PIPES & TUBES

Just uniform mass break bulk or a

high tech commodity?
PRODUCTION RANGE
Production of steel pipes & tubes are varying in dimension, design and application.

Possible variations are (here only the most common)

Wall- Diameter Length Steel grade Pipe end Weight Inner Outer Packing
thickness design coating coating

from from from from from from Epoxy flow Fusion Unpacked
razor-thin as little as short joints lowest plane straight lowest coating Bonded
(1 mm and 4 mm (3-4 meter) grades cuts weights s.a. Epoxy (FBE)
less) 40 kgs
up to up to up to up to up to up to Concrete Polypropylen Ends closed
heavy wall huge dias double joints highest specially individual e (PP) with caps
(100 mm (1.400 mm (24 meter) grades designed weights of
and more) and more) (X120) bevels 20 mt and
more
other Polyethylene Crated
(PE)

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 and stored quite often until they are

reaching their final point of delivery.

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.
RISKS WHILE SHIPPING PIPES & TUBES

Traditionally the risks which might lead to damages and/or incidents and accidents are 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, that 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 lead , under certain

circumstances, to quality problems, monetary responsibilities and will definitely create a significant

unplanned overhead.

Based on this experience we differentiate the following types of loss.

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
Comment on losses

You might be of the opinion that usually all possible losses are covered by the relevant transport
underwriters or clubs, since you finally pay an enormous insurance premium.

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 at all parties involved.

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

Draw ing taken from the GDV Container Handbook

Draw ing taken from the GDV Container Handbook

Drawing taken from the GDV Container Handbook

MARITIME
MARITIME
MARITIME
MARITIME
ROAD TRANSPORTATION
ROAD & RAIL
ROAD & RAIL
ROAD & RAIL
ROAD & RAIL
 CONTAINER
TRANSPORTATION
CONTAINER

Twistlocks
CONTAINER
CONTAINER
PROJECTS
The pipe mill, the trader and / or the shipper must prevent or exclude

 Accidents
 Operation failure
 Liabilities
 Project stops
 Quality defects
 Consequential damages
 Apart from the actual pipe production and their physically technical challenges,

pipe mills are contractually forced by their customers to deliver the pipes according to

extensive transport regulations and guidelines with regards to safety, quality and

compliance with national and international legislations.

Shippers (i.e. pipe mills) hand over these complex regulations, guidelines and recommendations

partially or completely to their 3rd logistic providers and their subcontractors.

However, shippers are contractually fully accountable to the recipient for all transgressions,

damages

and failures which might occur within the custody of the logistic provider.
A 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

1,000 kilo-meters in a water depth of 0 - 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.

All following numbers, figures and information are based on averages and are adapted to the sample
project.
They reflect the results from different projects with different qualities and locations.
 The budgeted costs for the entire pipeline project were

34 billion US $

of which attributable to:

 Transportation costs about 2,5 – 3,0 % (1,0 billion US $)

 Planning costs about 1,0 – 2,0 % (500 million US $)

 Environmental protection about 10 % (3,4 billion US $)

 Building costs about 15 % (5,1 billion US $)

 Material about 40 % (14,0 billion US $)

 Health, Safety & Environment about 10 % (3,4 billion US $)

 Insurances / management etc. about 20 % (6,0 – 7,0 billion US $)

 Quality tests / auditing about 1,0 % (340 million US $)

 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 40,000 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 DUT Y UNPAID

Interim storage M arshalling Yard

The forwarding, the temporary storage in the seaports, the sea transport
and all handling and lifting operation until and storage at the interim

storage therefore lie 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 make it 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 (SAMPLES)
Abbreviation / name Content / description

AISC Manual of Steel Construction

AMSA Australian Maritime Safety Authority Marine Orders
Recommended Practice for Transportation of Line Pipe on
API 5 LW
Barges and Marine Vessels
AS 1319 Safety Signs for the Occupational Environment
AS 1418.1 Cranes
C075-AQ-STD-0002 Lifting Standard
IMO Convention on the International Regulations for
COLREG
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
 Communication Facilities
 Bunkers
 Fendering
 Vessel Certification
 Asbestos-Free Requirements
 Transportation Route
 Reporting
 Sea-fastening
 Vessel Strength Requirements
 Loads During Transportation
 Allowable Stresses
 Fatigue Considerations
 Shackles
 Bridle Recovery Arrangement
 Ballasting System
 Watertight Integrity
 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 must have a documented and fully implemented HSEQ management system.

