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Marine Survey Report
Report Date: 2 June 2016 Document Ref: CBT -060216 -Mobile - PW
Client: Maynard Cooper Gale (For the UK Club)
Address: 11 North Water Street, Suite 27000
Mobile, AL 36602-5027
D: 251.206.7438
T: 251.432.0001
www.maynardcooper.com
Attention: David Hannan, Shareholder
Vessel: M. T. Chembulk Shanghai
Survey
Subject: P & I and Owner’s Representation (Condition Survey / Risk Mitigation)
during Biofuel Cargo Discharge with possible Off-Spec. Cargo on board
Subject Vessel.
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THIS IS TO CERTIFY that the under named Marine Surveyor did, at the request of the Mr.
David Hannan, Shareholder, Maynard, Cooper, Gale (for the UK Club), attend the Subject
Vessel and conduct a condition survey through on-site attendance and Owner representation,
in accordance with the above Survey Subject.
Vessel Description:
The subject vessel is an 1A1 Rated, all steel construction, Handy Size Tanker rated for
Chemicals and Oils (Chemical Type – II), ESP, HL (1.5).
The vessel is designed to operate in shallower draft ports and rivers. The subject vessel is
outfitted with a cargo Port and Starboard main manifold, distribution, transfer, and discharge
piping system, fitted with 22 Cargo Pumps and Tanks. The vessel has just completed its 3rd
Special Survey.
Owners: Chembulk Shanghai, LLC, Trust Company, Marshal Is.
Operators: Executive Ship Management, Singapore
Charterers: Chembulk Management, Southport, CT
Port State: Marshall Islands
Official No: 6572
Call Sign: V7OP9
IMO No.: 9223916
Hull No.: F-1215
Class Society: DNV-GL
P & I Club UK P & I Club
Builder: Fukuoka Shipyard, Japan
Date Delivered: 25 September 2000
Gross Tonnage (ITC): 11,515.00 MT
Light Ship: 5,338.39 DWT
Length Overall: 144.00 M
Breadth (Extreme): 24.20 M
Depth (Molded) 12.831.00 M
Light Ship Draft: 2.319 M
Main Engines: Main Engine: Mitsubishi, 6UEC52LA, 7060 KW, Fixed Pitch Prop.
In Attendance:
Captain Kanwar Preet Singh, Master of the vessel
Mr. Antar Preet Singh, Chief Officers of the vessel
Mr. Matt Hately, Vessel Shipping Agent, General SS Co. (Remote during attendance)
Mr. Alex May, Receiver Agent, GM, T. Parker Host (Remote during attendance)
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Mr. John Smiley, General Manager, Center Point Terminal (Remote during attendance)
Mr. Eric Koehne, Manager, Global Seaport Services (Remote during attendance)
John Barr, Division Manager, BV Inspections, Representing Receiver (Remote)
Paul Delcambre, Inspector, BV Inspections, Surveyor, Representing Receiver (Remote)
John P. Fjelck Hansen, Managing Director, Musket Corporation (Receiver) (Remote)
Adam Hargrove, Hargrove Marine, Barge Broker (Remote during attendance)
Josh McDonald, Shift Operator plus others, SGS Contractor to Center Point Terminal
Vinny Lusardi, Operations Supervisor, Chembulk Tankers (Remote)
Mr. Patrick Webb, Marine Surveyor, P & I Club
History:
The under named marine surveyor initially attended the subject vessel upon the vessel’s
arrival and completion of arrival procedures, and commencement of cargo discharge
operations at the river mooring pier of the Center Point Terminal on Blakely Island in
Mobile, AL on Thursday, May 26th, 2016. The vessel was found berthed starboard side to
and facing upstream (north) on the east side of the Alabama River in adjacent to the Port of
Mobile. After security and access approvals were granted to the under named surveyor for
the terminal; the under named marine surveyor met with the Master and Chief Officer of the
vessel around 1530 hours. The history, previous transit, loadout, and initial discharge was all
discussed thoroughly.
