To whom it may concern 1) What is heaving to? Heaving-to Is maneuvering the vessel so as to ride out the storm or heavy weather in the most comfortable position by; a) With the sea on the bow at reduced speed sufficient only for steering (to get the steerage way). To be done when little sea room on leeward. b) With the sea abaft the beam at reduced speed. Danger of pooping exists. To be done when there ius plenty of sea room on leeward. c) Stopped and drifting to leeward. Plenty of sea room is necessary on leeward. Danger of heavy rolling, synchronism, cargo shifting if vessel stiff and short rolling period (aboyt 10 to 15 secs). Use by low-powered vessel unable to use method (a) and (b) 2) What is Mate receipt? This is a document originally issued by the first mate of the ship. He was the officer responsible for cargo. The document would be issued by him after the cargo was tallied into the ship by tally clerks. The shipper or his representative would then take the mates receipt to the master or the agent to exchange it for a bill of lading, which would incorporate any conditions inserted into the mates receipt. In modern days, the document known as the Mates receipt is not often signed by the mate of the ship but by some person in the shore office of the shipping company or its agents, although the name of the document remains the same. 3) What is Seaway Bill? Seaway bill is an evidencing document of contract of carriage and the carrier’s receipt of the goods. A bill of lading functions as a contract of carriage, receipt of goods by carrier and document of title. Seaway bill is not a document of title. Means, the seaway bill can not be used for negotiation procedures with bank. In a seaway bill, the consignee at destination need not produce a copy of seaway bill duly endorsed by him to the carrier to deliver goods. The carrier can deliver goods to the consignee by identifying and confirming as the claimer is the consignee mentioned in the documents. In other words, in a seaway bill, the responsibility for identifying the consignee is vested with the carrier. A seaway bill is used in lieu of B/L for straight consignments whenever a letter of credit or similar banking arrangement is not involved in the sale of goods. Seaway bill is used 1. When the receipient of the goods is known (between related companies) 2. Cargo will not be traded/sold during transit 3. Payment of goods is made under an open account or there is a high degree of trust between importer and exporter where a negotiable transport document is not required under letter of credit B/L is used 1. The goods are being traded/sold in transit 2. The LC terms require the negotiable document is to be used 3. The law and regulations of a country demand the production of a paper B/L Under Art. III of the Hague-Visby Rules, a carrier must, on demand, provide the shipper with a bill of lading; but if the shipper agrees, a lesser document such as a sea waybill may be issued instead. In recent years, the use of bills of lading has declined, and they have tended to be replaced with the sea waybill. The main difference between these two documents is that the waybill does not confer title of the goods to the bearer, and as a result there is no need for the physical document to be presented for the goods to be released. The carrier will automatically release the goods to the consignee once the import formalities have been completed. This results in a much smoother flow of trade, and has allowed shipping lines to move towards Electronic document interchange which may greatly ease the flow of global trade. Advantages of a Seaway Bill: 1.They are not less popular than Bills of lading. 