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La presente es para informar que el 15 de Febrero de 2007, el suscrito perito naval realizó la medición de calados inicial, mientras el BM BULK CARRIER se encontraba amarrado al MUELLE Nº 5 del Puerto de Montevideo, Uruguay.
La medición de calados inicial fue realizada en compañía de los siguientes peritos:
Sr. Uno, nominado por SEIS, consignatario de la carga.
Sr. Dos, nominado por SIETE, consignatario de la carga.
Sr. Tres, nominado por OCHO, por c/o del embarcador.
Sr. Cuatro, nominado por NUEVE, por c/o del embarcador.
Sr. Cinco, nominado por DIEZ, por c/o del armador del buque.
A la apertura de tapa de bodega, fue verificado que la carga se encontraba en condiciones satisfactorias. La misma fue recibida de conformidad por los consignatarios.
La descarga comenzó a realizarse con grapos y grúa de tierra, con dos manos, hacia una batea y luego camión.
Se constató que los grapos presentaban pérdidas, por lo cual el Capt. del buque, presentó nota de reclamo a los estibadores, los cuales se negaron a firmar.
Al finalizar la descarga, el Capt. asentará una observación en el Acta de Hechos, estableciendo que fue verificado que los grapos presentaban perdidas.
La carga derramada en cubierta y sobre muelle, era colectada por los estibadores y vuelta a cargar en la bodega o a bordo de los camiones.
Parte de esta carga, no fue posible recolectarla ya que debido a una llovizna la misma quedó inutilizada. De cualquier manera, si consideramos que la carga es colectada y vuelta a cargar, la pérdida por este concepto es despreciable.
El día 18 de Febrero PM, luego de que las bodegas Nº 2 y Nº 4 se encontraban totalmente descargadas, se produjo la rotura de la grúa de tierra que se encontraba en posición para descargar 1.900 MT de la bodega Nº 5, por lo cual se le solicito al Capt. para realizar la descarga con un grapo de tierra utilizando la grúa de abordo.
Esta descarga se comenzó a realizar, pero disminuyendo considerablemente los ritmos de descarga. A los efectos de acelerar la misma, el consignatario solicitó la posibilidad de realizar la descarga de 1.000 TM (toneladas métricas) de la bodega Nº 3.
En consideración de que el Capt. debía retirar carga de una bodega que originalmente no iba a ser abierta en el Puerto de Montevideo, cuyo destino final era Bahía Blanca, Argentina, el Capt. del buque consultó con el suscrito si el hecho de realizar la descarga de esa bodega en el Pto. de Montevideo, podría ocasionar algún conflicto en el puerto de Bahía Blanca.
El suscrito habiendo realizado las consultas del caso, asesoró que si el conocimiento de embarque para Argentina no consignaba cuales eran las bodegas de las cuales se iba a descargar en Argentina y que si en el mismo se establecía solo las cantidad total a descargar, no habría inconvenientes en que se realizara una descarga parcial de la bodega Nº 3.
Se le solicitó a la Agencia Marítima, que preparara una carta explicando las circunstancias que motivaron la descarga parcial de la bodega Nº. 3 en el puerto de Montevideo y que se le entregara copia al Capt. del buque para que éste pudiera presentarla ante quien corresponda en el último puerto de descarga.
El suscrito ha mantenido una guardia permanente en la balanza de tierra, controlando el peso al ingreso de cada camión vacío y luego al egreso el peso del camión con carga, para determinar por este método el total de carga retirado de abordo.
Se prevé que la descarga del buque, finalice en el día de hoy 19 de febrero de 2007, hacia la medianoche.
Antes de que el Capt. firme los documentos de la descarga le entregaremos las cantidades descargadas en el Pto de Montevideo calculadas por nosotros mediante la medición de calados y las obtenidas en el control realizado en la balanza del puerto.
Translation - English Dear Sirs,
Please be informed that, on 15th February, 2007, the undersigned surveyor carried out the initial draft survey, while MV BULK CARRIER was safely moored alongside PIER Nº5, in Montevideo Port, Uruguay.
