DANGEROUS & DIFFICULT BULK CARGOES | Best Practice and the IMSBC Code

DANGEROUS &
DIFFICULT BULK
CARGOES
Best Practice and
the IMSBC Code

1
 DANGEROUS & DIFFICULT
BULK CARGOES
Best Practice and the IMSBC Code

A VIDEOTEL PRODUCTION
in association with
The Steamship Mutual Underwriting Association (Bermuda) Ltd

The producers would like to acknowledge the assistance of

The Masters, officers and crews of
MV Timaru Star, MV Deep Seas, MV Univoyager
Van Ameyde Marine B.V.
Allseas Marine S.A.
Anglo-Eastern Ship Management Ltd.
Beltship Management Ltd.
Braemar Shipping Services plc
Dry Bulk Terminal, Muuga
European Bulk Services (EBS), B.V. St. Laurenshaven Terminal
Holt Maritime Ltd
Hot Briquetted Iron Association (HBIA)
ICHCA International
Intercargo
International Maritime Organization (IMO)
Oxelösunds Hamn AB
WARNING
Pacific Basin Shipping (UK) Ltd.
Any unauthorised copying, lending, exhibition, diffusion, sale, public performance or other exploitation of
the accompanying video is strictly prohibited and may result in prosecution. RBM HoldSolutions
SGS Nederland BV
COPYRIGHT© VIDEOTEL 2010 Thoresen Thai Agencies Public Company Limited (TTA)
This video and accompanying workbook training package is intended to reflect the best available
techniques and practices at the time of production. It is intended purely as comment. No responsibility is
accepted by Videotel, or by any firm, corporation or organisation who or which has been in any way
Print Author & Script Writer: Grant Eustace
concerned with the production or authorised translation, supply or sale of this video for accuracy of any Producer: Kathrein Günther
information given hereon or for any omission herefrom. Director: Keith Purkis

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CONTENTS DANGEROUS & DIFFICULT BULK CARGOES | Best Practice and the IMSBC Code

INTRODUCTION 5 INTRODUCTION

HOW TO USE THIS BOOKLET 5 The hazards associated with bulk cargoes are not restricted simply to handling
THE RISKS ARE REAL 6 them correctly at times such as loading and unloading. The cargoes themselves
can also present serious risks, particularly when they undergo some sort of change
THE IMSBC CODE 7 in their make-up while in the hold on passage - because they have got too wet, or
too hot, or were insufficiently ventilated. All too frequently, the consequence of
WHAT THE CODE CONTAINS 8
such a change is the loss of a ship, or of lives, or both.

THE BULK CARGO CHAIN 9

HOW TO USE THIS BOOKLET
SHIP SUITABILITY 10
- CORRECT IDENTIFICATION 10 We recommend that you begin the training by showing the video, which is the core
CARGO DOCUMENTATION 11 learning tool. Afterwards, open a discussion with your group about the issues raised.
- MOISTURE CONTENT 11
The video can be freeze-framed at points where you wish to expand on specific
- TEMPERATURE 11
learning points.
PORT STORAGE 12

INSPECTION, SURVEY, SAMPLING AND TESTING 12 It is essential that you prepare by first watching the video on your own so that you
can see how they relate to your ship’s cargoes, procedures and equipment.
LOADING 14
- PREPARATION FOR LOADING 14 This guide covers the principles that govern the handling and carriage of all bulk
- LOADING 14 cargoes.
THE PASSAGE 16
This guide can be used in conjunction with the DVD for private study, or form the
DISCHARGE 17
basis of a training session. It is suitable for both initial and refresher training.

PERSONAL SAFETY 18 In either case, it is important that the training is recognised as putting forward a
methodical approach to dealing with dangerous and difficult bulk cargoes, but not

BEING METHODICAL 19 19 as covering every aspect to be considered about specific cargoes. The mandatory
International Maritime Solid Bulk Cargoes Code (IMSBC Code) produced by the

ASSESSMENT QUESTIONS 20
International Maritime Organization and described on pages 7 to 8 is the key
resource for all the information that needs to be taken into account for any

FURTHER RESOURCES 22
particular cargo.

