If the voyage charter is a port charter, NOR may only be put out to tender if the vessel is at least within the limits of the port. Normally, in this case, NOR is tendered when the pilot boards the vessel. A travel policy only applies if the ship is at sea. Additional insurance is required to cover losses during loading and unloading cargo. The policyholder may need to take out additional insurance to cover the cargo throughout the transport process, as travel policies generally exclude losses that occur during the loading and unloading of the cargo. The period of immobility would begin at that time or sometimes a few hours later if it was explicitly stated in the Charter Party agreement. Rest days shall be mentioned in the voyage charter agreement between the shipowner and the charterer. But do shipowners and charterers do this exercise of negotiating the format of the charter contract every time they do business together? Similarly, the charterer is not concerned with fuel consumption in the context of the voyage charter. Fuel costs shall be borne by the shipowners. The best analogy with the term travel charter is that with renting an Uber for a ride from one place to another, sometimes with several stops in between.

The charter contract shall contain information as to whether the voyage charter is a port voyage charter or a shore voyage charter. Once the captain has read the travel instructions, he may encounter insufficient information that requires additional information or clarification. It is certainly not commercially advantageous for the shipowner if the voyage is extended beyond his expectations. Even if a charterer and a shipowner have already done business, they also use the same charter party agreement for future shipments. With regard to voyage chartering, the master and the ship`s staff must understand little that the master and crew may not see the actual agreement of the charterer between the charterer and the shipowner. Chartering is an activity in the shipping industry where a shipowner leases the use of his vessel to a charterer. The contract between the parties is referred to as a charter-party (from the French “charte partie” or “document séparée”). The three main types of charters are: shipwreck charter, voyage charter and time charter. The charter-party agreement is a detailed document that, apart from various clauses, contains information, because in this blog we will discuss the terms Charterer Agreement and Charter Party. Broker or not, the charterer and the shipowner would agree on the conditions that would form an “agreement between charter parties”. Whenever we have doubts about anything under travel charter, just think of this analogy of taxi rental. A travel policy covers unforeseen risks, but not avoidable risks.

For a voyage policy to be valid, the ship carrying the cargo must be in good condition and capable of making the voyage, and the ship`s crew must be competent. The travel guide contains the information of the charter party agreement which requires the intensification of the master and subsequent measures. Each type of charter is a subject in itself. So, in this blog, we`re going to explore travel charters. Although the “charterparty agreement” is a formal agreement, the contract of carriage is subject to various laws and regulations such as the Hague-Visby Rule. Usually, you will find a mention of the charterparty agreement in the bill of lading. The wording of the bill of lading could look like this. Thus, each of the shippers has concluded an agreement with the shipowner called a “contract of carriage”. Such shipment shall be carried in accordance with the charterer`s agreement between “name of charterer” and “name of carrier” and all conditions, clauses, conditions, freedoms and exceptions contained therein are included in this bill of lading.

Whether it is a voyage charter in a port or at the dock, it is important, from the ship`s point of view, that the master of the ship sends the declaration of preparation. If the voyage charter is a berth charter, the NOR can only be offered if the vessel is next to the intended berth. As part of the voyage charter, the vessel is rented by the shipowner for a voyage. Since each policy is specific to a particular cargo and trip, all details about both are recorded in the policy contract. The policy applies to the duration of the trip, regardless of its duration. If there are unexpected delays along the way, coverage remains. This takes into account factors such as bad weather at sea or lack of moorings at the destination port. One of the ways to do this is to highlight the text of the travel instructions, which require his attention for easy tracking. This information is also included in the charter party agreement. But if the ship is ready for voyage chartering, the master receives “voyage instructions” from the charterer through the shipowner`s commercial team. Charter party agreements complement the contract of carriage.

Sir, in the travel charter party, when and where will the charter party agreement begin? After the arrival of the ship on De Laycan days or after the notification of the state of readiness? And do you notice the will when we can give? Is there a certain amount of time that only we cannot give? The Master must not miss the points in the travel orders that require his actions. Lord Diplock described the travel charter, which included four stages, during one of the main cases on Laytime. What happens if the ship cannot dock at the port of loading or unloading for many days because other ships are queuing in front of them? Too many uncertainties. But the cargo (and profits) of the shipowner cannot depend on so much uncertainty. The shipowner and charterers therefore agree on factors such as the number of days allowed for loading and unloading. In the language of the charter, this is called “laydays” or “laytime??? Rest days refer to when a ship must report to the charter. If the ship arrives after the rest days, the contract may be terminated. -Laycan. Stopover time is the period of time allowed in a voyage charter for loading and unloading cargo (in hours and days).

And the ship can be chartered in different ways. The ship can be chartered by a trip, a charter in time or a shipwreck /bareboat charter. The same applies to the voyage charter of the shipowner, who pays for the maintenance of the vessel. Below is the simplified version of the Laytime summary, which is calculated at the end of the trip. Finally, at the end of the trip, a statement is made indicating the time saved and / or overtime in different ports. A travel policy is a marine insurance cover for risks for the cargo of a ship during a particular voyage. Unlike most insurance policies, it is not time-based, but expires when the ship arrives at its destination. It only covers the cargo, not the ship carrying it. A trip can consist of multiple charging ports and multiple discharge ports. If the charterer spends more time loading and unloading than the rest days authorized in accordance with the charter party agreement, the charterer will pay for the additional time. The charterer may charter the ship for a voyage (voyage charter), for a certain period of time (time charter) or rent and operate the ship as if he were the owner of the ship (sinking or bareboat charter).

For each of this information contained in the voyage orders, the ship operator must request clarification. Similarly, the charterer leased the cargo space of the vessel as part of the voyage charter. But the captain and crew always remain under the disposition and instructions of shipowners and ship managers. .