HSEQ requirements

PIPES & TUBES
just uniform mass break bulk or a
high tech commodity?
DEFINITION OF TERMS
Pipes
A pipe is a tubular section or hollow cylinder, usually but not necessarily
of circular cross-section, used mainly to convey substances which can
flow — liquids and gases (fluids), slurries, powders, masses of small
solids. It can also be used for structural applications.
Tubes
A tube, or tubing, is a long hollow cylinder used for moving fluids (liquids
or gases) or to protect electrical or optical cables and wires.
The terms "pipe" and "tube" are almost interchangeable, although minor
distinctions exist — generally, a tube has tighter engineering
requirements than a pipe.
Wikipedia definition
SCOPE OF PIPES & TUBES
Pipes and tubes are mainly produced out of steel of different grades and
qualities depending on their purposes such as parts of
 Oil & Gas pipelines
 High- or low pressure lines
 Constructions (i.e. tendon legs)
Therefore pipes are usually ordered as part of infrastructure projects or
energy projects.
Pipes and tubes usually are coming with different dimensions, designs
and applications.
PRODUCTION RANGE
Production of steel pipes & tubes are varying in dimension, design and
application.
Possible variations are (here only the most common)
Wallthickness
Diameter
Length
Steel grade
Pipe end
design
Weight
Inner
coating
Outer
coating
Packing
from
razor-thin
(1 mm and
less)
from
as little as
4 mm
from
short joints
(3-4 meter)
from
lowest
grades
from
plane straight
cuts
from
lowest
weights s.a.
40 kgs
Epoxy flow
coating
Fusion
Bonded
Epoxy (FBE)
Unpacked
up to
heavy wall
(100 mm
and more)
up to
huge dias
(1.400 mm
and more)
up to
double joints
(24 meter)
up to
highest
grades
(X120)
up to
specially
designed
bevels
up to
individual
weights of
20 mt and
more
Concrete
Polypropylen
e (PP)
Ends closed
with caps
other
Polyethylene
(PE)
Crated
Concrete
Cased
Lacquer
painted
TRANSPORT OF PIPES & TUBES
Since pipes and tubes for international installations are being produced
in different sizes, qualities and utilization at plants all over the world, they
are being shipped as single pieces or single bundles in small or big lots.
Pipes and tubes are being shipped as
 Groupage consignment
 Over dimensioned Cargo
 Break bulk
using all modes of transport, Sea, Road , Rail track and Air and certainly
a combination of these modes.
With these combinations, pipes are being handled, stowed, stored quite
often until they are reaching their final point of delivery.
ADVISE
Whenever you are planning to transport pipes or tubes,
make sure that all parties, who are involved in the transport are
speaking the same technical language. (This explicitly includes the blue
collar personnel – because they do need to know).
Most of the problems, which may occur during transport tendering, when
producers or traders assume that everybody in the shipping transport
industry do know what is the meaning of abbreviations and what are the
appertaining sensitivity of the explicit product
Pipes are not just pipes they vary not only in size and weight, but
extremely in sensitivity and valence.
Therefore each pipe shipment does need individual attention and
individual cargo care.
VALUE OF PIPES & TUBES
The value of pipes and tubes is linked to







steel prices,
steel qualities,
mode of production,
dimensions,
availabilities,
capacity utilization of the relevant pipe plants,
exchange rates.
Therefore procurement departments of buyers have to compare the a.m.
attributes with their own technical requirements.
Based on these procurement decisions single pipe joints can have
values of up to 22,000.00 US $ and higher.
Following this value a shipment of 3.500 – 4.000 pipe joints can easily
have a value of 80. Mio US$ and more.
RISKS WHILE SHIPPING PIPES & TUBES
Based on the experience of over 25 years in international pipe handling
and transportation we are coming to the conclusion, that the following
tags are the main risks and main reasons of losses which occur during
pipe transportation:






Ignorance and superior attitude
Lack in communication
Lack in regulation
Lack in inspection and auditing
Lack in time management
Underestimation of the a.m. risks
RISKS WHILE SHIPPING PIPES & TUBES
These risks which might lead to damages and/or
incidents and accidents are usually being blamed to blue collar
departments or companies such as
Stevedores – Ships crews – Crane drivers – Truck drivers – etc.
But the truth is, that most of the risks can be reduced or avoided
already in the white collar departments or companies, such as
Planning – Sales – Procurement – Management – Agencies
RISKS WHILE SHIPPING PIPES & TUBES
It is redundant to list here ALL possible theoretical and practical risks
which might negatively influence a pipe or a pipe lot while being
shipped, handled or stored.
This is beyond the scope of this presentation.
Nevertheless it is of importance to inform you about the possible results
which might occur out of the risks, namely losses and damages.
