Surveys that are usually undertaken by marine surveyors are related to damages to a marine vessel or surveys conducted to assess a vessel’s condition and seaworthiness prior to its insurance, etc. Very rarely does the scope of his job include cargoes and their conditions. A marine surveyor may be an employee of the vessel-owning organization or one who is hired by the owner of the vessel on a need basis.
On-Off hire condition bunker surveys are a requirement for the commercial trade of vessels in that vessels are hired from their Owners by Charterers who trade the cargo internationally. The survey of the vessel is undertaken either before the vessel is delivered into a Charter, or re-delivered from a Charter. The reports should include a detailed description of the vessel itself, the structural condition of the cargo spaces and main deck areas surrounding the various cargo compartments and hatches, the ship’s hatch covers, the cargo gear and space.
A bunker survey or ROB measurement is usually carried out in conjunction with the On Hire or Off Hire Condition Survey.
The purpose of the survey is to establish the quantities of fuel and on request lubrication oils onboard the vessel. This is of vital importance when chartering a vessel as it provides documented proof of the true condition of the vessel’s fuel supplies at a given point in time and prevents later claims and disputes. In this way the Bunker Survey provides a valuable means of protecting your investment and avoiding disputes.
A draft survey is a calculation of the weight of cargo loaded or discharged to or from a ship from measurements of changes in its displacement. But it isn’t only for solid cargoes. Sometimes we have to measure the cargo quantity of liquids by draft survey. One such cargo is Molasses loaded in chemical tankers. This cargo has air in it and thus the density of this cargo is not uniform. Calculating the way we calculate the weights for other liquids will give wrong quantity.
Draft survey is the answer in this case to. The draft survey is performed by reading the ship’s draft on the draft markings at six standard points on the hull: forward, midships and aft on both port and starboard sides. Corrections for factors such as trim, water density and non-cargo weight changes are made before calculating the cargo weight change. A draft survey is a means of determining the weight of any materials being loaded into (or discharged from) a vessel, our experienced and highly qualified professionals can conduct a draft survey on your behalf, conform the Draught Survey Code of Uniform Standards and Procedures by UN ECE: Under the auspices of the ECE Working Party on Coal, this Code of Uniform Standards and Procedures for the Performance of Draught Surveys of Coal Cargoes has been elaborate by experts from major coal exporting and importing countries and was completed in October 1991. The code was adopted by the ECE Working Party on Coal at its session in October 1991 and endorse by ECE Committee on Energy at its session in November 1991. On request we produce an independent draft survey report.
With the same basic principle as described under vessel draft surveys, however with some different means, it is possible to determine the weight of materials loaded and or discharged into motor-barges & push barges. Our surveyors are fully qualified to carry out the weight determination.
A Bunker Quantity Survey (BQS), also known simply as a Bunker Survey, is a quantitative examination of fuel oil (bunker fuel) delivered to a vessel (the receiver) from a supplier. A BQS is a commonly used loss control tool to track significant variances of cargo quantities between the supplier and receiver. Since bunker fuel is often the largest financial cost driver to the operation of a vessel, a BQS is considered a critical service to ensure correct quantities of fuel are delivered.
In this test a water spray from a nozzle of 12mm diameter is sprayed over the joint of hold and cover from a distance of 1m to 1.5 m with a pressure of 0.5 m/ second water jet. The limitation or drawbacks of this test is that it requires two persons and hatch cover to be tested must be empty. The leakage if very minimal cannot be identified by naked eye and cannot be performed in sub-zero or cold weather. Includes examination of hatch cover, hatch beams for corrosion, cracks and material failure. Examination of gaskets, broken or missing gasket to be replaced immediately. The length of renewed gasket must be minimum 1 meter, before renewing rubber gasket, check and rectify steel to steel fault. Gasket rubber to be of approved type by class.
The holds cleanliness condition survey is conducted to ensure the cargo holds condition before loading, ascertaining whether the holds are ready to load the nominated cargo or not.
Most of times, our attendance for holds cleanliness survey is requested for vessel’s scheduled to load grains or sensitive cargoes. Make sure that all cargo holds are free from ANY previous cargo residues/vestiges and free from loose rust, scale or paint. Painted surfaces must be properly applied and cured. Special attention to dark stains on painting, gaps between frames, brackets and behind access ladders, pipes, manhole covers, etc;
Check for dry and clean condition, free from odours and dry, in all ways in a suitable condition, fit and safe to receive and preserve the intended cargo.
All bilge covers, access covers, tank-top covers should be inspected and properly secured, bilge wells should be clean and dry with pumps in good working order. Tank-tops should be free from container fittings, pad eyes and protrusions, hatch covers must be demonstrably watertight with all seals and sealing faces in position and properly maintained.
We offer inspection and certification of cargo stowage and lashing /securing, including oversized and heavy-lift of cargoes in / on ships, containers, trucks and railway carriages with the direct participation of port stevedores which provide the loading-unloading-lashing works. Lashing calculation are carried out using an approved cargo securing software. Cargo plan and lashing scheme preparing, stowage/lashing and securing of cargoes in/on the sea and land transport units, supervision of cargo handling operation, stowage and lashing/securing surveys.
Assist to ship’s and freight agents at place of discharge-load-ports in accordance with instruction of the customer, issuing the adequate survey report and /or LS certificate on stowage/lashing/securing in accordance with the “Code of Safe Practice for Cargo Stowage and Securing” adapted by “International Maritime Organization”.
A supercargo (from Spanish sobrecargo) is a person employed on board a vessel by the owner of cargo carried on the ship. The duties of a supercargo are defined by admiralty law and can include managing the cargo owner’s trade, selling the merchandise in ports to which the vessel is sailing, and buying and receiving goods to be carried on the return voyage.
The supercargo has control of the cargo unless limited by other contracts or agreements. For instance, the supercargo has no authority over the stevedores, and has no role in the necessary preparatory work prior to the handling of cargo. Sailing from port to port with the vessel to which they are attached, supercargoes differ from Factors, who have a fixed place of residence at a port or other trading place.
Ship to ship (STS) transfer is the term primarily applied to the transfer of crude oil, petroleum products, liquid bulk chemicals and liquefied gas between sea-going tankers. There is also an increasing reliance on dry bulk cargo transfers between ships, but these are not specifically considered here. The STS operation can be undertaken at sea, with either both vessels underway or one ship mooring alongside another at anchor. Operations are sometimes carried out in port, under the jurisdiction of a port or harbour authority, with one ship secured to a shore installation and one or more vessels mooring alongside.
The loading master person-in-charge (PIC) is the marine transfer operator at the marine terminal who supervises the movement of petroleum products between tanker ships, barges, and the terminal while the vessel is berthed at the dock. In this capacity the marine transfer operator ensures that all regulatory aspects concerning protection of the environment and maritime security are adhered to during marine transfer operations. Of particular importance is ensuring no water pollution occurs from a spill or a breach of security from the access of unauthorized personnel.
Cargo expeditors / superintendent play a vital role in international trade and shipping, we offer a comprehensive range of customized marine expediting services which can be tailored to meet your requirements, whatever the nature of your business and wherever you operate.
Request a quote or contact us!