船长面试以及日常业务常见问题
1.CARGO RELEAS
2. CARGO LASHING and D-RING WELDING
3.CRANE OPERATION AND HATCH OPENING/CLOSING
4.VSL’S PERFORMANCE SPEED AND BUNKER CONSUMPTION
5.CHARTERERS’ SAILING INSTRUCTION
6.PRE-LOADING SURVEY
7.HOLD CLEANING MATERIALS
8.REPLENISHMENT OF FRESH WATER
9.DISCREPANCY in BUNKER SUPPLIED quantity
10.STOWAGE
11.TRIMMING
12.SHORT LOADING
13.MASTER'S DRAFT SURVEY & DISCREPANCY BETWEEN QUANTITIES IN M/R and DRAFT FIGURES
14.SHIP/CARGO DOCUMENTS
15.CLAUSING M/R and/or B/L
16.REMARKS FOR DECK CARGO
17.Authorization letter for issuing B/L
18.CARGO DAMAGE PREVENTION
19.STEVEDORE DAMAGE ON HULL AND CARGO
20.TARPAULINES
21.PSC INSPECTION
22.U.S. REGULATIONS
23.AUSTRALIAN MARITIME SAFETY AUTHORITY (AMSA)
24.SHIP’S REPORTING WHEN PASSING ENGLISH CHANNEL/DOVER STRAIT
25.GROUNDING RISK AT BARRANQUILLA, COLOMBIA
26.GROUNDING RISK AT ORINOCO RIVER
27.stowaways
28 BUNKER REPLENISHMENT……………………………………………………………………………..
1.CARGO RELEASE
FOR CARGO RELEASE AT DISCHARGING PORT(S), UNLESS YOU RECEIVE OUR INSTRUCTION TO RELEASE CGO WITHOUT ORIGINAL B/L, DISCHARGING CAN ONLY COMMENCE AFTER RECEIVING THE ORIGINAL Bs/L IN HAND.
REPEAT: WITHOUT RECEIVER'S SURRENDER OF ORIGINAL Bs/L, NO CARGO IS ALLOWED TO BE DISCHARGED UNLESS WE INSTRUCT YOU TO DO SO.
IN THE CASE WHERE ONLY SOME ORIGINAL BS/L FOR PARTS OF CARGO ARE SURRENDERED TO YOU, YOU CAN ONLY DISCHARGE THE CARGO WITH ORIGINAL B/L PRESENTED.
PLS NOTE IF THERE IS A FAILURE TO PROVIDE ORIGINAL BS/L TO MASTER OR LOI TO SHIPOWNER ON TIME, ALL CONSEQUENT LOSS INCLUDING BUT NOT LIMITED TO TIME LOST, STEVEDORE STANDBY AND/OR EXPENSES INCURRED SHALL BE CHRTRS/RECEIVER'S FULL RESPONSIBILITY. ONCE THE ABOVE MENTIONED SITUATION OCCURS, PLS ENSURE TO MAKE THE REMARK 'THE DELAY IN COMMENCING DISCHARGE IS DUE TO FAILURE TO PRESENT THE ORIGINAL B/L TO MASTER. SHIP IS NOT RESPONSIBLE FOR ANY CONSEQUENT LOSS AND/OR EXPENSES.'' ON THE TIME SHEET OR S.O.F.
2.CARGO LASHING and D-RING WELDING(NYPE)
PLEASE DO NOT PERFORM ANY CARGO LASHING WORK EXCEPT FOR LOGS. (HOWEVER, IF CHRTRS HAVE ARRANGED SHORE LABOR TO CARRY OUT LASHING WORK THEN CREW SHALL NOT DO THE SAME.)
ALL LASHING WORKS INCLUDING D-RING WELDING SHOULD BE ARRANGED BY CHRTRS, CARRIED OUT BY SHORE LABOR AND UNDER MASTER'S SUPERVISION AND UP TO MASTER’S SATISFACTION. IF CHRTRS ASK CREWS TO DO SO AGAINST BONUS, PLS REFUSE AND INFORM US IMMEDIATELY. THIS IS TO AVOID ANY CARGO CLAIM ARISING FROM LASHING PROBLEM.
AS FOR LASHING RELEASE AND/OR CUTTING D-RING, WE HAVE NO OBJECTION TO CREW'S DOING SO AGAINST CHRTR'S BONUS TO CREWS SATISFACTION.