TYPES OF LOSS
In order to define all types of loss we need to accept, not only a
mechanical damage, such as a dent, a bent, a bevel nick or a coating
damage is to be described as a loss.
Rather, the delayed delivery of a sub shipment, a certain rust grade or
already the suspicions of exceeding an individual layer limitation inside
the transport vessel can, under certain circumstances, lead to quality
problems, monetary responsibilities and will definitely create a significant
unplanned overhead.
Based on this experience we differentiate the following types of losses.
TYPES OF LOSS
Clear and assignable losses




Loss due to mechanical damages to pipe body itself
Loss due to mechanical damages to the coating application
Loss due to short shipment
Loss due to delay of delivery
Unclear and theoretical or delayed losses




Loss due to non-compliance to procedures and regulations
Loss due to inappropriate inspection
Loss due to communication failure
Loss due to deterioration of reputation
ADVISE
You might be of the opinion that usually all possible losses are covered
by the relevant transport underwriter policies or clubs.
And you are correct,
but
these losses will definitely negatively influence the relationship between
seller and buyer.
It will create an unplanned incalculable time-consuming and financial
overhead.
And will definitely negatively influence the reputation of the relevant
logistic provider and what is much worse the reputation of the pipe
producer.
SEA TRANSPORTATION
MARITIME
Drawing taken from the GDV Container Handbook
Drawing taken from the GDV Container Handbook
Drawing taken from the GDV Container Handbook
MARITIME
Bulk Carrier at heavy sea
MARITIME
under deck passage way during beaufort 5
MARITIME
MARITIME
ROAD TRANSPORTATION
ROAD & RAIL
ROAD & RAIL
ROAD & RAIL
ROAD & RAIL
CONTAINER
TRANSPORTATION
CONTAINER
Twistlocks
CONTAINER
CONTAINER
PROJECTS
The shipper must and wants
to prevent or to exclude
 Accidents
 Operation failure
 Liabilities
 Project stops
 Quality defects
 Consequential damages
Shippers hand over their service
transportation and logistic contracts with
highly complex regulations, recommendations
and guidelines.
The shippers are made by their
customers extensive regulations and
guidelines with respect to their obligation
to deliver.
An made-up example based on a typical logistic
instruction from the oil and gas industry based on
real existing projects
An international consortium of energy organizations is building a
multi-stranded natural gas pipeline from an offshore gas field to an
onshore distribution node with a total length of about 750 kilometers in a water depth of 100 - 200 meters.
In addition to many highly complex technical and environmental
specifications for the actual pipeline diverse products are
purchased on world markets and transported by ship to various socalled marshaling yards around the actual project area.
The budgeted costs for the entire pipeline project
9 billion US $
of which attributable to:
 Transportation costs
about 2,5 – 3,0 % (270million US $)
 Planning costs
about 1,0 – 2,0 % (180 million US $)
 Environmental aspects
about 10 %
(900 million US $)
 Building costs
about 15 %
(1,35 billion US $)
 Material
about 40 %
(3,6 billion US $)
 Health, Safety
about 10 %
(900 million US $)
 Insurances / management etc.
about 20 %
(1,8 billion US $)
 Quality tests / auditing
about 1,0 %
(90 - 100 million US $)
Estimated figures based on real project figures and extrapolations
TOTAL TRANSPORTATION
 Complete, pre-installed compressor stations with
individual weights up to 60 tons
 90,000 coated pipeline sections with individual
weights up to 9 tons
 60,000 pipeline pipes, after concrete coating with
individual weights of up to 13 tons
 120,000 gas field tubes with individual weights of
up to 1 tons
 about 230,000 cbm project material
Intermediate storage of the pipes in various locations
Intermediate storage of the pipes in various locations
All goods and products described herein are purchased by the consortium
on the world market on the basis of
FREE DELIVERED DUTY UNPAID
Interim storage Marshalling Yard
The forwarding, the temporary storage in the seaports, the sea transport,
the discharging of the ships and delivery to and storage at the interim
storage therefore lies with the suppliers and sub-suppliers from different
countries such as:
China, India, USA, Germany, Austria, Great Britain,
Norway etc.
EXAMPLE OF A MARSHALLING YARD
To comply with all national and international requirements such as
 Safety requirements
 Environmental requirements and constraints
 Policy requirements
 Quality requirements
 Own insurance requirements
the consortium created their own regulations and purchase
fundamentals that affect all aspects of different supplies and makes
it is the legal basis of their purchases.
