Судоводы - 9 семестр / Видищева Т.В., Монастырская О.И. - English in Maritime Business and Law (2014)

Fill in the gaps using the corresponding Russian terms and match them with the given English ones

1 .	2.
3.	4.
5.	6.
7.	8.
9.	10.
11
12
13	14
15	16
17
18
19	20

21

Взаимно согласовано, что договор будет выполнен в соответствии с условиями, содержащимися в этом чартере, который включает как ч.1, так и ч.2. В случае противоречия условий условия ч. 1 превалируют над условиями ч. 2 в объеме этого противоречия Подпись (Судовладельцы) Подпись (Фрахтователи)

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Exercise 5. Translatefrom English into your native language

There are some conditions that might make a port unsafe within the meaning of a charter party. They are: inability of the ship to reach, stay at or leave a loading berth safely for some reason, e.g. insufficient depth of water, berth obstructions, ice, war, general strike, and quarantine restrictions. If a chartered ship goes alongside a berth at which the ship gets damaged, whose liability is it - owners’ or charterers’? Damage done to either ship or quay at an unsafe berth is usually owners’ liability, not charterers’ (although some courts have held the reverse to be the case). It is always best to assume that the shipowner will be liable.

Exercise 6. Translatefrom Russian into English

1. Договор морской перевозки, самой распространенной формой которого является чартер-партия, предусматривает перемещение груза перевозчиком по договоренности с грузовладельцем (фрахтователем).

2. Стороны берут на себя следующие обязательства:

Перевозчик обязуется за обусловленную плату (фрахт) принять от фрахтователя (грузоотправителя) на борт судна груз, доставить его в сохранности в согласованное сторонами место назначения и сдать его фрахтователю или грузополучателю.

3.Фрахтователь обязан в пункте отправления своевременно предоставить обусловленный груз для погрузки его на судно, принять этот груз в пункте назначения

иуплатить фрахт за перевозку.

4.В договоре морской перевозки указываются права и обязанности сторон, различные условия, связанные с погрузкой, перевозкой и выгрузкой груза. В чартерпартии указаны страна, порт погрузки и выгрузки груза, количество и название груза, ставка фрахта и общая сумма фрахта.

5.Если причал погрузки/выгрузки не предоставлен по прибытии судна в порт, судно вправе подать нотис о готовности. Это не зависит от предоставления ему права свободной практики и прохождения таможенной очистки. Капитан гарантирует, что судно действительно готово во всех отношениях.

6.Свободная практика - это разрешение на сообщение с берегом и на производство коммерческих операций.

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UNIT 14

AGENCY

S u b - c h a r t e r s

Vocabulary

• To sub-let - сдать судно в субчартер

• Disponent owner- распорядитель

• Contract o f affreightment (СОА) - фрахтовый контракт

•To the ship's detriment -в ущерб судну

•Ship's husbandry matters - вопросы по ведению хозяйства судна

•General agent - генеральный агент

•Cargo order - грузовой ордер

•Position list- позиционный лист

•Open date - открытая дата

• On subject - предметно

•Rider clause- дополнительные пункты (положения) контракта

•Subject stem - постановка судна под погрузку в порядке очередности

•Fixture - фрахтовая сделка

•Recapitulation (re-cap)-суммирование, окончательный результат

•То remunerate - компенсировать

•Brokerage- комиссионное вознаграждение

•То stipulate - оговаривать

•Deadfreight - мертвый фрахт

•Demurrage- плата за простой судна, демередж

• Hub o f the community - центр сообщества

•The Baltic Exchange - Лондонская фрахтовая биржа (по морским и воздушным перевозкам)

•То abide( by) - соблюдать

•Coasting broker - каботажный брокер

•Gross receipts - валовый приход

•Range - рендж, зона или отрезок между определенными портами

Exercise L Read the text and answer the questions

It is common for the terms of both time and voyage charters to permit the charterers to sub-let the vessel in whole or in part, on condition that the head charterer remains responsible to the shipowner for the performance of the original charter. It would be possible, therefore, for a vessel to be:

1.owned by a bank or finance house;

2.leased or bareboat chartered to Co A;

3.time - chartered from Co A by Co B;

4.voyage - chartered from Со В by Co C;

5.employed by Co C in its own liner service, or even sub-chartered from Co C by Co

D.

Any reference in a charter party to charterer of a sub-let vessel, who responsibilities of a real owner.

a “disponent owner” refers to the time or bareboat assumes, in relation to the sub-charterer, the

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owned
Bank	----------► Co A	----------►	C oB ----------► Co C	----------► Co D
	Bareboat-	time-	voyage-	sub­
	chartered	chartered	chartered	chartered
			Figure 1
		Contracts o f affreightment (COA)
In	modem shipping practice, a contract o f affreightment is essentially a contract to

satisfy a long-term need for transport, most often for iron ore and coal in bulk. The owners agree to transport an agreed volume of cargo over a specified period.

