Constellation Marine Services https://www.constellationms.com Speed of Response is Our Biggest Virtues Sat, 04 Jan 2020 08:56:13 +0000 en-US hourly 1 https://wordpress.org/?v=5.2.5 96231671 Electronic Chart Display and Information System (ECDIS) https://www.constellationms.com/electronic-chart-display-and-information-system-ecdis/ https://www.constellationms.com/electronic-chart-display-and-information-system-ecdis/#respond Sat, 04 Jan 2020 08:49:48 +0000 https://www.constellationms.com/?p=8501 The ECDIS is considered an important milestone for shipping and within the IMO framework for E navigation defined as “the  harmonized  collection, integration,  exchange,  presentation  and analysis of marine information on board and ashore by electronic means to enhance berth to berth navigation  and  related  services  for  safety  and  security  at  sea  and  protection  of  … Continue reading Electronic Chart Display and Information System (ECDIS)

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The ECDIS is considered an important milestone for shipping and within the IMO framework for E navigation defined as “the  harmonized  collection, integration,  exchange,  presentation  and analysis of marine information on board and ashore by electronic means to enhance berth to berth navigation  and  related  services  for  safety  and  security  at  sea  and  protection  of  the  marine environment.”

It is no surprise that with The ECDIS installation schedule having passed end in July 2018, most ships have thus made the transition from paper to digital navigation.

There is no denying that the ECDIS has evolved considerably and changed the landscape by which ships are navigated today.

Nevertheless, the ECDIS is a complex and sophisticated system, which besides navigational functions includes components capable of delivering a real-time display of the navigator’s own vessel located with reference to the surrounding sea area. In addition and simply put, the ECDIS is not only a visualization of a paper chart, it also provides a wide range of data normally required for navigation purposes.

Having said that, the author of this article has, over numerous surveys and attendances, come to believe this technology involves many challenges that cannot be ignored, and in instances, observed that improper use of ECDIS may result in accidents; therefore a change in operators’ mindset is required.

While Industry stakeholders have discussed a lot about the pros and cons of paperless navigation concluding that ECDIS does have an edge over the traditional paper chart navigation, as in most cases firstly, it is important to identify the risks and not to show over-reliance on this technology.

The below is an assimilation of this authors observations and findings seen firsthand during numerous surveys and investigations, reading through various MAIB reports and independent investigation papers.

What could go wrong?

Over reliance

For a piece of equipment considered “fool proof” there is acute tendency on over reliance. Coupled with too much information on screen may cause clutter and can be distracting. There have been instances where the navigator may have lost critical minutes on non-important items where decisions should have been taken.

Complacency

As positions on paper charts were so to say “past positions” the navigator continually checked them again and again. Now real time position creates a false feel safe emotion and a feeling that the real time response will be enough in the circumstances, with little or no thought on the performance of the source equipment supplying the position.

Wrong settings

The ECDIS is an equipment system. Any wrong settings, system or user defined, will lead to accidents and incidents, as the safety parameters are now defined by incorrect settings.

Alarm Fatigue

Simply put, and seen during a recently concluded Navigation assessment, if alarms start going off too frequently, the navigator was seen in a situation of acknowledging the alarm even without checking what it was. Eventually he may run out of luck and there could be an occasion where he might miss out on a critical warning such as approaching a danger.

Effectively stepping up and stepping down the number of alarms/indications at the various stages of the voyage is important for efficient ECDIS assisted navigation

Type Familiarization

IMO mandates ECDIS operators to be in possession of an approved ECDIS operator’s course certificate, but there are only recommendations for equipment type familiarization. There have been numerous instances where seasoned navigators have displayed apprehension up to the extent of difficulty in quickly pulling up relevant data, such as alarm logs, CATZOC data, safety zone data, transition data, etc.

Worst still, in an event of an incident, navigators may find it hard to preserve history, recordings and playbacks, and in instances these were seen overwritten.

With some systems, it is possible to run a complete safety check for any hazards along the planned route at any time during the route planning process and on completion of planning. However, this functionality was seen varying among the different makes. Some ECDIS appear only to undertake route check functions on larger scale ENCs and therefore alarms might not activate. This may not be also clearly indicated on the ECDIS display screen.

Therefore in instances where a navigator may not be aware of the “all other” display mode for a particular type, there is a possibility that a close inspection of the planned route and any deviations or dangers, may be missed.

Special manoeuvers

ECDIS are built in with extremely accurate predictive manoeuver capabilities, such as but not limited to predicted path, trial maneuver, docking mode, man over board, search and rescue manoeuvers.

However there was tangible evidence seen on very low awareness on these capabilities, and rarely were navigators observed to undertake predictive manoeuver trials, especially in areas where “point of no return” were marked.

There were very few occasions seen where practice for special manoeuvers were included in ECDIS operation and familiarization checklists.

Scale and Zoom Facility

During surveys, there were little awareness seen on the “compilation scale” for electronic navigation charts, and navigators were seen to use the zoom function to a scale larger than the compilation scale, often resulting in a false impression about the reliability of the charted data. It is also possible that some charted features may not be displayed while zoomed in, in view of the scale minimum attribute of the electronic chart. Navigators are thus warned that zoon in functions must be used intermittently and only for very short periods of time.

CONCLUSION

Navigators should always cross check ECDIS information with the other sources and most importantly, a visual lookout, as ‘human eyes are the most valuable tool at a mariner’s disposal’.

In view of the few points raised above, and from the perception of an attending independent surveyor, an emphasis on understanding the possible anomalies of the ECDIS system entirely should always be in mind.