These regulations include usually, in addition to the individual
product specifications, so even at the
example, the following thematic areas:
 Reference documents
 Referenced specifications
 Codes, standards and regulations
 HSEQ requirements
 General HSEQ requirements
 HSEQ lifting requirements
 HSEQ handling requirements
 Technical requirements
 Transportation & Handling Requirements
 Marine
 Road
MARINE TRANSPORTATION REQUIREMENTS
CODES, STANDARDS AND REGULATIONS
As example only
Abbreviation / name
Content / description
AISC
Manual of Steel Construction
AMSA
Australian Maritime Safety Authority Marine Orders
API 5 LW
Recommended Practice for Transportation of Line Pipe on
Barges and Marine Vessels
AS 1319
Safety Signs for the Occupational Environment
AS 1418.1
Cranes
C075-AQ-STD-0002
Lifting Standard
COLREG
IMO Convention on the International Regulations for
Prevention Collisions at Sea and Amendments
IMO RESOLUTION A749 (18)
International Safety Management Code
ISM – SMC
International Safety Management Code
ISPS Code
International Ship and Port Facility Security Code
OPGGSA
Offshore Petroleum and Greenhouse Gas Storage Act
MARINE TRANSPORTATION REQUIREMENTS
GENERAL REQUIREMENTS
 Navigation Equipment
 Vessel Strength Requirements
 Communication Facilities
 Loads During Transportation
 Bunkers
 Allowable Stresses
 Fendering
 Fatigue Considerations
 Vessel Certification
 Shackles
 Asbestos-Free Requirements
 Bridle Recovery Arrangement
 Transportation Route
 Ballasting System
 Reporting
 Watertight Integrity
 Sea-fastening
 Anchor and Mooring Arrangements
HSEQ REQUIREMENTS
RESPONSIBILITIES
It is the obligation of the supplier to ensure that an appropriate industry standard for
HSEQ will be planned, implemented and complied with during the execution of work.
The supplier shall ensure and demonstrate that all employees and sub-contractors
are aware of this responsibility and also implement them.
The Supplier shall bear all costs and any consequences for not following the rules.
The requirements consist of:
 Regulatory requirements,
 HSEQ policies and requirements of the company,
 Carrying out the work according to the approved methods of
the oil- and gasindustry
If the consortium observes that unsafe non-described activities or a violation of
applicable law are executed, or the health, safety, environmental or safety
requirements are not met, then immediately contractually agreed measures,
liabilities or guarantees come into force.
HSEQ REQUIREMENTS
HSEQ MANAGEMENT SYSTEM
The supplier and ALL subcontractors must have a documented and fully
implemented HSEQmanagement system.
The supplier HSEQ management system must:
 address all technical and human risks of suppliers within his
delivery obligation.
 adhere to the specifications and to the requirements of the
consortium documentation system.
HSEQ REQUIREMENTS
OCCUPATIONAL HEALTH AND SAFETY
In the supplier HSEQ management system it is to be defined precisely how the supplier
manages and controls the occupational health and safety at the workplace.
The minimum requirements that must be checked and documented are:
Biological hazards
Chemical hazards
Air compressors
Hoses, associated
fittings
Pneumatic tools
Driving & vehicle
safety
Electrical safety
Generators
Power distribution
Portable electric hand
tools equipment
Isolation & tagging
Ergonomic (human)
factors
Fire protection and fire
fighting
Flexible hoses
Food safety
Flame cutting
Gas bottles
Geographical hazards
Grinding
Health & hygiene
Harzadous
substances
Hot work
Housekeeping
Lifting devices
Mobile cranes
Chain hoists
Lever hoists etc.
Slings
Lifting operations
General requirements
Technical elevators
Manual handling
Colour work &
sandblasting
Personnel protective
equipment
Physical hazards
Psycho-social factors
Scaffolding
Traffic management
Vehicle equipment
Plant & human
interface
Welding
Working at heights
Working in confined
space
So far this all is pretty theoretical and typical regulative.
And you tend to say:
"Paper is patient“
Unfortunately ALL these points and regulations here listed are permanently audited and
reviewed during the handling, loading or discharging activities.
Any infringement has the consequence of an immediate STOP of all activities
and before resumption of work
 Lessons Learned Meetings
 Nearmis Meetings
 Consequenses
to follow.
EXAMPLES
AND
FINANCIAL CONSEQUENCES
 Mechanical Damages
 Reasons
 Financial consequences
Bevel Damages
A very large portion of pipes and tubes being shipped around the world do
have a bevel with a so called root face.
A bevel is a slanted surface, which is generated at the pipe ends.
In preparation of welds, pipes are beveled at the joints already in the
production process, before being shipped.
These beveled ends are highly sensitive with regards to impacts to these
bevels. The combination of a sensitive and exact designed bevel, the
individual weight of a pipe joint and rough handling often leads to
damages, which can delay the automatic welding process during pipe
laying.
Bevel damages will lead to extensive inspection and repair costs, which
might also negatively influence the reputation of the pipe producer or
trader.
Origin of bevel damages
 Narrow stow
 Wrong lifting equipment
 Shifted cargo (pipes)
Appearance of bevel damages
Repair of bevel damages
Prevention of bevel damages
Costs of bevel damages
Based on a real claim I will give you just an idea what can happen.