MEANTIME, ALL MATERIALS FOR CARGO LASHING WORKS SHOULD BE SUPPLIED BY CHRTRS ON THEIR ACCOUNT. NO SHIP STORES/SPARES TO BE USED FOR CGO LASHING UNLESS OTHERWISE INSTRUCTED BY US.
FOR OXYGEN N ACETYLENE USED FOR CHRTRS' MATTER, PLS ALWAYS SEND AN APPLICATION TO CHRTRS FIRST TO ASK THEM TO SUPPLY WITH CC TO US. IF CHRTRS ARE UNABLE TO SUPPLY SUCH MATERIALS N ASK FOR OWNRS' ASSISTANCE, WE WILL PROCEED WITH THE ARRANGEMENT. H'EVER, BASED ON YR FIRST APPLICATION TO CHRTRS, WE WILL ASK CHRTRS TO REFUND THESE COSTS TO OWNERS.
PLS FOLLOW OUR ABV INSTRUCTION/PROCEDURE CLOSELY
3.CRANE OPERATION AND HATCH OPENING/CLOSING
PLS ORDER OUR CREW NOT TO DO ANY CRANE OPERATIONS N HATCH OPENING/CLOSING UNLESS SUCH ACTIONS ARE ALLOWED BY PORT REGULATIONS. IF YOU ARE UNCERTAIN WHETHER IT'S ALLOWED, PLS ALWAYS CHECK WITH AGENT FOR CLARIFICATION IN ADVANCE.
PLS STRICTLY FOLLOW OUR ABV INSTRUCTION, ESPECIALLY WHEN YR GOOD VSL CALLING U.S. OR AUST PORTS.
ILLEGAL CRANE OPERATIONS AND HATCH OPENING/CLOSING WILL RESULT IN GREAT PENALTIES/FINES WHICH PLS PAY YR EXTRA ATTN.
4.VSL’S PERFORMANCE SPEED AND BUNKER CONSUMPTION
PLS MAINTAIN VSL'S PERFORMANCE INCLUDING SPEED N BUNKER CONSUMPTION TO CONFORM WITH C/P, ESPECIALLY WHEN CHRTR IS ORDERING THE WEATHER ROUTING SERVICE FOR YOUR VSLS.
THE WEATHER ROUTING COMPANY WILL ANALYZE VSL'S PERFORMANCE SPEED TO SEE IF ANY TIME LOST, ALSO IF ANY OVER CONSUMPTION.
IN ANY CASE, VESSEL IS NOT ALLOWED TO SAIL BELOW 50% MCR.
5.CHARTERERS’ SAILING INSTRUCTION
PLS ENSURE TO SEND ONE COPY OF SAILING INSTRUCTION AND/OR CGO DETAILS, STOWAGE PLAN TO US FOR EVERY NEW SHIPMENT AND THEN CHECK IF ANY SEA CHARTS ARE NEEDED. IF SO, PLS INFORM US ASAP AND SEND YOUR APPLICATION TO SUPPLY DEPT.
6.PRE-LOADING SURVEY
WHEN LOADING STEEL COILS, BARS, PLATE, PIPES, ETC., PLS SEND US THE CARGO DETAILS INCLUDING CARGO QUANTITY IN ADVANCE, AS WE HAVE TO CHECK WITH PNI CLUB WHETHER PRE-LOADING SURVEY IS REQUIRED.
In case PNI arranged per-loading survey for your vsl, pls ensure to put remark on mate’s receipt and clause B/L reflecting actual condition of cargo in accordance with survey report’s exception list. This is very important as improper remarks will prejudice PNI’s cover also owner’s interest.
7.HOLD CLEANING MATERIAL
PLS NOTE THAT FRESH WATER, CHEMICALS AND MATERIALS USED FOR HOLD CLEANING SHOULD BE APPLIED FM CHRTRS = IN ADVANCE = WHENEVER YOU CAN FIGURE OUT THE Q’TTY.
PLS ASK CHRTRS OR SUBCHRTRS TO SUPPLY BEFORE COMMENCING HOLD CLEANING. HOWEVER, IF IT'S IMPOSSIBLE FOR CHRTRS TO SUPPLY IN ADVANCE, AND VSL'S STORES ARE CONSUMED, PLS ENSURE TO ASK FOR CHRTRS REFUND AT NEXT PORT.