The charterers nominate cargoes loading dates. The owners nominate suitable vessels.

A COA may be based on a standard Charter party as the main COA document with a

	number of rider clauses added, or on a main COA document supplemented by separate
	charter parties relating to each voyage made under the COA.
y	Agency

is the legal relationship between an agent, his principal and a third party brought into contract with the principal through the actions of the agent. Rights, duties and liabilities arise as a consequence of agency.

A person who acts on behalf of another (called the principal) in such a way as to affect the other's legal position, often in bringing the principal into a contractual relationship with a third party. A special agent is appointed for a specific act, e.g., fixing a ship on charter. A shipmaster is a special agent for certain acts, e.g., signing bills of lading. A general agent has the authority to perform all the principal's functions. Some ship's agents describe themselves as general agents for one or more shipping companies.

Some shipping-related examples of agency are as follows:

1. Where a shipbroker, acting fo r shipowner, fixes a ship on charter and thus brings the shipowner into a contractual relationship with the charterer;

2. Where a port agent, acting fo r a shipowner whose ship is to visit the port, arranges stevedores and port services for the ship's visit;

3. Where a shipmaster, acting fo r the shipowner, engages a crew member on a crew agreement;

4. Where a shipmaster, acting fo r the shipowner and all cargo owners, agrees to an offer o f salvage assistance when the ship and cargo are in peril.

For further information see a standard liner and general agency agreement (annex 21).

Ship's agent

The c h ie f duty o f a port agent is to look after the needs of his principal's ship and the ship's personnel while arriving at, staying in and departing from the port.

The ship's agent should:

-represent his principal (the shipowner or time charterer, as the case may be);

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-assist the ship, so as to achieve the quickest possible turn-round with the maximum efficiency, at minimum cost;

-assist the master in his dealings with port, state and other officials; -procure any provisions, stores or other requirements for the master;

-communicate messages between owners/time charterers and the master; -b e reliable and energetic;

-u se all due care, skill and diligence in the performance o f the agency.

The agent serves his principal, who is generally the party paying his fee, regardless of who has nominated the agent. Generally, if the shipowner pays the port agent's fee, he is the agent's principal, regardless o f whether a charterer or other party nominated the agent.

Under a voyage charter

Commercially powerful and influential voyage charterers often insist on nominating port agents, and are entitled to do so if the C/P is suitably claused to that effect.

If agents nominated by voyage charterers appear to act primarily for charterers, to the ship's detriment, they should be reminded that their prime duty is report to their principal, i.e. owners.

Where it's the customary practice for the agent (and not the master) to sign bills o f lading, the agent should be issued by the master with the letter o f authorization to do so.

Under a time charter

Loading and/or discharging costs are usually for time charterers' account, and in this case it can be expected that port agents will be appointed by time charterers to look after their commercial interests.

Time charterers' agents automatically become the ship's agents on arrival and have an agent's usual duty to use all care, skill and diligence in the performance of the agency. They may, however, be concerned more with commercial matters such as cargo entry and clearance, loading and discharging, etc. than with ship's husbandry matters, unless specially instructed by charterers. In these cases the time charterer is expected to instruct his agent to act as if the shipowner was the principal.

Where there is a risk of a time charterer' agent acting to the detriment of owners' interests, owners should appoint a protecting agent, supervising agent or husbandry agent to deal exclusively with ship's affairs.

Fixing of Ships on Charter

Shipbrokers

Ships are normally “fixed” on charters arranged between the shipowner and charterer by shipbrokers acting as negotiators for the two parties. Shipbrokers include:

- O w ners’ brokers, who find and arrange employment for their principals’ ships;

- C harterers’ brokers (or “chartering brokers”) who find ships to carry out their principals’ requirements;

- Tanker brokers, who arrange oil cargo fixtures in the specialist tanker market;

- Liner brokers and liner agents who find cargoes for liner owners and operators;

- Coasting brokers, who work in the short sea market and often combine the functions of owners’ and charterers’ brokers;

- Ships’ agents, who are employed by shipowners and charterers to service their vessels’ needs in ports;

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- Sale and purchase brokers, who buy and sell ships and can, if required, arrange newbuilding contracts for their principals.

Many shipbrokers are self-employed, while others work in large firms active in several of the above disciplines.

The ch ief stages in the fix in g process are

1.Circulation by the charterers’ broker of ''’'cargo orders”, outlining charterers’ forthcoming cargo transportation requirements.

2.Circulation by the owners’ broker o f “position lists” or “tonnage lists”, detailing expected '‘‘‘open ” dates and positions o f available ships.

3.Study of market reports by brokers.

