- +254 747 495517
- operations@mariclaim.com
- Djibouti City | Mombasa | Nairobi City | Lagos
In the high-volume world of bulk and breakbulk logistics, accuracy is profit. From Draft Surveys determining displacement to real-time Hook Tally of bagged cargo, we provide the definitive count that holds up against Bill of Lading discrepancies, ensuring every ton is accounted for.
Whether you are a Receiver facing a shortage claim or a Shipper proving delivery, the “Bill of Lading” figure is just a starting point. Mariclaim acts as the impartial third party, deploying teams of tally clerks and senior surveyors to physically verify every metric tonne and every bag that crosses the ship’s rail.
This is the primary line of defense in establishing the “Ex-Ship” figure. Tally clerks stationed at the hatch coaming count every sling or lift as it crosses the rail. We differentiate by marks and numbers, providing an irrefutable record of what actually left the vessel, isolating liability before the cargo touches the quay or truck.
Surveyors stationed directly inside the cargo holds monitor the breakdown of the stow. This presence is essential for identifying mixed marks, verifying the separation of parcels for different receivers, and detecting bottom-tier compression damage or water ingress before the cargo is even lifted.
We perform detailed individual verification of high-value units such as vehicles, machinery, turbines, and transformers. This includes recording specific serial numbers, verifying the safe removal of lashing to prevent damage, and documenting the condition of lifting points and coating upon discharge.
Beyond simple counting, we oversee the entire operational flow. We log crane performance, track discharge speeds, record all stoppages (weather, mechanical, labor), and ensure that stevedores adhere to safe handling practices to minimize cargo damage and optimize turnaround time.
When cargo is found damaged in the stow, we enforce strict segregation protocols. Our clerks count sound cargo separately from damaged cargo (wet, torn, stained) directly at the source, ensuring that the receiver does not accept compromised goods as sound, protecting your commercial rights.
For cargo discharged directly from the vessel’s hook onto trucks or barges (“Hook-to-Truck”). This is a critical custody transfer point where the port operator may not be involved. Our independent tally serves as the only official record of receipt between the Shipowner and the Consignee.
At the end of every shift (typically every 12 hours), we conduct a formal reconciliation meeting with the Chief Officer and Stevedore Foreman. We compare hook counts against shore figures to identify and resolve discrepancies immediately, rather than waiting for the vessel to complete discharge.
We maintain a precise log of all weather-related interruptions. Crucially, we monitor hatch closing times during sudden squalls to determine if wet damage occurred due to crew negligence in closing hatches late, or if it was an unavoidable force majeure event.
We document the condition of the cargo immediately upon hatch opening, checking for condensation, shifting, or water ingress. After operations, we witness the sealing of hatches if cargo remains onboard, ensuring security and weathertightness during overnight stops or transit.
We keep a vigilant eye on port equipment. If a grab hits the tank top or a crane damages the coaming, we record the incident, photograph the damage, and assist the Master in issuing an immediate Stevedore Damage Report to hold the terminal liable for repairs.
For Ship-to-Ship transfers or operations where barges double-bank alongside. We tally cargo moving across the rail between vessels, ensuring accurate transshipment figures. This is critical in lightering operations where shore scales are not utilized.
We verify and count the removal of dunnage, lashing chains, and air bags. This ensures that the vessel is completely cleared of all cargo securing materials, preventing claims for “short landed equipment” and ensuring the holds are clean for the next charter.
Counting cargo the moment it lands on the quay. This secondary checkpoint helps pinpoint exactly where loss or damage occurs. If the hook tally is 100 and the apron tally is 98, we know 2 units were lost or misplaced during the landing process, often due to stevedore pilferage.
We verify the count loaded onto each truck before it departs the quay. We ensure trucks are not overloaded beyond legal limits and that the cargo is stacked safely. We issue a proprietary “Truck Waybill” or “Tally Chit” for every vehicle, creating a granular audit trail.
The final exit verification. Our tally clerks stationed at the port gate cross-reference the Truck Waybill with the physical load on the truck. This prevents unauthorized removal of cargo and ensures that what leaves the port matches exactly what was discharged from the vessel.
We monitor the creation of cargo stacks in the port yard. We ensure stacks are built on proper dunnage to prevent ground moisture damage, are stable to prevent collapse, and are covered with tarpaulins to protect against weather, ensuring long-term storage safety.
In ports handling cargo for multiple receivers, commingling is a major risk. We supervise the quay sorting process to ensure that Bill of Lading A is kept physically separate from Bill of Lading B, preventing costly mix-ups and misdeliveries to the wrong consignees.