Therefore, a change in the mindset of navigation is required for understanding ECDIS limitations and possibilities, including its benefits and disadvantages. Only with an ECDIS-oriented mindset, the navigator will efficiently integrate the system in the ongoing navigational process.

Published By: Capt. Vispy Dadimaster

Master Mariner

Constellation Marine Services

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MAGNETIC PARTICLE INSPECTION https://www.constellationms.com/magnetic-particle-inspection/ Wed, 13 Nov 2019 13:39:47 +0000 https://www.constellationms.com/?p=8491 We, Constellation Marine Services LLC as independent ship and marine surveyors, get nominations from our principals to carry out Magnetic Particle testing. Recently we got a nomination from one of our clients to carry out Magnetic Particle testing on board the semi-submersible to test the welded joints/weld bevel of sea fastening. Our Naval Architect/Marine Surveyor upon in receipt … Continue reading MAGNETIC PARTICLE INSPECTION

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We, Constellation Marine Services LLC as independent ship and marine surveyors, get nominations from our principals to carry out Magnetic Particle testing. Recently we got a nomination from one of our clients to carry out Magnetic Particle testing on board the semi-submersible to test the welded joints/weld bevel of sea fastening. Our Naval Architect/Marine Surveyor upon in receipt of instruction, arranged to attend an inspection on board the subject vessel at Anchorage.

BACKGROUND.

  1. 3 no’s of dumb barges were loaded onto the semi-submersible. Supports, brackets & stoppers were welded in order to arrest the sliding movements during the voyage.
  2. Welding of sea fastening was performed by both repair company & vessel staff.
  3. 25 % of total weld area has inspected. Weld surface has been cleaned by the repair team in order to conduct the proper MPI test.

PURPOSE OF MPI TESTING.

Magnetic particle testing is a Non-destructive testing performed on the welded joints to find out the linear & rounded defects in the welded surface.

EQUIPMENT USED & PERSONAL QUALIFICATION:

  1. Constellation inspector has conducted Wet particle testing so following equipment’s were used
  • Permanent magnetic York with adjustable pole.
  • Aerosol spray (contrast & black).
  1. Attended inspector was qualified with ASNT LEVEL II.

INSPECTION ONBOARD:

  1. Constellation inspector performed the MPI test in presence of Superintendent & MWS.
  2. Welded surface has been cleaned before conducting MPI.
  3. Concerns during testing was rectified by repair team at the same time.
  4. MPI testing was performed as per standard AWS D1.1.

ACCEPTANCE CRETERIA & REFERENCES:

  1. AWS D1.1,
  2. ASME B31.1,
  3. ASME CODE SECTION I, V
  4. ASTM E709.

 

CONCLUSION:

Inspection were carried out in accordance with AWS D1.1 and inspected weld joints were found satisfactory at the time of inspection.

 

Prepared by Engr. Vignesh Prabhu ASNT II.

Naval Architect/Marine Surveyor.

Engr. Vignesh Preabhu Blog.

Cargo Hold Cleanliness Inspection

ULD Inspection of Hatch Cover

 

 

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DEMOLITION SHIP SURVEYS – WHEN ONE LEG IS IN THE GRAVEYARD https://www.constellationms.com/demolition-ship-surveys-when-one-leg-is-in-the-graveyard/ Wed, 13 Nov 2019 13:18:18 +0000 https://www.constellationms.com/?p=8489 Demolition voyages surveys, leading to an issuance of a certificate of approval or sail away permission, either under own steam, or towed, are perhaps the most testing for a marine surveyor. The challenges involved with a perceived increase in risk, compliance with regulations, commercial pressures through cash buyers, re-flagging, re-classing and approvals, pose a challenge … Continue reading DEMOLITION SHIP SURVEYS – WHEN ONE LEG IS IN THE GRAVEYARD

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Demolition voyages surveys, leading to an issuance of a certificate of approval or sail away permission, either under own steam, or towed, are perhaps the most testing for a marine surveyor.

The challenges involved with a perceived increase in risk, compliance with regulations, commercial pressures through cash buyers, re-flagging, re-classing and approvals, pose a challenge to the surveyors acumen, knowledge and to a large extent, his integrity.

This is where companies and consultants like Constellation Marine services can assist in successful sail away surveys.

Over the years, Constellation marine have performed numerous successful demolition voyage surveys, be it for ship sections being towed within the UAE, for ocean voyages of out of commission deep water drilling rigs, or an international voyage across the Indian Ocean, right up to Eastern Europe.

Little has been written about the ship demolition market, an essential element in the supply/demand balance for shipping.

Either technical or economic obsolescence may be the cause for scrapping a ship, where the latter is strongly influenced not only by anticipated market levels, but the rate at which more efficient ships are being introduced.

The recycling market is actively supported by a large number of specialist shipbrokers none so more important in keeping sellers and potential buyers aware of scrap values prevalent at dominant markets.

Having said that, there is little information available on insurance of vessels on demolition/recycling voyages.

Very little is also known on those specialist professionals engaged in this increasingly significant and growing trade.

While ship owners seek the maximum value for their end of life assets, in recent times, managing end-of-life ships is becoming increasingly complex due to revamped international and national regulatory landscape, where, environmental protection has taken a spotlight.

The complex balance between regulatory regimes applicable to the Maritime community and the onus of the voyage being completed successfully in view of the conditions of the vessels involved in end of life voyages, together with the monetary outlay applicable for this, is generally taxing on professional surveyors who issue sail away voyage approvals, and involve microscopic assessments of risk that may be present for these voyages.

