Friday, December 16, 2011

P&I club addresses tanker cargo shortages

A new publication from the UK P&I focuses on one of the major sources of cargo-related claims in the tanker sector – cargo shortage.

`How to prevent tanker cargo shortage claims', subtitled `The cause of claims and how to avoid them during pre-loading, loading and unloading,' follows on and complements the recently published UK Club `Tanker Contamination Claims Checklist'.

This publication identifies the main causes of cargo loss, the discrepancy between what was loaded and what was discharged, arising from both on board and shoreside failings and compiles the key points to consider in several distinct sections running from the pre-loading phase through to discharge.

It begins by considering whether the vessel is suitable for the nominated cargo(es) to be loaded. Ensuring, so far as practical, whether the charterers have provided adequate information, cargo planning and maintaining records during loading and on passage are all detailed.

Any meeting with terminal staff should not be limited to filling out cargo and safety checklists, said the Club. It is in the vessel's interest for the chief officer to take these opportunities to build a strong working relationship with shore personnel. Likewise a good relationship should be developed with the cargo inspector.

Establishing the amount of cargo loaded is of course critical. Claims for alleged shortages after completion of discharge are always based on the difference between the net bill of lading and outturn quantities in the first instance.

Even if both terminals carry out their measurements diligently, each will (quite legally) round off temperature and ullage readings in its favour, so differences are only to be expected.

In general, the bill of lading quantity may be overstated and the outturn quantity may be understated. In the absence of a like for like comparison, the vessel is the only common factor and therefore the measurements taken on board are extremely important, warned the UK Club.

The checklist also points out that cargo inspectors are, like all of us, human and therefore do from time to time make errors. Causes of errors and how to avoid them are detailed.

When unloading, again a good relationship with the cargo inspector at the discharge port is essential, the club said.

The checklist, which comes in an easy to carry form, was produced by the UK P&I Club with the assistance of Capt David Payne of Associated Petroleum Consultants.

The club also reminded owners of the existence of a DVD - `Tanker Matters'. This focuses on some of the most frequent causes of tanker cargo claims and how to avoid them. The DVD can be viewed continuously, or scene by scene.

Monday, December 12, 2011

How to calculate CBM & Freight Ton


One of the most common questions i get asked is how to calculate CBM, specially by those clients who get charged per Freight Ton (weight or volume whichever is higher)
Firstly CBM stands for CuBic Meter.. This is the most common unit used for the measurement of volumetric cargo..
When you have the dimensions of the package, first of all convert the measurement into meters.. Normally dimensions are in Length x Width x Height..
If for example the dimensions are 3.2 x 1.2 x 2.2 meters then the CBM is simply 3.2 x 1.2 x 2.2 = 8.448 cbm..
As mentioned above if the rate is quoted as for example Usd.12/per freight ton and the weight of the package is 1200 kgs = 1.2 tons, then the freight rate for this will be
8.448 cbm x Usd.12 = Usd.101.376 or
1.2 tons x Usd.12 = Usd.14.4
Since the cbm rate is higher, the freight rate of Usd.101.376 will apply..
For easy conversion of anything to anything – pls refer to http://www.onlineconversion.com/

Gas Free Survey Procedure

Guidelines for Preparing Vessel for Gas-Free Inspection
To enable the vessel to enter port or shipyard for repair without delay, the Master, when
preparing the vessel for certifying free from flammable vapour (gas-free inspection), is
required to ensure that the following important requirements are complied with:


(a) Prior to the inspection of a vessel, which has carried Class A or Class B petroleum in
bulk, the master is required to certify that all empty cofferdams and all the compartments,
pumps and pipelines which contained petroleum have since the last discharge of such
petroleum.


(b) All compartments (including cargo tanks, pump-rooms, cofferdams, and void spaces) to
be opened and freed from liquid petroleum and petroleum vapour. As far as possible they
must also be freed from water, sediment, scale and rust or anything which might retain
petroleum or its vapour.


(c) All valves on cargo lines (including vapour lines if available), both in the tanks and on
deck should be opened and blank flanges removed.


(d) Consistent with docking requirements, permanent segregated ballast tanks are allowed
to be in ballast before issuing the gas free certificate.


(e) All slops on board have been discharged and that the slop tanks and any available
residue tank onboard are thoroughly cleaned, ventilated and free from flammable vapour.
The following points are often overlooked by the Master of the vessel and the cause of gasfree
certification not being issued:
(a) Gas-Freeing of cofferdams (the fact that a cofferdam is normally kept full of water does
not mean that it is gas-free).
(b) Available vapour line openings on deck were not opened at the time of inspection.
(c) Washing of pipelines, including crossovers and other possible ‘dead ends’ and complete
draining thereof.
(d) Removal of sediment, sludge and scale (especially on stringers and similar places).
(e) Cleaning of heating-coils.
(f) Cleaning of manifold lines (including the drip trays).
(g) Emptying of pump-room bilges.
The Inspector /Surveyor will inspect the following parts of the vessel with a combustible
gas indicator to determine the presence of flammable vapour:
(i) Pipeline including vapour line openings on deck;
(ii) All empty cargo tanks;
(iii) Cofferdams or void spaces;
(iv) Pump-rooms;
(v) Ballast tanks (if not fully filled with water);
(vi) Slop tanks, residue tank; and
(vii) Bunker tanks (if the vessel is to enter a shipyard).