The pipes were determined for a pipeline project in Turkey and shippers could
not ship damaged pipes back to the mill for mill repair, due to a lack of time.
Totally 124 pipes of 3.500 pipes were suffering by bevel damages of different
extent. Manual grinding and filing of bevels were strictly prohibited by
receivers` quality department.
Costs of the qualified field repair for 124 pipes
US $ 235,000.00
• Excluding
shipping and handling of the mobile bevel machine.
• Including cutting of affected pipe joints and loss in length.
• Including re-measuring and inspection.
• Including handling of pipe joints.
Actual value of one pipe joint was calculated with US $ 11,000.00
Average repair cost per pipe joint US$ 1,895.00 +
Costs of bevel protection cussions US$ 850,00 for 40 pieces
Coating Damages
For corrosion protection Line pipes are usually ordered at the pipemills with a outer and / or
inner coating application.
Mostly used coating applications are
 Polyethylene 3 layer coating
 Fusion Bonded Epoxy Coating
 Polypropylene 3 layer coating
 and variations
These coatings are very sensitive with regards to impacts and clamping of foreign objects.
Since the thickness of the coating application is exactly defined in the individual pipe
procurement specification. Whenever these thicknesses are changed by any kind of impact
or cut, the result is a claim by receivers with appertaining costs and consequences.
Origin of coating damages
 Vessel is laying on uneven keel
 Wrong lifting equipment
 Shifted cargo (pipes)
 Rough and unguided lifting
 Lashing and stowage material
Appearance of coating damages
Repair of coating damages
Costs of coating damages
There are hundreds of different service companies who offer coating
field repairs, but having in mind that usually these repairs are to be
made qualified, we are talking about a price range of
US $ 50,00 – 400,00 per repair,
depending on the size of the actual damage area.
Assuming we are talking of a damage percentage of 3 %, (on piece
count) which is by the way very low, a shipment of 3,500 pipe joints
can easily reach a claim amount of US $ 20,000.00 – 100,000.00.
 Claims based on misunderstanding,
misinformation or / and lack of
inspection.
 Reasons
 Financial consequences
Try to explain a Japanese project leader who will stop an entire shipment for 24 hours, with all the financial
consequences for the German supplier, why these two officers of the police department run around without
a helmet under suspended loads, and the supplier has no way to prevent this.
The police has not taken a position on this or has participated in any talks.
Total damage for the supplier
35,000.00 US$
for demurrage, loss of work, ordered operation etc.
(Damage not insured).
Try to explain an Indonesian safety and quality inspector, what happened here:
The inspector has a lot of 400 tubes (approx. 3,600 tons) completely rejected.
These tubes had to be transported back to the plant and re-measured and tested.
The inspector had expressed the suspicion that the geometry of the tubes is no longer within the given
specifications because of the unclear loads in the stack.
Total damage for the supplier
290,000.00 US$
transportation costs, dead freight, loss of work, measuring costs, ordered operation
etc.
Here is a mobile crane fallen on a small stack of 20 pipes
because of incorrect operation in the port:
The consequence of this incident: All mobile cranes on all sites of the pipeline were closed overnight for
three days and all mobile cranes were subjected to a technical review.
In total, over 300 mobile cranes were shut down at 125 sections and 3 ports.
On the whole pipeline over a distance of about 2,000 kilometers, there was a
3-day standstill.
The theoretical total damage from this incident amounts to over
2,76 million US$.
Can you see the small white Minivan????
In this case a „normal“ thinking human
will not believe the following:
Tubes were discharged for a project in Trinidad.
the minivan is an ambulance with a doctor and a nurse as well as a driver who had to be on standby
"around the clock" on the pier during the entire discharging process.
So far not so bad, this had been agreed in the 40-page HSE requirements between the supplier and the
consignee. These rules were also the basis of the contract of carriage between the supplier and the shipowner, who also had the discharging and delivery to the storage area under their responsibility.
During discharge, an inspector of the consignee appeared unannounced and shut down all the work, by
pointing out that the ambulance would not be correct. It has cost the ship-owner AND the supplier 24
hours to find out that the ambulance was not in exit direction, but opposite direction.
This was also specified pretty convoluted in a sub-rule of the consignee.
Total damage for the supplier and ship owner
21.000 US$
for demurrage, ordered cranes, ordered operation etc.
Unfortunately, the rules for which the major energy companies resp. the companies for the
infrastructure projects are responsible become more complex and extensive.
It is the understanding of these companies, that their rules are implemented also for small
and very small cargoes ie. consolidated cargoes.
Of course, this is almost impossible to be implemented.
Unfortunately the shippers, due to their weak bargaining positions, remain seated on
possible consequences.
For this reason the consignee rules are increasingly being converted into own rules and
regulations and attached to freight contracts.
Therefore the responsibility of implementation rests with
the ship-owner, charterer or shipper.
