Similarly, the charterer is not concerned about fuel consumption in the context of the travel charter. The cost of fuel goes to the shipowners. For this reason, many times even for a trip in 2019, you can find the mention of the charter party in 2016 or even before. In the bill of lading still issued in 2019 , he can read for example that the secular time would begin at that time or sometimes a few hours later, if expressly mentioned in the agreement of the charter part. In the context of the travel charter, fixed and variable costs are the responsibility of a shipowner. A travel policy applies only if the vessel is at sea; Additional insurance is required to cover losses incurred when loading and unloading cargo. The agreement of the charter parties is a detailed document that, apart from various clauses, can be chartered information such as And Ship in different ways. The boat can be on a travel charter, charter on time or chartering/chartering bare hull. It is certainly not commercially profitable for the shipowner if the trip is extended above their expectations. And so, each shipper has an agreement with the shipowner, called a “transportation contract.” The policyholder may be required to take out additional insurance to cover the cargo throughout the transportation process, as driving policies generally exclude losses incurred when loading and unloading the cargo. Once Master reads the travel instructions, he may encounter insufficient information that requires more information or clarification. Finally, at the end of the trip, a declaration is made indicating the extra time and/or time at different ports.
What would happen if the vessel could not dock for many days in the loading or unloading port because of other ships that preceded it? Too much uncertainty. But the freight (and profits) of shipowners cannot depend on so much uncertainty. For example, shipowners and charterers agree on factors such as the permitted number of loading and unloading days. For the terms chartered, they are “laydays” or “Laytime” ??? Laydays refers to the time when a ship must report to charter. If the ship reaches the laity, the contract can be terminated. – Laycan. Laytime is the time allowed (in hours and days) in a travel charter for loading and unloading cargo. Travel Estimate – Calculating the cost-effectiveness of a future boat trip based on estimated figures.
In the case of a tramp wheel, the estimate is used to compare two or more possible routes to determine which one is most cost-effective. Similarly, a time charter would compare two or more vessels to charter the vessel, which is the least expensive overall. The content of an estimate is based on the type and conditions of the charter and whether a shipowner or charterer performs the calculation. For an owner, the main costs are the ship`s operating costs (or on-time charter rental allowance), bunker fees, port and canal charges, as well as the ship`s agency fees and potential cargo handling costs; turnover is the daily rent, in the ease of a time charter, or freight, minus any commission in case of travel charter. The master and ship`s personnel cannot see the actual charter party agreement between the charterer and the shipowner. In general, the cp agreement is never sent for shipping. and therefore for the NOR tender, the criteria to be followed (LOCATION) as a master will not know if the C/P is a trip or a C/P port. These days, Master Tender NOR on arrival and then they will hold every 24 hours or at important events like POB, or All Fast.What is the logic behind this and how we can ensure that the NOR tender will not be null and void.