For cargo moving inland by rail. We count the bags or units loaded into each wagon, verify wagon numbers, and witness the sealing of wagon doors. We also check the condition of the wagon floor and roof to ensure it is suitable for carrying sensitive cargo.
For transshipment from the quay to river barges or coasters. We perform a specific loading tally, verifying the quantity transferred. This creates a new Bill of Lading quantity for the on-carriage leg of the journey, resetting the custody chain.
Counting cargo as it enters the port warehouse for storage. We verify the “In-Stack” quantity, which serves as the official stock record for the warehouse operator. This is crucial for insurance coverage while the cargo sits in the port awaiting clearance.
We generate a specific report for all damage identified at the landing point. This differentiates damage that occurred onboard (Shipowner liability) from damage that occurred during the landing process (Stevedore liability), facilitating accurate claim subrogation.
We monitor forklift drivers for rough handling. Punctures from forks are a leading cause of bagged cargo loss. Our presence discourages reckless driving and ensures that pallets are lifted correctly, minimizing tearage and spillage on the quay.
We inspect the quality and application of tarpaulins used to cover open trucks or quay stacks. We reject torn or inadequate covers that would expose cargo to rain or dust during transport, enforcing strict cargo protection standards before vehicles exit the gate.
For high-value or high-risk cargo, we provide tally clerks to ride along or escort truck convoys from the port to the receiver’s warehouse. This ensures that the truck does not stop unauthorized en route to offload or pilfer cargo, guaranteeing secure delivery.
We rigorously verify the “Standard Sling” configuration (e.g., 20, 25, or 40 bags per lift). Ensuring uniformity is critical for rapid tallying. If slings are irregular, we halt operations to re-standardize, preventing counting errors that occur when calculating total tonnage based on lift counts.
We tally slack bags (bags that have lost weight due to tearing) separately from sound cargo. We quantify the percentage of weight loss per bag to provide an accurate estimation of the total product loss, rather than writing off the entire bag as a total loss.
We monitor the “recoopering” station where torn bags are refilled and stitched. We verify the number of new empty bags used, ensure that only clean product is re-bagged (rejecting contaminated spillages), and weigh the final recoopered bags to ensure they meet standard weight specifications.
We collect, bundle, and count all empty bags found in the hold. The number of empty bags corresponds directly to the number of bags that were totally destroyed or bled out. This figure is critical for the final shortage claim calculation and for proving the extent of rough handling.
We perform random weight checks on sound bags throughout the discharge. If a “50kg” bag consistently weighs 48kg, the total cargo tonnage will be significantly short. We document this “Average Bag Weight” to distinguish between physical shortage of bags and manufacturing weight discrepancies.
We specifically identify punctures caused by stevedores using hand hooks to move bags. The use of hooks is often banned for bagged cargo. We photograph and tally hook holes to prove that the damage was caused by improper handling at the discharge port, determining liability.
We count bags that have burst open due to excessive stack height or compression in the hold. Unlike torn bags, burst bags often indicate poor stowage or packaging failure. We document the location of burst bags (e.g., bottom tier) to analyze the root cause of the packaging failure.
We supervise the collection and weighing of loose sweepings from the hold and quay. We categorize sweepings as “Clean” (fit for re-bagging) or “Dirty” (contaminated/waste). Determining the quantity of usable sweepings is essential for mitigating the final financial loss of the claim.
We inspect the quality of the bags themselves (Polypropylene vs Jute, UV stabilization, Ply thickness). We check if the bags meet the contractual specifications. Poor quality bags that degrade in sunlight or burst easily are often the root cause of loss, not handling.
When physical counting is impossible, we calculate the quantity of bags in a large stack by measuring dimensions and determining the average bags per cubic meter. This provides a reliable estimate for verifying warehouse inventory levels without breaking down the entire stack.
We verify that the bags discharged match the specific brand, grade, and markings listed on the Bill of Lading. In shipments with multiple grades of rice or flour, we ensure that high-quality grades are not mixed with lower grades, which would result in a significant commercial value claim.
We use handheld moisture meters to check the moisture content of paper or jute bags. High moisture content in the packaging material can indicate previous wetting or sweating, even if the commodity inside appears dry. This helps in early detection of water damage claims.
For bulk cargoes (Coal, Iron Ore, Grain), counting is impossible. Archimedes’ Principle is the authority. Our Draft Surveys comply with UN ECE Standards, providing accuracy within ±0.5% by measuring water displacement.