NO MATTER THE QTTY (WHETHER MINOR OR NOT), ALL F/W, CHEMICALS AND MATERIALS USED ARE ALL ON CHRTRS' ACCT, NOT WISDOM'S, UNLESS OTHERWISE INSTRUCTED BY US.
PLS ALWAYS COPY YOUR APPLICATION N CHRTRS CONFIRMATION TO US FOR REF.
8.REPLENISHMENT OF FRESH WATER
PLS REPORT THE SUPPLY QTTY OF F/W IN YOUR DEPARTURE REPORT, AND STATE ITS USE: 'FOR CONSUMING' OR 'FOR HOLD CLEANING', ALSO MASTER’S PAYMENT IF MADE.
9.DISCREPANCY in BUNKER SUPPLIED quantity
IF ANY DISCREPANCY IN THE BUNKER SUPPLY QTTY, SPEC ETC., PLS ENSURE TO CALL CHRTRS’ PERSON IN CHARGE DIRECTLY AND IMMEDIATELY, AND REQUEST THEM TO GIVE VSL AND AGT WRITTEN CONFIRMATION.
10. STOWAGE
WHEN CALCULATING/ARRANGING PRE-STOWAGE PLAN, PLS ENSURE TO ASK CHRTRS IN ADVANCE TO PROVIDE YOU WITH CARGO DETAILS INCLUDING CARGO S/F OR UNIT WEIGHT/VOLUME, DIMENSIONS ETC., ALSO WATER DENSITY. IN YOUR PRE-S/PLAN TO CHRTRS PLS MARK ABV FACTORS AND ENSURE TO STATE “WITHOUT GUARANTEE, CGO LOADABLE QTTY TO BE SUBJECT TO XXX” (S/F, WATER DENSITY OR OTHER DECISIVE FACTOR).
PLS KEEP WATCH FOR ACTUAL CGO S/F, LOADED ON BOARD QTTY AND BALANCE CAPACITY TO LOAD DURING LOADING, IF THERE IS ANYTHING UNUSUAL PLS REPORT TO CHRTR IMMEDIATELY.
DURING LOADING IF THERE IS AN OBVIOUS DISCREPANCY IN S/PLAN FOR WHATEVER REASON, PLS ENSURE TO CALL CHRTRS PIC DIRECTLY/IMMDLY ALSO TELEX THEM.
11.TRIMMING
IF MASTER DEEMS THAT EXTRA TRIMMING (NOT CUSTOMARY PRACTICE) IS NEEDED FOR REASON OF LOADING MORE CGO QTTY OR SHIP'S NAVIGATIONAL SAFETY, PLS ENSURE TO CALL CHRTRS PIC DIRECTLY/IMMDLY
MEANTIME, YOU WILL ALSO PERFORM THE SAME PROCEDURE IN CASE THE CUSTOMARY TRIMMING WAS NOT CARRIED OUT. HOWEVER, PLS DO NOT ORDER FOR TRIMMING YOURSELF, IT WILL CAUSE TRIMMING COSTS TO BE AT OWNERS’ ACCT.
12.SHORT LOADING
IF CARGO QUANTITY IS INSUFFICIENT, OR NOT BE LOADED IN LINE WITH CHRTR'S INSTRUCTION AND MASTER'S S/P, OF COURSE PLS CALL CHRTRS PIC DIRECTLY/IMMDLY ALSO TELEX THEM.
IN CASE OF SHORT LOADING, PLS ISSUE DEADFREIGHT LETTER FOR SHIPPER'S SIGNATURE, AND ENSURE TO HAVE CHRTRS INSTRUCTION THAT WHETHER TO SAIL WITHOUT FULL LOADING.
PLEASE FIND THE WORDING OF THE DEADFREIGHT LETTER BELOW:
DEAD FREIGHT STATEMEN
TO: Charterers _________
Shippers _________
CC: Agent _________
Owners_________
Whom it may concern
Voyage:______
Loading Port: _________
Date:__________
Dear Sirs,
On (notify date), I had notified you to prepare sufficient quantity of cargo to avoid short loading. Today only (actual quantity loaded) mt cargo (cargo name) has been loaded on board after completed loading at (loading port) port (berth/anchorage name) and the above mentioned quantity of cargo is less than the quantity stated on the Charter Party. Please be noticed my vessel still has draft and capacity to load (balance cargo quantity) mt cargo to reach the cargo quantity (fixed quantity) mt as per Charter Party.
