ЗНАЕТЕ ЛИ ВЫ?
В итоге я могу сказать, что выбранная мною оферта является максимально приемлемой для судовладельца и в полном объеме оправдывает все его расходы на эксплуатацию судна в этом рейсе.
X. Составление проекта чартера
Code word for this Charter-Party
TANKER VOYAGE CHARTER-PARTY
IT IS DAY MUTUALY AGREED between Novorossysk Shiping Company chartered owner/owner (hereinafter called the «Owner») of the «Academic Pustovoit» (hereinafter called the «Vessel») and Food Ltd (hereinafter called the «Charterer»), that the transportation herein provided for will be performed subject to the terms and conditions of this Charter-Party, which includes this Preamble and Part I and Part II. In the event of a conflict the provisions of Part I will prevail over those contained in Part II.
A. Description and Position of Vessel:
Total Deadweight: ___88723___ tons
____13,52___in draft in salt water on assigned summer freeboard
Capacity for cargo: ___77000___ tons ___10 %___ more or less, Vessel¢s option.
Classed: ___ABS/A1E Oil Carrier____ Coiled _______Yes___________
Last two cargoes: ___crude oil __________________________________
Now: trading _____________Expected ready: __ 12.07 ____________
Commencing: _______14.07 _______Canceling: ________18.07______
C. Loading Port(s):______Es Sider____ Charterer¢s option
D. Discharging port(s):____ Trieste_____ Charterer¢s option
E. Cargo: ___crude oil, __77000 margin 10 %_____ Charterer¢s option
F.Freight Rate: __$ US___8,60__ per tonn__________________________________
G. Freight Payable to: _Bank for Foreign Trade of Russia of Novorossiysk_
H. Total Laytime in Running Hours: _______________________________________
I. Demurrage per Day: _$ US dollars__26 000 PDPR________________________
J. Commission of ____3,75 %___ is payable by Owner to on the actual amount of freight, when and as freight is paid.
K. Special Provisions:_________________________________
L. The place of General Average and Arbitration proceedings to be London/New York (strike out one).
IN WITNESS WHEREOF, the parties have caused this Charterer, consisting of a Preamble, Part I and Part II, to be executed in duplicate as of the day and year fist above written.
| 1. WARRANTY — VOYAGE — CARGO
|| The Vessel, classed as aforesaid and to be so maintained during the currency of this Charter, shall, with all convenient dispatch. proceed as ordered to loading port(s) named in accordance with Clause 4 hereof, or so near thereunto as she may safely get (always afloat) and being tight, staunch and strong, and having all pipes, pumps and heater colls in all cargo tanks in good working order, and being in every respect fitted for the voyage, so far as the foregoing conditions can be attained by the exercise of due diligence, perils of the sea and any other cause of whatsoever kind beyond the Owner's control excepted, shall load (always afloat) from the factors of the Charterer a full and complete cargo of petroleum and/or its products, not exceeding what she can reasonably stow and carry over and above her bunker fuel, water, tackle, apparel and stores (sufficient space to be left in the tanks to provide for the expansion of cargo), and in any case not in excess of the quantity permitted by the Internation Load Line Convention, and being so loaded shall forthwith proceed, at Charterers's option, as ordered on signing Bills of Lading, direct to the discharging port(s), or so near thereunto as she may safely get (always afloat), and deliver said cargo. If requested, Owner agrees to instruct the Master that the cargo as to be kept heated on passage to discharging port(s) in accordance with instructions issued by the cargo shippers at the loading port or by Charterers en route to discharging port(s).
| 2. FREIGHT
|| Freight shall be at the rate stipulated in Part I and shall be computed on intake quantity (except deadweight as per Clause 3) as shown on the Inspector's Certificate of Inspection. Payment of freight shall be made by Charterer without discount upon delivery of cargo at destination, less any disbursements or advances made to the Master or Owner's agents at ports of loading and/or discharge and cost of insurance thereon, provided that no freight shall be payable on any quantity which puts the Vessel below permissible marks at any stage of the voyage as provided in Clauded С and D of Part I. No deduction of freight shall be made for water and/or sediment contained in the cargo. The services of the Petroleum Inspector shall be arranged and paid for by the Charterer who shall furnish the Owner with a copy of the Inspector's Certificate.