ASSESSMENT ANSWERS 23

4 5

THE RISKS ARE REAL
Unfortunately, there is no shortage of examples to make the point that bulk cargoes
need to be treated with the utmost respect.
A bulk carrier carrying direct reduced iron (DRI) fines from Venezuela to China
was lost as the result of a rapid series of explosions after the hydrogen gas that
had built up in the holds ignited. Six members of the crew were killed.
After three days at sea, a bulk carrier taking nickel ore from New Caledonia to
Australia developed a 15° list after the cargo in four of the five holds liquefied.
Ballast had to be pumped urgently to correct the list and enable the ship to
make port.
A ship carrying zinc skimmings from France to Italy foundered and sank within a
minute after a severe explosion following the build up of gas in the hold. Six out
of seven crew members lost their lives, and the sunken ship was never even
located.
A ship carrying a cargo of iron ore fines only managed to sail a few miles from its
port of loading before developing a list which became so severe that the ship
was beached to prevent capsizing. The cargo had liquefied.
There can be no question of these incidents being caused by bad luck. They were
caused by bad practice.
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DANGEROUS & DIFFICULT BULK CARGOES | Best Practice and the IMSBC Code
THE IMSBC CODE
In order to codify best practice, the International Maritime Organization has
published the International Maritime Solid Bulk Cargoes Code – usually known as
the IMSBC Code. This is officially in force from 1 January 2011, from which date it will
be mandatory under the provisions of the SOLAS Convention. The IMSBC Code
supersedes the Code of Safe Working Practice for Bulk Cargoes (BC Code) and
presents additional information including the Code of Safe Working Practice for the
Loading and Unloading of Bulk Carriers (BLU Code) and recommendations on the
safe use of pesticides in ships applicable to the fumigation of cargo holds.
Being a mandatory document, it has to be aboard every bulk carrier, and its
requirements followed. But this is not just a case of yet another set of rules. The
IMSBC Code is there to help prevent accidents and incidents by informing seafarers
about the risks associated with bulk cargoes.
These risks fall into three main categories:
Risk of Structural Damage
This can occur through incorrect cargo distribution but can also be caused by
corrosion. Equipment can also be damaged, especially by dust during loading
and unloading.
Risk of Instability during the Voyage
This is mainly a result of a solid cargo turning liquid in the hold.
Risk of Chemical Reactions within the Cargoes
Principally those which generate heat, explosive gas or toxic gases.
The IMSBC Code provides information on the characteristics of the cargoes and
instructions on the procedures to be followed when solid bulk cargoes are due to be
carried. It is essentially a reference book to help ships’ officers assess whether a
particular cargo is acceptable.
 DANGEROUS & DIFFICULT BULK CARGOES | Best Practice and the IMSBC Code

WHAT THE CODE CONTAINS
The IMSBC Code has several general sections at the front which apply to all bulk
cargoes. These include one specifically on the subject of the “Assessment of
Acceptability of Consignments for Safe Shipment”, which contains details of the
In relation to instructions, the text makes the following distinctions between three
key words:
“Shall” = mandatory e.g. a certificate shall be provided
“Should” = recommended e.g. this should be calculated

information about a bulk cargo that has to be provided by the shipper. “May” = optional e.g. this check may be made more frequently

It also lists the detailed characteristics of over 150 different bulk cargoes, and the
handling procedures to be followed. THE BULK CARGO CHAIN
The most fundamental characteristic is the Group to which the cargo belongs. All
It is important that the whole process of dealing with all bulk cargoes is carried out
cargoes are classified using three categories:
in a methodical way. In every case, the stages to be gone through in transporting a
Group A - cargoes which may liquefy in the hold while the ship is on passage if the cargo from its source to its destination are like the links in a chain.
moisture content is higher than permitted for carriage

Group B - cargoes with chemical properties that could lead to a dangerous situation inspection preparation
for loading
onboard, such as the production of an explosive or toxic gas
cargo sampling the passage
documentation
Group C - cargoes which are not liable to liquefy or to be a source of chemical hazards

Another characteristic that is listed, which applies

to free-flowing materials as varied as grain, potash
and urea, is the Angle of Repose. This is the
port
maximum permitted slope angle of the cargo ship storage testing
suitability survey loading discharge
when it is in the hold, measured as the angle
between the horizontal and the slope up the cone.