Traditional aspects of Marine condition survey modalities may not be most applicable in this case, professional surveyors need to adopt a more tightly focused solution based view on those risks that may be applicable, must have greater foresight vis-à-vis the risk that may be encountered, and in line with those that may affect the vessels liability cover from the start and up to the completion of the voyage.

The proliferation of numerous “end to end” ship recycling management companies have added another layer of difficulty, especially smaller unregulated entities and so called “cash buyers” who seek a quick return on their investments sometimes at any cost.

It is not uncommon therefore that attempts to impair and influence the professional judgement of the surveyor who is carrying out the risk assessment survey, occurs. It thus requires a steadfast belief in the surveyors professional integrity to ensure foreseen encountered risk are mitigated to ensure a safe voyage to the re-cycling yard.

It is also common that ships sold to demolition yards pass through numerous scrap dealers, many of whom often re-register and re-flag the vessels on their final voyage. Many “last voyage” flags are known to offer discounts for this particular voyage, and often leads to skirting of established implementation of international maritime law.

Surveyors are thus often taxed in implementing and verifying standard maritime practices for these demolition voyages, and unless it is not looked into with a keen eye may result in disastrous consequences.

Greater efforts are needed to ensure proper enforcement of current legislation on ship recycling as highest profit seems to be the only decisive factor most ship owners take into account when selling their vessels for breaking. Constellation marine services recognize the importance of regulatory framework that covers this activity, and can offer solutions that keep Safety and compliance at the forefront of “sail away” activities to ensure parties involved in this exercise benefit but with adherence to safety at all times.

 

Prepared by Captain Vispy

Master Mariner

 

 

 

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JOINT SURVEY OF 20’ LEAKING CONTAINER AND CROSS STUFFED INTO A SOUND CONTAINER. https://www.constellationms.com/joint-survey-of-20-leaking-container-and-cross-stuffed-into-a-sound-container/ Wed, 23 Oct 2019 11:26:43 +0000 https://www.constellationms.com/?p=8477 This is to certify that the undersigned Independent Ship and Marine Surveyors, at the request of cargo underwriter attended a joint survey with the surveyor representing from the Carriers at Container Terminal-2, Jebel Ali, Dubai, in order to attend the alleged leaking 20’container discharged from a vessel to determine the cause, nature and extent of … Continue reading JOINT SURVEY OF 20’ LEAKING CONTAINER AND CROSS STUFFED INTO A SOUND CONTAINER.

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This is to certify that the undersigned Independent Ship and Marine Surveyors, at the request of cargo underwriter attended a joint survey with the surveyor representing from the Carriers at Container Terminal-2, Jebel Ali, Dubai, in order to attend the alleged leaking 20’container discharged from a vessel to determine the cause, nature and extent of leaking from the container.

Accordingly, a joint survey was scheduled between Constellation Marine Services on behalf of the Cargo Underwriter and Carrier’s Surveyor at Container Terminal-2, Jebel Ali Port, Dubai, UAE.

During discussion, we were informed by the Carrier’s surveyor that the cargo of Leaner Alkyl Sulphonic Acid would be unstuffed from the subject 20’ leaking container and cross-stuffed into a structurally sound 20’ container, which was placed adjacent to the leaking container. The DPW Container Terminal Officials informed us that ‘M/s. Hazmat Solutions LLC’ (the River King Team) will accompany us for cross-stuffing during our joint inspection.

 

Upon reaching the site, it was noticed that the container was lying at Leaking Container Area of Jebel Ali Terminal – 2 with intact door seal no. (Reportedly installed by the Carrier Surveyor/EHS staff of DPW container Terminal-2) after inspecting the cargo, prior to our appointment.

 

Our external inspection of the accessible side of container revealed it to be structurally intact, with normal wear and tear. During our close-up inspection of the subject unit the oil-stains noted at the rear door sill end.

 

Subsequently, the door seal of the subject unit removed in our presence and the door of the container was opened for our inspection and unstuffing the content / cargo. Our inspection of stow 1×20’ container revealed Labsa Ucf Grade 96% (Liear Alkyl Benezene Sulphonic Acid) in plastic drums to be stowed on a wooden pallet, 2 across and 2 tiers high and secured with 2 nylon straps.

 

The drums stowed on pallets at the door end noted to be in a sound condition with no signs of leakage of contents.

 

Subsequently with initial preparation by staff of ‘M/s. Hazmat Solutions LLC’, Dubai, the unstuffing of cargo from leaking container commenced. The plastic drums stowed in the wooden pallets were removed by using forklift from the leaking 20’ container MSKU 7338422 and directly stowed into a replacement the sound container, which was placed adjacent to the leaking container.  The plastic drums on the pallets were stuffed by using fork-lift into the 20’ structurally sound container 2 across and 2 tiers high, for further sea carriage.

 

During the course of un-stuffing the plastic drums from leaking container. One plastic drum on the wooden pallet noted to be fully pressed and cracked in the way of its bottom section resulting in leakage of cargo / content from bottom section of the drum.  More than 99% of the cargo / content was noted to be spilled out on the floor board. Subsequently, the cracked / damaged drum was placed in a garbage  bag by the staff of M/s. ‘Hazmat Solution LLC’ and was re-stowed at upper tier in the 20’ container in our presence.

