Most grains have an angle of repose (slip angle) of about

20° from the horizontal, which means that if the ship rolls
more than 20° the cargo will shift. Then this happens the
ship will develop a large list, lying on her side and still
rolling will obviously cause a greater shift of cargo which
in turn will capsize the vessel.

Most authorities therefore request that the master proves

that his ship is capable of remaining stable even if the
grain cargo shifts. This is done by the compiling of the
Grain Loading Form which fully outlines the ships stability
at the worse condition on passage.
Because grain cargoes are liable to shift, heavy emphasis
is placed on the stability of ships that carry them. The
main reason is the variation in the types of grain, including
its size and its ability to develop a free flow state when
loaded in bulk.

Preparing Holds for Grain

While the IGC is not concerned with cleanliness it is

obvious that a high standard is required for both the
handling and carriage of grain. Invariably, prior to loading,
the ship will be subject to inspection by an independent

Compiled _Capt RGU MP1 sept 2021

surveyor, who will require details of at least the previous
three cargoes. Holds will be inspected for cleanliness and
infestation as well as the presence of any material that
might cause infestation.

Thus, in order to pass survey in accordance with the

governing charter party and/or statutory requirements at
the load port it is essential that the holds are properly
prepared for the reception of the grain cargo. Failure to
pass survey will result in costly delay to the ship while the
short-coming, be it cleanliness, damage, etc., is corrected.
In some ports, the crew may not be permitted to carry out
further cleaning and it will be necessary to bring in shore
labour at greatly increased cost.

Holds, bilges and hatch covers must be clean and dry, free
of previous cargoes and rust scale, free of taint and
infestation. Previous cargo residues must be removed
from between frames, stringers, deck beams and hatch
cover beams by washing or sweeping. Cargo residues are
easily dislodged by the motion and vibration of the ship to
fall onto the new cargo, thus causing it to be
contaminated. Any signs of insect infestation must be
dealt with by spraying with appropriate insecticides or by
sealing the holds and treating with an approved fumigant.
Any timber or dunnage remaining in the holds must be
removed. All bilge suctions must be thoroughly clean, free
from previous cargoes and dry.

While a cargo surveyor will normally confirm the readiness

of the ship for loading, some administrations will also be
involved in issuing a certificate of cleanliness, e.g. the
United States Department of Agriculture.

Some national administrations also require the Master to

Compiled _Capt RGU MP1 sept 2021

submit stability calculations for all stages of the proposed
voyage. Some administrations (e.g. Australia, Canada, the
USA) also set stricter parameters for stability than those
required by the IGC which must, of course, be adhered to
if loading in such a port. In the USA, the National Cargo
Bureau is empowered by the Government to approve the
grain loading calculation and also has the option of
inspecting the holds, but will not approve the calculation
until the cleanliness certificate has been issued.

In the dry bulk trades, there are essentially five grades of

hold cleanliness:

1. hospital clean, or stringent cleanliness

2. grain clean, or high cleanliness
3. normal clean
4. shovel clean
5. load on top

Hospital clean is the most stringent, requiring the holds to

have 100% intact paint coatings on all surfaces, including
the tank top, all ladder rungs and undersides of hatches.

The standard of hospital clean is a requirement for certain

cargoes, for example kaolin/china clay, mineral sands
including zircon, barytes, rutile sand, ilmenite, fluorspar,
chrome ore, soda ash, rice in bulk, and high grades of
wood pulp. Generally, these high standards of cleanliness
will only be met by vessels trading exclusively with such
cargoes. It will rarely be required in the tramp trades.

Grain clean is the most common requirement. A ship will

Compiled _Capt RGU MP1 sept 2021

be required to be grain clean for the majority of bulk and
break bulk cargoes, such as all grains, soya meal and soya
products, alumina, sulphur, bulk cement, bauxite,
concentrates, and bulk fertilisers. Some ports and
shippers may allow a different standard of cleanliness.

Normal clean means that the holds are swept clean, with
no residues of the previous cargo, and washed down (or
not, depending on charterer s requirements), that is,
cleaned sufficiently for taking cargoes similar to or
compatible with the previous shipment. Shovel clean
means that all previous cargo that can be removed with a
Bobcat or a rough sweep and clean with shovels by the
stevedores or crew. The master should clarify what
standard is expected.

Load on top means exactly what it says the cargo is

loaded on top of existing cargo residues. Usually, this
means grab cleaned . This standard will commonly be
required where a ship is trading continuously with the
same commodity and grade of that commodity. This will
typically occur when a ship is employed under a Contract
of Affreightment to carry, for example, a single grade of
coal over a period. With such a trade, there is no
commercial need for holds to be cleaned between
successive cargoes, and each cargo is simply loaded on
top of any remaining residues from the previous cargo.
With load on top, guidance may be necessary for the
master on any cleaning requirements, including the use of
bulldozers and cleaning gangs.

What is Grain clean ?

