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Observater Surveys and Services Group · Guinea · Conakry · Kamsar
From the container terminal and city berths of Conakry to the bauxite railhead at Kamsar and the transshipment anchorages of the bauxite coast, Observater’s surveyors attend cargo and vessels across Guinea, with the scope, the surveyor, and the fee confirmed in writing before work begins.
Get a Surveyor Moving Email the InstructionObservater Marine and Cargo Surveyors carry out all types of marine and cargo surveys and inspections at every port in Guinea, and work the way Guinea’s ports themselves work: around the clock, at every berth and anchorage, and on every cargo, container, and vessel.
On the cargo side: discharge surveys and discharge supervision, loading, pre-loading, and stowage surveys, tally surveys with independent tally clerks, draft surveys and bulk weight determination, container, seal, and devanning surveys, cargo damage surveys, pre-shipment inspection with certificates to letter-of-credit wording, cargo superintendence, loss control, and warehouse and stock verification.
On the marine side: ship and vessel condition surveys, on-hire and off-hire surveys, holds and hatch cover inspections, hatch cover watertight testing, hull and machinery damage surveys, casualty attendance, P&I attendance and club entry condition surveys, bunker quantity and ROB surveys with MARPOL sampling, and in-water hull inspections through approved divers.
Through the group’s active operations in the region, Observater Surveys and Services Group serves Guinea’s importers, exporters, mining houses, shipowners, charterers, insurers, P&I correspondents, banks, forwarders, and traders with independent figures and clear, well-organised reports.
From the container terminal and conventional berths of Conakry Port to the bauxite railhead and capesize anchorage at Kamsar Port, the barge transshipment zones of the Boké coast, and the road corridor to Bamako: one instruction covers it all, with the scope, the surveyor, and the fee confirmed in writing before work begins.
Whatever brought you here, the answer is the same team: Observater Cargo Surveyors for the cargo side, Observater Marine Surveyors for the vessel side, and the group’s claims handlers when a loss needs attention. We act for one interest per matter, and we are easy to work with: tell us the vessel, the container, or the consignment, and we take it from there.
The bauxite settles on figures taken far from the buyer. Dry tonnes are wet weight minus moisture, and both are fixed at Kamsar or argued about at the smelter. A percentage point of moisture on a capesize is serious money.
Rice arrives paid for and leaves the quay short. Guinea’s staple imports move bag by bag through many hands, and the shortage always finds the party who never counted.
Transshipment doubles the measurements. Cargo barged from shore to a capesize at anchorage is measured twice, by two sets of drafts, and only an independent surveyor on both makes them one figure.
The stem at anchorage is froth until proven fuel. Bunkers delivered by barge off Conakry deserve soundings on both hulls, temperatures on calibrated instruments, and a settling period honoured.
We offer all round cargo and marine survey services in ports, cargo yards, warehouses, and job sites in Guinea and neighbouring states, through our local surveyors resident at Conakry, the country’s main port, and the group’s active operations across the region. Our highly trained cargo surveyors carry out all types of cargo surveys, cargo inspections, and cargo superintendence in Guinea: at Conakry Port, at Kamsar, and at the anchorages between them. Our highly trained marine surveyors in Guinea carry out all types of marine surveys, ship surveys, and vessel inspections over the same desks. Findings reach the instructing party first, and the report reads the same as the file from any port the group serves across Africa.
Port Autonome de Conakry (Conakry Port). The country’s gateway on the Kaloum peninsula: containers, rice, wheat flour, sugar, clinker, fuel, and vehicles inbound; alumina and general cargo outbound. Our cargo surveyors in Conakry attend discharge, tally, and loading daily, our marine surveyors in Conakry cover the vessel side, and bunker surveyors in Conakry attend stems at the berth and by launch.
Kamsar Port and the bauxite railhead. The CBG railway meets the sea here, and the world’s bauxite trade loads by barge and capesize anchorage. Our cargo surveyors in Kamsar and marine surveyors in Kamsar work the terminal and the anchorage, with bunker attendance at Kamsar from the same desk.
The Boké coast transshipment anchorages. Barge-to-vessel loading off the bauxite coast multiplies the measurements and the custody changes. Independent drafts on the barges and the mother vessel make two figures into one.
The corridor to Bamako. Malian trade moves by road from Conakry, and the file follows it: seal verification at the gate, warehouse receiving inland, and claims investigation along the corridor, on one instruction.