The entry in the IMSBC Code for each cargo then lists information, warnings, and Like any chain, the strength of this one is dependent on the strength of each of the
procedures to be followed, under the following headings: individual links. The difficulty for seafarers is that some of the critical links are in
someone else’s control.
Hazard Loading Discharge
But as the examples earlier in this guide show (and there are many others), it is the
Stowage and Segregation Precautions Clean-Up
ship and the crew that are at risk if a link in the chain proves faulty. So the Master
Hold Cleanliness Ventilation Emergency has to be satisfied that every link is sound – even when someone else is theoretically
Procedures responsible for it.
Weather Precautions Carriage

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SHIP SUITABILITY
Every ship has a certificate of compliance with Group A, B or C cargoes, or a fitness
certificate for carrying solid bulk cargoes. Therefore, the suitability of the ship for a
particular cargo should already have been checked when the vessel was fixed on
charter, or the cargo booked. But this cannot be taken for granted. There is always
the possibility of errors or omissions.
The IMSBC Code lays down all the requirements that apply to the ship in relation
to each specific cargo, and are essential for its loading and carriage. Depending on
the cargo, these could include:
The boundaries of the holds are resistant to fire and liquid
Electrical equipment in the holds is safe for use in an explosive atmosphere or
can be isolated outside the holds
The ship is carrying the appropriate equipment for gas measurement
The specified type of ventilation is fitted
The necessary specialist safety equipment and personal protective equipment
is on board
Nothing is lost by checking – especially if the cargo booked has not been carried
before.
Correct identification
A good number of cargoes have variants of the same basic material, and in some
of these cases each variant needs to be handled differently because it presents a
different hazard. It is essential to know exactly what cargo is involved.
However, this might not always be straightforward, because identical cargoes
sometimes go under different names, depending where in the world they are
loaded. In the most extreme case, ten or more names are in use for variants of the
same material. That is why the IMSBC Code specifies that the Bulk Cargo Shipping
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DANGEROUS & DIFFICULT BULK CARGOES | Best Practice and the IMSBC Code
Name (BCSN) must be used. The BCSN is the name under which the cargo is listed
in its detailed section of the IMSBC Code. Other names can be used, but only in
addition to the BCSN.
If the cargo name is not immediately recognisable or familiar, Appendix 4 of the
IMSBC Code allows for cross referencing a number of commodities and materials
to provide the correct BSCN as applicable to the schedules.
CARGO DOCUMENTATION
This second link in the chain is particularly important. That is because some
decisions that need to be taken by the ship in respect to cargoes – even to the
extent of rejecting them as unsuitable – depend on accurate information.
It is the responsibility of the shipper to provide all the information listed in the
IMSBC Code. Some of it simply confirms the characteristics of a particular cargo as
laid out in the Code, which do not change. But there are three areas which do
change, even between two different cargoes of the same material, and where
great care needs to be taken.
Moisture content
Excessive moisture is a major factor both in cargoes that can liquefy and in those
that can be subject to chemical reactions. The shipper must therefore provide a
certificate that states the average moisture content. In the case of a Group A cargo,
there must also be a statement of TML (Transportable Moisture Limit) which is the
maximum moisture content considered safe for carriage.
Temperature
For some cargoes, an increase in temperature triggers a potentially dangerous
chemical reaction. The IMSBC Code specifies a maximum loading temperature for
such cargoes.
There will be occasions when this information will be provided but there may be
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doubt of how up to date it is – precisely because it is variables that have been
measured. Therefore, the ship may still need to check for accuracy.
PORT STORAGE
The next link in the chain, port storage, is also relevant because of the variables of
Ship Stability and Cargo Documentation for which accurate information is needed.
Even assuming that the figures for moisture content and temperature in the
shipper’s documentation were accurate when they were measured, how and
particularly where the cargo was stored in the intervening period could have had a
considerable impact on the figures.
This is especially true of moisture content for any cargo stored in the open when
there has been recent rainfall, or the cargo is being loaded in a part of the world
that has a marked rainy season.
This problem would be increased if the storage area is not well drained.
For some cargoes, the IMSBC Code lays down particularly stringent requirements
about storage prior to loading, such as being under cover but exposed to dry
weather in the open for at least three days of ‘weathering’. This is another
requirement for which a certificate should be provided by the shipper to the Master.
INSPECTION, SURVEY, SAMPLING AND TESTING
As per the IMSBC Code, the certificates that have to be produced for the ship
giving accurate information about the cargo record tests have to be done by
competent personnel. These tests have to be conducted in accordance with
nationally- or internationally- accepted standard procedures.
The IMSBC Code also rules that the sampling and testing for the moisture content
should be done “as near as practicable to the time of loading,” and never more
than seven days beforehand.
