This Independent Surveyor Guide for Pre-Shipment Survey Bulk Cargoes, As Marine Surveyor Indonesia sometime we attending on board the vessel representing on behalf of Ship Owner, Insurance Company or P and I Club Interest to conduct a pre-shipment survey or Pre-Loading Survey.
This time we conduct the pre-loading survey for Coal or in Indonesia we call is "Batu Bara", prior vessel was arrive, a marine surveyor should be inspection to the open yard or open site location of the shipper to know of the product whatever cargo will be loading on board the ship/vessel, then prior the pre-loading survey or pre shipment survey should be taking the sampling of the cargo loaded.
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| P & I Pre Shipment Survey for Coal Batu Bara |
Must usually be sampled before loading. This may be for quality control, for ascertaining moisture content or for checking temperature.
Sampling procedures tend to vary according the practice of the port or terminal. International accepted standard are laid down in British Standards and in the IMO of Safe Practice for Solid Bulk Cargoes.
For quality sampling, the role or the surveyor will be that of superintending the sampling process to ensure that a representative sample is taken.
Stockpiles with uneven drainage, lazy samplers, dirty belts and improper calibration or test equipment distort result.
Actual testing is done in a laboratory. The surveyor has to understand the parameters of the particular commodity
Visit to the shippers plant and a discussion with the producers, and end-users, will help the surveyor to know what is important and what is not.
Moisture content sampling is carried out:
moisture content sampling is carried out for concentrate and fine coal cargoes. The intention is to check that the actual moisture content of the cargo is less than the transportable moisture limit. These are cargoes which can develop a state when the ship. For any parcel of the cargo the shipper must carry out tests and certify the flow moisture point. The TML is 90 percent of this. Any cargo with a moisture content greater than the TML should not be shipped.
it is a serious matter as a number of ships have been lost through capsize from shifting bulk cargoes. The problem is that most exporters of bulk minerals are not in the least interested in ship problem. They tend to take the attitude that any form of sampling or rejection at the cargo is a malicious interference with their business.
The Marine Surveyors are usually employed by P&l clubs or by ship to protect thorn from this attitude. The surveyor has a difficult job to do. The approved procedures are laid down in the lMO Code of Safe Practice for Solid Bulk Cargoes. This code is enforceable in some countries but has only voluntary status in others. The important point is to take samples at regular intervals throughout the consignment, and as close to the loading point as possible.
Samples taken a week before in a stockpile up the road are useless. Some surveyors will be employed by the exporting company or terminal to sample the cargo and to certify to the ship that the moisture content is at a safe level. There is orten considerable commercial pressure to accept dubious results or to err on the "keep loading" side, even when in doubt. Resist it -- one lost ship is all you need.
Temperature sampling is mostly for coal or DRI and some other cargoes likely to spontaneously heat. Any cargo likely to heat should not be loaded if it is already warm .But the definition of “warm” varies. Pal clubs say that coal should be not loaded if it is at a temperature of greater than 40.5 deg C.
Some coal exporters will cheerfully pour smoking coal into the ship. The South African Department of
Transport has produced a Code of Safe Practice for the Safe Handling of SA Coal, which give guidance on temperature.
The IMO bulk code also deals with coal, although loading temperature is not mentioned.
The IMO bulk code also deals with coal, although loading temperature is not mentioned.
The marine surveyor’s Indonesia jobs is to see that a team of samplers correctly measures and record the temperatures of the cargo as Close to the ship as possible. Thermocouples on steel probes are the normal Method . Mercury thermometer are useless, unless fitted with a maximum indicator as the temperature varies at different levels. infrared scanning devices and carbon monoxide measuring devices are both touted as quick means of temperature measuring. Each has a place, but calibration difficulties, especially in a ship environment, make the thermocouple probe the most consistent and reliable method
That what a surveyor wants.
Other dry cargoes may be surveyed before loading to verify condition.
An example is checking freezer cargoes to ensure that they are properly Frozen down. The important point is that for any pre-shipment cargo survey.
The surveyor does not need any detective work or nautical knowledge. What is Required is a good knowledge of the commodity involved, and a knowledge of the safety factor such as temperature and moisture limits. Then it is simply a matter of examing the cargo in line with industry standards and describing the condition accurately
The report must be ready so that bill of loading must be claused or in some cases, loading stopped if the cargo is outside limits
For Oil and Chemicals Cargoes
Pre shipment sampling are sampled before loading and during loading to check on quality, Line cleanliness and tank cleanliness.
The marine surveyor‘s job is to ensure that the samples are taken in accordance with proper practice and tests are done correctly and recorded most important is safety (Source : international Safety Guide for Oil Tankers and Terminal)
~ Look out for spillage.
~ Breathing in fumes.
~ Getting products on the skin.
~ Possible flash points.
The surveyors report will certify the quality of oil loaded
It must also highlight any departures from standard procedures during sampling and loading
Large cargo claims can hang on the surveyors report, so it is important to Understand the correct procedures and to be meticulous in the survey
Points to watch for are that tank samples should he sealed individually and properly labeled, so that tank. time and depth can he recorded.
Samples should not be mixed.
Automatic samples should be verified by checking test and maintenance records, recording control settings and checking weighing samples during operation.
An important point if there is subsequent litigation is to have taken samples of water or cargo already on the vessel before loading starts.
Slops and ballast water should be sampled and the samples retained for a period of at least two months
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