In view of above fact, I, on behalf of Owners, have to notify my “Dead Freight Statement” to hold you responsibile for the dead freight and reserve the right to claim against you as per Charter Party.
( Sign and Stamp)
Master of MV XXXXXXX
13.MASTER'S DRAFT SURVEY &
DISCREPANCY BETWEEN QUANTITIES IN M/R and DRAFT FIGURES
NO MATTER CHRTRS/SHIPPERS/RECEIVERS ARRANGE DRAFT SURVEY OR NOT, PLS BE SURE TO CARRY OUT MASTER'S DRAFT SURVEY AT LOADING N DISCHARGING PORTS WHEN LOADING BULK CARGO OR SOLE KIND OF CARGO. PLS KEEP YOUR DRAFT SURVEY REPORT WELL TOGETHER WITH OTHER CARGO DOCUMENTS.
IN CASE YOU ARE FORCED TO SIGN M/R OR B/L STATING AN INACCURATE QTTY AND IT MAY LEAD TO A SHORTAGE CLAIM, AT THE FIRST STAGE, PLS DISCUSS/NEGOCIATE WITH SHIPPER FOR MUTUAL AGREEMENT ON CGO QTTY. IF FAILED, PLS MARK SHIP'S FIGURE (AS PER YOUR DRAFT SURVEY) ALONGSIDE THE SHIPPER/SHORESIDE'S FIGURE IN M/R AND B/L. HOWEVER, IF THE DISCREPANCY BETWEEN BOTH FIGURES IS SO GREAT THAT THE B/L QTTY IS OBIVIOUSLY WRONG, YOU SHOULD ISSUE A LETTER OF PROTEST.
IN AN URGENT SITUATION, YOU COULD CONSIDER TO CONTACT WITH PNI'S LOCAL CORRESPONDENT FOR CONSULTING (PLS REFER TO PNI HAND BOOK FOR LOCAL CORRESPONDENT’S COMMUNICATION DETAILS.)
14.SHIP/CARGO DOCUMENTS
BEFORE SIGNING OR AFTER RECEIVING ANY SHIP/CARGO DOCUMENTS FROM AGENT/OFFICERS OR ANYBODY, PLS CHECK THE CONTENT VERY CAREFULLY. SIGNING DOCUMENTS WITH INCORRECT INFORMATION MAY LEAD TO FINES, OR MAY CAUSE CLAIM/DISPUTE ON CARGO OR LAYTIME.
DO NOT SIGN ANY CARGO DOCUMENTS WHICH MAY LEAD TO A CARGO SHORTAGE CLAIM.
PLS INFORM CHIEF OFFICER AS WELL.
15.CLAUSING M/R and/or B/L
GUIDES BELOW FOR CLAUSING M/R and/or B/L FOR YOUR REF, N HOPE THESE CAN ASSIST YOU AND CHIEF OFFICER IN PUTTING REMARK IN MATE'S RECEIPT AND CLAUSING B/L. PLS NOTE THAT CLAUSING PROPERLY CAN PROTECT OWNER'S INTERESTS IF ANY CARGO DAMAGE OCCURRED.
ANY CGO WHICH IS NOT IN APPARENT GOOD ORDER AND CONDITION SHOULD BE REMARKED.
//QTE//
CLAUSING BILLS OF LADING
ANY DESCRIPTION USED SHOULD BE CLEAR AND UNAMBIGUOUS. IT IS NO GOOD REPORTING, FOR EXAMPLE, 'PARTIAL RUST AND SOME DAMAGE ON TWO BUNDLES OF FLAT BOUND STEEL PLATE’. THE DAMAGED COMPONENT HAS TO BE PRECISELY IDENTIFIED BY REFERRING TO THE STEEL MILL REFERENCE NUMBER. IF THE DESCRIPTION IS VAGUE N IMPRECISE, OR IF THE DAMAGED COMPONENT IS NOT CLEARLY IDENTIFIED, IT WL BE DIFFICULT TO CONVINCE RECEIVERS THAT THE DAMAGE NOTED BEFORE THE LOADING IS THE SAME DAMAGE FOUND ON DELIVERY.