Conducted before any cargo operations begin. We measure the vessel’s drafts, density of dock water, and all deductible liquids (Fuel, Diesel, Lube Oil, Fresh Water, Ballast) to calculate the “Light Constant” or arrival displacement. Establishing an accurate initial constant is the most critical step for a precise final figure.
Conducted immediately after cargo operations complete. We repeat the measurement process to find the final displacement. The difference between the Initial and Final displacement (corrected for density and consumable changes) yields the Net Cargo Quantity. This figure is final and binding for the Bill of Lading.
For transshipment operations. Since barges lack complex hydrostatic tables, we perform simplified draft surveys or ullage surveys on lightering barges to verify the quantity transferred from the mother vessel to shore. This acts as a cross-check against the mother vessel’s draft figures.
Conducted part-way through loading or discharge. This “spot check” verifies the loading rate and ensures the vessel is not being overloaded or underloaded relative to the plan. It allows for mid-operation adjustments to trim and list, ensuring the final quantity target is hit precisely.
We perform a deadweight calculation to verify the vessel’s reported Lightship weight. By comparing the calculated displacement with the known cargo and consumables, we can identify if the ship has accumulated “mud” or sediment in ballast tanks, which would otherwise falsely inflate the cargo quantity calculation.
We physically sound all fuel, diesel, and fresh water tanks. Relying on the ship’s computer or gauges is risky. Physical sounding ensures that any fuel consumed or water produced during the operation is accurately deducted, preventing these weights from being wrongly attributed to the cargo.
We sound every ballast tank on the vessel, including peaks and hold bilges. We verify that tanks reported as empty are truly empty and those reported as full are full. Unaccounted ballast water is the single largest source of error in draft surveys, so our verification here is exhaustive.
We sample dock water at multiple depths and locations around the hull using a specialized sampler. We test these samples with a calibrated glass hydrometer to determine the exact specific gravity. A small error in density (e.g., 1.020 vs 1.025) can skew the final weight by hundreds of tons.
In shallow ports, we check Under Keel Clearance (UKC). If a vessel is touching the bottom (soft mud), the draft readings will be artificially low, reducing the calculated weight. We verify the vessel is fully afloat and free from the seabed before reading drafts to ensure validity.
Vessels rarely float perfectly upright. We apply mathematical corrections (First and Second Trim Corrections, List Correction) to the draft readings to account for the position of the center of flotation. Without these advanced calculations, raw draft readings are practically useless.
We review the vessel’s official Hydrostatic Tables for accuracy. We check for interpolation errors and ensure the correct table (Fresh vs Salt water, Summer vs Winter) is being used. We also verify if the ship has undergone structural modifications that would alter its displacement characteristics.
The “Constant” is the unknown weight of the ship (stores, spare parts, paint, mud). We calculate the constant at the initial survey. If the constant is unusually high or low compared to the ship’s history, it raises a red flag for potential hidden bunkers or ballast irregularities, triggering a deeper investigation.
We station a surveyor permanently at the port weighbridge. We verify the readout for every single truck. We ensure the truck is fully on the platform, the engine is off, and no driver is inside during weighing. This manual oversight prevents the most common forms of scale manipulation and fraud.
Before operations, we inspect the valid calibration certificates of all weighbridges and belt scales. We verify that the test weights used for calibration were certified. If a scale’s certificate is expired or if the scale shows “drift” during zero-checks, we reject it and demand recalibration.
We randomly re-weigh empty trucks to verify their “Tare” weight. Unscrupulous operators may carry hidden water tanks or spare tires to artificially inflate the Tare weight, thereby reducing the recorded Net weight of cargo. Our random checks expose and deter this specific type of fraud.
We monitor the Gross Vehicle Mass (GVM) to ensure trucks are not overloaded. Overloading can lead to fines, truck breakdowns, and safety hazards. We ensure that every truck leaves the port within the legal weight limits, protecting the cargo owner from transit delays and legal liability.
For automated bulk terminals using conveyor systems. We audit the digital logs of belt scales. We compare the belt scale totalizer figures against the Draft Survey figures at regular intervals (e.g., every 2000 MT). Large discrepancies trigger an immediate stop to recalibrate the belt sensors.
We perform a continuous reconciliation between the Vessel Draft Survey and the Shore Scale figures. A variance of >0.5% indicates a problem. By tracking this variance in real-time, we can identify if the error lies with the ship (ballast error) or the shore (scale error) before the ship sails.
For grain or fertilizer discharged via shore grabs into hoppers. We verify the functionality of the hopper’s internal load cells. We ensure the hopper is completely empty between drops and that the digital readout stabilizes before recording, preventing “flying weight” errors.
