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)

Wall-thickness

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

Polypropylene (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 kilo-meters 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 so-called 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.

Narrow stow

Wrong lifting equipment

Shifted cargo (pipes)

Origin of bevel damages

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.

Vessel is laying on uneven keel

Wrong lifting equipment

Shifted cargo (pipes)

Rough and unguided lifting

Lashing and stowage material

Origin of coating damages

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 ship-owner, 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

Road traffic act

National statutory regulations

IMO / IMDG

legal freight law

Road Traffic Licensing regulations

International Maritime Organisation

customer requirements

Occupational safety regulations

class rules

verbal recommendations

unhealthy smattering of knowledge

underwriters recommendations

expert recommendations

good seamenship

carrier regulations

port rules

we‘ve always done it this way…….

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 sub-contractors 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 info@mund-bruns.de www.mund-bruns.de

Capt. Sebastian Kiss

Capt. Bernd Kenter

Capt. Martin Tanke

Capt. Björn Greifenberger

Capt. Florian Schaller

Capt. Ulf Mattenklodt

Capt. Ihno Döring

Mr. Torsten Bock

Mr. Woiczek Krollikowski

Mr. Tom Gadow

Mr. Miro Krollikowski

Bremerhaven – Germany Franziusstraße 70a D-27568 Bremerhaven

Phone: Fax: Mail: Web:

+49 421 38 65 75 +49 421 38 65 777 info@mund-bruns.de www.mund-bruns.de

Belgium – Antwerp Kattendijkdok W K 29, 3L B – 2000 Antwerp

Phone: Fax: Mail: Web:

+32 3 2275842 +49 421 38 65 777 antwerpen@mund-bruns.de www.mund-bruns.de

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 china@mund-bruns.de 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 nigeria@mund-bruns.de 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 usa@mund-bruns.de 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 usa@mund-bruns.de www.jmb-survey.com

Mr. Dieter Liebich Mr. Robert Schuchardt Mr. Jeff Halbritter

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

St.Petersburg Moskow

Kerch Odessa

Vladivostok Kaliningrad

Bremen / Bremerhaven Antwerpen

Lagos

Los Angeles

Houston

Baltimore

Brunswick Shanghai

Partner offices in Russia & Ukraine Current M+B offices

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 Classic cargo condition surveys Klassische Vorverladebesichtigungen Classic cargo preload surveys Klassische Beladungsüberwachungen auf allen Verkehrsträgern

Classic cargo loading surveys

Klassische Ladungssicherungsbesichtigungen Classic lashing and securing surveys Klassische Entlade- bzw. Löschbesichtigungen Classic cargo discharging surveys Vorverladeüberwachungen mit aktiver Unterstützung zur Umsetzung von produktspezifischen oder vertraglichen Vorschriften

Cargo preload surveys and supervison with active influence of the attending surveyor to product or contract specific instructions

Beladeüberwachungen mit aktiver Unterstützung zur Umsetzung von produktspezifischen oder vertraglichen Vorschriften auf allen Verkehrsträgern

Loading surveys and supervison with active influence of the attending surveyor to product or contract specific instructions

Ladungssicherungsüberwachung mit aktiver Unterstützung zur Umsetzung von produktspezifischen oder vertraglichen Vorschriften

Lashing and securing surveys and supervision with active influence of the attending surveyor to product or contract specific instructions

Klassische Warenschadenbesichtigung Classic damagesurveys Schadenursachenfindung Determination of damage causation Schadenbewertung Assessments of losses Schadenabwicklung 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

Condition, preload and interface surveys to new cars and used cars

Zustandsbesichtigung und Schnittstellenkontrolle von Neuwagen nach Entladung vom Verkehrsträger

Condition, delivery and interface surveys to new cars and used cars

Allgemeine Berichterstattung nach kundenspezifischen Vorschriften

General reporting as per customer quality instructions

Individuelle Berichterstattung nach produktspezifischen Vorschriften

Individual reporting according to product – specific instructions

Schnelle Datenaufnahme mittels Handheld-geräten und Strichcodelesegeräten.

Fast data acquisition by handheld- and barcode scanners.

Schnelle Datenverarbeitung und Ergebnisbereitstellung von und auf eigenen Web- und Mailservern.

Fast data proccesing and reporting of survey results from and on company owned web – and mailservers.

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.

Final reporting upon receipt of all neccesary information and documentation

Bereitstellung von Fotografien (JPEG) in kleinerer Auflösung per elektronischer Post

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

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. 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.

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. 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.

All project relevant QHSE and other regulations, procedures and instructions are to be made available before executing any survey.

Der Umgang mit den jeweilig bei Begehungen, Besprechungen und Untersuchungen erarbeiteten schriftlichen Untersuchungsergebnissen, wird bei Auftragsvergabe genau definiert.

The distribution of information resulting out any survey, evaluation or examination will and must be clearly defined at time of appointment.

MARINE WARRANTY BESICHTIGUNG MARINE WARRANTY SURVEY

Certification

MUND + BRUNS

Different Nations – Different Cultures – Different Problems

ONE QUALITY SOLUTION

Contact Details

Mund + Bruns Schiffs- und Ladungssachverständige GmbH

Lloydstraße 4-6 Kaffee Quartier D-28217 Bremen / Germany

Tel: +49 421 386575 Fax: +49 421 3865777 Mail: info@mund-bruns.de Web: www.mund-bruns.de