INTERNATIONAL MARITIME BODIES

INTERNATIONAL MARITIME BODIES

1)  IMO

         International Maritime Organisation, is the United Nations specialized                agency with responsibility for the safety and security of shipping and the            prevention of marine pollution by ships.

2)  BIMCO

The Baltic and International Maritime Council (BIMCO) is the largest of       the international shipping associations representing shipowners; its membership controls around 65 percent of the world’s tonnage and it has members in more than 120 countries, including managers, brokers and agents.

   

3)  THE BALTIC EXCHANGE

The Baltic Exchange is a membership organisation that provide independent daily shipping market information; maintain professional shipbroking standards and resolve disputes.

4)  THE INTERNATIONAL TRANSPORT WORKERS FEDERATION

The International Transport Workers' Federation (ITF) is an international   trade union federation of transport workers' unions.

5)  INTERCARGO

International Association of Dry Cargo Shipowners.Intercargo members operate predominantly Bulk Carriers in the international dry bulk trades, such as coal, grain, iron ore and other bulk commodities.

  

6)  INTERTANKO

INTERTANKO is a forum where the industry meets, policies are discussed and statements are created. It is a valuable source of first-hand information, opinions and guidance. Membership is open to independent tanker owners and operators of oil and chemical tankers, i.e. non-oil companies and non-state controlled tanker owners, who fulfil the Association's membership criteria.

7)  OIL COMPANIES INTERNATIONAL MARINE FORUM

OCIMF is widely recognised as the voice of the oil industry providing expertise in the safe and environmentally responsible transport and handling of hydrocarbons in ships and terminals and setting standards for continuous improvement.Not only has it contributed to a substantial quantity of regulation at the IMO aimed at improving the safety of tankers and protecting the environment, but it has introduced important new guidance on pressing current issues such as piracy and Arctic shipping.

8)  INTERNATIONAL TANKER OWNERS POLLUTION FEDERATION

The International Tanker Owners Pollution Federation (ITOPF) is a not-for-profit organisation, involved in all aspects of preparing for and responding to ship-source spills of oil, chemicals and other substances in the marine environment.

TYPES OF CHARTER PARTIES

VOYAGE CHARTER PARTIES

ü  AMWELSH 93

ü  AUSTWHEAT 1990

ü  BIMCHEMVOY 2008

ü  BISCOILVOY 1986

ü  BLACKSEAWOOD

ü  CEMENTVOY 2006

ü  COAL-OREVOY

ü  CRUISEVOY

ü  FERTICON 2007

ü  FERTISOV

ü  FERTIVOY 88

ü  GASVOY 2005

ü  GENCON 94

ü  GRAINCON

ü  HEAVYCON 2007

ü  HEAVYLIFTVOY

ü  HYDROCHARTER

ü  YARACHARTER

ü  NANYOZAI 1997

ü  NIPPONCOAL

ü  NIPPONORE

ü  NORGRAIN 89

ü  NUBALTWOOD

ü  NUVOY-84

ü  PANSTONE

ü  POLCOALVOY

ü  PROJECTCON

ü  QAFCOCHARTER

ü  RUSWOOD

ü  SCANCON

ü  SOVCOAL 1987

ü  SOVCONROUND

ü  SOVORECON 1987

ü  SYNACOMEX 2000

ü  TANKERVOY 87

ü  WORLDFOOD 99

TIME CHARTER PARTIES

ü  BALTIME 1939 (As Revised 2001)

ü  BIMCHEMTIME 2005

ü  BOXTIME 2004

ü  BPTIME3

ü  GASTIME

ü  GENTIME

ü  INTERTANKTIME 80

ü  LINERTIME

ü  NYPE 93

ü  SUPPLYTIME 2005

ü  WINDTIME

Download sample charterparties from www.bimco.org

TYPES OF SHIP CHARTERING

SHIP  CHARTERING

Chartering is an activity within the shipping industry.

The definition of a charterer is a person who reserves a ship or other mode of transportation for the personal use of others.Depending on the type of ship and the type of charter, normally a standard contract form called a charter party is used to record the exact rate, duration and terms agreed between the shipowner and the charterer.

In case the charterer owns the cargo:

• He employs a shipbroker to find a ship to deliver the cargo for a certain price, called freight rate.
•  Freight rates may be on a per-ton basis over a certain route (e.g. for iron ore between Brazil and China), in Worldscale points (in case of oil tankers) or alternatively may be expressed in terms of a total sum - normally in U.S. dollars - per day for the agreed duration of the charter.