IT IS ESSENTIAL TO DESCRIBE THE DAMAGE CORRECTLY AND PRECISELY ON BILLS OF LADING. THE FOLLOWING DESCRIPTIONS ARE TYPICAL OF THOSE TT SHOULD BE USED:
- FLAT BOUND STEEL PLATE REFERENCE NUMBER XXXX RUSTED XX% OF ITS SURFACE AND BUCKLED ALONG ITS EDGE
- FLANGES/WEBS/CORNERS/EDGES - BENT/BUCKLED/DISTORTED - ALONG XXXX OF ITS LENGTH
- SURFACE – DENTED / SCOURED / SCRATCHED / GOUGED - ALONG XXXX OF ITS LENGTH
- PACKING / COATING / STRAPPING – RIPPED / TORN / PUNCTURED – ALONG / IN / AROUND XXXX POSITION
- PLATE / BAR / CHANNEL / PROFILE – DENTED / PITTED IN XXX PLACES AND ALONG XXX EDGES
- PLATE / BAR / CHANNEL /PROFILE - LOADED IN WET / DAMP / RAIN / SNOW / ICE CONDITIONS
- PLATE / BAR / CHANNEL / PROFILE - RUSTED XXXX% OVERALL.
//UNQTE//
FOR UNIFORM CARGO, SPECIFYING THE NATURE OF THE DEFECT AND QTTY OF CGO AFFECTED IS IMPORTANT.
Example (UREA CGO): CGO IS DISCOLOURED (RED) ABT (XX MTS / XX%)
IN THE ABOVE EXAMPLE, the MTs AND % ARE YOUR ESTIMATES ONLY – HOWEVER, DESCRIPTIONS RE: QTTY ARE ALSO ACCEPTABLE: e.g. YOU MAY REMARK, “DISCOLOURATION OF A MINOR NATURE”.
16.REMARKS FOR DECK CARGO
IN CASE OF LOADING DECK CARGO, PLEASE ENSURE TO PUT FOLLOWING WORDING ON MATE’S RECEIPT AND/OR B/L (THERE’S A STAMP WITH THIS WORDING PLACED ON BOARD).
IF SHIPPER OR CHRTR DO NOT AGREE TO PUT THE REMARK ON MATER’S RECEIPT OR B/L, THEN PLS REFUSE TO LOAD ANY CARGO ON DECK.
// QTE
CARGO SHIPPED ON DECK TO BE AT SHIPPERS’, CHARTERERS’ AND RECEIVERS’ RISK, EXPENSES AND RESPONSIBLILITY. OWNERS ARE NOT LIABLE FOR ANY LOSS, DAMAGE, EXPENSES OR DELAY HOWSOEVER CAUSED.
// UNQTE
17.Authorization letter for issuing B/L
When you are requested to authorize agent to issue B/L, pls ensure your authorization letter to be in line with following wording from now on.
// quote
Letter of Authorization
To : [ insert company name of agent ]
I, the Master of the M/V [ insert ship's name ], hereby authorize the agent, [ insert agent's company name ], to sign and issue the Bills of Lading for all cargo received on board my vessel on my behalf.
Such Bills of Lading are to be issued strictly in conformity with the mate's receipts and all other terms, exceptions and conditions of the governing Charter Party.
Master of M/V [ insert ship's name ]
[ sign and stamp ]
// unquote
In case the charterer or agent provides you with their own wording and ask you to issue same, pls ensure the wording will not harm owner's interest. For your guidance, NEVER authorize agent to issuse 'CLEAN' bills of lading, as such authorization will damage to owner's PNI cover for cargo claim. If clean B/L is required by chrtr or shipper, your responsibility is to reject all unsound cargo without fail.
Another point is always to authorize the issuance of B/L should be strictly in conformity with the mate's receipts. Repeat, B/L SHOULD BE IN CONFORMITY WITH THE MATE'S RECEIPT.
18.CARGO DAMAGE PREVENTION
AA) PLS CHECK 'LASHING MATERIALS' BEFORE ARRIVAL AT FIRST LOADG PORT IN ADVANCE. PLS ALSO INSPECT CGO HOLD YOURSELF TO SEE WHETHER THERE IS ANY WATER LEAKAGE IN HOLDS, WHETHER CGO HATCHES ARE WATER TIGHT, CGO GEARS ARE IN GOOD ORDER, ETC.
BB) PLS ATTEND DURING THE ENTIRE PERIOD / TIME OF LDG/DISCHG TO SUPERVISE ALL OPERATIONS. IF YOU ARE UNABLE TO ATTEND, SUPERVISION SHOULD BE CARRIED OUT BY DUTY OFFICERS. PLS ALWAYS ENSURE THAT STOWAGE AND LASHING BY STEVEDORES ARE IN GOOD ORDER. IF STEVEDORES DO NOT COOPERATE WITH YOU, PLS INFORM CHARTERERS, LOCAL AGT, AND WISDOM.