During this initial attendance, the Master was interviewed and asked to provide a Statement
of Fact regarding the current cargo condition, the vessels activities and condition, and any
other operational issues and activities related to this cargo and operation. Therefore, in
concordance with the above interview, ship’s documents, and vessel logs; the sequences of
events were as follows:
Prior to Arrival:
The subject vessel had taken on the subject batch cargo (~10,003 MT of Subject Oil Cargo
(SME / FAME / Biofuel) in San Lorenzo, Argentina through the Azko Noble Terminal where
they completed load out and departed on or around May 2, 2016. There were two Shippers
involved in providing this cargo: Vicentin SAIC (~5000MT) and Oleoginosa Moreno HNOS
SAIC (~5,000MT).
This cargo was a mixed (co-mingled load out) load out of both oil shipments referred to
roughly as SME (Soy Methyl Esters), FAME (Fatty Acid Methyl Esters), and / or Biofuel
and was loaded into the following eleven (11) tanks: 2 Port, 2 Stbd, 3 Port, 3 Stbd, 7 Port, 8
Port, 8 Stbd, 9 Port, 9 Stbd, 10 Port, and 10 Stbd. Noting that multiple (6 port and 5 Stbd)
tanks were loaded at a time through the Port and Starboard main cargo manifold / headers on
the vessel. The vessel also took an open hatch sample of the cargo loaded in these tanks.
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Bureau Veritas (BV) was contracted at the loading port as well as discharging port to provide
quality and quantity verification for the shipper and receiver. They reportedly took samples
prior to the load out of the cargo and reportedly had the cargo analyzed. It was also reported
that they took open hatch sampling from all 11 tanks after they were loaded. They also
confirmed that the vessel’s tanks had been properly cleaned prior to the load out. Record of
the previous three (3) cargos and cleanings were reviewed and all seemed in order. All tank
cleanliness inspection reports were later reviewed by the under named surveyor and was
complete and in accordance with Chembulk TQM tank cleaning standards, BV inspection,
and standard marine cargo practices.
This load out reportedly went according to plans, with nothing out of the ordinary with the
exception of the use of a nitrogen blanket (Inert type padding) pumped into the above cargo
tanks at the end of the subject load out. This blanket reportedly filled up about 8% of the
tanks volume. The Master stated that he had never had this blanketing procedure used on
any chemical or oil tanker that he had worked. He later questioned whether this less
common nitrogen blanketing practice had introduced some contaminants into the cargo in
question.
The subject vessel transported from the San Lorenzo, Argentina to another cargo port in
Madre De Deus, Brazil for additional cargo operations (no cargo was taken or discharged
that would affect the subject cargo) and then departed for Mobile, AL on or around May 12th,
2016.
According to the Bell Books, the subject vessel then transported directed to the Port of
Mobile, AL with reportedly nominal / calm / following seas for the voyage (Beaufort Wind
Force Scale - Sea Conditions: F1 – F3) with no reported sea spray over the vessel’s bow or
decks.
Wednesday, May 25th, 2016 (Arrival)
The subject vessel arrived at the anchorage in Mobile, AL during the later evening of
Wednesday, May 25th, 2016 and then transported up the river where the vessel was all fast at
the Center Point Terminal Dock at on May 25th, 2016 at 2342 hours.
Thursday, May 26th, 2016
Once the vessel was secure and the BV Cargo Surveyor completed their inspection,
sampling, confirmed weight / ullage calculations, agreed to the exact tonnage, and provided a
release (“go ahead”) to begin discharging and the terminal loading master (SGS Operator)
confirmed the release; the subject cargo discharge began on May 26th at 0255 hours. Prior to
discharging the vessel took sampling of the cargo at this point as well.
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The discharging was a multi-tank discharge that included all related tanks connected to the
above mentioned port and starboard manifolds on the vessel. This discharging continued
until the discharging operations was stopped due to concerns about the coloration of the
cargo in Tanks: 2 Starboard, 3 Port, and 9 Starboard, specifically. More sampling was taken
by BV Surveyors and some analysis was reportedly processed. In the interim, based upon
the visual inspection and coloration of the cargo alone, the Division Manager of BV
determined that the Receiver would refuse the remaining cargo in these three (3) tanks.