The supplier HSEQ management system must:

 address all technical and human risks of suppliers within his

delivery obligation (including all sub contractors).

 adhere to the specifications and to the requirements of the

consortium documentation system.
 HSEQ REQUIREMENTS
OCCUPATIONAL HEALTH AND SAFETY (SAMPLES)
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 Pneumatic tools
fittings
Driving & vehicle Electrical safety Generators Power distribution Portable electric hand
safety tools equipment
Isolation & tagging Ergonomic (human) Fire protection and fire Flexible hoses Food safety
factors fighting
Flame cutting Gas bottles Geographical hazards Grinding Health & hygiene

Harzadous Hot work Housekeeping Lifting devices Mobile cranes

substances
Chain hoists Lever hoists etc. Slings Lifting operations General requirements

Technical elevators Manual handling Colour work & Personnel protective Physical hazards
sandblasting equipment
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 activities

and before resumption of work

 Lessons Learned Meetings

 Nearmis Meetings
 Consequences of different extent
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
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 receiver’s 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 an 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.
Meanwhile 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 these repairs are subject to inspection by several parties.
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 a very low figure, 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 inspector 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 pipe joints (approx. 3,600 tons) completely rejected.
These pipes had to be transported back to the plant and re-measured and tested.
The inspector had expressed the suspicion that the geometry of the joints 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:

Pipes 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 available
"around the clock" on the pier during the entire discharging.

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 be not be correct. It has cost the ship-owner AND the
supplier 24 hours to find out, what “would not be correct” means. Finally it was found out, that the
ambulance was not standing in exit direction, but in opposite direction.

This was also specified pretty convoluted in a sub-rule of the consignee.

Total damage for the supplier and ship owner

32,500.00 US$
for demurrage, loss of work, ordered operation etc.
Another case deals with the "Load Readiness" of a seagoing vessel

Pipes were loaded in the port of Bremen for a major international pipeline project.
The vessel, a 2011 build bulkcarrier with 38.000 ton dwt, was inspected prior loading with regards to
load readiness. The holds were obviously clean and the tanktop did not have any reaction on
silvernitrate. According to the vessel’s command the holds were fresh water cleaned and ready to load
a shipment of 3.000 steel pipe joints with a total weight of approx. 33.000 metric tons. Pipes were
loaded during rain and after completion hatch covers were closed. Due to draft restrictions, the ETS
was delayed for 12 hours.

So far so good, due to a pipe number confusion, pipes in the bottom layer in one hold had to be
manually checked. By entering the hold, accompanied by a crew member, the inspector discovered a
very high grade of condensation in the hold as well as water on the tanktop. Furthermore he
discovered glaring red rust coverage at uncoated pipe ends, which were two days ago “mostly blue”.
An immediate testing of the water in the holds as well as the wet pipe ends with silver nitrate
resulted in a very strong positive reaction, indicating that nitrates of any kind are involved.

To make a long story short, all 3.000 pipe joints were discharged again and individually
decontaminated with fresh water. All holds were inspected thoroughly with the result that cargo
residues of a 9 months earlier shipment of fertilizer were found in each hold at and on the girders,
downstand beams and joists.

The heavy condensation within the hold dissolved the residues of fertilizer and contaminated ALL pipe
joints within 24 hours with a highly corrosion boosting water / fertilizer mixture. Each pipe had to be
thoroughly individually inspected, measured and cleaned.

Total damage for the supplier and ship owner

550.000.00 US$
for triple handling delays and extra costs.
 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 cargo.

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

port rules Road Traffic Licensing

regulations
National statutory regulations good seamenship

verbal recommendations customer requirements

International Maritime Organisation carrier regulations

Road traffic act

Occupational safety regulations

underwriters recommendations

class rules
unhealthy smattering of knowledge expert recommendations

we‘ve always done it this way…….

legal freight law 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 ........

CAREFUL PLANNING OF THE TRANSPORT ROUTE
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
 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 shippers 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 handling 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.
An important recommandation

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 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.
Contact:

Mund + Bruns Schiffs- und Ladungssachverständige GmbH

Marine and Cargo Surveyors

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

Tel: +49 421 386575

Fax: +49 421 3865777

E-Mail: info@mund-bruns.de
Web: www.mund-bruns.de