A Gas-Free Certificate will be issued to the Master of the vessel only if the Inspector of
Petroleum is completely satisfied that items (i) to (vi) mentioned in para 4 above are free
from flammable vapour. This certificate will only permit the vessel to proceed to other
anchorages within the port. If a Gas-Free Certificate for entering a shipyard is required, in
addition to being satisfied that items (i) to (vi) are free from flammable vapour.
The Gas-Free Certificate is valid for a period of 7 days from the date of issue.


Should the Certificate expire or any change in the condition occurred, it is necessary for the
Inspector /Surveyor to re-inspect the vessel and a new Certificate issued thereupon. It is
the responsibility of the Master of the vessel to monitor the expiry date and the condition
and should the Certificate expire or any change occur. It is the responsibility of the Master
of the vessel to inform the Inspector ?Surveyor through the vessel's agent in order that a
further inspection be carried out.


Footnote
1. Class “A” petroleum means any petroleum the flash-point of which is less than 23
degrees Celsius and includes liquefied petroleum gas.
2. Class “B” petroleum means any petroleum the flash-point of which is 23 degrees Celsius
or more but less than 60 degrees Celsius.

Thursday, December 8, 2011

Marine Surveyor

Marine Surveying Experience Requirement

For Certified Marine Surveyor (CMS) status, the applicant must have at least five years of experience as a marine surveyor, with no less than fifty per cent of his or her business time devoted to the professional practice of hull, machinery, marine facility, cargo or yacht surveying. OR Applicants shall have no less than two years of activity as a marine surveyor, plus additional experience attained in the marine industry that is closely related to marine surveying.

Applicants who have not fulfilled the requirements for CMS status, but who have attained experience as a hull, machinery, marine facility, cargo or yacht and small craft inspector in government or private industry may apply as an associate NAMSGlobal member. The time completed for such service will be credited on a 1 for 2 ratio with a maximum of three years of credit allowed against the five-year requirement for CMS. Should the associate member have the required five years in this class necessary to qualify for CMS status, he or she will be eligible to apply for CMS status.

Apprentice applicants, once screened and accepted as apprentice members may, after a one-year tenure as an apprentice member and after completing at least fifty marine survey engagements, apply for associate member status. If this member is not elevated to associate status, he or she must, at the end of three years, apply for full membership within six months of the three-year term. Therefore, a NAMSGlobal apprentice in good standing who has been active in marine surveying for three years may apply for CMS status without becoming an associate member.

Wednesday, December 7, 2011

Video Ulang Tahun Carsurin ke 43

Kami karyawan Carsurin Batam mengucapkan Selamat Ulang Tahun untuk Carsurin ke 43 dengan membuat video, jika ingin melihat silahkan download link dari mediafire dibawah ini


ulang tahun carsurin jatuh pada tanggal 14 desember 2011

yg mau lihat video ucapan ulang tahun untuk carsurin dari Batam di you tube ini dia videonya

Thursday, December 1, 2011

Introduce our Company & Services

We herewith would like to introduce our Company & Services, our company was established In 1968, CARSURIN proud to be Indonesia’s largest private independent marine surveying Company with worldwide representation. We are also an ISO certified company.

CARSURIN’s mission is to provide the highest degree of quality service in the maritime field
through a combination of our expertise, qualified and dedicated staff, commitment, nearly
43 years of experience, branch offices and global network.

Staffed with a team of experts, we are committed to delivering quality service with integrity.
Our core business comprise:

-         Independent Marine, General Cargo, Coal, Cotton, Liquid Cargo (Petroleum, Chemical and
          Palm Oil Products) Survey and Inspection.
-         Preshipment Inspection
-         Laboratory Analysis and Consultancy
-         Geological Services
-         P&I Matters
-         ISPS Code (International Ship and Port Facility Security Code) Services
-         Legal Advisory Services
-         Marine & Non-marine Consulting Services
-         Ship Owners Representative, purpose to assist Owner to monitoring their vessel at shipyard, repair etc…
-         Feasibility Studies
-         ISM Code (International Safety Management Code)
-         Collateral Management Services
  
We are :
- Lloyd’s Agent for the Indonesian territory
- Representative of Nippon Kaiji Kentei Kyokai (NKKK) Japan
- Nautical Inspector of Panama Bureau of Shipping and The Bahamas Maritime Authority

As the leader and largest private company within the Indonesian marine surveying and marine related industry with almost 40 years of experience, CARSURIN’s branch offices and global network can respond to and fulfill our client’s needs promptly.

Our local knowledge, professionalism, expertise and business ethics ensure that our
client’s risks are minimized.

CARSURIN has personnel of the highest caliber and experience. We also maintain a high level of Technical expertise to ensure the highest quality service. CARSURIN continues to invest heavily on developing our team to remain ahead of the competition and continue to offer clients excellent service.