In case of a charterer without a cargo:

• He takes a vessel on charter for a specified period from the owner and then trades the ship to carry cargoes at a profit above the hire rate, or even makes a profit in a rising market by re-letting the ship out to other charterers.

TYPES OF VESSEL CHARTERING:

1)   Voyage Chartering

2)   Time Chartering

3)   Bareboat Chartering

4)   Contracts of Affreightment [COA]

VOYAGE CHARTERING:

Voyage Chartering occurs when a vessel is employed f or a single trip, loading cargo from one or more ports for discharge at one or more ports. In return for the carriage of the cargo and, perhaps for the expenses of loading and / or discharging the cargo, the shipowner will receive monetary reward termed “freight‟. This freight can either be in the form of a lumpsum payment or, more commonly, it will be payable pro rata in respect of the quantit y of cargo carried, usually so much per tonne.It is normal to specif y the amount of time a Charterer is allowed for loading and discharging the vessel the “laytime‟ and should this time be exceeded, then liquidated damages termed “demurrge‟ will usually become payable.The dates between which the vessel is required to be presented at the loading port the “laydays‟ will also be recorded, as well also be recorded, as well as the cargo type and size that is to be carried.

TIME CHARTERING

Where vessels are hired for a specific period –eg.for 12 months (15 days more or less) the responsibilities of the parties differ substantially from those involved in voyage Chartering. A Time charterer assumes control of the operational ( let us call it, the “commercial‟) appointment and payment of port agents, purchase of bunkers, etc. leaving the Shipowner responsible f or the management of the ship, with particular regard to maintenance, crewing, insurance, etc.The Shipowner is rewarded by the payment of regular amounts of hire money, normally paid monthly or semi - monthly in advance.

However, should the vessel fail to perform properly or suffer such interruptions to the smooth performance as mechanical breakdowns, she may be considered “off - hire‟, during which period the Owner will not be entitled to remuneration.

Many Charterers find it expedient to employ vessels on a timecharter basis for single or round-trip voyages and this practice has given rise to the term “trip-chartering‟. A trip - charter is similar to voyage chartering with regard both to the duration of the venture and to the fact that the intention of the parties is to employ the vessel for, say, one or two voyages. But there the similarity ends, and the roles of Charterer and Owner are identical to those assumed f or time charters of longer periods.

BAREBOAT CHARTER

Sometimes termed “demise‟ Chartering, Bareboat Chartering arises on those occasions where Shipowner s hire out their vessel to a Charterer, who virtually runs the ship as if he were the Shipowner – assuming both the Time charterer‟s responsibilities (as defined above) and most, if not all, of the responsibilities of the

Shipowner. In return, the Shipowner receives a lower hire payment, commensurate with reduced responsibilities and risks. Strictly defined, “demis‟ Chartering differs from “bareboat‟ Chartering in that it may be agreed between the parties that the Shipowner provides a master and/or officers and/or crew and, perhaps, organizes the vessel’s insurance. Demise and Bareboating are in reality finance tools, designed to enable Investors to purchase ships, leaving the operation and management of the ships to Charterers with more expertise in those areas. The Charterers may, in fact, be Shipowners without the financial resources to fund such a purchase directly.

  

CONTRACTS OF AFFREIGHTMENT

These occur when a merchant – perhaps in reality either a Shipowner, a Charterer or an Operator – contracts to carry a given quantity of cargo between named ports on agreed voyage Chartering terms over several voyages. The merchant  may thereafter employ his own vessel(s) or charter - in outside ships in order to fulfill contractual obligations. The advantage of such a contract  to a Shipowner is that security of employment is obtained for his vessel(s) for the duration of the Contract of Affreightment, especially valuable if the Shiponwer considers that freight rates are about to fall. For Operators in a similar freight market situation, the advantage is in the profits they hope to realize by taking advantage of being able to fix - in tonnage at lower freight rates than those they will receive from the

charterer.

But the Charterer s may also be able to obtain financial advantage in the event that market freight rates rise once they have committed Owner or Operator “locked-in‟ to the Contract –always assuming that the Owner/Operator will keep their end of the deal and perform. But even if the market stays in “neutral‟ or moves against the Charterer by freight rates falling, at the very least the Charterer has exchanged the unrealibility of the daily market place for freight rate stability, thereby enabling emphasis to be placed in the development and marketing of the commodities involved.

