Upon arrival port NOR must receive immediate attention. Guidance of the relevant clause in the CP may be taken.
Sometimes NOR is accepted only after the appointed surveyors have passes the tanks to be loaded. Hence Master must take initiative in getting tanks ready and asking these people to board ship as soon as feasible. NOR is issued even if the ship has to dischg SBT before commencing to load.
If there is only one load/ dishcg berth with only one shipper consignee involved, only one NOR is required. If there are different shippers/ consignees at different berths , then a new NOR must be tendered for each berth, at the time of completion disconnecting hoses at the previous berth.
If the Master is advised in advance that the berth is not available, he should proceed to arrival position at best speed as per CP and tender NOR at the earliest time. If the ship is told to adjust speed to save fuel , ensure this communication is preserved and projected in the time sheet, to avoid under performance speed claims after a couple of months
Tender NOR by email/ telex to charterers agent as soon as you arrive pilot station/ customary anchorage ( EOSP/ SBE ). NOR can be tendered at any hour by telex , fax or email. If there will be an anchorage is is better to tender NOR at anchor down time.
Later on berthing tender NOR in the proper format as it is an important document for demurrage collection. NOR copy is of great use to charterers and the document should be sent to them. The written NOR is only a written record of the actual NOR tendered by e-mail / fax / telex to the appropriate authorities.
If there are 2 berths, as soon as the last hose is disconnected at the first berth, the agent will re-tender NOR to cargo interests at the second berth.
If cargo to be loaded is limited by dead weight or volume then MAXIMUM cargo loadable to be included.
NOR is usually accepted after free pratique has been granted or tanks have been passed for loading.
Where the ship has arrived and is ready to load prior to the commencement of laydays and Charterers do not give permission for the ship to tender Notice of Readiness early, NOR is strictly supposed to be tendered at 0001 hours of LAYCAN date.
WE REQUIRE MASTERS TO TENDER NOR AS USUAL ON EOSP AND A SECOND ONE AT 0001 HOURS OF LAYCAN START DATE. Whenever a N.O.R. has to be re-tendered, it must always be marked ‘This N.O.R. is tendered without prejudice to any notices previously tendered’ as this sentence is vital, should a dispute about the laytime calculation arise.
If a tank is rejected the Notice of Readiness must be re-tendered as soon as the tank is cleaned and ready for inspection again . Claused as ‘This N.O.R. is tendered without prejudice to any NOR previously tendered’.
No comments should be made on the Notice of Readiness with regard to the time when lay time commences.
From point of view of demurrage NOR does not have to be formally accepted for it to be valid.
There is no dispatch in the tanker trade.
A short loading protest is always to be issued when the shipper is unable to deliver the quantity nominated by the Master. In the Notice of Readiness. MOOLOO---tender 20000 +/- 10% ( leave it vague and hope shore stops the cargo )
MOLCO--- tender approx loading 18800 mtons.
If the vessel is discharging one parcel, and is going to load at the same port then the Notice of Readiness to be given when the hose is disconnected at the discharging berth.
The Master is always to
inform Operator immediately by phone if any tanks are rejected, preferably when the surveyor is still on board.
When the tank is ready for re‑inspection a new N.O.R. should be tendered with the remark ‘This N.O.R. is tendered without prejudice to any notices previously tendered’.
In some charter parties it is agreed that the N.O.R. can only be tendered within the local office hours. If this is the case the responsible operator will
inform about this in the voyage instructions.
CAPT AJIT VADAKAYIL ( 28 YEARS IN COMMAND )