The receiver’s Cargo Surveyors (BV) considered the coloration of this subject cargo to be
clear indication that the cargo in those tanks were not to specification (off spec.). The
original amount of cargo in these three tanks were roughly 2730MT and the remaining
amount (at the point where the receiver stopped discharging these tanks was 2154 MT. This
information was detailed to the receiver, terminal, loading master, and agents during multiple
conversations with the vessel during this point in the discharge operations. Although it is not
an issue, it should be reported that the cargo tank discharge valve in tank 9 Port was repaired
during the final portion of this earlier discharge operations.
After the plan to move forward with the remaining tanks of subject cargo was agreed to by
the receiver, surveyor, and shipping Broker, and terminal readiness, the rest of the subject
cargo began to be discharged on Thursday, May 26th at 2010 hours. It should be noted that
the Master and under named surveyor agreed that the three (3) subject tanks should be
isolated from the discharging operations so the vessel installed blanks for each of the tanks: 2
Starboard, 3 Port, and 9 Starboard.
Friday, May 27th, 2016
The discharging continued through the night without event and on Friday, May 27th at 0500
hours the terminal stopped discharge operations again due to shore tank capacity issues.
They reported that they needed to complete the cleaning on their shore tanks before they
could continue the discharging.
Meanwhile, conversations between the shipping broker, receiver, agents, and terminal were
underway to determine what would be the plans to discharge the remaining other three (3)
tanks of cargo that were rejected by the receiver.
During this period, the vessel drafted and issued an initial Letter of Protest to identify the
delays that were being suffered by the vessel due to both the cargo quality concerns and the
terminal operations and tank capacity delays.
Several times during this delay period, through conversations with the receiver / shipping
broker agent and cargo surveyor (BV), the under named surveyor was told that the vessel was
not considered to be at fault in any way for the cargo issues. In fact, conversations, as per the
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sampling conditions at the loading and discharging ports were discussed and it was agreed
that the cargo in question had the wrong color even prior to loading.
Saturday, May 28th, 2016
The next day on Saturday, May 28th at 1500 hours, the terminal indicated that they had
completed their shore tank cleaning and the discharging operations could once again
commence. During mid-day on the 28th, the receiver, shipper Broker, and agents worked out
their plan and started to move forward on supplying a local tanker barge that would lighter
the three (3) cargo tanks in question and transport to an alternate facility when logistically
convenient to do so. Conversations between the under named surveyor and these other
parties progressed to assure that all possible efforts were followed to avoid any further vessel
delays. Also, the size and type of cargo presentation flange was detailed to the barge
provider to assure that the connections for the lightering would go smoothly.
Sunday, May 29th, 2016
The vessel completed the discharging of the subject cargo on Sunday May 29th at 0116 hours
from the remaining Cargo Tanks: 2 Port, 3 Stbd, 7 Port, 8 Port, 8 Stbd, 9 Port, 10 Port, and
10 Stbd. The vessel completed their tank stripping and prepared the vessel and
documentation for the vessel to shift across the river to the Alabama State Docks at the River
B Dock. The shift took place early morning and the vessel was port side to the other dock at
and all fast at 0650 am.
The lightering barge (CBR 2310 pushed by motor tug Gregory P. Frazier) was brought
along-side the subject vessel and discharging commenced at 0915 hours. After 1320 MT was
discharged into the barge, disconnection from the subject vessel took place at 1318 hours.
The barge was pushed to another Center Point Terminal in Chickasaw, AL. The barge
discharged this cargo to that terminal until later that evening. The barge continued back to
the vessel and continued the final lightering operations (final 834 MT) on Sunday, May 29th
at 2142 hours.
Monday, May 30th, 2016
All discharging was complete on May 30th at approximately 0100 hours. The vessel
completed the tank stripping, the barge departed and the vessel departed for Brownsville,
Texas at around 0300 hours.
Following the final discharging operations, the vessel issued a Supplemental Letter of Protest
to cover the remaining delays suffered since the first Letter of Protest was issued on the
previous Friday, May 27th.