LOSS PREVENTION
LOSS PREVENTION
National statutory regulations
Road Traffic Licensing regulations
good seamenship
port rules
verbal recommendations
customer requirements
International Maritime Organisation
Road traffic act
carrier regulations
underwriters recommendations
Occupational safety regulations
unhealthy smattering of knowledge
expert recommendations
class rules
legal freight law
we‘ve always done it this way…….
IMO / IMDG
LOSS PREVENTION
Impingement on the technical integrity of the goods to be transported








Condition and type of means of transport or transport vessel
Condition and type of handling equipment
Packaging & securing
Training of the staff
Speed
Flow of information
Labor and transport environment
Climate & weather conditions
No impingement on the technical integrity of the goods to be transported
 Human error
 Accidents
 Natural disasters
LOSS PREVENTION
The 7 main rules for an effective damage prevention
1. Careful planning of the transport route
2. Fit-for-purpose packaging
3. Assessment of all risks in transit
4. Regulation of responsibilities
5. Involvement of all parties and levels
6. Establishing of clear handling and transport
rules
7. Monitoring / auditing
CAREFUL PLANNING OF THE TRANSPORT ROUTE
The experience shows that you may leave the planning of the transport route only limited to a
transport provider. In extreme cases, you are always responsible for the following:
Plant
Handling at the factory warehouse
Storage at the factory warehouse
Loading for the pre-carriage
Port of loading
Discharge in the port of loading
Handling in the port of loading
Storage in the port of loading
Internal transport – Supply to the ship
Loading and stowage ship
Port of discharge
Handling in the port of discharge
Discharge of the ship
Storage in the port of discharge
Loading for the post-carriage
Interim storage
Handling during interim storage
Storage
Loading for the post-carriage
Recipient stock
Delivery and Handling
Storage
CAREFUL PLANNING OF THE TRANSPORT ROUTE
Of course, and for everyone involved it is clear, that a careful planning of the
transport route is not always as possible as you want. This mainly for time,
competencies or organizational reasons.
For this case, there is the highly recommended possibility of a
Transport Management Plan.
Make your transportation provider (e.g. shipping agent) full responsible
and ask him to describe in detail the entire transport chain under the special
consideration of the sensitivity of your cargo.
This transport management plan should be standardized and processed by each
service provider.
With this tool, the service manager employed are forced to deal with the actual topic
of the transport, so that in addition to the easy booking activity they are also
responsible for the quality of all Sub-contractors such as terminals and ship-owners.
FIT-FOR-PURPOSE PACKAGING
A fit-for-purpose storage and stowage always takes into account the following points:
 Type of transport carrier (sea, road, rail, air or combinations)
 Means of transport, for example
 Ship = Tweendeck/ Singledeck/ Box etc.
 Trailer = Curtainsider, Box, Platform etc.
 Wagon = Snps / RS etc.
 Route guidance with the following important information
 Climatic conditions
 Political conditions
 double handling ratio
 Provisions of the buyer in the purchase agreement
 National regulations by the consular and model rules
 Disposal of lashing and stowing materials
ASSESSMENT OF ALL RISKS IN TRANSIT
Apart from the relatively simple listing of risks, the assessment of these risks is a
sensitive issue, because this must be balanced or decided between commercial
considerations and actual risks.
A very classic example is the topic STACK LIMITATION and this is not just about pipes,
but also about girders, coils and wire rods and all other stackable goods.
A small number of layers means, on the one hand, considerable transport costs and
handling costs but on the other hand, an extremely high risk of damage.
From this assessment, NOBODY can be relieved and the shipper cannot delegate
this responsibility to the carriers or terminals and stevedore companies by just
ignoring the topic.
But also the transport provider has the obligation of reducing possible damages,
therefore he is obliged to bring this matter to shippers attention, before actually carrying
out the work.
An significant help is here a good communication between the sales and transport
departments.
REGULATION OF RESPONSIBILITY
A very large part, if not the majority, of the known claims are due to poor regulation of
responsibility.
The shipper as the origin principal for a transport must be able to accurately define
and retrieve, who is responsible in the transport chain for what. Who may issue
instructions and for what.
The cargo owners (in the commercial case) determine by your appointment of service
providers, who is responsible for which task.
Shippers nowadays try to avoid to give anybody the chance to escape from his
responsibilities, just because they do not have made clear requirements, or the
competences and areas of responsibilities in their own company or department was
not clearly communicated to the service provider.
Therefore you should make it unequivocally clear to your sub-contractors who has the
right of representation and jurisdiction in your organization and ask the same of him /
them.
Otherwise there is a risk that damages are reported to your company but you know
nothing about it. Suddenly topics such as reversal of the burden of proof being raised,
and that only because you did not respond within a certain time frame.