2.90% of Trans-Atlantic containerized cargoes are carried by seawaybills. 3.They are easier to use than Bills of Lading 4.Presentation of original seaway bill is not a condition for delivery. This avoids the problem of missing originals, back letters and delivery without presentation. Thus physical transmission of document is not required. No originals are issued. 5.During short voyages the “race against time” is avoided. 6.Designed for paperless trade also. 7.It is good for multimodal transport and door-to-door deliveries. Disadvantages of a Seaway Bill 1.It is not a document of title. 2.It cannot be used to transfer possession and property. 3.It cannot be used if sale/resale of goods at high seas is to be done. 4.It is not a negotiable document. 5.It cannot work as a documentary security 4) What is trim correction in draft survey? CORRECTION FOR HULL DEFORMATION If the vessel is neither hogged or sagged ( at amidships) then the midship drafts will bethe mean of the fore & aft drafts but this is very seldom the case - the best formula usedfor calculating the draft making allowance for the various hull deformations for a bulk carrier or tanker has been found to be the 6 sided formula where MQM = FORD DRAFT + AFT DRAFT + (6 x AMIDSHIPS DRAFT)/8 TRIM CORRECTION When a ship is trimmed the calculated mean draft is not the same as the true mean draftmeasured at the LCF. To correct the displacement to that corresponding to the true mean draft the following correction(s) are applied: FIRST TRIM CORRECTION = TRIM(in cms)x LCF(in meters)x TPC(IN TONNES)/LBP(in meters) In the above formula LCF is the distance of the Centre of Flotation (COF) from amidships .In some ships the LCF is given in the hydrostatic tables from the aft perpendicular. Remember in this formula, the LCF is the distance of the COF from amidships. Also on some ships the sign (-) indicates the LCF is aft of midships, on others the sign (-) indicates the LCF is ford of midships - please make sure you know exactly what the sign convention in your ship means. This correction is also known as the layer correction and is applied as follows -when the COF is in the same direction as the deepest draft it is added, and when the COF is on the other side of amidships as the deepest draft it is subtracted. This correction does not allow for the fact that, when a ship trims, the COF moves from its tabulated position (because LCF given in Hydrostatic tables is for even keel). Some ships have corrections for this, but when this is not provided the following correction called the 2nd trim correction must be applied - 2ND TRIM CORRECTION =(TRIM IN METERS) x (TRIM IN METERS) x 50 (dM/dZ)(IN TONNES)/ LBP (in meters) where dM/dZ is the difference between the MCT for a draft of 50 cm greater than the corrected mean draft and 50 cm less than the corrected mean draft i.e. if the corrected mean draft is 12.0 meters then dM/dZ would be the differencebetween the MTC (Moment to change trim) at 12.50 