CC) PLS ENSURE CGO LASHING IS CARRIED OUT PROPERLY AND UNDER YOUR SUPERVISION.
DD) WEATHER PERMITTING, THE HOLD SHOULD INSPECTED EVERY DAY. THIS IS PARTICULARLY IMPORTANT BEFORE AND AFTER ENCOUNTERING ROUGH WEATHER. LASHING AND SECURING SHOULD BE CAREFULLY EXAMINED AND RE-TIGHTENED. AFTER EXPERIENCING ROUGH SEAS, SEA PROTEST SHOULD BE ISSUED AND UPON ARRIVAL AT DISCHG PORT THE SEA PROTEST SHOULD BE NOTARIZED
19.STEVEDORE DAMAGE ON HULL AND CARGO
IN CASE OF ANY DAMAGE CAUSED BY STEVEDORES DURING CGO OPERATION:
AA) YOU MUST GIVE A PROMPT NOTICE IN WRITING / CABLE / TELEX STEVEDORE DAMAGE REPORT, (EVEN IF THE RESPONSIBLE PARTY HAS NOT SIGNED YOUR REPORT) TO ALL CHARTERERS AND OWNERS WITHIN 24HRS. A COPY OF SUCH NOTICE TOGETHER WITH THE REPLY RECEIVED, IF ANY, TO BE SENT IMMEDIATELY TO THE CHARTERERS WITH OWNERS IN CC.
BB) PLS TRY TO REPAIR HULL DAMAGE BY STEVEDORES’ OWN EFFORTS FIRST. REPAIRS SHALL BE UP TO MASTER’S SATISFACTION.
CC) IF ANY STEVEDORES DAMAGE AND/OR ABNORMAL CONDITIONS HAPPEN, IT SHOULD BE REPORTED TO WISDOM TAIPEI BY TLX, FAX OR TEL IMMEDIATELY WITH FLWG:
(1)THE DAMAGE REPORT
(2)PICTORIAL DESCRIPTION OF ACCIDENT
(3)PHOTOS OF DAMAGED CGO OR VSL
20.TARPAULINES
RECENTLY, ONE OF OUR VSL ENCOUNTERED BAD WHETHER AT SEA AND THE TARPAULINE WAS BLOWN OFF POSITION BY STRONG WIND WHICH RESULTED IN CGO WET DAMAGE.
T'FORE, PLS BE AWARE AND PAY EXTRA ATTN TO FLWGS:
WHEN CLOSING HATCH COVERS AND KEEP HOLD WATERTIGHT WITH TARPAULINES, PLS FOLLOW STANDARD PROCEDURES AND ENSURE TO APPLY SUFFICIENT SECURING FOR THE TARPAULINES EVEN THE DISTANCE BETWEEN TWO PORTS IS VERY CLOSE, PLS ALWAYS FOLLOW OUR ABV INSTRUCTION.
FURTHER, IF VSL ENCOUNTER BAD WHETHER AT SEA, PLS PAY EXTRA ATTENTION BEYOND THE REGULAR INSPECTION.
IT'S VERY IMPORTANT TO STRICTLY FOLLOW UP OUR ABV INSTRUCTION TO AVOID ANY POSSIBLE CGO DAMAGE.
21.PSC INSPECTION
PSC INSPECTION – WHICH IS GETTING STRICTER ON VSL’S CONDITION AND ISM CODE. PLEASE DO UTMOST EFFORTS TO AVOID PSC’S REMARKS IN ADVANCE OF OCCURANCE. MOREOVER, PLEASE KEEP CLOSE CONTACT WITH RELEVANT DEPT. TO OBTAIN ADVICE FOR AVOIDING VSL’S DETENTION/PENALTY.
22.U.S. REGULATIONS
AA) FINE DUE TO GARBAGE EXPOSED ON DECK
U.S. AGRICULTURE HAS TIGHTENED THE GARBAGE CONTAINMENT REQUIREMENTS. IF ANY GARBAGE IS EXPOSED ON DECK (EVEN A LITTLE PIECE OF EGG SHELL), FINES OF USD 1,000.00 WILL BE IMPOSED WITHOUT MEDIATION. ALL GARBAGE MUST BE IN SEALED CONTAINERS FAST TO THE DECK OR IN SEALED GARBAGE ROOMS.
