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Constellation Marine
Services
Project Report
Anil Kumar
MBA, Master Mariner (F.G.)
Logistics and Supply Chain Mngt
May 2008 Batch
S P Jain Center of Management, Dubai
Table of Contents
Page
1. Acknowledgement 3
2. Introduction 4
3. Case Studies – A brief Overview
M. V. Xin Tua Zen, 6
M. V. Sea Sophia, 7
M. V. Yumi Soshi, 9
M. V. Bao River, 10
Audi Car Damage claim, 11
IMDG Cargo Stuffing survey, 12
Cargo Expeditor 15
Code of Honour 18
4. Key Learning 17
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Acknowledgement
Liking what we do is pleasure, doing what we like is freedom. This
freedom when juxtapose with a proper support, guidance and
encouragement leads to a successful project. I have been fortunate to
have the pillars of strength i.e. my guides, in my humble effort to make
this project successful.
I humbly wish to extend my cordial gratitude to Captain Zarir Irani,
Director and Mr. D Shenoy, Chief Executive Officer, Constellation Marine
Services, Dubai for their valuable guidance, deep interest, advice and
encouragement throughout the project work. I would like to express my
profound thanks to Captain K. Vijayan and Captain Rohit Malhotra, for
their immense help throughout the course of the project.
Many thanks to Mr. Jos Roy, Surveyor for all the support extended. I
would also like to sincerely thank Ms. Sudha, Ms. Meena and Ms. Marium,
Office support staff for providing the insights and required data.
I am very grateful to my mentor, Dr. Rajiv Aserkar for the continuous
support, guidance and assistance he provided during the entire course of
the project.
Date: 15.03.2009
Place: Dubai
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Constellation Marine Services
Constellation Marine Services is maritime consultancy firm involved in the
various shipping activities ranging from condition surveys of the ships and
cargo to representing P & I Clubs for investigating claims related to
personal, ships and cargo. Constellation Marine Services provides
comprehensive and cost effective consulting and technical services to oil
companies, marketing concerns, vessel charterers, and other marine
related organizations. Constellation Marine Services is a reliable and well
known name in shipping fraternity in Middle East and Indian region.
The services offered by Constellation Marine Services are as follows:
Hull & Structural Inspections for renewal of Steel Work & Damage
Assessment for Most P & I Clubs.
Expertise in Root Cause Analysis & Investigations into Marine
Accidents including grounding, Collisions and/or contact damages to
fixed & Floating Objects.
Investigation of Contamination Claims of Various Refined Oil
Products, Vegetable Oils and Chemicals in Bulk (Quantity & Quality)
for Underwriters/Charterers and ship owners.
Port captain for Non Conventional cargoes like shipment of
Containers, Heavy Machinery on & under deck cargoes.
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Oil Tanker Surveys- Ullaging & Sampling â Gauging Surveys.
Ship Management advice including selection and contracts with
Technical Managers, operational costs, Surveys etc.
Charter Party contract negotiations and commercial dispute
resolution through courts and arbitration.
Dry-docking preparation, supervision and contracts with various
Yards.
Upgrading vessel's draft, cargo carriage capacity etc.
Planning and implementation of retrofitting or renewal of deck
cranes on bulk carriers.
Compass deviation card.
Pre Vetting / SIRE and CDI Inspection Preparations for Tanker
Vessels including Post vetting Correspondence with Oil Majors for
Corrective & Preventive Action.
Mooring Advisor / Assistant Pilot / Cargo Operations Supervisor for
Ship to Ship Transfer Operations involving Oil Tankers.
Port Captain for Specialized Trade of Wood Pulp; Pre Stow Planning,
Monitoring during Loading & discharging of Wood Pulp Cargo.
Advisory on Hold Preparations for Various Dry Bulk Cargoes.
Superintendence for Steel Renewal and Protective Coating
Applications for Steel.
Cargo tally, Pre/ Post shipment Steel Cargo surveys and other
Project cargoes.
Casualty inspections, Personal injury investigations.
Inquiry into overloading of vessel and/or assisting Master in stability
calculation.