| 3. DEAD
|| Should the Charterer fail to supply a full cargo or a part cargo if specified herein, the Vessel shall, upon request of the Cherterer proceed on her voyage, provided that the tanks in which cargo is loaded are sufficiently filled to put her in a seaworthy condition. Deadfreight shell be paid upon receipt of properly supporting documents at the freight rate specified in Part 1 on the difference between a full cargo (or if applicable a part cargo) and the quantity actually loaded. For the purposes of determining said difference “quantity actually loaded” shall be deemed to include the cargo and any tank washings (i.e., oil, oily residues and water) on top of which cargo has been loaded.
|| (a) Charterer shall nominate the loading (and if practicable discharge) port(s) or (at Charterer option) shall order Vassel to a destination for orders and thereafter nominate the loading (and if practicable discharge) port(s). Absent previos nomination of the discharge port(s) as aforesaid, Charterer shall nomination the discharge port(s) following completion of loading at the last port(at Charterer option) shall at that time order Vessel to a destination for orders and thereafter nominate the discharge port(s). Charterer will transmit nominations and orders in sufficient time to avoid delay to Vessel.
After loading or discharge port(s) have been nominated and notwithstanding that B/L may have been issued Charterer may change such port(s) and/or vary rotation consistent with Part 1, and Owner shall issue instructions to give effect to such change and/or variation, in such event, any time by which the steaming time to the port(s) to which the Vessel is finally ordered exceeds that which would have been taken if the Vessel had been ordered to proceed to such port(s) in the first instance shall count as laytime, or, if the Vessel is on demurrage, as time on demurrage.
| 5. LAYTIME
|| Laytime shall not commence before……………at 06.00 hours local time, except with Charterers' agreement and should the vessel not be ready to load by 16.00 hours local time on…………….., Charterers shall have the option of cancelling this Charter, in which case Charterers shall give notice of this cancellation to Owners or their agents at the latest three days after the cancelling date, failing which this Charter shall remain in force.
| 6. NOTICE OF READINESS
|| Upon arrival at customary anchorage at each port of loading or discharge, the Master or his agent shall give the Charterer or his agent notice by latter, telegraph, wireless or telephone that the Vessel is ready lo load or discharge cargo, berth or no berth, and laytime, as hereinafter provided, shall commence upon the expiration of six (6) hours after receipt of such notice, or upon the Vessel's arrival in berth (i.e., finished mooring when at a sealoading or discharging terminal and all fast when loading or discharging alongside a wharf), whichever first occurs. However, where delay is caused to Vessel getting into berth after giving notice of readiness for any reason over which Charterer has no control, such delay shall not count as used laytime. In addition, time proceeding to berth after the expiration of six (6) hours free time shall not count as used laytime.
| 7. HOURS FOR LOADING AND DISCHARGING
|| From the moment that notice of readiness and until the vessel is on demurrage, half the time during which reaching berth or loading or discharging is prevented by weather conditions shall count as laytime. Charterers shall have the right to load or discharge outside local normal working hours, paying all extra expenses incurred ashore.
| 8. DEMURRAGE
|| Charterers shall pay demurrage at…………..% of the demurrage rate applicable to the vessel's size as provided for in WORLDSCALE per running day and pro rata for part of a running day for all time by which the allowed laytime is exceeded by the time taken for loading and discharging and for ail other Charterers' purposes and which under the provisions of this Charter counts as laytime or for demurrage. If, however, ail or part of such demurrage is incurred due to fire or explosion at loading and/or discharging ports in or about the plant of, or by breakdown of machinery of, Charterers, shippers or consignees of the cfugo or arises or results from act of God, act of war, strike, boycott, lockout, riot, civil commotion, arrest or restraint of princes, rulers or peoples, or port authorities restrictions, the rate of demurrage shall be reduced by half per running day and pro rata for part of a running day for such demurrage or part thereof.
| 9. PUMPING IN AND OUT
|| The cargo shall be loaded into the vessel at the expense of Charterers, and at their risk as far as the vessel's permanent hose connections only. The cargo shall be discharged from the vessel at the expense of Owners, and at their risk as far as the vessel's permanent hose connections only. Owners shall unless otherwise notified by Charterers or their agents supply all hands, equipment and facilities required on board for mooring and unmooring and connecting and disconnecting hoses for loading and discharging. If shore regulations do not permit fire on board and steam is necessary for discharging purposes Charterers shall provide such steam at their expense.