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DANGEROUS & DIFFICULT BULK CARGOES | Best Practice and the IMSBC Code
However, as indicated in the previous links of the chain, there may still be reasons for
the ship to question the accuracy of the figures. The IMSBC Code itself says that checks
are to be conducted if there is significant rain or snow between testing and loading.
The first stage is physical inspection of the cargo. This will indicate general aspects,
such as whether there is obvious variability in its make-up across a stockpile, as
well as giving an idea of the nature of the storage (especially whether open air or
under cover), and an indication of how good the drainage might be.
For cargoes where the size of the individual constituent parts is one of the
defining characteristics, surveying and measuring will provide a higher level of
certainty. The IMSBC Code gives the details of both what the size should be, and in
what form the cargo should be – be it granules, crystals, briquettes, pellets, powder,
fines, or even lumps.
If it is thought necessary to take new readings for temperature or moisture
content, specialist assistance may be required to take samples. It is important to
take representative samples when intending to establish moisture content, both
across the stockpile and at least 50cm into it, and the test must always be
conducted at a laboratory.
There is a similar need to probe sufficiently deeply into a stockpile when
measuring temperature to get a truly representative figure.
While it is always possible to call for further laboratory testing where there is any
doubt, there are some circumstances where an interim test can be conducted
without specialist knowledge. The ‘Can Test’, for example, described in the IMSBC
Code, provides a reliable indication of a cargo with moisture content high enough
to cause it to liquefy.
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LOADING
Preparation for loading
There are two different facets to the loading itself, the physical and the Once a
cargo has been accepted for carriage, the IMSBC Code contains a considerable
amount of information in each individual cargo entry to guide ships on what
needs to be done before loading begins. This can be found not just in the Loading
section of the entry, but also under the headings of Stowage and Segregation,
Hold Cleanliness, and Precautions.
Actions to be taken could include:
Ensuring there is no residue of a previous cargo in the hold (which may prompt a
chemical reaction in a cargo)
Making sure that the hold is dry (where chemical reaction is triggered by water)
Using only holds that are not immediately next to sources of heat (for cargoes
that self-heat, or give off gases if their temperature is raised)
Testing the integrity of weather deck enclosures to the cargo space (for cargoes
where the enclosures have to be closed and sealed)
Treating the surfaces of the hold (when the cargo can cause corrosion)
Isolating possible sources of ignition, like electrical equipment (for combustible
cargoes or those that give off gases if ignited)
Covering sensitive electronics and machinery (for cargoes that generate dust)
Ensuring members of the ship’s crew involved in loading have the appropriate
protective equipment (also for cargoes that generate dust)
Loading
There are two different facets to the loading itself, the physical and the
organisational.
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DANGEROUS & DIFFICULT BULK CARGOES | Best Practice and the IMSBC Code
The physical aspects relate to the actions that need to be taken to avoid
overstressing any part of the ship’s hull and to aid stability while on passage.
Some bulk cargoes are of high density and weight distribution becomes even more
significant. Whenever possible, the higher the density of the cargo, the lower the
hold in which it is stowed. If this cannot be done, extra attention needs to be paid
to considerations of overstressing and stability.
Correct trimming is vital for all bulk cargoes. The relevant cargo entry in the IMSBC
Code will list any additional factors that need to be borne in mind in this regard,
usually under the heading of Loading, but sometimes in a special appendix to the
entry for a specific cargo.
The ship’s stability information booklet provides the necessary data to help ensure
that the ship is loaded in such a way as to make sure its stability is at or above the
minimum acceptable level.
The physical aspects of loading also cover good practice such as the maximum
drop height when loading is done with cranes using grabs, rather than conveyors,
and the speed of loading.
With this facet of loading, the IMSBC Code works in conjunction with the Bulk
Loading and Unloading Code (the BLU Code). This is included as a supplement in
the IMSBC Code.
The organisational aspects of loading relate to the extra safeguards that the ship
might need to put in place during loading. These could include:
Stopping all hot work (such as burning, cutting or welding) in the vicinity of
cargo spaces
Enforcing a ban on smoking in and near the cargo spaces
Posting appropriate warning notices
Spot-checking the cargo temperature
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The timing of the loading can also be weather-dependent. There are a good
number of cargoes that should not be loaded in rain or snow.
There are also some bulk cargoes that carry a potential security risk. Section 11 of
the IMSBC Code contains provisions relating to security.
When cargoes that fall in this category are carried the ISPS Code and SOLAS
regulations and guidance must be followed closely.
THE PASSAGE
For the many cargoes prone to dangerous chemical reactions, all the previous links
in the Bulk Cargo Chain are aimed at reducing the possible occurrence of those
reactions during passage. For cargoes which can liquefy, they are intended to keep
the moisture content below the TML. However, there is a continuing requirement
for vigilance during the voyage. As before, the IMSBC Code lays down what needs