Guinea sells the world its bauxite, and bauxite settles on draft surveys: wet weight by the vessel’s displacement, moisture by sealed sample, dry tonnes by the difference. Our draft surveyors at Kamsar read the barges and the capesize alike, all marks, both sides, density drawn at depth at the moment of reading, and our draft surveyors in Conakry apply the same method to grain, clinker, and every bulk parcel over the city berths. For the trade itself, bauxite cargo surveys at Kamsar add sampling to the contract’s standard and certificates in the wording the sale documents require, so the dry-tonne invoice holds at the discharge port.
Guinea imports what it eats through the Port of Conakry, and bagged staples are counted cargo or lost cargo. Our tally clerks count at the hatch, the quay, and the gate; wet and torn bags are segregated and photographed as found; out-turn surveys reconcile the manifest against what actually landed; and where damage appears, cargo damage surveys in Conakry attend promptly, while the evidence is still fresh, with the claim prepared in the form adjusters work with and followed through to settlement.
When cargo turns up wet, torn, contaminated, infested, or short anywhere in Guinea, the first days decide what the claim will contain. Our surveyors attend cargo damage surveys at Conakry Port and at Kamsar while the evidence is still fresh: cause, nature, and extent established on the ground, sound cargo segregated so the loss stops growing, sampling drawn where cause is disputed, and letters of protest issued while they matter. On the mineral side, wet bauxite and spillage at Kamsar Port are documented against the weather log and the handling record, so the dry-tonne account stays honest. The file then moves from survey to claim without changing hands: quantum by count and value, custody traced to the leg it belongs to, and the matter prepared in the form adjusters work with and followed through to settlement, from the quay to the Bamako corridor.
Every charter that touches Guinea starts and ends with a condition question, and our marine surveyors answer it in writing: on-hire and off-hire surveys with bunkers established at the same attendance, holds and hatch cover inspections before the laycan, watertight testing before the cargo is at risk, hull and machinery damage surveys when something breaks, casualty attendance while the evidence is aboard, and P&I attendance with club entry condition surveys recorded space by space, one appointment per matter.
Fuel is the largest single payment a ship makes in port, and off Conakry and Kamsar it is delivered by barge, where the honest figure needs an independent hand: tanks sounded on both hulls before and after pumping, temperatures and densities on our own instruments, volumes corrected to fifteen degrees under the ASTM tables, MARPOL samples witnessed, sealed, and documented, and the letter of protest drafted during the attendance when the figures do not hold. On-hire and off-hire ROB surveys close the fuel account at both ends of the charter.
Guinea ships more bauxite than any nation on earth, and most of it crosses the wharves at Kamsar and the anchorages beyond — from the Sangarédi and Boké mines by rail and barge to the ship’s holds. Our local surveyors attend loading end to end: draft surveys certifying the tonnage the invoice stands on, hold condition before the first grab, trimming and completion, and the Statement of Facts that settles laytime honestly.
Bauxite carries a wet secret: fines above their transportable moisture limit can shift and liquefy at sea. Sampling at the stockpile and the loader — sealed, split, and laboratory-tested for moisture — protects the ship, the charterer, and the shipper alike, and puts an independent number where a dispute would otherwise grow. Alumina from Fria and the refineries is surveyed with the same discipline: contamination, moisture, and weight, measured rather than assumed.
Guinea eats through the Port Autonome de Conakry: rice by the shipload, wheat and flour, sugar, cement and clinker, fuel at the tanker berths, and the general cargo a growing country orders. Our cargo surveyors in Conakry stand at the discharge: outturn against the manifest, slack and torn bags counted rather than estimated, wet and caked cargo segregated and photographed as found, tally at the hook and the gate, and the weighbridge reconciled against the draft figure. When the receiver, the terminal, and the vessel each remember a different day, the file our local surveyors keep is the one the argument ends on — and it carries through to cargo damage surveys in Conakry and the claim itself.
Boxes through Conakry’s container terminal argue in silence: an intact seal against a short load, a clean interchange against wet cartons. We attend stuffing and devanning at the terminal and the city’s depots, verify and photograph seals, record condition as doors open, and supervise cross-stuffing when a box must change — cargo counted out of one container and into the next with seals broken and applied on record. Reefer boxes add the download: set points, supply air, and the temperatures the cargo actually lived through.