Charterers shall have the right of requiring the vessel to lighten at sea, at their expense, provided Owners have been given reasonable notice in advance. If Charterers elect to so order the vessel, they agree to provide all extra appropriate equipment and to reimburse Owners at the rate of US dollars…….. per running day and pro rate for part of a running day in respect of any deviation and/or delay which may be incurred as a consequence of proceeding to and from the lightening place and in addition Charterers shall pay for any extra bunkers consumed at contract price at the final discharging port. Time from when the vessel arrives at the lightening place until lightening is completed shall count as laytime or if the vessel is on demurrage, for demurrage.
| 10. DUES — TAXES — WHARFAGE
|| Dues and other charges on the cargo shall be paid byCharterer and dues and other charges on the Vessel (whether or not such dues or charges are based on the quantity of cargo loaded or discharged) shall be paid by the Owner. Any taxes on freight at loading and discharging ports are to be borne by Charterer. The Vessel shall be free of charges for the use of any wharf, dock, place or mooring facility arranged by the Charterer for the purpose of loading or discharging cargo; however the Owner shall be responsible for charges for such berth when used solely for Vessel's purposes, such as awaiting Owner's orders, tank cleaning, repairs, etc., before, during or after loading or discharging.
|| Time lost at any port due to quarantine shall not count as laytime or for demurrage unless such quarantine was in force at the time when such port was nominated by Charterers.
| 12. CLEANING
|| The Owner shall clean the tanks, pipes and pumps of the Vessel to the satisfaction of the Charterer's Inspector. The Vessel shall not be responsible for any admixture if more than one quality of oil is shipped, nor for leakage, contamination or deterioration in quality of the cargo unless the admixture, leakage, contamination or deterioration in quality of the cargo unless the admixture, leakage, contamination or deterioration results from unseaworthiness existing at the lime of loading or at the inception of the voyage which was discoverable by the exercise of due, or error or fault of the servants of the Owner In the loading, care or discharge of the cargo.
| 13. ISSUANCE AND TERMS OF BILLS OF LADING
|| (i) Bills of Lading are to be signed as Charterers direct without prejudice to this charter. Charterers hereby indemnify Owners against all liabilities that may arise from the signing qt" Bills of Lading in accordance with the directions of Charterers to the extent that the terms of such Bills of Lading, impose more onerous liabilities upon Owners than those assumed by Owners under the terms of this charter.
(ii) (ii) Owners agree that payment of Freight shall be covered solely by the terms of tills charter and shall not seek to recover Freight under the terms of the Bill of Lading. Owners shall be liable to pay the contribution to General Average due from the Freight payable under this charter which is at their risk.
(iii) Charterers shall procure that all Bills of Lading presented to the master for signature pursuant to the terms of this charter shall contain Ice and War Risks Clauses in terms substantially similar to the terms of clauses 17, 18 and 31 of this charter so far as applicable to Bills of Lading.
The word "carrier" shall include the Owner and the Chartered Owner of the Vessel.
| 14. CLAUSE PARAMOUNT
|| This Bill of Lading shall have effect subject ot the provisions of the Carriage of Goods by Sea Act of the United States, approved April 16, 1936. except that if this Bill of lading is issued at a place where any other Act, ordinance or legislation gives statutory effect to the International Convention for the Unification of Certain Rules relating to Bills of Lading at Brussels, August 1924, then this Bill of Lading shall have effect, subject to the provisions of such Act, ordinance or legislation. The applicable Act, ordinance or legislation (hereinafter called the «Act») shall be deemed to be incorporated herein and nothing herein contained shall be deemed surrender by the Owner of any of its rights or immunities or an increase of any of its responsibilities or liabilities under the Act. If any term of this Bill of Lading be repugnant lo the Ad to any extent, such term shall be void to that extent but no further.
| 15. JASON CLAUSE
|| In the event of accident, danger, damage or disaster before or after the commencement of the voyage, resulting from any cause whatsoever, whether due to negligence or not, for which, or for the consequence of which, the Owner is not responsible, by statute, contract or otherwise, the cargo shippers, consignees or owners of the cargo shall contribute with the Owner in General Average to the payment of any sacrifices, losses or expenses of a General Average nature that may be made or incurred and shall pay salvage and special charges incurred in respect of the cargo. If a salving ship is owned or operated by the Owner, salvage shall be paid for as fully as if the said salving ship or ships belonged to strangers. Such deposit as the Owner or his agents may deem sufficient lo cover the estimated contribution of the cargo and any salvage and special charges thereon shall, if required, be made by the cargo, shippers, consignees or owners of the cargo lo the, carrier before delivery.
| 16. GENERAL AVERAGE
|| This Charter, its performance and enforcement shall be construed and governed by the laws of the United States or England, whichever country is specified in the Preamble of this Charter, except in cases of general average, which shall be settled according to York-Antwerp Rules 1950, and as to matters not therein provided for according to the usages and customs of the port of New York or London, whichever place is specified in the Preamble of this Charter.