4.Negotiations on main terms between brokers on behalf of their respective principals,

with offers and counter-offers by either side; if main terms cannot be resolved there is little or no point in negotiating further details.

5.Negotiations “on subjects”, e.g. “subject stem ”, ’‘‘‘subject receiver's approval, etc. where the main terms have been agreed, but final agreement is subject to various secondary conditions being agreed.

6."Fixture”, i.e. the full and final agreement, with all “subjects” removed. “Fixture” is the word that indicates the contract has been made and the negotiations to charter the ship

have been concluded.(see annex 11)

As soon as the negotiations about the chartering of vessel have resulted in the “fixture” of a ship, a “fixing letter” may be drawn up containing a summary of the main terms and conditions of the charterparty. This can also be communicated electronically by means of a “re-cap” (recapitulation) message, (see annex 12).

A fixing letter or re-cap message is confirmation of a charter fixture and is usually accepted by both shipowners and charterers before the signing of the actual charterparty

document.

Following fixture is a “post - fixture” or follow -up period during which the broker may undertake various administrative functions on behalf of his principal, such as (in some cases) collection of freight or hire.

Shipbrokers are remunerated by commission called “brokerage”, payable by the shipowner to each broker involved in arranging a contract. In voyage or time charters the brokerage payable is stipulated in a Brokerage Clause and is normally 1.25 % of the shipowner's gross receipts from hire, freight, deadfreight and demurrage, payable to each broker involved.

The professional body for shipbrokers world wide is the London-based Institute o f Chartered Shipbrokers, whose motto is “O ur W ord, O ur Bond”.

London is the hub o f the international shipbroking community, and many individual brokers and broking firms are members of the Baltic Exchange, which is a self-regulated shipbroking marketplace. The activities of its members, who are mostly shipowners, cargo interests and shipbrokers, include the matching of bulk ships and bulk cargoes, and the sale and purchase of ships. Baltic Exchange members undertake to abide by a strict code of business practice, enshrined in the famous Baltic motto “Our Word, Our Bond”.

The Baltic's membership includes shipbrokers of all types as well as non - trading individuals such as maritime lawyers, insurers, financiers, classification societies and consultants.1

1. What’s the main condition o f subletting a vessel?

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2.What’s COA based on?

3.What’s the difference in brokers’ responsibilities?

4.What are the brokers’ terms ofpayment?

5.What is meant by “Agency”?

6.What are the parties in the agency agreement?

7.What is the difference between a special and general agents?

8.What are the charterers' duties under a time charter?

9.What are thefunctions o f a time charterer's agent?

10.What are the duties o f a voyage charterer's agent?

11.What is the function o f the recapitulation message?

12.What are the main spheres o f interest o f the Baltic Exchange?

12.How can you explain the meaning o f the motto “Our Word, Our B ond”?

Exercise 2. Match terms with their definitions

1.Affreightment A. Insurance policy for loss of cargo

2.Clean charter B. Missing cargo (-items)

3.Demurrage C. Bareboat Charter(vessel chartered without crew)

4.

Deadfreight

D. Charter Party

5.Demise charter E. Charter without unusual conditions

6.

Freight policy

F. All expenses for the account o f shipowner

7.Gross charter G Delaying of a ship and consequent compensation-

payment when loading or discharge-times have been exceeded

1

2

3

4

5

6

7

Exercise 3.1. Read the enquiry about freight rates. Answer the questions. Translate into four native language_____________________________________________________________

Dear Sirs

Please quote us your mostfavourable freight rates fo r the transport o f 50 tonnes o f palletised house bricks, net weight 1 tonne per unit, fo r shipment from Southampton to Tunis in the first two weeks o f December.

Please quote us assuming delivery FOB Southampton stating details o f shipping commission and any further charges.

Yoursfaithfully______________________________________________________________

4.What is the name of the consignment?

5.What is the route?

6.What terms is the shipping company interested in?

3.2.Compose the reply to an enquiry which can meet the consignee’s requirements

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Exercise 4. Read the following examples of agents’ business correspondence. Learn the abbreviations.

1.general cargo ship/equipped for carriage o f containers single decker/gearless

bow like (hold no 2 fully boxed) hydraulic folding hcovers

built 2007 malta flag

dwt/draft: 7666 mts/7250mts/6.20 m grt/nrt: 5,287/3,144

loa/beam/dim: 120.80 m/17.60m/8.30 m

cargo capacity: grain:377.054 eft-10.676 cbm/ bale: 377.054cft-10.676

cbm
3 hold/ 3 hatches
holds dimensions:
no 1: 1/29.65 m	x	b/7.45-15/55 m	x	h/8.90m
no 2: 1/27.95 m	x	b/15.55-15.55 m x h/8.90m
no 3: 1/26.65 m	x	b/15.55-7.45 m	x	h/8.90m
hatch dimensions:
Awaiting yours		Brgds