INVOLVEMENT OF ALL PARTIES AND LEVELS
The shipper has a bunch and wide variety of handling and transport regulations for his
products – be it standardized rules, individual or project regulations.
By handing over these paperwork the shipper takes it as granted that his service
provider will act accordingly and will pass these rules and regulations to his subcontractors and departments, so that all parties involved are aware of the contents of
these guidelines.
Sorry, but this does usually not work.
Unfortunately, we have to realize that almost ALL regulations, recommendations or
requirements are not surviving the first communication interface.
Therefore shipper are more and more forced to make sure that ALL parties are fully
aware of their requirements and have to indicate by writing the implementation.
ESTABLISHING OF CLEAR HANDLING RULES
The preparation of transport and treatment rules is a difficult topic.
Here are a few key points that are definitely belongs to a transport rule










Clear language regulations
Simple language and not using jargon
Avoidance of chain statements
Avoidance or explanation of abbreviations
Multilingual
Clear definition and description of the product
Clear definition of what is allowed and what not
Logical structure
Adaptation to the relevant national and international regulations
Not too many pictures, otherwise this would create too much room for
interpretation
All the requirements, standards, procedures and recommendations
must be designed in that form that they can be implemented in practice.
All information regarding the sensitivity of the product
must also arrive at the relevant persons who has to deal with it.
Contact details:
Bremen – Germany
Lloydstraße 4-6
D-28217 Bremen
Phone:
Fax:
Mail:
Web:
+49 421 38 65 75
+49 421 38 65 777
[email protected]
www.mund-bruns.de
Capt. Sebastian Kiss
Phone:
Fax:
Mail:
Web:
+49 421 38 65 75
+49 421 38 65 777
[email protected]
www.mund-bruns.de
Capt. Florian Schaller
Belgium – Antwerp
Kattendijkdok W K 29, 3L
B – 2000 Antwerp
Phone:
Fax:
Mail:
Web:
+32 3 2275842
+49 421 38 65 777
[email protected]
www.mund-bruns.de
Mr. Woiczek Krollikowski
China- Shanghai
88 Keyuan Road Pudong
Tower 3 Room 752 B
Hi-Tech Park
201 203 Shanghai
Phone:
Fax:
Mail:
Web:
+86 212 8986275
+49 421 38 65 777
[email protected]
www.mund-bruns.de
Mr. Cheng Li
Mr. Zhe Chen
Mr. Qian Zhang
Nigeria – Lagos
43 Ladipo Oluwelo Road
Apapa
Lagos
Phone:
Fax:
Mail:
Web:
+234 17600117
+49 421 38 65 777
[email protected]
www.mund-bruns.de
Mr. Octavius Wey
Mr. Charles O. Esabilue
Mr. Innocent Ekwu
Mr. Hans Moselewski
USA – Houston
8322 Millet Street
Houston
Texas 77012
Phone:
Fax:
Mail:
Web:
+1 832 5827483
[email protected]
www.jmb-survey.com
Mr. Felix Holder
Mr. Jesse Moore
Ms. Kelsey Kostelnik
USA – Los Angeles
327 Lecouvreur Ave
Los Angeles
California 90744
Phone:
Fax:
Mail:
Web:
+1 310 5181718
[email protected]
www.jmb-survey.com
Mr. Dieter Liebich
Mr. Robert Schuchardt
Mr. Jeff Halbritter
Bremerhaven – Germany
Franziusstraße 70a
D-27568 Bremerhaven
Capt. Bernd Kenter
Capt. Martin Tanke
Capt. Björn Greifenberger
Capt. Ulf Mattenklodt
Capt. Ihno Döring
Mr. Torsten Bock
Mr. Tom Gadow
Mr. Miro Krollikowski
Your partner in active
loss prevention activities
History
1990
Foundation of equally associated partnership Mund + Bruns GbR by the officially
appointed and sworn marine & cargo surveyors Captain H. Peter Mund and
Captain Michael W. Bruns
2004
Christoph Bruns joins the management board as partner
2005
The Chamber of Commerce and Industry of bremen officially appoints and
inaugurates Christoph Bruns as sworn surveyor for steel and steel products
2006
Captain Dirk Lüdersen joints the management board as partner
2007
Retirement of Captain Michael W. Bruns and Captain H. Peter Mund
2009
Number of employees increases to 29, whereof are 21 surveyors
2010
Foundation of a Mund + Bruns survey office in Lagos / Nigeria
2011
Foundation of a Mund + Bruns (China) Representation office in Shanghai
2012
Foundation of Mund + Bruns survey offices in Houston and Los Angeles / USA
2013
Number of employees increases worldwide to over 45, whereof are 34 surveyors
Locations
Baltimore
Kaliningrad
Bremen / Bremerhaven
Antwerpen
Odessa
St.Petersburg
Moskow
Vladivostok
Kerch
Los Angeles
Brunswick
Shanghai
Houston
Lagos
Current M+B offices
Partner offices in Russia & Ukraine
Services
Beratung
Consultancy
Produktspezifische Beratung und Empfehlungen zur
Schadenverhütung im Seetransportbereich
Product-specific loss prevention advice and
recommendations in marine transportation
Produktspezifische Beratung und Empfehlungen zur
Schadenverhütung im Straßengüterverkehr
Product-specific loss prevention advice and
recommendations in road transportation
Produktspezifische Beratung und Empfehlungen zur
Schadenverhütung im Schienengüterverkehr
Product-specific loss prevention advice and
recommendations in rail transportation
Ausarbeitung von generellen Transportvorschriften
Elaboration of general transport recommendations
or procedures
Ausarbeitung von individuellen Arbeits- und
Behandlungsanweisungen
Elaboration of individual working and handling
instructions
Kommentierung von produktspezifischen
Tenderanfragen für den Bereich Transport & Logistik
Commenting on specific product tender inquiries
within the transport and logistics sector.