The most common cleanliness requirement for bulk

carriers is that of grain clean. It means clean, swept,

Compiled _Capt RGU MP1 sept 2021

washed down by fresh water and free from insects, odour,
residue of previous cargo (incl. coal petcoke,
clinker.)/loose rust scale/paint flakes etc. dried up and
ready to receive charterers intended cargo subject to
shippers /relevant surveyors inspection. If the ship fails
hold inspection by shipper/relevant surveyor, the ship to
be placed off hire until accepted in all holds, and any extra
costs/ expenses/time included stevedores stand-by
and/or cancelling charges, therefrom to be for owners
account .

The usual instructions a master of a tramping

conventional bulk carrier will receive, particularly if his
ship is unfixed for next employment, is Clean to grain
clean on completion of discharge. The guideline here is
aimed at the majority of bulk carriers engaged in the
carriage of usual bulk cargoes in conventional ships,
which are cleaned to a grain clean standard. As noted
above, there are certain cargoes, such as kaolin, which
require the higher standard of cleanliness or hospital
clean.
What is loose scale ?

It is important to differentiate such scale from oxidation

rust (i.e. light atmospheric rusting). Loose scale will break
away when struck with a fist or when light pressure is
applied with a knife blade or scraper under the edge of the
scale. Oxidation rust will typically form on bare metal
surfaces but will not flake off when struck or when light
pressure from a knife is applied. Generally, the presence
of hard-adhering scale within a hold is acceptable in a
grain clean hold. The scale should not fall during the
voyage or during normal cargo operations.

Countries apply different standards to what constitutes an

Compiled _Capt RGU MP1 sept 2021

acceptable amount of loose scale or loose paint. While in
some countries, no such material is permitted, the United
States Department of Agriculture permits a single area of
loose paint or loose scale of 2.32 sq m, or several patches
that in total do not exceed 9.26 sq m, before a hold is
deemed to be unfit. In practice, the hold should be free of
loose scale as each surveyor s interpretation of the
required standard may vary.

The industry accepted definition of grain clean is provided

by the National Cargo Bureau (NCB).

Compartments are to be completely clean, dry, odour-

free, and gas-free. All loose scale is to be removed. The
definition is clear:

 all past cargo residues and any lashing materials are

to be removed from the hold
 any loose paint or rust scale must be removed
 if it is necessary to wash the hold, as it generally will
be, the holds must be dried after washing
 the hold must be well ventilated to ensure that it is
odour-free and gas-free

Points to consider

 management must take a close interest in hold

cleaning
 take photographs
 officers must fully understand what level of
cleanliness is required for various cargoes

Compiled _Capt RGU MP1 sept 2021

  an independent survey can be useful to confirm if the
ship is ready to load particularly if there is a long
waiting time before loading

Terminology Used in the Carriage of Grain in Bulk Carrier

The term grain includes wheat, maize (corn), oats, rye,

barley, rice, pulses, seeds and their processed forms
which may behave in a similar way to grain in its natural
state. The loading and carriage of grain cargoes is
governed by the International Convention on Safety of Life
at Sea (SOLAS), Chapter VI, Part C, supplemented by the
International Code for the Safe Carriage of Grain in Bulk
(International Grain Code, 1991).

Part A of the IGC lays down specific requirements relating

to stability information, stability requirements, the
stowage of bulk grain, grain fittings, divisions (i.e. shifting
boards) and their associated equipment together with
strict regulations if a saucer, bundling, overstowing,
strapping or lashing, or wire mesh are being used as a
means to eliminate heeling moments in a partially filled
compartment.

The satisfactory loading, carriage and delivery of grain

requires constant attention from ships' staff with
consequent knowledge of the above regulations and the
characteristics of the particular cargo loaded.

The following definitions are from the IMO International

Grain Code

Compiled _Capt RGU MP1 sept 2021

The term grain covers wheat, maize (corn), oats, rye,
barley, rice, pulses, seeds and processed forms thereof,
whose behaviour is similar to that of grain in its natural
state.

The term filled compartment, trimmed, refers to any cargo

space in which, after loading and trimming as required
under A 10.2, the bulk grain is at its highest possible level.

The term filled compartment, untrimmed, refers to a cargo

space which is filled to the maximum extent possible in
way of the hatch opening but which has not been trimmed
outside the periphery of the hatch opening either by the
provisions of A 10.3.1 for all ships or A 10.3.2 for specially
suitable compartments.

The term partly filled compartment refers to any cargo

space wherein the bulk grain is not loaded in the manner
prescribed in A 2.2 or A 2.3.

The term angle of flooding (1) means the angle of heel at

which openings in the hull, superstructures or
deckhouses, which cannot be closed weathertight,
immerse. In applying this definition, small openings
through which progressive flooding cannot take place
need not be considered as open.

Compiled _Capt RGU MP1 sept 2021

 bulk wheat

The term stowage factor, for the purposes of calculating

the grain heeling moment caused by a shift of grain,
means the volume per unit weight of the cargo as attested
by the loading facility, i.e. no allowance shall be made for
lost space when the cargo space is nominally filled.