We verify the Verified Gross Mass (VGM) for export containers in compliance with SOLAS regulations. We witness the weighing of packed containers and certify the weight for the terminal and carrier. This ensures the container is accepted for loading and prevents stowage planning disasters.
When the ship’s crane scales differ from the shore weighbridge, we investigate. We act as the independent arbiter, testing both systems to determine which is accurate. Our technical report provides the basis for agreeing on the final Bill of Lading figure in the event of a commercial deadlock.
We audit Automatic Weighing Systems (AWS) used in modern bagging plants. We check the bagging machine’s set-point accuracy (e.g., is the 50kg bag actually 50.0kg or 49.5kg?). Calibrating the bagging plant at the source is the most effective way to prevent massive cumulative shortages.
For cargoes like coal or iron ore, weight includes moisture. We sample the cargo to determine moisture content. If the cargo gets wet during rain, the weight increases but the dry commodity mass remains the same. We calculate the commercial weight adjustment to ensure you don’t pay for rainwater.
Beyond total weight, we check the distribution of weight across truck axles. Improper loading can cause axle failure or fines at highway weigh stations. We guide stevedores to load trucks evenly, ensuring safe and legal transport to the final destination.
We count individual steel coils, bundles of rebar, or plates. We verify Heat Numbers and Tag Numbers against the packing list to ensure the correct grade of steel is delivered. We also inspect for telescoping coils, rust condition, and crimping damage during the tally process.
We supervise the loading of cargo into containers. We tally every carton or pallet as it enters. We ensure the weight is distributed evenly, dunnage is applied to prevent shifting, and silica gel is used for moisture control. We witness the final sealing of the container.
We perform comprehensive physical stocktakes of port warehouses. We count stacks, measure bulk pile volumes for density-based estimation, and reconcile physical stock against the warehouse ledger. This highlights “shrinkage” or theft that occurs during long-term storage.
Every 24 hours, we produce a “Daily Working Report” signed by the Ship, Stevedore, and Receiver. This locks in the daily progress figures, preventing historic disputes. By agreeing on figures day-by-day, the final report becomes a simple summation rather than a negotiation.
For loose reinforcing bars. We perform a specific count of individual bars per bundle if bundles are broken, or count bundles if intact. We verify the diameter and length against the spec, ensuring that construction sites receive the exact steel required for their projects.
Scrap is notoriously difficult to tally due to irregularity. We use draft surveys as the primary weight method, backed up by truck weighbridge records. We also inspect the scrap for prohibited items (gas cylinders, explosives) and excessive dirt/rubbish content (impurities).
We tally logs and timber packs. For logs, we can perform volumetric measurement (JAS scale or similar) to verify cubic meters. We check for split ends, rot, and bark allowance. For timber packs, we verify piece counts per pack against the specification.
We count vehicles discharged from RoRo vessels. Crucially, we perform a “walk-around” inspection of every car/truck as it exits the ramp, noting scratches, dents, or missing accessories (keys, tools) on a specialized checklist before custody transfers to the terminal.
Fertilizer is high-value and sensitive. We supervise discharge to ensure minimal spillage. We monitor the condition for caking or water damage (critical for urea). We verify weights via draft survey and bagging plant scales to ensure farmers receive the correct quantity.
For cementitious products. We focus on draft surveys for bulk clinker and bag counting for cement. We pay special attention to dust loss during discharge and monitor for hardening due to moisture exposure, which renders the product useless.
We tally palletized goods (fruit, tiles, chemicals). We verify that pallets are intact and stable. We count the number of cartons per pallet to detect “short-stacking” within the shrink wrap. We ensure pallets are handled with forks, not slings, to prevent crushing.
We supervise the stripping of import containers. We verify the seal before opening, count the cargo as it is removed, and document its condition. This establishes whether damage occurred inside the container during the voyage or during the final unpacking process.
Data is useless if not organized. Our reporting suite provides a legally robust audit trail from the first lift to the final truck.
Shift-by-shift breakdown of discharge vs manifest.
The definitive document certifying Total Discharged Quantity.
Official certification of missing cargo for insurance claims.
We are moving beyond clipboard and paper. Our surveyors use handheld digital devices to input tally data in real-time, allowing clients to view live discharge progress via our online dashboard.
Don’t rely on the terminal’s figures alone. Deploy Mariclaim’s independent tally clerks for your next discharge operation.
Precision. Integrity. Tenacity.
The gold standard in marine surveying; We conduct surveys with the same care and attention you would apply personally, enhanced by our specialized expertise
© 2026 Mariclaim Global Marine Surveyors and Adjusters. All rights reserved.