meters and 11.50 meters. This correction is ALWAYS ADDED to the displacement. When there is very little trim many surveyors ignore the 2nd Trim Correction. (မွတ္ခ်က္- 2nd trim correction ကို Form correction လို႕ေခၚတယ္လို႕ေရးထားတာေတာ႕မေတြ႕ဘူး၊ စာအုပ္တစ္အုပ္မွာေရးထားေကာင္းေရးထားလိမ္႕မယ္၊ သို႕ေသာ္ 2nd correction သည္ သေဘၤာတြင္ trim ႐ွိလွ်င္ Center of floatation ေ႐ြ႕ပါတယ္၊ hydrostatic particulars မွာ ေပးထားတဲ႕ LCF က even keel condition မွာေပးထားတာျဖစ္တာေၾကာင္႕....COF အေ႐ြ႕ကို correct လုပ္တာျဖစ္တယ္...COF သည္ သေဘၤာ form ေပၚမူတည္တာေၾကာင္႕ Form correction လို႕ေခၚတာျဖစ္ႏိုင္ပါတယ္။ 5) Who issues the B/L? The carriers issues B/L to Shipper (or) Freight forwarder issues to Shipper. Depends who the carrier is. Carrier may be beneficial or disponent owner, in other words actual Owner or Time/Bareboat charterer. Master က B/L လက္မွတ္ထိုးတယ္ဆိုေပမဲ႕...လက္ေတြ႕မွာ Owners agent က against mate receipt လက္မွတ္ထိုးၾကတယ္။ Owner နဲ႕ Agent ၾကားမွာ Agency agreement နဲ႕လုပ္ၾကတာဆိုေတာ႕ Agent သည္ Owner ကိုယ္စားလုပ္တာျဖစ္တယ္။ Time charter ေတြမွာ Charterers Agent သံုးရင္ Master က B/L လက္မွတ္ထိုးဖို႕ Authorization letter ေပးရတယ္။ ပိုင္႐ွင္က ေ႐ွ႕ေန (သို႕) P&I နဲ႕တိုင္ပင္ျပီး ျပင္ဆင္ေပးတဲ႕စာသားေပၚ Master လက္မွတ္ထိုးတာပဲျဖစ္တယ္။ ပိုင္႐ွင္ဟာ မိမိအက်ိဳးစီးပြါးကို ကာကြယ္ဖို႕ Charterers agent ကိုအသံုးျပဳတဲ႕အခါ သူရဲ႕ Protective agent ကိုသီးသန္႕ထားေလ႕႐ွိတယ္။ Mate receipt မွာမွတ္ခ်က္မေရးရဘူးဆိုတာ Charter party မွာပိုင္႐ွင္သေဘာတူထားေကာင္းတူထားလိမ္႕မယ္၊ C/O, Master သည္ အဲဒီလိုအခါမ်ိဳးမွာ Statement of fact ေပၚမွာ လိုအပ္တဲ႕မွတ္ခ်က္ေတြေရးဖို႕လိုအပ္တယ္။ Discharging လုပ္တာနဲ႕ Delivery of cargo ကမတူပါဘူး။ Owners agent တနည္းအားျဖင္႕ shipping line က delivery order ကို freight တို႕ အျခားရစရာ႐ွိတာေတြ collect လုပ္၊ B/L သိမ္းျပီး ထုတ္ျပီးမွ ကုန္ကိုထုတ္လို႕ရတယ္။ ဒါေၾကာင္႕မို႕ master က B/L ကို sight လုပ္ရမယ္ဆိုတာ၊ လက္ေတြ႕မွာလုပ္စရာမလိုပါဘူး၊(ေ႐ွးေ႐ွးတံုးကေတာ႕ဟုတ္ေကာင္းဟုတ္မယ္) Agent ရဲ႕ အလုပ္ျဖစ္တယ္။ wrongful delivery မျဖစ္ေအာင္ B/L ကို စစ္တာကို B/L sight လုပ္တယ္လို႕ေခၚတယ္။ Time, B/B charter မွာေတာ႕ Owner သည္ Charterer ဆီက wrongful delivery အတြက္တာ၀န္ယူတဲ႕ Bank guarantee ရျပီးမွ Master ကို ကုန္ခ်ေပးဖို႕ instruction ေပးပါတယ္၊ Instruction မရပဲသေဘၤာကကုန္ခ်မေပးရပါဘူး။ 6) Stability တြက္တဲ႕အခါ Light ship, Stores and crew effects စတဲ႕ weight ေတြနဲ႕၊ ကုန္ေပါက္အသီးသီးက ကုန္ weights, tank အသီးသီးမွာ႐ွိတဲ႕ liquids weights ေတြေပါင္းရင္ final displacement ရျပီး final V.moment, final L.moment နဲ႕ trim, GM ကိုတြက္တဲ႕အခါ... draft survey အရ corrected draft for deformation နဲ႕ hydrostatic table မွာၾကည္႕လို႕ရတဲ႕ displacement နဲ႕ တြက္တံုးက final displacement ရဲ႕ကြာျခားခ်က္ဟာ Constant ျဖစ္တယ္။ တိုင္းလို႕မရပဲ သေဘၤာေပၚစုပံုလာတဲ႕ weights ေတြဟာ constant ပဲ။ chain locker, ballast tank, unpumpables, stockpiles of materials, spares, လႊင္႕မပစ္ရက္တဲ႕ ပစၥည္းေဟာင္း၊ အစုတ္ပလုတ္အားလံုးရဲ႕ weight ျဖစ္တယ္။ Stroes and crew effect 15T လို႕တြက္ထားရင္ Constant မွာ store မပါဘူးေပါ႕၊ လက္ေတြ႕မွာ store 15T လို႕တြက္တာလဲမွန္ခ်င္မွမွန္မွာေပါ႕၊ ကြာျခားခ်က္က Constant ထဲပါသြားတာေပါ႕။ တခ်ိဳ႕သေဘၤာေတြမွာ constant နဲ႕ VCG,LCG ေပးထားတတ္တယ္။ တကယ္နဲ႕တူခ်င္မွတူမွာေပါ႕၊ မတူရင္ actual draft, trim နဲ႕ calculated ကြာေနတတ္တာေပါ႕၊ ကြာတယ္ဆရာလို႕ေျပာ႐ံုပဲေျပာၾကတယ္၊ တကယ္ေတာ႕ actual trim နဲ႕ LCG ကို မသိကိန္းထားျပီး Constant ရဲ႕ LCG ကို ေျပာင္းျပန္တြက္႐ွာထားျပီး apply လုပ္ရင္ actual နဲ႕ claculated trim အနီးစပ္ဆံုးတူလာပါတယ္။ မွတ္ခ်က္၊ စာနဲ႕ေတာ႕ဒီေလာက္ပဲ႐ွင္းႏိုင္တယ္
Posted on: Wed, 29 Oct 2014 16:24:27 +0000