PLEASE NOTIFY ALL CREWS AND ASK THEM TO COMPLY STRICTLY.
BB) Crews cannot leave the vessel including the gangway ladders if they do not have US visa or do not have permission from the US custom. ONE of our vsls WAS fined WHEN one of the crew left the vsl to make A phone call.
CC) ENOA/ENOD
according to US regulation, MASTER hAS to tender E-NOA and E-NOD etc. before arrival AND DEPARTURE, and these must be sent TO USCG via VSL’S Amos SYSTEM. for good order sake, Pls inquire WITH U.S. agent about detailed information (E-NOA and E-NOD tender time, US regulation, etc.).
Pls pay THE UTmost attention to the matters above to avoid any fineS when calling US ports. Pls inform all crew to comply accordingly.
23.AUSTRALIAN MARITIME SAFETY AUTHORITY (AMSA)
WHEN CALLING AUSTRALIAN PORTS, PORT STATE CONTROL INSPECTIONS MAY BE PERFORMED BY AMSA SURVEYORS. GENERALLY AMSA PORT STATE CONTROL INSPECTIONS ARE REQUIRED AT SIX MONTHLY INTERVALS. HOWEVER, THE TIMEFRAME WILL DEPEND ON AMSA ASSESSMENT RESULTS FROM PAST INSPECTIONS AND NOTED DEFICIENCIES, AGE OF VESSEL AND AVAILABILITY OF AMSA PERSONNEL DURING VESSEL'S PORT VISIT.
ALL VESSELS MAY BE SUBJECT TO PORT STATE CONTROL INSPECTIONS BY AMSA SURVEYORS. IN SOME INSTANCES THE SEVERITY OF SOME DEFICIENCIES MAY RESULT IN THE VESSEL BEING PROVISIONALLY DETAINED UNTIL DEFICIENCIES ARE RECTIFIED. THIS CAN AT TIMES RESULT IN THE VESSEL BEING DELAYED FROM SAILING. DEPENDING ON THE NATURE OF THE RECTIFICATION WORK REQUIRED, IT MAY BE NECESSARY TO CEASE LOADING/DISCHARGING OPERATIONS UNTIL REPAIR WORK IS COMPLETED AT THE BERTH OR TO HAVE THE VESSEL MOVED TO A SUITABLE OTHER HOLDING BERTH FOR THE REPAIR WORK TO BE COMPLETED, AT THE VESSEL OWNER'S COST.
PLEASE NOTE AMSA SURVEYOR REGARDS FOLLOWING AS DETAINABLE ITEMS:
1. LIFE BOAT CONDITION, LIFE BOAT ACCELERATOR AND STORES AND LIFE CRAFT
2. EMERGENCY FIRE PUMP INCLUDING ISOLATE VALVE
3. EMERGENCY GENERATOR AND SPARE BATTERY
4. ENGINE ROOM FIRE DAMP AND FIRE FLAP IN CHIMNEY
5. REMOTE STOP VALVE FOR ENGINE ROOM
6. OIL SEPARATION MACHINE. AIR CONTROL VALVES
7. ADEQUATE NAUTICAL PUBLICATIONS
8. BALLAST TANK AIR VENT
9. EMERGENCY RUDDER, STEERING GEAR
10. ENSURE GMDSS FULLY OPERATIONAL AND CREW TRAINED IN USE.
THEREFORE, WHEN CALLING AUSTRALIAN PORTS, PLS KEEP ALL ACOMMODATION N ENGINE ROOM CLEAN N TIDY AND HAVE ALL DOCUMENTATION/CERTIFICATES PREPARED FOR AMSA TO MAKE INITIAL ENQUIRY.
FOR THE LATEST INFORMATION, PLEASE ASK YOUR OPERATION & ISM PIC FOR AN UPDATE BEFORE CALLING AN AUSTRALIAN PORT.
24.SHIP’S REPORTING WHEN PASSING ENGLISH CHANNEL/DOVER STRAIT
Recently, one of our vessels was in contravention of SOLAS 1974, Chapter V - Safty of Navigation, Regulation 11-1 Ship Reporting when she was passing Dover Starit traffic separation scheme in Jan 2006, and this incident will be investigated by the Panamanian Maritime Authority.