Internal ISM & ISPS audits, Preparations of Ship Security Plans and
ISM Documentation.
Towage Approvals, Draft surveys and Bunker surveys amongst
specialized assignments mentioned above.
For over last few years, CMS has continued to develop and expand those
services that enhance each customer's position and objectives. The
mission of CMS is to exceed the customer’s expectation on every
assignment as their service providers, bearing in mind the ethics and
principles of independent marine surveying and consultancy.
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M. V. Xin Tua Zen:
Scope: Investigation of alleged grounding of “M. V. Xin Hua Men” by Ship
Master at the Port of Jebel Ali at 18th January 2009.
Case History:
M. V. Xin Hua Men is Kingstown, St. Vincent registered bulk career. The
vessel is strengthened for carrying Heavy Cargoes and has 7 Cargo Holds.
The ship is fitted with no cranes or winches. The vessel berthed at berth
No. 5, Jebel Ali Port, UAE on 13th January 2009. The arrival draft of the
vessel was 12.98 metres. The cargo discharging commenced at 0530 Hrs
LT on 13th January 2009, using one mobile shore crane, starting from
Hatch No.1, followed by discharging from Hatch No.6, at 0600 Hrs LT,
using the 2nd Mobile crane.
The master of the ship suspected that the vessel might have touched
bottom while discharging the cargo on berth no. 5, Jebel Ali Port at the
time of low tide. This triggered the investigation into the matter. The
sounding of the dock water at berth were taken at 1830 hrs LT on 13th
January 2009. The reading of the depth on the Port side abreast of Hold
No.4 was recorded as 11.15 Meters as against the calculated Draft on the
area covering Hold No.4 of the ship was of 11.66m Portside and 11.41m
Starboard side of the ship, suspecting that the vessel must have touched
the bottom under this condition. The discharging of cargo continued to
further lighten the ship and eliminate any further grounding if the tide
falls any more during low tide.
The sufficient data about the draft of vessel and the quantity of cargo
discharged at the time of suspected grounding of the ship was not
available to the surveyor. To investigate the case, the sounding of the
dock water were checked to establish the true depth of the water at the
concerned berth. The depth of the water at the berth no. 5, Port of Jebel
Ali was found to be 11.30 meters. The ballast tanks were not available for
inspection to check for any physical damages as they contained ballast
water. The vessel sailed with any underwater inspection. The reports of
such findings were conveyed to the charterer’s P & I club.
(The name of the ship and other involved parties changed to maintain
secrecy as a part of professional ethics)
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M. V. Sea Sophia:
Scope: Pre discharge condition survey and discharge tally survey of cargo
on board M. V. Sophia on 5th January 2009.
Case History:
M. V. Sophia, a bulk career, arrived at outer roads at 1110 hrs on 04th
January, 2009 and subsequently berthed at 2310 hours on 05th January,
2009 at berth No.8, Port of Mina Zayed, Abu Dhabi. An on board pre
discharge condition survey and discharge tally survey of cargo consisting
of 1277 numbers of steel pipes weighing 8239.678 MT was carried out.
During the condition survey, it was verified by the appointed surveyor
that a proper hold cleaning procedure at loading port prior to loading was
followed and all cargo Holds on ship had undergone fresh water washing,
cleaning and drying prior to commencement of loading of the subject
cargo of steel pipes at Mundra, India.
The details of cargo loaded in the holds are as follows:
Hatch No. No. of pipes M. Tons
1 44 Pieces 116.9
2 358 Pieces 2435
3 349 Pieces 2268.778
4 337 Pieces 2190.5
5 189 Pieces 1228.5
1277
TOTAL 8239.678
Pieces
The surveyor found 62 pipes in damaged condition and 44 pipes in rusted
condition in the entire cargo lot. The consignees did not give any protest
letter to the vessel with respect to the above damages. No cargo was
rejected by the consignee. However the Local Agents / Master of the
vessel had made the following remarks in the statement of fact:
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1. Master and vessel’s P & I Surveyor (Constellation Marine Services)
issued 1 damage report to stevedores for negligence while handling
on 06/1/09.