2. Dear our partners,

We have 2 shipments with each shipment 10,000mt soya bean. Please pps your suitable vessels for belw firm cargoes:

1.cargo:soya bean

2.Quantity: 10,000 mt

3.Loadport: lsb Kadela or Mumbai, India

4.Disport: 1 sb Khanh, Vietnam

5:Loading/discharging :CQD at bends

6:Laycan with options below

-first shipment: 25t Sept-S* Oct, 2010

-second shipment: 25th Oct - 5th Nov.2010

7.Freight:owners best invite FIO BSS 1/1

Your soon feedback will be high appreciated

Thanks and best regards

3. VAN WEELDE CHARTERING B.V., ROTTERDAM FIX: [e-mail]

OPS: [e-mail] Doc.-No.9578642 24/nov/2011 11:37 pis offer

7500WMTS 5% MOLCHOPT ZINC CONCLS IN BULK RIZE, TURKEY/ANTWERP

2500WMTS PWWD SSHEX (FRI 5 PM-MON 9AM) /CQD - try terms DEC 5/15 tbn - to be nominated

3.75% TTL

Chrts agents load: A. Riza Kinay

_____Restrictions at Rize: LOAMax 160m, bm 23m, draft 10m_______________

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4. M/V LAKE MAY - OPEN LIYAYNGANG 25/30 SEPT 10 <OWS PREFER V > (VOYAGE)

M/V LAKE MAYA

BLT 96/LLOYDS/LIB FLAG

SINGLE DECK BOX SHAPED 24,518 DWT ON 9,7 M SW LOA/BM 158.03 M/26M

4 HO/HA - 3 CRANES 25 MT

30.350 CBM GRAIN/30.007 CBM BALE ABT 13 KNOTS ON ABT 18,5

<WOG> BRGDS

PWWD - per weather working days TBNtotal both ends

SD - single decker НОНА-h o ld hatch PANDI - P & I club DIMS - dimensions PPT -prompt TTLDS - total days

CHOPT - charterer's option PC - part cargo

PPSE - propose BLT - built SW - salt water

WOG - without guarantees SB - safe berth

LOA - length overall

GRT - gross registered tonnage NRT - net registered tonnage BM - beam

BSS 1/1- Basis 1 Port to 1 Port

Exercise 6. Translate from Russian into English

1. Требования, которые применяются к агентам в линейном и трамповом судоходстве различны. В линейном судоходстве агент назначается исключительно судовладельцем, а в трамповом его могут назначать не только судовладельцы, но и фрахтователи, грузоотправители и грузополучатели. Их подходы к выбору агента не совпадают.

2. В соответствии с агентским соглашением, агент должен принимать все меры для быстрейшей обработки судов и своевременного оформления грузовых документов; нанимать стивидоров, если погрузка является обязанностью судовладельца; инкассировать (to collect) фрахтовые и другие платежи и переводить их судовладельцам в короткие сроки; оплачивать дисбурсментские расходы за счет

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судовладельца; принимать меры по урегулированию претензий в интересах судовладельца.

3.Существует 2 основных вида финансовых расчетов агента и судовладельца: инкассация (collection), перевод фрахта судовладельцем агенту; оплата по поручению судовладельца, от его имени и за его счет дисбурсментских расходов, включая портовые сборы, оплата услуг судну, грузу, оборудованию и экипажу, за все виды снабжения и доставки груза.

4.Трамповые перевозки часто выполняются морским перевозчиком на условиях FIO.B соответствии с этим условием судовладелец полностью освобождается от расходов по погрузке и выгрузке груза.

5.В линейном судоходстве большинство грузовых операций и хранение грузов на берегу оплачивается судовладельцем.

6.В линейном судоходстве по схеме «от двери до двери» агент производит расчеты со всеми операторами наземных видов транспорта, оплачивает аренду, хранение оборудования в контейнерном депо, ремонт, техническое обслуживание,

страхование.

7.По поручению принципала, от его имени, за его счет и в его пользу агент заключает коммерческие сделки с третьими лицами. Агентские отношения характеризуются участием трех сторон, т.е., агента, принципала и третьих лиц.

8.Принципалом для агента является судовладелец/фрахтователь. Список третьих лиц обширен и разнообразен. Он включает в себя все виды официальных властей, таких как администрация портов, таможенная и пограничная службы (border service), санитарные власти (sanitary authorities), консульства, нотариусы и судебные органы.

Exercise 7. Read the Standard Bareboat charter. Answer the following questions (see annex 8)

1.What countries are owners and charterers from?

2.What is the country of the Bareboat Charter Registry?

3.What is the precise information about the vessel?

7.What details of chartering are mentioned in the document?

8.Is there any brokerage commission?