THE DOVER STRAIT IS A MANDATORY REPORTING AREA, UNDER REGULARTION, VSL OVER 300 GROSS TONNES ARE REQUIRED TO MAKE REPORT TO EITHER DOVER MRCC (SOUTH WEST LANE) OR CROSS GRIS NEZ (NORTH EAST LANE) BEFORE PROCEEDING THROUGH THE SERVICE AREA, N ALSO TO UK COASTGUARD AT DOVER..
PLEASE REFER TO ADM LIST OF RADIO SIGNALS MP286-1.
PLS PAY ATTENTION TO THE RELEVANT REGULATIONS AND INFORM YOUR OFFICERS TO ACT ACCORDINGLY.
25.GROUNDING RISK AT BARRANQUILLA, COLOMBIA
REGARDING BRITANNIA RISK WATCH - VOL.13: NO. 2 - APR 2006, THERE IS A WARNING NEWS WHICH PLS PAY YOUR ATTENTION:
//QTE//
GROUNDING RISK AT BARRANQUILLA, COLOMBIA
THE ASSOCIATION HAS BEEN ADVISED OF A POSSIBLE GROUNDING RISK AT BARRANQUILLA, AS AN EXCESSIVE AMOUNT OF SEDIMENT IS BEING CARRIED INTO THE CHANNEL BY THE MAGDALENA RIVER. LOCAL CLUB CORRESPONDENTS ADVISE THAT MASTERS SHOULD MAKE SURE THAT PILOTS HAVE THE MOST RECENT BATHYMETRIC CHARTS WITH THEM AND THAT ECHO SOUNDERS ARE USED WHILE PASSING THROUGH THE CHANNEL.
//UNQTE//
26.GROUNDING RISK AT ORINOCO RIVER
PLS PAY THE UTMOST ATTENTION WHEN PASSING ORINOCO RIVER AND FOLLOW THE GUIDE BELOW.
AA) PLS WATCH OUT FOR BUOY SIGN AND ENSURE TO FOLLOW THE BUOY WHEN PASSING ORINOCO RIVER ESPECIALLY PASSING W/ FULLY LOADED.
BB) WHEN ENTERING ORINOCO RIVER, PLS ENSURE TO MAKE NOTE ON BA CHRTS AND RECORD WHICH BUOY IS MISSING OR MISPLACED. YOU MAY DOUBLE CHECK W/ PILOT OR THE AGENT SO YOU WILL HAVE A BETTER UNDERSTANDING AND MIGHT BE EASIER TO PASS THE RIVER WHEN LEAVING LATER ON.
CC) IF ANY PILOT IS TO BE HIRED/ARRANGED, PLS DO NOT DROP THE PILOT EARLY. ALWAYS DROP THE PILOT AT THE PILOT STATION.
27.stowaways
REGARDING stowaways hiding in ships' rudder housing, plEAsE pay attention especially WHEN VSL’s CALLing AT AFRICAN PORTS.
THE REPATRIATION cost FOR stowaways will result in HUGE FINANCIAL LOSS. Therefore, we strongly REQUEST that crews carry out thorough stowaway searches particularly of hard to reach positions on the ship (like the rudder trunk housing). If stowaways can hide in such an area, then there is also a possibility that drugs could be hidden and moved from country to country in this area of the ship. CONSIDERING CREW’S EFFORT, IF NO STOWAWAYS WERE FOUND AFTER COMPLETION OF VOYAGE AND DEPARTURE FROM LAST AFRICA PORT, OP DEPT WILL ISSUE STOWAWAY BONUS TO VESSEL AS PER COMPANY TARIFF.
IN CASE OF STOWAWAY FOUND ON BOARD,
a) Pls report Wisdom and Wellship immediately and wait for our further instruction.
b) Pls ensure to dispatch crew to keep an eye on the stowaways to avoid any accident, injury, run-away, etc. happen to them and kindly take good care of them.
c) Pls take pictures of the stowaways and fill in the stowaway report by format WSM-SSR-06-15.
d) Pls search your vsl again THOROUGHLY FOR OTHER stowaways hidden on board.
28.BUNKER REPLENISHMENT
to prevent oil spilage, max bunker intake to be limited at 80% full especially when vessel is in laden/loading/discharging condition. if chrtrs would like to replenish bunker more than 80% full, pls have chrtrs to consult with us and we will consider case by case.
** if there are further agreements in cp, pls revise correct percentage as per cp**