 

NATURE OF DAMAGE / LEAKING

As mentioned above one of the plastic drums was noted pressed and cracked resulting leaking of its content. The floor board of the container found partly wet and with oil stain marks. As per incident report/Notice of damage from vessel dated the oil was dripping from container’s internal side & quantity of leak estimated to be of 225 Liters from Container remaining 79 drums were noted to be in a sound condition.

 

CAUSE OF CONSIDERATION

Our cause considerations are based on an unprejudiced opinion, and relates directly to our observations at the time of the survey and the document available / provided to us. As per incident report/Notice of damage from vessel oil was dripping from container’s internal side & quantity of leak estimated to be of 225 Liters from Container No. MSKU 7338422 and at that time of our inspection there was no damage noticed to the external structure / fittings of the container.

 

However, the cause of leaking is a crack developed at the bottom side of one of the drums may be due to the pressure / weight of upper tiers, where the alleged damaged plastic drum was stowed at the bottom tier while stuffing in the subject unit.

 

CONCLUSION

The following was observed during the course of the joint survey

  1. The stain marks of spillage cargo were found / observed in the floorboard of the subject unit.
  2. The entire cargo including the damaged drum was re-stowed in the a replacement container and was sealed with new seal number.

The container was ready for transshipment to the final destination port.

 

 

 

 

 

Prepared by:

Mr. Sumanta Kumar Tarai

Marine Surveyor

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ULTRASONIC LEAK DETECTION (ULD) https://www.constellationms.com/ultrasonic-leak-detection-uld/ Mon, 07 Oct 2019 06:34:05 +0000 https://www.constellationms.com/?p=8472 Damage to cargo due to sea water ingression during marine transportation have resulted in huge loss and big claims. Losses were not limited to the commercial value of the cargo but also to the relation between the shipper-carrier-charterer-consignee. Have you thought if the risk of these losses can be reduced? If not, then here is … Continue reading ULTRASONIC LEAK DETECTION (ULD)

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Damage to cargo due to sea water ingression during marine transportation have resulted in huge loss and big claims. Losses were not limited to the commercial value of the cargo but also to the relation between the shipper-carrier-charterer-consignee.

Have you thought if the risk of these losses can be reduced?

If not, then here is how we serve you to reduce the risk of water ingression.

We Constellation Marine Service can provide the ULD Testing of the cargo hold before the vessel sails from load port with almost no time loss due to testing and provide an opportunity to identify the point of leak and assist in rectifying the leak point at no cost of time loss at load port.

Our well trained and experienced surveyors can do the ULD leak testing of the cargo hold prior to and during the loading of the cargo without disturbing the loading operation process. We schedule our hold inspection when the holds are not in use and in the beaks of stevedore gangs assigned for loading. We consider the change of loading hold in case the loading is already commenced. We can also do the ULD testing with the partially loaded cargo without compromising the efficiency of the test results.

Our experienced surveyor can identify the exact point of the leak and inspect the condition of rubber packing, compression bar and hatch structure to assist the ships crew in rectifying the leak.

In our last project of ULD test in the vessel carrying the wheat flour in bulk, we had assisted the shipper and crew to identify the leak point on the hatch cover, assist ship’s crew in repairing the leak and re-run the ULD test with successful result.

At the end, reduced risk gives better sleep to all the parties having the responsibility of their commercial relations.

Prepared by Engr. Fahad Ansari

Naval Architect/Marine Surveyor.

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CARGO HOLD CLEANLINESS INSPECTION https://www.constellationms.com/cargo-hold-cleanliness-inspection/ Sun, 29 Sep 2019 13:10:26 +0000 https://www.constellationms.com/?p=8445 We, Constellation Marine Services LLC as independent ship and marine surveyors, often get nominations from our principals to carry out Hold Cleanliness inspections. Recently we got a nomination from one of our clients to carry out Hold cleanliness Inspection on board 34778 GRT Bulk carrier and report on its fitness to load intended cargo (PRILLED/GRANULAR UREA). Our Naval … Continue reading CARGO HOLD CLEANLINESS INSPECTION

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We, Constellation Marine Services LLC as independent ship and marine surveyors, often get nominations from our principals to carry out Hold Cleanliness inspections. Recently we got a nomination from one of our clients to carry out Hold cleanliness Inspection on board 34778 GRT Bulk carrier and report on its fitness to load intended cargo (PRILLED/GRANULAR UREA). Our Naval Architect/Marine Surveyor upon in receipt of instruction, arranged to attend an inspection on board the subject vessel at Anchorage.

PREPARATION OF CARGO HOLDS:

  1. Vessel was built in 2012 & designed with five cargo holds. Hatch cover are of Steel, End folding type. Vessel was designated to load PRILLED/GRANULAR UREA of 38500.00 MT.
  2. Vessel was carried Limestone in her last voyage. Chief Officer has ballasted all 5 cargo holds during her en-route from disport.
  3. During our inspection Hold No.3 was still in ballast condition. Remaining cargo holds were de-ballasted & rinsed with fresh water. No cleaning agents/chemicals were used to clean the cargo hold.

WHY CLEANLINESS OF CARGO HOLDS SO ESSENTIAL WHEN THE VESSEL LOADING INCOMPATIBLE CARGO LIKE GRANULAR UREA..?

  1. Preparation of holds depends upon the next cargo, if next cargo is compatible with the previous cargo, a fair sweep down & removal of leftover cargo is sufficient. However if next cargo is incompatible with the previous cargo comprehensive cleaning is mandatory.
  2. Urea is made from a synopsis of ammonia & carbon dioxide. During transit ammonia present in the UREA will be vented & it will react between the loose paint and the steel structure which leads to corrosion. Again it will come to more concern when the UREA is wet because the scourging effect of UREA is considerably higher when compared UREA in dry condition.
  3. Pure/Impure UREA in the existence of moisture can damage paintwork or it would corrode steel structures.

