pressure washing before loading.

Q: Do I need a TML certificate for all solid bulk cargoes?
A: Only for Group A cargoes — those that may liquefy if their moisture content exceeds the transportable moisture limit. The TML certificate must have been issued within six months of the loading date. For Group B and Group C cargoes, different documentation applies per the specific cargo schedule in the IMSBC Code.

Q: What should be sealed before ballasting a ballast hold that previously carried cargo?
A: The bilge suctions must be sealed to prevent ballast from leaking back through the bilge system. The CO₂ injection line must also be sealed. All cargo residues and rubbish that could block the ballast suction must be removed first. The ballast line is unsealed (blank removed) only after all the above have been completed.

Q: What do we do if the hold surveyor finds insect infestation at the load port?
A: Consult the owners immediately. The survey for a food cargo will be rejected. Spraying with an approved pesticide may resolve light infestation. Full fumigation will be required for serious cases and takes time. If undetected infestation arrives at the discharge port, the ship-owner faces cargo damage claims for the full consignment.

Q: When should cargo lights in holds be isolated and how?
A: Before loading any combustible cargo — grain, animal feed, wood chips, paper or pulp. The correct method is physical removal of the fuses, not switching the circuit breaker. A circuit breaker can be switched back on accidentally; a removed fuse cannot.

Q: How often must inspection rounds be done during a hold cleaning operation?
A: At least once each day during multi-day cleaning operations, conducted by the master or chief officer accompanied by the bosun. Inspections confirm the work is progressing correctly, the right materials and equipment are in use, and any problems are identified before they become bigger problems.

GOOD TO KNOW

• A rough rule of thumb for planning hold cleaning time: three to four men require approximately one full day to clean one hold on a handy-sized or Panamax bulk carrier from first entry to cargo-ready standard. Grain clean standard takes longer. On a mini-bulker, two to three men can achieve grain clean in four to five hours; a routine seawater wash and bilge rinse can be completed in one to two hours.

• Only one hold should be washed at a time as a general rule, since the bilge drainage system typically handles one space. Other preparation tasks — sweeping an adjacent hold, replacing burlap, resealing manholes — can continue in parallel if enough crew are available.

• The time required for hold cleaning is almost entirely within the chief mate's control. Pushing for a clean discharge, monitoring stevedore sweepings, getting crew into bilges early, and starting washing the moment the hatch is clear all compress the timeline. Waiting until arrival to assess the hold condition is where time is consistently lost.

• When submitting a receipt for fresh water used for hold washing, note it as "Hold Washing — For Charterer's Account" at ports where this is standard trade practice. Many charterers are obligated to reimburse holders for water used for cargo-related washing under voyage charter terms.

• IMSBC Amendment 07-23, in force from January 2025, introduced clearer methods for testing moisture content in Group A cargoes and distinguished "dynamic separation" from classic liquefaction. The two behave differently and require different responses. Officers carrying concentrates or iron ore fines should be familiar with the distinction.

• SOLAS amendments effective January 2026 require electronic inclinometers on new bulk carriers of 3,000 GT and above to record roll motion in real time. New standards for cargo cranes and winches under SOLAS Regulation II-1/3-13 also take effect — existing equipment must comply by the first renewal survey after January 2026.

• The dew point rule for cargo ventilation requires instruments calibrated and maintained in good condition. When using wet and dry bulb thermometers, the muslin wick covering the wet bulb must be clean, the water distilled, and readings must always be taken on the windward side of the vessel, away from exhaust vents and heat sources. Wrong readings lead directly to wrong ventilation decisions.

• If sweepings from a hold have to wait on deck before disposal, a slightly damp pile stored between hatches is more manageable than dry dust scattered across the ship. Stow in drums first where volumes are small. Never leave dry residue on the weather deck uncontained — it stains the hull and creates environmental liability if it blows overboard in port.

• For the Grain Code — updated rules taking effect January 2026 — the loading condition "partly filled in way of the hatch opening, with ends untrimmed" has been formally introduced. Vessels intending to use this loading condition must update their Grain Loading Manuals and confirm their loading computers are configured for the new condition before carrying grain under it.

• Enhanced Programme of Inspections (ESP Code) surveys on bulk carriers include thickness measurements of hold structural members. Making the holds clean and accessible before a scheduled ESP survey significantly reduces survey time and avoids inspectors attributing corrosion to recent cleaning damage.

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