Guinea’s next chapter is being unloaded right now: crushers, conveyors, locomotives, and plant modules for the mines of Boké and the Simandou iron ore corridor, with new rail and port works rising to carry the ore out. Project cargo of that scale deserves witness at every lift — receiving surveys on imported machinery and equipment, lashing and securing checks, transport supervision from the quay toward the mine, and damage attendance the day something lands badly. As Simandou’s corridor and its export facilities come to life, the group’s local surveyors are placed to follow the cargo — inbound plant today, and the surveys the new trade will demand tomorrow.
Where fuel changes hands in Guinean waters, the quantity deserves its own witness. Our local surveyors attend bunker quantity surveys (BQS) before an invoice is honoured, ROB surveys where charters begin and end, bunker stem attendance at the Conakry anchorage, and on-hire and off-hire bunker surveys alongside the condition work — soundings taken and calculated independently of ship and supplier, samples sealed and split, and a measured figure in the file rather than an accepted one. The Conakry bunker surveyors unit holds the full scope with the unit itself, with the Kamsar bunker unit covering the bauxite anchorages north.
Wet damage and seawater ingress, shortage and slack bags, container and seal disputes, infestation and caking, crushing, pilferage, and transit losses on the mine roads — every way cargo loses value in Guinea is attended, photographed, and quantified while the evidence still exists. The file then goes to work: cause tied to custody, quantum counted rather than accepted, and a claims package built for the insurer, the receiver, or the P&I club to act on — with our surveyors defending it line by line when the other side pushes back.
Conakry is Bamako’s ocean door: rice, sugar, fuel, and project cargo cross the quay and climb the corridor to Mali, and the owner inland carries the longest custody chain with the least visibility. Instruct once and the chain lights up — discharge witnessed at the Port Autonome de Conakry, condition recorded into the trucks, seals verified at the border, and one file holding ship, port, and road to their own stretches. Your goods move through Guinea; your evidence moves with them.
Observater est un cabinet indépendant d’experts maritimes et inspecteurs de cargaison en Guinée, avec des inspecteurs locaux à Conakry et à Kamsar. Nos services couvrent l’inspection de cargaison au Port Autonome de Conakry (riz, farine, sucre, ciment, conteneurs), la supervision du chargement de bauxite à Kamsar, les expertises d’avaries, le jaugeage (draft survey), les expertises de soutes (bunker survey), et l’assistance P&I — avec constat photographique, échantillonnage scellé, et rapport remis rapidement. Vous pouvez nous écrire en français : ops@observater.com ou WhatsApp the desk — la langue du rapport est convenue à l’instruction.
Discharge surveyors and loading surveyors in Guinea attend on one instruction; tally surveyors count at every exchange; draft surveyors in Guinea fix the weight the invoice settles on; and cargo damage surveys in Guinea are attended promptly, with claims followed through to settlement.
Our ship surveyors in Guinea cover every vessel matter above at the berth and at the anchorage, with our local marine surveyors resident in Conakry and Kamsar working to the same report standard.
Yes — bunker quantity, ROB, and stem surveys run at the anchorage and alongside, with soundings and samples taken by our own local surveyors and the figure calculated independently of ship and supplier.
Yes. Samples are drawn at the stockpile and the loader, sealed and split with counterparts, and laboratory-tested for moisture — the number that keeps a cargo inside its transportable limit and a dispute outside the file.
Discharge at Conakry, loading to trucks, and seal verification at the border run as one instructed file, so the receiver in Bamako reads a continuous chain instead of a stack of gaps.
Observater Marine and Cargo Surveyors attend cargo across Guinea: discharge and loading supervision, independent tally, draft surveys, container and seal surveys, pre-shipment inspection, cargo damage surveys, and claims handling, at Conakry, Kamsar, and the anchorages, with the attendance confirmed in writing before work begins.
Observater Marine Surveyors attend vessels at Conakry and Kamsar: condition and on/off hire surveys, holds and hatch cover inspections, watertight testing, hull and machinery damage surveys, casualty attendance, P&I attendance, and club entry condition surveys, at the berth and by launch at anchorage.
Observater’s draft surveyors read the transshipment barges and the receiving vessel alike: all six marks on both sides, density sampled at depth at reading time, deductibles sounded jointly, and the full calculation annexed, so the loaded figure and the dry-tonne invoice rest on independent measurement.
The fee follows the scope: the cargo or vessel, the attendances, and what must be measured or sampled. Observater confirms the scope and the fee in writing before work begins, and a single well-documented consignment often saves far more than the survey costs.