Kommentierung von produktspezifischen
Tenderanfragen für den Unterbereich Arbeit,
Sicherheit und Umwelt innerhalb des Bereichs
Transport & Logistik
Commenting on specific product tender inquiries for
QHSE questions within the transport and logistics
sector.
Erstellung von Ladungssicherungskonzepten
Elaboration of lashing and securing concepts
Services
Warenbesichtigungen
Cargosurveys
Klassische Zustandsbesichtigungen
Klassische Vorverladebesichtigungen
Klassische Beladungsüberwachungen auf allen
Verkehrsträgern
Klassische Ladungssicherungsbesichtigungen
Klassische Entlade- bzw. Löschbesichtigungen
Vorverladeüberwachungen mit aktiver
Unterstützung zur Umsetzung von
produktspezifischen oder vertraglichen Vorschriften
Beladeüberwachungen mit aktiver Unterstützung zur
Umsetzung von produktspezifischen oder
vertraglichen Vorschriften auf allen Verkehrsträgern
Ladungssicherungsüberwachung mit aktiver
Unterstützung zur Umsetzung von
produktspezifischen oder vertraglichen Vorschriften
Klassische Warenschadenbesichtigung
Schadenursachenfindung
Schadenbewertung
Schadenabwicklung
Classic cargo condition surveys
Classic cargo preload surveys
Classic cargo loading surveys
Classic lashing and securing surveys
Classic cargo discharging surveys
Cargo preload surveys and supervison with active
influence of the attending surveyor to product or
contract specific instructions
Loading surveys and supervison with active influence
of the attending surveyor to product or contract
specific instructions
Lashing and securing surveys and supervision with
active influence of the attending surveyor to product
or contract specific instructions
Classic damagesurveys
Determination of damage causation
Assessments of losses
Claims handling
Services
Verkehrsträgerbesichtigungen
Transportation vessel surveys
Onhire Besichtigungen
Onhire Surveys
Offhire Besichtigungen
Offhire Surveys
Mengenfeststellung von Treibstoff & Ladung
Bunker surveys
Zustandsbesichtigungen von Schiffen
Condition surveys to marine vessels & barges
Zustandsbesichtigungen von
Straßenverkehrsträgern und Fahrzeugen
Condition surveys to road transportation vessels,
trucks and trailers
Zustandsbesichtigungen von
Schienenverkehrsträgern und Waggons
Condition surveys to rail transportation vessels
and wagons
Zustandsbesichtigungen von Umschlagsmitteln
Condition surveys to handling equipment
Zustandsbesichtigungen von Hebemitteln
Condition surveys to lifting apparatus and lifting
equipment
Zustandsbesichtigungen von Lagereinrichtungen
Condition surveys to storage facilities
Services
Personenkraftwagen PKW Besichtigungen
Vehicle surveys
Zustandsbesichtigungen und
Schnittstellenkontrolle von Neuwagen vor
Verladung auf Transportträger
Zustandsbesichtigung und Schnittstellenkontrolle
von Neuwagen nach Entladung vom
Verkehrsträger
Allgemeine Berichterstattung nach
kundenspezifischen Vorschriften
Condition, preload and interface surveys to new
cars and used cars
General reporting as per customer quality
instructions
Individuelle Berichterstattung nach
produktspezifischen Vorschriften
Individual reporting according to product –
specific instructions
Schnelle Datenaufnahme mittels Handheldgeräten und Strichcodelesegeräten.
Fast data acquisition by handheld- and barcode
scanners.
Schnelle Datenverarbeitung und
Ergebnisbereitstellung von und auf eigenen Webund Mailservern.
Fast data proccesing and reporting of survey
results from and on company owned web – and
mailservers.