If a general average statement is required, it shall be prepared at New York or London, whichever place is specified in the Preamble, by adjusters appointed by the Charterer, subject to approval of Owner, who shall attend to the settlement and collector: of the general average, subject to customary charges. Shouls the Vessel put into a port of distress or be under average, she is to be consigned to the Owner's agents, paying them the usual charges and commissions.
| 17. BOTH TO BLAME
|| If the Vessel comes into collision with another ship as a result of the negligence of the other and any act, neglect or default of the Master, mariner, pilot or the servants of Owners in the navigation or in the management of the Vessel, the Owners of the cargo carried hereunder shall indemnify Owner against all loss or liability to the other or non-carrying ship or her owners in so far as such losses or liability represents loss of, or damage to, or any claim whatsoever of the owners of the said cargo, paid or payable by the other or non-carrying vessel or her owners to the owners of the said cargo and set off, recouped or recovered by the other or non-carrying vessel or her owners as part of their claim against the carrying vessel or Owners.
The foregoing provisions shall also apply where the owners, operators, or those in charge of any vessel or vessel or objects other than, or in addition to, the colliding vessel or objects are at fault in respect to a collision or contact.
| 18. LIMITATION
|| Any provision of this Charter to the contraty notwithstanding, the Owner shall have the benefit of all limitations of, and exemption from, liability accorded to the Owner or Chartered Owner of vessels by any statute or rule of law for the time being in force.
| 19. WAR RISKS.
|| (a) If any port of loading or of discharge named in this Charter-Party or to which ihc Vessel may properly he ordered pursuant to the terms of the Bills of leading be blockaded, or
(b) If owing to any war, hostilities, warlike operations, civil war, civil commotions, revolutions or the operation of international law (a) entry to any such port of loading or of discharge or the loading or discharge at any such port be considered by the Master or Owners in his or their discretion dangerous or prohibited or (b) it be considered by the Master or Owners in his or their discretion dangerous or impossible for the Vessel t0 reach any other port of loading or discharge the Charterers shall have the right to order the cargo or such part of it as may be affected to be loaded or discharged at any other safe port of loading or of discharge within the range of loading or discharging ports respectively established under the provisions of the Charter-Party (provided such Other port is not blockaded or that entry thereto or loading or discharge of cargo thereat is not in the Master's or Owner's discretion dangerous or prohibited). If in respect of a port of discharge no orders be received from the Charterers within 48 hours after they or their agents have received from the Owners a request for the nomination of a substitute port, the Owners shall then be at liberty to discharge the cargo at any safe port which they or the Master may in their or his discretion decide on (whether within the range of discharging ports established under the provisions of the Charter-party or not) and such discharge shall be deemed to be due fulfillment of the contract or contracts of affreightment so far as cargo so discharged is concerned. In the event of the cargo being loaded or discharged at any such other port within the respective range of loading or discharging ports established under the provisions of the Charter-party. The Charter-Party shall be read in respect of freight and all other conditions whatsoever as if the voyage performed were that originally designated. In the event, however, that the Vessel discharges the cargo at a port outside the range of discharging ports established under the provisions of the Charier-Party, freight shall be paid as for the voyage originally designated and all extra expenses involved in reaching the actual port of discharge and or discharging the cargo thereat shall be paid by the Charterers or Cargo Owners. In the latter event the Owners shall have a lien on the cargo for all such extra expenses.
(c) The Vessel shall have liberty to comply with any directions or recommendations as to departure, arrival, routes, ports of call, stoppages, destinations, zones, waters, delivery or in any otherwise whatsoever given by the government of the nations under whose flag the Vessel sails or any other government or local authority including any de facto government of local authority or by any person or body acting or purporting to act as or with the authority of any such government or authority or by any committee or person having under the terms of the war risks insurance on the vessel the right to give any such directions or recommendations. If by reason of or in compliance with any such directions or recommendations, anything is done or is not done such shall not be deemed a deviation.
