Cargo Damaged Surveys

Cargo Damage Surveys, for investigating claims

At Constellation Marine services, we know that cargo claims are inevitable. The essence of our services for claims made to you or to bring against someone brings us to take you step by step through the services we render to you. For all types of claims, we provide you with the best quality and proficiency with any type or any scenario of claims.

As mentioned above cargo claims can be brought in with different scenarios. This usually happens when there is unreasonable delay, damage, loss of the cargo at ports and terminal storages. Such cargo claims incur to mostly all carriers or their authorized handlers at some point in time.

Cargo Damage Surveys – Accountability for no physical damage, delay or loss

Cargo claims can be brought even when there is no such damage, loss or delay in the physicality of the cargo. This happens when all the recorded evidence which are in form of documents, have some aspect of the cargo i.e. weight, quantity, condition etc. different from the actual state of it. In such situations, confusion or misconstruction is caused by error in understanding the right description of the cargo. This in turn results in cargo claims, caused by monetary loss suffered by the receiver. We make sure from the first notice of a claim up until the finalization of it, provide you with complete evidence of the damages undergone by the receiver.

Cargo Damage Surveys – Inherent state of Cargo and its liabilities

In certain circumstances, the carrier cannot be held accountable for some cargo losses. Some cargo loss occurs due to the inherit state of the cargo, which is in no control of the carriers. Therefore, such circumstances as mentioned above cant be proven liable and they can take recourse of the common law or The Hague- Visby or Hamburg rules, whichever will be a defense applicable to the concerned carrier subject to terms and conditions of carriages. We make sure such damages caused by the understanding of the cargo are well understood by our client to further understand the nature of procedure it requires.

Cargo Damage Surveys –Collision (Damaged goods by third party vessel)

In event of a collision, Consisting of highly qualified team of individuals help you with the process of claims against a third party vessel. Claims can be made against another ship if the loss or damage can be recognized to the negligence of the other ship. In such an event, the ship that suffered the loss of cargos due to the third party liabilityMarine cargo claims Fujariah initiated by the insurance of formal noted protest to the ship that caused them that loss negligently will make a claim. If a ship has to bring a claim against other vessels or third party vessel and If the ship-owner and ship, i.e the commanding manager or long term charters do not have a direct link and is not the carrier then, the ship-owner can be made him liable in tort. This is because the non- carrying ship has no contract with the goods affected by the collision.

Before a lawyer is initiated, the member should always contact us in order to obtain an approval to the important evidence or to provide other assistance on the scene of an incident. Usually P&I clubs have inhouse lawyers or experience to maneuver the claim in certain courts.

We believe in being transparent in our work to our clients. Involving them in the decision-making is extremely valuable to our firm. The more the client is aware, the more they are comfortable with our services, of fact finding and prompt professional reporting.

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Marine inspection

world’s first ever ethane carrier capable of using ethane liquid for propulsion -inspected by Capt. Delzin Irani

Marine inspection -Ethane Carrier inspection

Marine inspection: Having sailed on gas carriers for majority of his sea going carrier, Our gas carrier expert Capt Delzin Irani of Constellation Marine Services had never come across any dedicated ethane carrier capable of carrying pure Ethane cargo at -104 deg C and using the same liquid ethane as fuel (liquid injection) for the main engines. She is the prototype ethane carrier built in the fourth quarter of 2016 from Dayang Shipbuilding Co., LTD, China. She is Liberian flagged and Monrovian registered vessel, who is classed by DNV-GL and owned by EcoStar36 Chartering 2 GmbH & Co. KG, Germany. Another aspect by which the inspected vessel is unique than all other gas tankers in the world, is that she has the accommodation forward which has never been seen or heard of in the gas tanker industry.

Marine inspection-Cargo Suitability inspection

Constellation Marine Services were approached by the leading marine risks underwriters for the charterers, headquartered in London, United Kingdom, to carry out the cargo suitability inspection of the Ethane Carrier during her second ever voyage from Houston, USA to Europe. We attended onboard the vessel LPG/c “Ethane Carrier”, whilst she lay safely afloat made fast starboard side along to Dock No 7, Enterprise terminal, Morgan’s point, La porte, Texas, USA on 01st Feb 2017 to carry out assessment of the cargo worthiness and to determine if the risk involved in cargo operations are mitigated.

After boarding the first of its kind and highly unique LPG carrier we noticed that she was capable of carrying out her entire loading in 24 hours and maintaining Liquid Ethane at its boiling point of -104 Deg C with the aid of 3 highly sophisticated cargo compressors, each of which has 2 condensing units (i.e Traditional sea water cooled condenser and Mycom condenser using Propylene as coolant) for condensing the compressed Ethane gas into liquid prior sending it back to the cargo tanks in liquid form. The cargo containment system is similar in functionality to the standard LPG semi pressurized ship, however is of a different shape such as tri lobe independent Type C tanks which is exclusive compared to the bi lobe independent Type C tanks of standard LPG vessel

She is a prototype to the LPG industry with a maximum ethane cargo carrying capacity of approx. 36000 cbm which has the capability to use liquid ethane as fuel in the main engine apart from the conventional LNG carriers which use Methane vapors, and not liquid, as fuel for the main engine. The liquid Ethane is stowed in two Independent Fuel Gas Tanks, aft of No 3 Cargo tank which has its 2 independent deep well pumps capable of transferring liquid directly to the engine room fuel supply line to the Main engine. Double wall segregation is available in the fuel supply line and dry air is continuously being circulated in the surrounding space of the pipeline. There is also a fixed gas detector fitted between the two layers of the double walled pipeline. The gas detector continuously monitors the atmosphere in the double wall segregation for any presence of HC content greater than 1% LEL and if it does, the automatic switches will

cut the supply of ethane cargo and change over the mode of fuel supply of the Main engine to Heavy fuel oil or Marine Gas oil depending upon the SECA area which the vessel is trading in. This new arrangement is fitted just forward of the cargo control room (CCR) on the main deck and can be witnessed from the CCR.

Marine inspection-Procedures and requirements for Safe Cargo Operations.

The vessel’s SMS had covered all the procedures and requirements for safe cargo operations onboard the vessel and safe care of cargo during transit. All the possible risks were identified in the risk assessment sheets which were incorporated in the Lloyds register mariner software. We identified 14 risks onboard during the loading operations, all of which had mitigation measures in place. The ship officers were highly experienced in the LPG trade sailing mostly on Ethylene carriers which are similar to this vessel. Loading operations were going on smoothly with the cargo pumps regularly, every 30 mins, being turned by hand and kick started with the electrical motor to ensure smooth functionality. Another unique feature on the inspected Ethane Carrier was that the High High level alarm was set at 98% which when activated would not allow further loading of cargo in the tanks. This is an inbuilt safety feature preventing the cargo tanks from the overfilling hazard associated with cargo operations.

To summarize, Our Capt Delzin endeavor was to see the vessel’s cargo worthiness and mitigation of risks involved with cargo operations were being complied with as per international standards of SIGTTO (Standard institute of gas tankers and terminal operators) and IGC (International Gas carrier) code.