Condition, delivery and interface surveys to new
cars and used cars
Services
Risikountersuchungen
Risk Assesments
Untersuchungen zur Gefahrenabwehr
Security assesments
Untersuchungen zur Arbeitssicherheit
Health and safety assesments
Transportweguntersuchungen
Road and route surveys
Beurteilung von Risiken in individuellen Arbeitsbereich
im Bereich der Logistik & Transport
Evaluation of risks in defined working areas
within the transport and logistic sector
Services
Berichterstattung
Reporting
Tägliche Kurzberichterstattung per elektronischer
Post durch den jeweiligen Besichtiger an genau zu
definierende Empfänger.
Daily short notice e-mail reporting by the attending
surveyor to a defined receiver,
Erstellung eines „vorläufigen Gesamtberichtes“
nach Beendigung der jeweiligen Besichtigung
Preliminary reporting directly upon completion of
the individual survey.
Erstellung eines „endgültigen Gesamtberichtes“
nach vollständigem Erhalt aller nötigen
Informationen.
Bereitstellung von Fotografien (JPEG) in kleinerer
Auflösung per elektronischer Post
Final reporting upon receipt of all neccesary
information and documentation
Provision of digital pictures (JPEG) in smaller
resolution by e-mail
Bereitstellung von umfangreichen
Fotodokumentationen im Papierformat
Provision of a full style photo-documentation in
paper format
Bereitstellung von umfangreichen
Fotodokumentationen in elektronischem Format
(Bsp. PDF)
Provision o f a full style photo-documentation
(PDF) in electronic format.
Bereitstellung aller auftragsbezogener Daten im
individuellen Downloadbereich der M+B Website.
Provision of all survey order relevant data in a
customer related download area on the M+B
website.
Services
Gutachten
Survey reports
Klassische Gutachtenerstellung für Privatkunden
Classic survey reports for private customers
Klassische Gutachtenerstellung für Versicherer
Classic survey reports for cargo underwriters
Klassische Gutachtenerstellung für
Industriekunden
Classic survey reports for industry customers
Klassische Gutachtenerstellung für Gerichte
Classic survey reports for authorities and courts
Services
MARINE WARRANTY BESICHTIGUNG
MARINE WARRANTY SURVEY
Als Marine Warranty Besichtiger bieten wir unseren Kunden aus
der Industrie, der Verkehrswirtschaft und dem
Versicherungsgewerbe eine neutrale und unabhängige
Beurteilung bei Durchführung von Seetransportprojekten in den
Bereichen Infrastruktur, On- und Offshore Energie, sowie im
Leitungsbau von Öl und Gasrohrleitungen.
As Marine Warranty Surveyor (MWS) we provide our customers
an independent third-party inspection and approval while
executing marine transport projects within the sectors of
infrastructure, energy on- and offshore projects as well as oil &
gas pipelines.
Wir beraten unsere Kunden bei der Planung und überwachen
auf Basis kundenseitiger Richtlinien die sichere und
vertragskonforme Durchführung seiner Projekte durch die
unterschiedlichen Dienstleister.
Durch unser international aufgestelltes Sachverständigenbüro
sowie unser eigenes Netzwerk an Sachverständigen und
Inspektoren, können wir unseren Kunden unsere
Dienstleistungen weltweit offerieren.
We are giving advice to our clients while planning their projects
as well as we are carrying out our surveys based on customer
rules and regulations, in order evaluate information about the
contractual and safe compliance of their service provider.
Due to our international operating survey bureau and our own
network of surveyors and inspectors, we can offer our services
to our customers at any place worldwide.
Der genaue Umfang der Einsatzgebiete sowie der Einsatzzeiten
des Marine Warranty Besichtigers, wird kundenseitig bei
Beauftragung explizit festgelegt.
The exact scope of the Marine Warranty survey, as well as the
operating time schedules, will and must be defined by our
customers when appointed.
Sämtliche auftragsbezogenen Vorgangsbeschreibungen, sowie
Qualitätsrichtlinien, Arbeitsschutzanweisungen und
Vorschriften, müssen dem Marine Warranty Besichtiger vor
Antritt seiner Untersuchungen vorliegen.
Der Umgang mit den jeweilig bei Begehungen, Besprechungen
und Untersuchungen erarbeiteten schriftlichen
Untersuchungsergebnissen, wird bei Auftragsvergabe genau
definiert.
All project relevant QHSE and other regulations, procedures and
instructions are to be made available before executing any
survey.
The distribution of information resulting out any survey,
evaluation or examination will and must be clearly defined at
time of appointment.
Certification
Different Nations – Different Cultures – Different Problems
ONE QUALITY SOLUTION
MUND + BRUNS
Contact Details
Mund + Bruns Schiffs- und Ladungssachverständige
GmbH
Lloydstraße 4-6
Kaffee Quartier
D-28217 Bremen / Germany
Tel:
Fax:
Mail:
Web:
+49 421 386575
+49 421 3865777
[email protected]
www.mund-bruns.de