INSPECTION OF CARGO HOLDS:

  1. White glove test has been carried out in ships structures like frames, brackets, hoppers & under deck channels. All the cargo holds were observed dry & bilge well covers were opened.
  2. Bilge & drainage suctions has been tried. Holds were observed taint free. Stains marks at frame sides were observed however same has been rectified by vessel staff.
  3. No residues of previous cargo or loose rust were observed. No existing physical damages to ship structures were recorded.
  4. Bilge wells were observed dry & burlap covered in presence of Constellation Surveyor after inspection.
  5. Sounding pipes/ventilation pipes were observed free of rust. Double bottom tank manholes were tightened.
  6. Cargo hold ventilation system were inspected.

INSTRUCTIONS TO VESSEL:

  1. Cargo holds should not be ventilated during loaded voyage.
  2. Hatch covers should be weather tight. ULD test of hatch cover would be recommended before loading incompatible cargos.
  3. It should be recommended to pressure test the ballast lines if vessel intent to take heavy weather ballast during her voyage.
  4. All non-return valves on the bilge lines should be overhauled on a regular basis by vessel staff.

FILE PHOTO FROM ARCHIVE:

Prepared by Engr. Vignesh Prabhu. A.

Naval Architect/Marine Surveyor.

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MARINE WARRANTY SURVEY – PROJECT AND HEAVY LIFT CARGOES https://www.constellationms.com/marine-warranty-survey-project-and-heavy-lift-cargoes/ Thu, 26 Sep 2019 07:31:11 +0000 https://www.constellationms.com/?p=8431 The role of a Marine Warranty Surveyor (MWS) within the gamut of handling and transportation of Project cargoes is insurmountable, but often misunderstood, sometimes perceived as an “unnecessary nuisance” by many project personnel, primarily due to their lack of knowledge of the role of MWS and its purpose.While there is no undermining the purpose of … Continue reading MARINE WARRANTY SURVEY – PROJECT AND HEAVY LIFT CARGOES

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The role of a Marine Warranty Surveyor (MWS) within the gamut of handling and transportation of Project cargoes is insurmountable, but often misunderstood, sometimes perceived as an “unnecessary nuisance” by many project personnel, primarily due to their lack of knowledge of the role of MWS and its purpose.While there is no undermining the purpose of a MWS, it is equally important to realize that the correct MWS procedure is more important than the presence of the MWS itself.

With over 1100 project cargo MWS surveys under its belt, Constellation Marine services (CMS) are extremely well positioned to offer project cargo Marine Warranty surveys, and if need be, go beyond its primary purpose, by offering technical expertise in drawing up transport manuals, method statements and also risk management for the project.

CMS is a company that deeply understands the requirement of special attention towards handling and transportation of project cargoes – simply because the costs involved in project cargo damages or loss can be very large, often running into tens, possibly hundreds of millions of dollars.

CMS surveyors understand that with numerous parties involved in the execution of a project, damages to project cargos result in even higher consequential costs, with claims that are often complicated, lengthy and result in costly litigation.

 

Understanding the scope of the Marine warranty surveyor/s

A MWS, unless hired to serve as a marine consultant, is always appointed to protect the interest of the underwriters.

It is also important to note that the Warranty imposing (Underwriter) company may not be contractually  obliged with any of the assureds contractors, such as operators, riggers, shipyards, installation contractor, designers, etc., and  therefore rely on the presence and observations of the MWS prior to, during and post handling and transportation of the assured’s project cargo.

In the early days, the scope of the MWS was limited to selection of ships and tugs for cargo transportation, and to an extent, overseeing the loading and sea fastening of the project cargo. But with the surge of complex Marine activities such as installation of offshore structures and the like, MWS activities have broadened considerably and adding following elements:

  • Review engineering documents and calculations
  • Verify equipment and related certificates
  • Review Marine Operation Procedures
  • Attend Marine operations
  • Prepare report.

It is also worthwhile to note that MWS at all times act as an independent unbiased entity during the execution of their services, and do not necessarily include advising services, but the better MWS companies will also on request include these within their scope.

It is evident that client companies will usually benefit and the increase in cost for this service is usually minimal but the returns are high because of the costs of savings by eliminating and or reducing re-work and maintaining schedule. Even when such services are not included in the scope, the better MWS play an advisory role specially in cases to break an impasse that may have been observed or have arisen due

  • Not meeting original design criteria
  • Non availability of proposed equipment
  • Last minute change in procedures
  • Disputes between participating parties due to the above.

The Role of a Marine Warranty Surveyor

The MWS ensures that the terms of the warranty clause in the insurance policy are complied with and that the operations are carried out in accordance with the approved procedures as defined in the Transport Manual or Method Statement.

Involvement of an MWS is typically where shipment of the cargo forms a component of a larger project, including cargo comprising of relatively small cases or Cargo Transport Unit’s (CTU’s) through to complete modules for new infrastructure projects.

In the latter case the shipping procedure; transport to point of shipment, lift plans and rigging calculations, sea-fastening and routing of the ship or tow will be the subject of a series of procedures.

These will have been subject to professional scrutiny, possibly by a number of disciplines, to ensure that calculations are proved and methods for the execution of the various aspects are approvable in line with industry guidelines.