Observater’s bunker surveyors attend stems at Conakry and Kamsar: soundings on the barge and the receiving vessel before and after pumping, temperatures and densities on calibrated instruments, correction to standard volume, MARPOL sampling witnessed and sealed, and a report with the calculations attached.
Observater’s surveyors attend damaged cargo while the evidence is still fresh: cause, nature, and extent established, sound cargo segregated, protests issued in time, and the claim prepared in the form adjusters work with and followed through to settlement, from the quay to the corridor.
Yes. Bagged staples are counted at the hatch, the quay, and the gate by independent tally clerks, condition is recorded stack by stack with wet and torn bags segregated, and the out-turn reconciles the manifest against what actually landed, in one figure every interest can read.
Yes. One instruction runs the port, the anchorage, and the road: seal verification at the gate, warehouse receiving inland, and claims investigation along the Bamako corridor, with the same report standard from first attendance to final delivery.
Cause, nature, and extent with the evidence attached: examination and photographs, segregation of sound from damaged cargo, sampling where cause is disputed, quantum by count or weight, custody traced through the documents, and a report issued to the instructing party first, with the claim followed through to settlement.
Observater’s surveyors attend wet, torn, and slack bags at Conakry Port as they are found: damaged units counted and separated, moisture and staining photographed against the stowage position, sweepings accounted, and the out-turn stated in one figure the receiver, the insurer, and the carrier can all read.
Mining houses & bauxite traders. Dry tonnes rest on drafts and moisture fixed at loading. Independent figures at Kamsar carry the invoice to the smelter.
Importers & receivers. Rice, flour, sugar, and cement land already paid for. Our count and condition record give the receiver a fair basis to claim rather than absorb the loss.
Shipowners & charterers. Holds passed before the laycan, drafts read independently, on/off hire and bunkers fixed in one attendance: redelivery closes on documents.
P&I clubs & correspondents. One appointment per matter, impartial attendance at every hour, first findings shared quickly, quantum counted rather than accepted.
Cargo insurers & underwriters. Cause, custody, and quantum established independently, so claims settle on evidence, fairly and without delay.
Banks, forwarders & traders. Certificates to credit wording, stock verified in the warehouse, and handover records at every node: the trade’s paper matched by independent eyes.
Named surveyor, scope in writing. Before anything starts you know who attends, when, and exactly what they will do, on paper.
The fee agreed first. The fee is put in writing before work begins, so the decision is made with the numbers in front of you.
One interest per matter. If we act for the other side in your dispute, we tell you and decline. Independence is the product.
Work starts on your go-ahead. Nothing begins until you confirm in writing, findings reach you first, and we answer 24/7.
“Drafts on the barges and the capesize closed to one figure. The out-turn argument never started.”Bulk charterer, Kamsar
“Bag count at the hatch and the gate matched to the piece. The claim closed on our tally.”Rice importer, Conakry
“Stem attended at anchorage, settling honoured, protest ready before the barge let go.”Vessel operator, Conakry
Attendance at Conakry, Kamsar, and the anchorages is arranged on instruction through the group’s active operations in the region: tell us the vessel or the consignment, and who attends, when, and on what basis is confirmed in writing before work begins.
Yes: boat work is routine, on bunker stems, drafts, holds, and P&I matters, on the barges and the mother vessel alike, subject to weather and access.
Instruction and attendance record, particulars, findings in the order they were made, cause presented separately, quantum with the arithmetic shown, and annexes with photographs, tallies, calculation sheets, and sample custody, in the structure insurers, adjusters, and banks work with.
The figure taken today settles the argument that comes later
Whoever holds the cargo pays for what nobody counted. Whoever ships it defends a price from an ocean away. Whoever runs the vessel settles on the recorded figure, whoever insures it pays what the evidence supports, and whoever financed it needs the security to be real. From whichever seat you instruct, send the vessel, the cargo, or the dispute, and who attends, when, and at what fee comes back in writing before work starts. One interest per matter: we act for your side only, and you read the findings first.
Get a Surveyor Moving Email the InstructionInternational Marine Cargo Surveyors, Claims Handlers and Technical Consultants in Africa. On-ground expertise, global reach: anywhere you go in Africa, we are already there, with capacity to serve globally.
Observater Surveys and Services Group · ops@observater.com · All attendances are performed under our standard terms of business, available on request. Also see: Cargo Surveyors in Conakry · Cargo Surveyors in Kamsar · Bunker Survey Experts in Africa · Africa coverage.
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