to be done.
One important area is ventilation, which gets its own heading in every individual
bulk cargo entry. Having the right ventilation fitted for the cargo is part of the first
link in the chain. This tenth link is concerned with the correct operation.
Depending on the cargo, there could be a requirement to:
not ventilate at all
make the hold gastight
open the ventilator flaps to allow surface ventilation
make use of mechanical ventilation
or, in a few specific circumstances, carry a cargo under inert conditions
The requirement for ventilation can be continuous or at specified intervals. The only
overriding consideration would be when maintaining ventilation would endanger
the ship or the cargo (unless interrupting it would produce a risk of explosion).
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DANGEROUS & DIFFICULT BULK CARGOES | Best Practice and the IMSBC Code
For many cargoes, there will also be a requirement to measure the gases they produce,
both in the hold and in other spaces in the ship. (The requirement to have such
equipment on board is another element of the first link in the chain, ship suitability.)
The most important gases that might need to be measured, depending on the
cargo, are:
methane (flammable, and potentially explosive when mixed with air)
hydrogen (this is also potentially explosive, and can self-ignite)
oxygen (some cargoes will absorb this, leading to oxygen depletion in the hold)
carbon monoxide (toxic, but could also be an indicator for self-heating)
With some cargoes, there will also be a requirement to monitor temperature at
specified intervals.
DISCHARGE
This last link in the chain often simply mirrors the requirements laid down in the
IMSBC Code for loading, except that there are likely to be fewer requirements
when discharging. Typical of these is the generation of dust, and therefore the
protection of equipment vulnerable to dust damage, and the need for personal
protective equipment.
However, there are cargoes which have special requirements only during discharging,
that arise because of the period the cargo has been in the hold. These could be as
varied as:
not bunkering or pumping fuel oil
testing the atmosphere of the cargo space before any personnel enter it
continuing to test it at specified intervals while people work in the cargo space
trimming a cargo that has hardened during passage, to avoid overhangs
monitoring a potentially self-heating cargo for hot spots
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As in all other cases, the requirements are specified in the detailed entry for each
cargo in the IMSBC Code.
PERSONAL SAFETY
The safety of the ship is the primary purpose of ensuring that every link in the Bulk
Cargo Chain is sound. That naturally includes the safety of those on board: the two
go hand in hand.
But there is a safety dimension that affects only people, and needs to be
considered separately – because it is a regular source on its own of incidents, and
sometimes fatalities.
The result of chemical reactions in many Group B cargoes is that they give off
gases. Some are toxic. Carbon monoxide, a product of combustion, has already
been mentioned. Others include phosphine and arsine, both of which are colourless.
A comparable problem – in that there is nothing by way of visible warning – is too
little oxygen to support human life. With some cargoes, oxidisation draws oxygen
from the atmosphere; in a closed cargo space, that leads to severe oxygen
depletion. The types of cargo involved vary widely: from grain to timber, from
guano to scrap metal.
Furthermore, the replacement of oxygen from the air when the space is opened is
not instantaneous. It takes time for the space to be fully ventilated. Even then,
pockets of low-oxygen atmosphere can remain. Closed holds remaining empty for
long periods can also have low oxygen levels.
As a result, every enclosed space should be treated with caution. This includes
means not just holds, but any compartment with limited openings for entry and
exit, and/or little natural ventilation, and one not designed to be occupied on a
permanent basis.
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DANGEROUS & DIFFICULT BULK CARGOES | Best Practice and the IMSBC Code
Every ship must have procedures for entering these enclosed spaces, which will include:
ventilating the space before entry
testing the atmosphere before entry
not entering the space alone, and having one person outside it who is in
communication with anyone inside
wearing proper equipment and clothing
having a system of formal permits approving entry
having warning signs or posters next to the entry to an enclosed space
Procedures must be followed by everyone – without exception, and to the letter. As
with all the issues that are addressed by the Bulk Cargo Chain, accidents involving
personal safety are almost always not the result of bad luck, but of bad practice.
BEING METHODICAL
Good practice, in contrast, is taking decisions and actions on the basis of a
methodical approach, i.e. following correct procedures, at all times.
The Bulk Cargo Chain provides such an approach – making sure the right
questions are asked and the right information is available. Therefore it minimises
the chances of a difficult or dangerous cargo doing serious harm to the ship or
those on board.
No bulk cargo should be loaded and transported until those directly at risk are
100% sure it is safe to do so. That is why it is essential that all eleven links of the
Chain are sound, and known to be sound. Even when it is outside the direct
responsibility of the ship, each link has to be checked and tested.
The IMSBC Code serves as the point of reference for this process, providing all the
necessary information – not just a mandatory set of instructions, but a tool to help
get the job done. Safely.
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 DANGEROUS & DIFFICULT BULK CARGOES | Best Practice and the IMSBC Code