Subject to the approval of procedures and calculations it is then normal for the Warranty Surveyor to attend and observe loading, securing and possibly discharging operations to ensure that approved procedures are adhered to and to be on hand to evaluate and approve any changes to procedures necessitated by on-site conditions.

In cases where a Warranty Surveyor attends to approve loading and securing of cargo it will be usual for a Certificate of Approval (COA) or Letter of Approval (LOA) to be issued, on completion of operations, to confirm that the previously approved procedures have been adhered to or that he is satisfied with on-board securing arrangements agreed with the vessel’s staff or Supercargo.

The COA/LOA may have additional recommendations attached; for example specifying checks to be made on lashings, records to be noted in the vessel’s log etc.

Conclusion

 Project cargoes require special attention during loading and transportation. Specialist knowledge and experience in the shipment of such cargoes is required to fully plan and engineer a safe project cargo shipment.

All operations need to be carefully managed with agreed responsibilities, risk assessments and tool-box talks.

A good MWS provides independent third-party technical review and approval of high-value and/or high-risk marine construction and transportation project operations, from the planning stages to the physical execution.

By appointing an independent third party MWS to review the whole operation from start to finish, including the final leg of the transportation to the site, carriers and charterers will reduce the high-risk factor associated with deck cargoes.

The attendance of an MWS will ensure that the regular areas of failure within a deck stow such as poor lashing equipment, insufficient use of lashing equipment, noncompliance with the CSM, CSS Code and TDC Code, will be avoided.

This provides added peace of mind for all involved in making the voyage a success.

 

Prepared by Capt. Vispy Dadimaster
Master Mariner

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ULD INSPECTION OF HATCH COVER FOR WATERTIGHT INTEGRITY CARRIED OUT BY THE MASTER MARINER / NAVAL ARCHITECT FROM CONSTELLATION MARINE SERVICES LLC. https://www.constellationms.com/uld-inspection-of-hatch-cover-for-watertight-integrity-carried-out-by-the-master-mariner-naval-architect-from-constellation-marine-services-llc/ Thu, 19 Sep 2019 13:32:41 +0000 https://www.constellationms.com/?p=8423 We, Constellation Marine Services LLC as independent ship and marine surveyors, often get instructions from our principals to carry out Ultrasonic leak detection test of Cargo Hold hatch covers for watertightintegrity. Recently we got a nomination from one of our clients to carry out ULD testing of hatch covers on board a Bulk carrier and report on its … Continue reading ULD INSPECTION OF HATCH COVER FOR WATERTIGHT INTEGRITY CARRIED OUT BY THE MASTER MARINER / NAVAL ARCHITECT FROM CONSTELLATION MARINE SERVICES LLC.

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We, Constellation Marine Services LLC as independent ship and marine surveyors, often get instructions from our principals to carry out Ultrasonic leak detection test of Cargo Hold hatch covers for

watertightintegrity. Recently we got a nomination from one of our clients to carry out ULD testing of hatch covers on board a Bulk carrier and report on its watertight integrity. Our Master Mariner/Naval Architect upon in receipt of instruction, arranged to attend a survey on board the subject vessel at Abu Dhabi port.

PRE-INSPECTION CHECKS.

  1. Last hatch cover test report was verified which was provided by the Master/chief officer. Chalk test/Hose test was completed by the ship staff during her last voyage as per test report provided.
  2. Visual inspection of all cargo hold coamings, joints, Liner/angular rubber gasket, cleats, bearing pads, compression pads, drain pipes, valves, channels, locaters & panels were carried out.
  3. Calibration of ULD equipment was carried out in presence of vessel staff to ensure the equipment was in proper condition.
  4. Open hatch value of all cargo holds were obtained with the assistance of vessel staffs.
  5. Copy of Equipment Calibration certificate was provided to vessel staff.

ULD INSPECTION:

  1. Vessel was fitted with folding type hatch cover. After opening the hatch covers, one of the crew was deployed to position the transmitter at center of the cargo hold. Receiver & transmitter has been remotely connected.
  2. Upon connecting the transmitter to receiver we have taken the open-hatch value of the Hold (Approx. 44 dB).
  3. After closing the hold we scrutinized the hatch cover on all sides with the use of telescopic extension lead & neck band headphones. Leaking places were also perceived by the Chief Officer by means of headphones.
  4. More or less at 4 places per hold we detected leak. We anticipated it was due to inadequate tightening of quick acting cleat. Thus we requested chief officer to tighten up all the cleats of all hatch Covers in order to examine once again to ensure the leakage.
  5. Over again we inspected all cargo holds, therefore the leakages were reduced. Nonetheless at two places we distinguished the leakage in one of the hold. We established it was due to the damage of linear rubber gasket. We recommended the chief officer to replace the damaged gasket & inform us to recheck the failed cargo hatch.

ADVANTAGES & DISADVANTAGES OF ULD INSPECTION:

  1. Advantages:
  • ULD test can also be established on loaded vessels.
  • It can also be conducted on Sub-Zero weather condition.
  1. Disadvantages:
  • The equipment requires a qualified & professional operator to interpret the readings.
  • Equipment requires regular calibration.
  • Insignificant leaks might also be detected when performing ULD test.

WHY IT CAN BE MOST PREFERRED THAN HOSE TEST & CHALK TEST..?