2. Vessel’s P & I surveyor issued 2nd damage report on 08/1/09. The
Master of the vessel had also incorporated the following remarks on
the Statement of fact. “As per P & I Surveyor’s report 62 pipes were
damaged during discharge by negligent handling by the stevedore
labours”.
(The name of the ship and other involved parties changed to maintain
secrecy as a part of professional ethics)
8|Page
M. V. Yumi Soshi:
Scope: Pre discharge survey of cargo consisting of 5287 numbers of steel
packages weighing 6955.736 on board M. V. Sumi Yoshi.
Case History:
M. V. Sumi Yoshi, a bulk career, berthed at 1230 hours on 12th
November, 2008 at berth No.4, Port of Jebel Ali, Dubai. A pre discharge
survey of cargo consisting of 5287 numbers of steel packages weighing
6955.736 was carried out. The vessel has 4 cargo holds with 4 cranes.
The details of cargo loaded in the ships’ holds are as follows:
HOLD
STEEL CARGO IN M.T.
NO.
1 2108.000
2 1324.000
3 341.736
4 3183.000
TOTAL 6955.736 M.T.
The surveyor (Constellation Marine Services) was appointed by the local
agent of the ship. In congestion with the Chief Officer of the vessel, the
inspection of cargo holds was carried out to find the condition of cargo.
The condition of cargo holds and cargo was found satisfactory with water
inside the cargo holds.
During surveyor’s continuous attendance on board the vessel for pre-
discharge condition survey, some of the pipes were found with superficial
rust spot on the cargo. The cargo discharge was completed at 0900 hours
on 16th November, 2008. After completion of discharge, all the ship’s
cargo holds were inspected again and it was found that all the cargo for
Jebel Ali Port was discharged and no cargo left out in the Holds. The
discharged cargo was kept in the open yard adjacent to berth No.4. The
receivers of the cargo have not claimed for any damage. (The name of
the ship and other involved parties changed to maintain secrecy as a part
of professional ethics)
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M. V. Bao River:
Scope: Condition survey of the cargo loaded and ship’s cargo holds on
board M. V. Bao Rui
Case History: M. V. Bao Rui, a bulk carrier arrived on 6th July 2008 at
the Port of Jebel Ali. Vessel berthed at berth No. 41 and was loaded with
25072 packages of General Cargo.
The surveyor was appointed by Owner’s P & I club. A condition survey of
ship’s cargo holds and cargo loaded on board was carried out at 1530 LT
on 14th July 2008. Master informed that during the voyage the vessel
experienced very rough weather from 29th June to 4th July, 08. In
anticipation and fearing damages to the cargo, the Master had lodged a
Note of Protest with the Harbour Master, Jebel Ali Port, on arrival.
Details of Damages Occurred (Figures are altered to maintain the privacy):
DESCRIPTION OF CONSIGNMENT: CAMEL BRAND FILM FACED PLYWOOD
(12 mm & 18 mm)
UNIT PRICE PER SHEET OF 12 mm: US$ 14.2900
THEREFORE VALUE FOR 270 SHEETS: US$ 3858.300
UNIT PRICE PER SHEET OF 18 mm: US$ 19.2900
THEREFORE VALUE FOR 280 SHEETS: US$ 5401.200
-------------------
TOTAL: US$ 9259.500
Depreciation Offered by Consignee (70%): US$ 6481.650
----------------------
Salvage Value (30%): US$ 2777.850
----------------------
During surveyor’s discussion with the Master of the vessel “BAU RUI” and
from the reliable documentary evidences made available to him, it was
observed that the vessel had experienced very rough weather during her
voyage. The appointed surveyor opines that due to the heavy rolling and
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pitching of the vessel, the cargo within the ship’s holds was subject to
movements and/or impacts resulted in damages to the cargo.
(The name of the ship and other involved parties changed to maintain
secrecy as a part of professional ethics)
Audi Car Damage claim:
Scope: An investigation of the alleged damage to 1 no. AUDI car ex
vessel M. V. Dubai Faith
Case History:
This case is about survey of an AUDI car, transported in 1 x 20’ Container
by M. V. Hyundai Faith. The car was reported to be received in damaged
condition. The car was shipped at the port of Miami, USA for the port of
Khorfakkan. The surveyor was appointed by Shipper’s under writer.