The draft survey was carried out in the presence of the following surveyors:
Mr. One appointed by SIX, cargo consignee.
Mr. Two appointed by SEVEN, cargo consignee. Mr. Three appointed by EIGHT, by c/o of cargo shipper.
Mr. Four appointed by NINE, by c/o of cargo shipper.
Mr. Five appointed by TEN, by c/o of vessel’s owner.
At the hatch cover’s opening it was verified that the cargo was in satisfactory conditions and it was satisfactorily received by the cargo consignees.
The discharge started being done with cargo grabs and shore crane, with two gangs, towards a hopper and then to the truck.
It was appreciated that the cargo grabs presented wastage, so the Master of the Vessel presented a claim note to the stevedores who refused to sign it.
Once the discharge is over the Master will write down a remark in the Statement of Facts, establishing that it was verified that the cargo grabs presented wastage.
The cargo dropped onto the deck and onto the pier was picked up by the stevedores and loaded back into the hold or onto the trucks.
Part of this cargo was not possible to collect due to the fact that it was drizzling and it became useless. Anyway, if we consider that the cargo was collected and put again with the rest of the cargo, the loss for this factor is worthless.
On February 18thPM, after holds Nº 2 and Nº 4 had been completely discharged, the shore crane broke down, which was in position to discharge 1,900 MT from hold Nº. 5, so the Master was asked to carry out the discharge with a cargo grab from the shore using the crane onboard.
The discharge started to be done in this way but the discharge rate got considerably slowed down. In order to speed it the consignee requested the possibility of carrying out the discharge of 1,000 MT (metric tons) from hold Nº 3.
Considering the fact that the Master had to take cargo away form a hold that originally was not going to be opened at Montevideo Port, but its final destination was Bahía Blanca port in Argentina, he consulted the undersigned to find out whether the fact of discharging from that hold at Montevideo Port could cause any conflict at Bahía Blanca port.
Having done the due enquiries, the undersigned advised that if the bill of lading for Argentina did not specify the hold from which the cargo had to be discharged and that if only the total amount to be discharged was established, there would be no trouble to carry out a partial discharge from hold Nº 3.
The Maritime Agency was requested to prepare a letter explaining the circumstances which motivated the partial discharge of hold Nº 3 at Montevideo port and to hand in a copy to the Master of the vessel so he could present it before whoever corresponds at the last port of discharge.
The undersigned has kept a permanent guard at the shore scale controlling the weight of each truck, empty at their arrival and loaded at their departure, to determine by this means the total amount of cargo discharged
The discharge of the vessel is due to be over for today 19th February, 2007 at about midnight.
Before the Master signs the discharge documents we will supply him with the amounts discharged at Montevideo port calculated by us with the draft survey and the ones obtained at the control of the port scales.
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Years of experience: 23. Registered at ProZ.com: Sep 2007.
I am a Spanish native speaker (Uruguayan) and have a Certificate of Proficiency in English from Cambridge University and a TTC (a four year Teacher Training Course) issued by the Official Uruguayan Teacher Training Center.
I have worked as an EFL teacher for over 12 years, both at public high schools and privately, where I have prepared students for international examinations (First Certificate in English and Certificate in Advanced English), which has enabled me to develop a high degree of language awareness.
For the last 6 years I have been working as a freelance translator for a Surveying Company; where accurate and fast reports are mandatory. So I am used to working within very tight deadlines.
I work in team with my husband who is a former First Class Navy Diver with hundreds of diving hours of experience.
Here are some of his qualifications:
FCE (First Certificate in English – Cambridge University)
CPE (Certificate of Proficiency in English - Cambridge University)
First Class Navy Diver (Qualified to conduct Ships Salvage)
Yacht and Small Craft Surveyor (Diploma issued by the International Institute of Marine Surveying – UK)
I provide a responsible, professional and reliable output.
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