  1. To carry out hose test cargo hold entails to be empty.
  2. Hose test cannot be achieved in sub-zero condition.
  3. It was difficult to be ascertain the leaks in cross joint & side joint accurately in hose test.
  4. When carrying out the hose test scupper deck drains to be open potentially causing accurately.
  5. Chalk test gives only an indication of poor compression & potential leaks. Chalk testing is not a leak detecting test.
  6. Leaks in mechanical ventilators & cross joint cannot be obtained during chalk test.

RECOMMENDATIONS:

  1. Vessel staff has to ensure each voyage that the vertical/angular rubber gaskets were intact.
  2. Hose Test/Chalk Test can be performed by vessel staff to make sure the hatch covers were watertight.
  3. Hose Test/Chalk test have to be accompanied after every repair of damaged gasket to ensure the integrity.
  4. Visual examination of cleats, bearing pad, panels, cross joints & resting pad can be performed at monthly basis.

No of Holds tested: 5 Holds

Performed By        :  Constellation Engineers.

Assisted By           :   Vessel Staff

Prepared by Engr. Vignesh Prabhu. A.

Naval Architect/Marine Surveyor.

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THE IMPORTANCE OF QUALITY STANDARDS – PUTTING THE CUSTOMER UPFRONT https://www.constellationms.com/the-importance-of-quality-standards-putting-the-customer-upfront/ Wed, 11 Sep 2019 13:16:51 +0000 https://www.constellationms.com/?p=8396 It is well known that manufacturing companies have adopted quality standards for a long period in time. Its benefits such as but not limited to the value of the standard, the sales and marketing advantage, and company requirements, are well documented. In the recent past numerous service oriented organizations have joined the Quality standards bandwagon, … Continue reading THE IMPORTANCE OF QUALITY STANDARDS – PUTTING THE CUSTOMER UPFRONT

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It is well known that manufacturing companies have adopted quality standards for a long period in time. Its benefits such as but not limited to the value of the standard, the sales and marketing advantage, and company requirements, are well documented.

In the recent past numerous service oriented organizations have joined the Quality standards bandwagon, but in entirety not all for the right reasons.

This is where Constellation marine services stand out from the rest.

While others think adoption rest solely on a mandate to do so – constellation believes accreditation provides a platform for a quality process that involves everyone to deliver a good and consistent service, and adopt those standards that fit our organization, and not attempt to have the company fit the standards.

We are not just looking at the certificate, but process to improve every aspect of our business.

 It is a common trend observed that many companies want ISO quality certification just to satisfy a customer requirement. The customer states that it will only do business with organizations that are certified as ISO compliant, so to get (or keep) the business they need that certification. The problem here is that these companies are looking for a short term pay-off. They see nothing but that one benefit — we need money

Instead Constellation believes in the long term benefits, like “if we keep the customer well satisfied, they will want to come back again and again and again”. This is the fact that is core to our business. We have brought into the program that continued customer satisfaction is the ultimate goal of a Quality system.  Our quality systems put our customers up front, we understand that any other perspective will instead end up costing us more in the long run.

For us, quality means a product that will meet and exceed our customers’ expectations, not only their stated expectations, but also those implied. In addition we ensure quicker resolution to customer complaints, value their feedback and criticism, and have a modality of including these within the way we execute our services.

Another aspect of our quality system is the value of consistency in our services. Our quality systems have clear processes to measure variations, increase control over our processes, robust data collection metrics and clear well defined objectives to maintain service delivery targets.

Our quality systems are devoted to continual improvement – we understand no process is perfect – but our systems enable us to approach the level of perfection expected, increase our regularity in achieving objectives, and see tangible results.

As an organization, we have chosen to be certified for ISO 9001:2015 / ISO 14001:2015 / OHSAS 18001:2007 / ISO 17020, and soon, prior to it coming in force – ISO 45000 and its requirements.

Our quality certification agency is the most credible, and is chosen not only to provide a certification but to add value to our organization, and one that is fit for our business.

We are proud to state that our quality management systems provide us an edge over the others, give a clear impetus that customer satisfaction is core to our business, and enables to rise above the levels of our competitors.

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Sulphur Emission with respect to Marpol Annex VI – Expert comment https://www.constellationms.com/sulphur-emission-wrt-marpol-annex-vi-expert-comment/ Sat, 03 Aug 2019 09:23:39 +0000 https://www.constellationms.com/?p=8283 The forthcoming changes to the rules governing Sulphur emissions in MARPOL Annex VI present tricky technical challenges to interested parties. We believe no other regulations in recent history of shipping has invoked the multitude of responses than the Sulphur 2020 cap. Being unprecedented in nature, numerous meetings, conferences, programs and discussions have been held, many … Continue reading Sulphur Emission with respect to Marpol Annex VI – Expert comment

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The forthcoming changes to the rules governing Sulphur emissions in MARPOL Annex VI present tricky technical challenges to interested parties. We believe no other regulations in recent history of shipping has invoked the multitude of responses than the Sulphur 2020 cap.