ASSESSMENT QUESTIONS The BCSN is:

A Group A bulk cargo is one that:
a. Can have a chemical reaction leading to a dangerous situation
b. Does not either liquefy or chemically react
c. Can liquefy if the moisture content is too high
A Group B bulk cargo is one that:
a. Can liquefy if the moisture content is too high
b. Can have a chemical reaction leading to a dangerous situation
c. Does not either liquefy or chemically react
The Angle of Repose of a free-flowing bulk cargo in the hold is:
a. The angle formed by the cone at the top
b. The maximum angle allowed between the vertical plane and the slope
down from the cone
c. The maximum angle allowed between the horizontal plane and the slope
up to the cone
When ‘shall’ is used in the IMSBC Code (e.g. the temperature shall be taken), it
means:
a. Recommended
b. Mandatory
c. Optional
The TML is:
a. The average moisture content of the cargo
b. The difference between the average moisture content and the maximum
allowed for carriage
c. The maximum moisture level allowed for carriage
a. The name under which a cargo is listed in the IMSBC Code
b. The name for the cargo used in the shipper’s documentation
c. The name for the cargo as used by the authorities in the port of loading
The first link in the Bulk Cargo Chain is:
a. The inspection of the cargo
b. The suitability of the ship for the cargo
c. The checking of the documentation provided by the shipper
The suitability of the ship for a particular cargo should be checked:
a. When the vessel is fixed on charter
b. After loading is completed but before the vessel sails
c. In extreme and adverse weather conditions
Which of the following is not required when entering an enclosed space?
a. Ventilating the space before entry
b. Having a system of formal permits approving entry
c. Wearing a breathing apparatus throughout
Which Section of the IMSBC Code contains provisions relating to potential
security risks of some bulk cargoes?
a. Section 10
b. Section 11
c. Section 12

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 DANGEROUS & DIFFICULT BULK CARGOES | Best Practice and the IMSBC Code

FURTHER RESOURCES ASSESSMENT ANSWERS

Bulk Carrier Practice, Nautical Institute c

Bulk Carrier Safety, Baltic and International Maritime Council (BIMCO) and Marine
Technical Managers Association (MARTECMA) b

Bulk Carriers Safety Studies, Maritime and Coastguard Agency (MCA) Marine c
Information Note 228 (M)
Code of Practice for the Safe Unloading and Loading of Bulk Carriers (BLU Code) b

IMO and the Safety of Bulk Carriers, International Maritime Organization

c
Information Resources on Bulk Carrier Safety, International Maritime
Organization (n.d.) a

International Association of Dry Cargo Shipowners (Intercargo) –

b
www.intercargo.org
International Convention for the Safety of Life at Sea (SOLAS), Chapter XII: a
Additional Safety Measures for Bulk Carriers
c
International Grain Code - International Code for the Safe Carriage of Grain in Bulk
International Maritime Solid Bulk Cargoes Code (IMSBC Code) b
Manual on Loading and Unloading of Solid Bulk Cargoes for Terminal
Representatives (BLU Manual)

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