If by reason of or in compliance with any such direction or recommendation the Vessel docs not proceed to the port or ports of discharge originally designated or to which she may have been ordered pursuant to the terms of the Bills of Lading, the Vessel may proceed to any safe port of discharge which the Master or Owners in his or their discretion may decide on and there discharge the cargo. Such discharge shall be deemed to be due fulfillment of (he contract or contracts of affreightment and the Owners shall be entitled to freight as if discharge has been effected at the port or ports originally designated or to which the vessel may have been ordered pursuant to the terms of the Bills of Lading. All extra expenses involved in reaching and discharging the cargo at any such other port of discharge shall be paid by the Charterers and/or Cargo Owners and the Owners shall have a lien on the cargo for freight and all such expenses.
| 20. DEVIATION CLAUSE
|| If after loading or discharging ports have been nominated Charterers desire to vary any of such ports. Owners agree to issue such revised instructions as are necessary to give effect to Charterers' revised orders and Charterers agree to reimburse Owners at the rate of ……. per running day and pro rata for part of a running day in respect of any deviation expenses and/or delay which may he incurred in consequence thereof and indemnify them against claims brought by holders of bills of lading by reason of such deviation. In addition, Charterers will pay at replacement price for any extra bunkers consumed, but shall not be liable for any other loss which results to Owners from Charterers varying such ports as aforesaid unless, immediately upon such variation. Owners notify Charterers of such loss. On receipt of such notification, Charterers shall have die right to revise the orders varying such ports, failing which any proved loss arising out of such variation shall be paid for by Charterers at cost.
| 21. LIEN
|| The Owner shall have a lien upon the cargo for all freight, deadfreight, demurrage and costs of recovery thereof.
| 22. AGENTS
|| The vessel shall be addressed to Charterers’ agents at loading and discharging port(s).
| 23. ARBITRATION
|| Any dispute arising under this Charter shall be settled by arbitration in New York or London whichever place is specified in the Preamble of this Charter. The party requesting arbitration shall serve upon the other party a written demand for arbitration with the name and address of the arbitrator appointed by it, and such other party shall within twenty (20) days thereafter appoint an arbitrator, and the two arbitrators so fiamed, if they cannot agree, shall appoint a third, and the decision or award of any two shall be final and binding upon the parties. Should the party upon whom the demand for arbitration is served fail or refuse to appoint an arbitrator within twenty (20) days, the single arbitrator shall have the right to decide alone, and his decision or award shall be final and binding upon the parties. The arbitrators shall have the discretion to impose the cost of the arbitration upon the losing рапу, or divide it between the parties on any terms which may appear just. Any decision or award rendered hereunder may be made and entered as a rule or judgment of Court.
| 24. OIL
|| Owners agree to participate in Charterers' programme covering Oil Pollution Avoidance. Such programme prohibits discharge overboard of all oily water, oily ballast or oil in any from of a persistent nature, except under extreme circumstances whereby the safety of the vessel, cargo or life at sea would be imperiled.
Upon notice being given to Owners that Oil Pollution Avoidance controls are required. Owners will instruct the master to retain on board the vessel all oily residues from consolidated tank washings, dirty ballast, etc…in one compartment, after separation of all possible water has taken place. All water separated shall be discharged overboard. The master shall then notify Charterers through Owners by radio of the estimated tonnage of oily residues retained. If Charterers require that demulsifiers shall be used for the separation of oil/water, such demulsifiers shall be paid for by Charterers. The oil residues be pumped ashore at the loading or discharging terminal, either as segregated oil, dirty baliast or co-mingled with cargo as it is possible for Charterers to arrange. If if is necessary to retain the residues on board co-mingled with or segregated from the cargo to be loaded, Charterers shall pay for any deadweight so incurred. Should it be determined that the residues are to be co-mingled or segregated on board, the master shall:
(a) arrange that the quantity of tank washings be measured in conjunction with cargo suppliers
(b) make a note of the quantity measured in the vessel's ullage record
(c) issue a slop certificate
(d) arrange that the slop certificate and/or the vessel's ullage record be duly signed by cargo suppliers and sent to Charterers.