As per consignee’s claim, the car was already damaged at time of taking
the delivery. Consignee stated that the car was already unstuffed from
the container and was lying at one side of the road with the right side
front glass lowered and the door damaged as mentioned above.
The consignee further informed the surveyor that he had entrusted a
private agency named M/s Corporate Shipping Agency LLC, Dubai to clear
the car from Al Aweer Terminal, Dubai. The consignee also reported that
neither the terminal nor the clearing agency informed him about the
damage to the car. He noticed the damage on his own when he took the
delivery of the car.
It was found that the consignee had not made any formal written
notification to the affect that there was damage to the car at the time of
taking delivery of the car from the Customs Yard. On scrutiny of the
delivery documents to the Consignee, the surveyor did not find any
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damage remarks at the time of and/or prior to delivery to Consignee.
Further, there is no evidence to prove that the Car was released to
consignee in damaged condition after de-stuffing from the Container.
An estimate of repairs to the damaged car was obtained by the consignee
from the authorized local work shop for Audi Cars and delivered to the
above mentioned surveyor. The discounted repair estimate amounting to
AED. 6683/- was approved by the underwriters surveyors and the car is
reportedly sent to the workshop for repairs.
In view of the above, it can be established that the damage to the car
may have had occurred subsequent to the delivery from the yard when
the car was already in the care and custody of the consignee. Therefore,
it is evident from the above description that carriers are in no way liable
for the above damage.
(The name of the ship and other involved parties changed to maintain
secrecy as a part of professional ethics)
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IMDG Cargo compatibility survey and onsite inspection of
packaging prior loading into a 1 x 20’ container:
Case History:
A pre stuffing survey of international maritime dangerous goods into a 20
feet container was carried out at Samanvaya Shipping Services
warehouse at 1400 hrs on 24th January 2009, in order to examine the
suitability of packing and appropriate stowage of the same. The following
IMDG cargoes were stuffed along with non classified general cargo in
wooden boxes and hardboard cartons into the container:
1. UN No. Undisclosed – Paints – Class 2
2. UN No. Undisclosed – Hardeners – Class 8
3. UN No. Undisclosed – Hardeners – Class 9
The container was inspected by the surveyor prior stuffing the nominated
cargo in to the container and found to be sound, internally clean and dry.
The nominated cargo was also inspected and found to be well packed on a
wooden pallet, wrapped with polythene sheets.
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Apart from the above cargo, packages of general cargo were initially
stuffed under our supervision. Thereafter, separation was provided with 2
plywood sheets vertically and horizontally placed between the no
classified cargo and the above mentioned IMDG classified cargo on three
pallets.
The palletised cargo in the container was well stowed in one tier and
using wooden separation material well secured and in good condition.
Sufficient numbers of photos were taken at the time of stuffing the cargo
into the container. On completion of stuffing, the container was sealed
with a seal of identity no. P580767 at 1600 LT / 24th January 2009.
(The details of the cargo and other involved parties changed to maintain
secrecy as a part of professional ethics)
14 | P a g e
Scope: To initiate a value added service to the existing portfolio of the
company with the view to promote the newly appointed tanker master as
General Manager.
Oil Cargo Expeditor/ Cargo Superintendent
The cargo discharging on an oil tanker is a very complex process and in
most of the cases, the charterers will have to depend upon the
competency of the Chief Officer for the discharge of entire cargo. There
had been instances where the actual cargo quantity discharged ashore
was less than what was meant to be discharged by the ship. The quantity
to be discharged is established by gauging ship’s tanks upon arrival of
vessel in the port for discharging. This is clearly evident from the
measurement of quantity of oil pumped in the shore tank which can be
found out by initial and final gauging of the shore tank. In most of the
cases, the ship staff is able to show ship’s tanks empty after completion
of discharge. So if the ships’ tanks are empty and the shore tanks have
not received the amount of cargo which it was supposed to receive, then
where else the cargo had gone? This is where the role of a cargo
expeditor comes into the picture. He will be the person, appointed by
charterers, oil major companies and similar organizations to ensure that a
ship pumps out the entire quantity as is demanded by the situation (B/L).