Being unprecedented in nature, numerous meetings, conferences, programs and discussions have been held, many papers and articles propagated on this subject.
Constellation Marine services, in addition to being the regions premiere Marine Survey Company, puts great emphasis on consultancy too, and to that end, our organization has had the good fortune of being represented in various forum discussions, and we work closely with regulatory bodies to decipher the requirements behind this forthcoming change. It is, thus, with some degree of certainty, we state that the challenges introduced by the global Sulphur cap are not exclusively technical. Very little though has been discussed on its potential impact on contracts and charter parties. Although the new global Sulphur cap will not arrive until 2020, (now not too far away) forward planning now could help to avoid painful charter party disputes in the future. In our assimilation of various discussions Constellation marine have participated in, we firmly believe Time charter parties may require close attention, with more challenges anticipated for vessels already in long-term charter parties that are likely to go beyond the enforcement date of 1 January 2020. For the benefit of our clients, Constellation Marine services has assimilated the below narrative with a perception that this may be useful for our clients that enter into marine contracts and charter parties prior to and post enforcement of the Sulphur cap regulations. Based on our understanding there is no one “Magic Charter party” that would deal with all of the issues that may arise. However, there is no denying that most bunker clauses will require review, not to mention other clauses, entirely dependent on the chosen method of compliance. For vessels in existing charter parties and to be redelivered post 1st January 2020, the below may be a few points to consider: • What will be done, and at whose cost, with any non-compliant fuel on board that can no longer be used or is not allowed to remain on board? A prohibition on the carriage of non-compliant fuels will come into force on 1 March 2020 for vessels not fitted with scrubbers. Non-compliant fuels will have to be removed to avoid fines or the vessel being detained. If non-compliant fuel is not consumed before 1 January 2020, who will be obliged to arrange or pay for the removal of such fuel will depend upon the wording of the charter party. The parties may wish to agree in the charter party that non-compliant fuel will be used before 01/01/2020 to avoid extensive discharge costs and to maximize bunker tank capacity for compliant fuels, could be an option. • What is the definition of ‘high Sulphur’ and low Sulphur’? – This is a tricky one At the moment, vessels burn either ‘low Sulphur’ (0.1%S max) fuel in ECAs or ‘high Sulphur’ (3.5%S max) fuel outside ECAs. In 2020, there will be three Sulphur types (<0.1%S, <0.5%S and >0.5%S). This raises the question: what will ‘low Sulphur’ and ‘high Sulphur’ mean in 2020? The meaning of such terms we understand may have a significant impact on bunkers on redelivery calculations. • If scrubbers are being considered, who will pay for the installation and any associated delay or deviation? Will the vessel need to go to dry dock to fit scrubbers and will this be allowed under the charter party? It is seen unlikely that existing charter parties will expressly say who is to pay for a vessel to have a scrubber installed. It is only if the charterer is likely to benefit in fuel cost savings then there may be scope for a commercial agreement as to who will pay. At this moment the cost differential is up for argument. • Can Owners be compelled to fit scrubbers? Precedence has shown that the Courts have found that the owners were in breach of certain clauses in the particular charter parties for not having carried out the necessary modifications to comply with changes to MARPOL Annex I. But, the absence of scrubber on a vessel will not necessarily put the vessel or its owner in breach of MARPOL Annex VI or impact on the vessel’s documentation. (Reference Elli and the Frixos [2008] 2 Lloyd’s Rep. 11) In conclusion, where long term charter parties are already being in force, there is less scope for planning ahead. However, it might be possible to agree amendments to the charter party following commercial discussions and consultancy, if needed about how some or all of the issues will be dealt with. Where charter parties are entered into after 01/01/20, the issues to consider will we believe depend upon the chosen method for compliance: • Exhaust gas cleaning systems (scrubbers) The biggest debate we have observed here is – who will be responsible for waste effluent removal? Depending on the type of scrubbers used, effluent removal is necessary, either to sea or to a reception facility. It is imperative that who will be responsible for scrubber waste disposal will depend upon the wording of the charter party. For owners choosing open loop scrubbers, peculiar problems arise whether a particular port / territorial waters permit them to discharge effluents – posing another set of problems. • Will a higher daily hire rate be justified? In the present scenario, forecasts indicate HSFO (suitable for use with scrubbers) will be around USD 250/- to USD 300/- cheaper than distillates. Therefore it was seen argued that charterers may benefit financially from the installation of scrubbers, but industry pundits imagine this will lead to higher charter party rates for vessels fitted with scrubbers. • Will performance warranties be affected by the power demands of scrubbers? There is an unprecedented need to review performance clauses, in view that at this moment, the percentage of ships fitted with scrubbers is low to merit any viable performance data being validated. • Will the fuel prices agreed in the charter party need to be changed? Owners choosing blends, distillates and hybrids as the methodology for compliance have often remarked on who would be responsible for the cost and time of any bunker tank cleaning required due to switching between certain fuels? Will the bunker quality clause need to be amended, particularly given that some hybrid fuels do not fit comfortably into ISO8217, is posing a significant challenge to this method of compliance. Another often discussed aspect posing a challenge – Will suitable and compliant fuel be available during the vessel’s chosen trade? If not, who will be responsible for any additional expenses, fines etc.? Will the trading clauses need to be varied in view of any known (or non-compliant) fuel availability issues on the vessel’s chosen trade? We have also observed that similar challenges will prevail if emerging fuels (LNG) are to be used, and may also apply to existing long-term charter parties It has thus been observed that that charter parties that extend into 2020 may not clearly allocate responsibility between the ship-owner and the charterer for ensuring that their ships – and the bunkers they have on board – are compliant with the new rules. Thinking ahead starting now may be one option, in addition to any consultancy or expert assistance they clients may require, where Constellation Marine services are well placed to offer. SOURCES: UKDC defense Club – Soundings FAIRPLAY – FD&D conference article by Tiejha Smyth, dy. Director – North of England P&I FUJCON 2019 ASIAN MARITIME INSURANCE CONFERENCE – 2018 BOMIN GROUP HAMBURG HFW PRESENTATION AT FAIRPLAY 2018

 

 

 

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