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Surveyor Notes:
The under named marine surveyor was in attendance as detailed below to conduct the initial
survey and follow on surveys to assure that the vessels condition, procedures, and
communications regarding the cargo and discharging concerns were properly handled and
managed. During these visits, the under named surveyor assured that the vessel had
performed all tank cleaning operations properly, cargo loading and discharging operations
properly, isolated tanks as needed, took adequate cargo samples at the loading port and the
discharging port for their records, and communicated / protested concerns to the receiver and
shipping broker parties regarding all delays that the vessel was suffering.
From the enclosed digital images, it can be determined that the vessel’s operations and
cleanliness were of a satisfactory to excellent condition and that no activities or conditions of
the vessel were found to play any role in the cargo quality concerns and related delays. In
addition, there were no activities or conditions of the vessel that played any role the terminal
discharging and tank capacity delays either.
Surveyor Attendance Schedule:
Thurs., May 26, 2016 – Phone (Introduction and award)
Thurs., May 26, 2016 – Initial Attendance (1500 hrs – 1930 hrs)
Friday, May 27, 2016 – 2nd Attendance (1300 hrs – 1700 hrs)
Sat., May 28, 2016 – Phone calls - Agents / Shipping Broker (1100 hrs – 1200 hrs)
Sat., May 28, 2016 – 3rd Attendance (1500 hrs – 1800 hrs)
Sun., May 29, 2016 – 4th Attendance (1300 hrs – 1500 hrs)
Wed. June 2, 2016 – Reporting (1800 hrs - 2400 hrs)
Documentation and Control:
The following documents have been gathered and remain on file for review on the
Southwinds Marine Consultng Secured Online Portal:
List of Documents:
Survey Report
Vessel Particulars
Crew List
Bill of Lading (both Shipments)
Charter Party Agreements (Not on board, to be sent from Chembulk Tanker Ops. Supervisor)
Related Port Logs
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Related Bell Book Logs
Ullage Reports
Cargo Discharge Calculations
Tank Cleanliness Records and Inspection Reports
Letters of Protest
Miscellaneous Shipping Documents
Email Communications
Copies of Digital Images
Documentation Control Instructions
Please click on the link below:
https://www.southwindsmc.com/client-portal/
Enter your password in the box provided
Password: C00p3r
Then click on the “Click Here” button to the right of the password box.
This will take you to the page entitled “Protected: Maynard Cooper”
To download the file, click on the file marked “Zip File – Downloadable File” this will pop
up the usual “save File” box to allow you to choose where it will be downloaded on your
local
Final Surveyor Comments:
The weather during the entire vessel operations / visit in Mobile was clear and hot with no
inclement conditions.
All parties involved seemed to communicate well and had a relatively high degree of
responsiveness to resolve these delays and issues. The only general complaint would be that
the vessel and under named surveyor had to be very persistent to get the Shipper Broker and
their agents to make the final decisions and plans to provide the final discharging and
lightering into a tanker barge and remove the cargo from the subject vessel.
The under named surveyor took custody of all the cargo samples from both the loading port
and the discharge port. These samples will remain in a cool dry and secure storage until such
a time as needed by the P & I Club deems necessary.
In summary and to restate, by the end of the discharge, all the parties involved acknowledge
that the discharging delays and cargo quality concerns were not related to the vessel
(condition or actions). There were no verbal or written conflicts presented regarding the
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Vessel or her Management from any party to the under named marine surveyor or Master
during this attendance period. Note that the times and quantities detailed herein were
approximates based upon reports provided and were not independently verified.
Digital images taken during our attendance that refer to conditions herein are enclosed.
This report is issued without prejudice and is for the benefit of whom it may concern.
SOUTHWINDS, INC.
MARINE SURVEYING, ENGINEERING, AND CONSULTING.
By: _______________________________
Patrick Webb,
Principal - Marine Surveyor / Marine Engineer
P O Box 16741 Mobile, AL 36616
281 865 5149
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Digital Image Log
Looking to Subject Vessel from Center Point Terminal Pier
Another View to Subject Vessel from Center Point Terminal
View looking forward of Subject Vessel from Bridge.
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Discharge connection from Terminal to Vessel
Example of Isolation Blank
Picture of Loading Port Samples (coloration)
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Lightering Barge for Tanks 2S, 3P, 9S