The term specially suitable compartment refers to a cargo

space which is constructed with at least two vertical or
sloping, longitudinal, grain- tight divisions which are
coincident with the hatch side girders or are so positioned
as to limit the effect of any transverse shift of grain. If
sloping, the divisions shall have an inclination of not less
than 30° to the horizontal.

The Document of Authorisation certifies that a ship is

capable of loading grain in accordance with the
requirements of the International Grain Code.

Compiled _Capt RGU MP1 sept 2021

There are many different types of cargoes which are
commonly carried in bulk in today's market, and they all
require different methods of hold cleaning, although one
basic rule always applies, and that is that the vessel's
cargo holds must always be cleaned to the highest
standards possible, regardless of the next commodity to
be carried.

standard and extent of hold cleanliness and preparation

for the next cargo is known from charterers, shippers,
owners, charterparty, IMSBC Code

1. instructions from charterers are clearly understood

2. ensure ship has sufficient water for a freshwater
wash-down; additional freshwater can be taken in the
fore or aft peak tanks. (A panamax bulk carrier
requires about 20/25 tonnes of freshwater per hold for
freshwater wash-down)

Pre-washing

1. holds swept thoroughly after discharge of previous

cargo and residues removed. Residues left on deck
are kept covered to reduce dust and pollution risk
2. holds and internal structures checked for damages
3. bilge wells/strum boxes are cleared of cargo spillage.
Bilge cover plate fitted in good order
4. hold bilge sounding pipes and temperature pipes are
free of debris

Compiled _Capt RGU MP1 sept 2021

 5. do not wash holds where adjacent holds are not free
of cargo, or if the bulkhead in the adjacent hold is not
clear of cargo (as there is a potential risk of water
damage/ingress)
6. the bilge line to be blanked off from the engine room
for holds with cargo during washing
7. bilges of holds with cargo to be sounded frequently
during washing
8. before pumping out bilge water, ensure MARPOL and
local regulations are not violated
9. fixed fire extinguishing lines should be flushed out
with air to remove dust and residues

Post-washing

1. the non-return valves in the bilge well are to be

checked and operational
2. bilge wells should be dry. Strum box and bilge cover
plate should be clear and secured
3. bilge cover plate should be covered with burlap and
secured
4. open and inspect the valve/seat of each hold bilge
valve in engine room and ensure it is free of cargo
residues and debris
5. open and inspect main bilge line valve in engine room
and ensure it is free of cargo residues and debris
6. ensure all valves on the hold bilge line are effectively
shut to prevent water ingress into holds from fire and
general service pump, ballast and eductor pump, etc.
Valves should be closed, with measures in place to
ensure that they stay closed (visible signs)

Compiled _Capt RGU MP1 sept 2021

 7. ensure that all manhole lids on the hold tank top and
ballast line blanks in ballast hold are watertight and
oil-tight
8. ensure that ballast well manhole and ballast line
blanks are tight
9. ensure that high-level bilge alarms are operational
10. ensure that the stool spaces are drained of
water. (Stool spaces may contain water in ballast
hold through cracks in stool bulkhead). Ensure that
stool manhole lids are closed tight
11. ensure that connection pipe and ballast trunking
from top-side tank to double bottom are not leaking
into hold
12. ensure that the gland packing of extended
spindles for double bottom tank valve passing from
top-side tank through cargo hold into double bottom
are free of leaks

Cleaning the holds requires resources

Cleanliness/preparation specific cargo may require
additional measures

1. remove all previous cargo residues, loose rust and

scale. Ensure that loose rust on under-side of hatch
covers is removed

Compiled _Capt RGU MP1 sept 2021

 2. after salt water washing, final rinse should be with
freshwater. Wash holds with freshwater alone if
required by the charterparty or for the type of cargo
3. check for hairline cracks on internals and plating
after the holds are washed and cleaned
4. ensure that holds are ventilated and dried. The hold
should be inspected very closely for infestation,
especially when grain and grain products are to be
loaded
5. carry out a hose test of hatch covers and access
hatch covers and vents before loading
6. check ventilation systems and their closing
arrangements
7. on completion, the chief officer should inspect the
hold to ensure its condition is satisfactory in all
respects for loading
8. the master should inspect the holds for confirmation
of cleanliness prior to presenting the holds for survey
9. hold bilges should be sounded daily at sea, weather
permitting the responsible officer should monitor
this
10. bilges must be pumped out dry as required
11. bilge sounding/temperature pipes must be closed
watertight

Maintaining the paint work reduces claims

Compiled _Capt RGU MP1 sept 2021

Prior to loading

 confirm that everything meets the requirements of

charterers and shippers

After loading

1. avoid carrying ballast in double bottom and top-side

tank in way of holds with cargo, unless unavoidable,
for example, for stability reasons
2. ventilate the cargo hold as necessary. Compare the
dew point of the hold and of the outside air to avoid
damage from ventilation
3. fuel in tanks in way of cargo holds to be managed.
Fuel oil heating in tanks in way of cargo holds should
not exceed 5ºC above the required transfer
temperature
4. monitor and record the fuel oil temperature

Compiled _Capt RGU MP1 sept 2021