He will ensure that there is no cargo remained trapped in the bottom or
top cargo lines, within the pumps or sections in the pump room.
Key functions include:
Cargo surveying: The job of an oil cargo expeditor / superintendent
starts with the conducting shore and ship’s tank inspection/ gauging
prior to beginning of the cargo operation (cargo loading or
discharging). The expeditor will act as an independent body and
calculate the quantity on board and ashore. He will be responsible for
the drawing the cargo samples from the ship’s tanks and shore tanks
and send them for laboratory testing. Once the quality of oil samples is
confirmed with what is prescribed on related documents, the cargo
operation will begin and will continue till the final stripping of oil from
the ship’s tanks. The tank gauging will be conducted once again at the
end of the cargo operation and a final report on the quantity loaded or
discharged will be drafted by the expeditor. Cargo expeditor will be a
domain expert in handling various types of oil cargoes and other cargo
15 | P a g e
related jobs such as blending and mixing of cargoes, dying the cargo
and similar jobs.
Marine claims investigation (Cargo claims, P&I and
Underwriters representation):
A cargo expeditor is skilled and authorised, on behalf of P & I club and
cargo under writers, to conduct an investigation to find out the root
causes responsible for marine claims related to the cargo such as
quality issues or shortage. The claims may arise due to a variety of
reasons such as cargo contamination, loss of cargo, cargo heating
requirements and quantity disputes.
Cargo oil loss prevention work and Risk Assessments:
The job of an oil cargo expeditor includes assessment of risks related
to cargo operations in varied conditions ( Alongside terminal or STS
operation) and ensures that the risks are minimized by enabling the
close collaboration of ship staff with terminal during the cargo
operation. The timely and proactive approach in risk mitigation can
save unnecessary hassles and reduce ship turnaround time in port
considerably.
Cargo Superintendence during loading and discharging:
A cargo expeditor can act on behalf of owners, charterers or cargo
underwriters to ensure the smooth cargo operation with minimum or
no loss of cargo during loading or discharging. He shall be responsible
for entire cargo operation ranging from gauging the ship and shore
tanks prior to beginning of cargo operation to the end of cargo
operation.
Liaison with Principals on all relevant technical matters:
He shall be responsible to advise principals on technical / critical
matters related to cargo enabling the concerned parties to take timely
action. This will reduce delays on berth and actual stay time of a ship
alongside a terminal.
Preparation of reports:
A cargo expeditor will be responsible to complete the statuary
documentations at the end of the cargo operation and send the
detailed reports on the ship’s pumps (Discharging) or shore pump’s
16 | P a g e
performance (Loading). This will facilitate to establish the real reason
of delays, if any, at the end of the cargo operations. Should there be
any claims later on or making decisions on rehiring the same ship,
these reports will come handy to the concerned parties.
Key learning: My association with Constellation Marine Services has
been a very enriching experience. I learnt the practical application of
the concepts I learnt in my management course and maritime studies.
My key learnings are as follows:
Practical / on site assignment Learnings:
1. Practical experience of various aspects of marine consultancy,
2. Final preparation of survey / inspection reports for client
presentation,
3. On site inspection / condition survey of ships and cargo,
4. Gained practical experience of working with Shippers, Consignees,
Underwriters, Freight Forwarders, Port authorities and shipping lines
as customers.
Management Learnings:
1. I learnt about the importance of hierarchy of ranks in an
organization.
2. I learnt about the team dynamics and how to utilise the potential of
each team member to maximum in order to reach a common goal.
3. I learnt how important CRM (Customer Relations Management) is
for an organization in the field of Marine Consultancy.
17 | P a g e
4. Every organization has its own work culture. People from different
backgrounds may have different perception of the same task. In
order to achieve the sustained growth, all must be brought to the
same common platform of basic understanding of the job. The
effective communication plays an important role in organization to
run it smoothly. I learnt that in the dynamic environment of a
Marine Consultancy which has a flat structure, there is a higher
need for clear and effective communication.
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