the question of the river mouth NOR tender

Question

regarding the subj question, for example: in China, the port Nanjing in the Yangze river, usually the CJK (the river mouth)  anchorage for all vessels waiting the inward pilot  position, and proceed to the Nanjing. and also now most of the vessels tendered NOR at the CJK (the river mouth) anchorage. and the Charterers do not accept such tendered, the reason the CJK not the Nanjing port.

for you reference, from CJK to NANJING waterway via port TAICANG, NANTONG,ZHANGJIANG, JIANGYIN,CHANGZHOU...AND NANJING.

how do you think about the river mouth NOR tender?  where and when the vessel tendered the NOR can be accepted?

appeciated your helpful suggestion for the river port NOR ....

liangbin from sinochem shipping

Answer 1

NOR acceptance only when distance range between pilot station/eosp and berth place can be reached within the '6 hours free time.

Does the Yangze River has more than 1 anchorage where NOR is tendered from?

Can somewhone confirm this?

Comments

This has been an issue only in the near past as CJK was the place to tender NOR and shoud still be.
Logically the right place to tender is at the end of the sea voyage where the master can say "here I am - what do I do?"
This is the place where vessels sea log ends and thereafter it is harbour steaming.
NOR does not have to be accepted as the vessel tenders its own readiness and only if it is not ready can a NOR be rejected.
Tankers tender from the forst avaiable anchorage where vessels wait and the NOR for Antwerp in Belgium is tendered from Flushing, Holland.
Not to be inside a port authority does not matter.
One of the problems (all problems in tankers originates from dry vcargo decisions which are more strict han tanker forms) is the decisiosn of the Agagemnon, a vessel loading out of Baton Rouge which has its own Port Authority.
The Gencon charter party allows laytime to count for time awaiting berth even though NOR cannot be given.
Vessels calling Baton Rouge gets turn to berth on arrival South West Pass and from turn given until the berth is free time is spent waiting for the berth to be available, but in litigation the  decision of Johannah Oldendoerf rules i.e. the vessel must be inside the commercial limits of the port, in all reaspects ready and at charterers immediate disposal.
The vessel was a grain vessel and grain has leprous terms.
The owners must arrange hold inspection and (only) when passed can the vessel tender NOR and get turn to berth when NOR is presented week-days in office hours accompanied by the Clean Certificate.
In all other trades vessels get turn to berth by mere arrival and is then in exactly the same position as a grain vessel with clean certificate.  unreasonably punished.
Unfortunately, the legal profession are unable or unwilling to appreciate the difference in philosophy between different trades where different terms in parcatice is solved by different freight rates.

A large number of tanker fixtures are on Worldscale terms and WS only have one singe aim i.e. to secure owners the same daily income on the same WS-rate regardless of employment.

Tankers are unreasonably punished when WS allows only 72 hours total for loading and discharging with 12 extra hours in each port to allow for notice time, shifting etc.
Time is essense and all time must count against charterers except time loss which would also qualify for off hire.
If this is not accepted one can throw away the WS-book.