SHIP SURVEYS

SHIP SURVEYS

Nippon Kaiji Kyokai, known as Class NK or NK, is a ship classification society.
It is what is known under Japanese law as a public service foundation and in its Act of Endowment, its ultimate goal is expressed as: "to contribute to the development of maritime service for the protection of human life and property at sea". Environmental protection has also become an increasingly major concern.

PERIODICAL SURVEYS

•          Annual Surveys

•          Intermediate Surveys

•          Special Surveys

•          Docking Surveys

•          Propeller Shaft Survey

ANNUAL SURVEYS

The purpose of an Annual Survey is to confirm that the general condition of the hull is maintained at a satisfactory level. Generally as the ship ages, ballast tanks are required to be subjected to more extensive overall and close-up surveys at Annual Surveys.

INTERMEDIATE SURVEYS

The Intermediate Survey may be held at or between the second or third Annual Survey in each five year Special Survey cycle. Those items, which are additional to the requirements of the Annual Surveys, may be surveyed either at or between the 2nd and 3rd Annual Survey. The intermediate survey contains requirements for extended overall and close-up surveys including thickness measurements of cargo and ballast tanks.

SPECIAL SURVEYS

The Special Surveys are carried out at five-year intervals for the purpose of establishing the condition of the structure to confirm that the structural integrity is satisfactory in accordance with the Classification Requirements, and will remain fit for its intended purpose for another five-year period, subject to proper maintenance and operation of the ship and to periodical surveys carried out at the due dates.The Special Survey concentrates on close-up surveys in association with thickness measurements and is aimed at detecting fractures, buckling, corrosion and other types of structural deterioration.Thickness measurements are to be carried out upon agreement with the Classification Society concerned in conjunction with the Special Survey.

DOCKING SURVEYS

The objective of docking the ship periodically is to inspect the portion of the hull beneath the water-line which those parts of the hull under the water-line are always immersed in water; therefore, the condition of damage in the event of the ship stranding / grounding/damages cannot be observed.

PROPELLER SHAFT SURVEY

Connection part with propeller including examination of shaft by efficient crack detection. Propeller shaft except connection part with propeller. Stern tube bearing. Bearing wear down. Shaft bearing clearance. Open-up examination of sealing devices.

Propeller boss bore in way of shaft taper section. Controllable Pitch Propeller (CPP)Water lubrication line. Oil lubrication line including alarms, temperature measuring devices, L.O. pumps. Lubrication oil record book.

BULK VESSEL CLASSIFICATION

BULK VESSEL CLASSIFICATION

MINI BULKERS:

DWT   : Below 15,000  MT DWT @ 8/9 m SSW

LOA   : 120 m – 130 m / Beam  : 17 m – 20 m

HANDYSIZE:

DWT   : 15,000 – 35,000  MT DWT @ 10/10.5 m SSW

LOA   : 140 m – 170 m / Beam  : 20 m – 25 m

HANDYMAX:

DWT   : 35,000 – 45,000 MT DWT @ 11/11.5 m SSW

LOA   : 180 m – 190 m / Beam  : 28 m - 30 m

SUPRAMAX:

DWT   : 52,000 – 58,000 MT DWT @ 12/12.5 m SSW

LOA   : 180 m – 200  m / Beam  : 32.26 m

PANAMAX:

DWT   : 60,000 – 75,000 MT DWT @ 13/13.5 m SSW

LOA   : 200 m – 225 m / Beam  : 32.2 m

( Restriction 294 / 32.31 / 12.04 TFW)

  

CAPESIZE :

DWT   : 100,000 – 200,000 MT DWT @ 16/17 m SSW

LOA   : 250 m – 300 m / Beam  : 45 m

VLOC  / VLBC:

DWT   : 200,000 – 400,000 MT DWT @ 20/23 m SSW

LOA   : 300 m – 360 m / Beam  : 45 m – 65 m

BULKERS - TRADE IN PACIFIC AREAS

KAMSARMAX :

DWT   : 80,000 MT DWT

LOA    : < 229 m / Beam  : 32.26 m

Kamsar Port , Guinea / Bauxite Cargo

DUNKIRKMAX :

DWT   : 175,000 MT DWT

LOA    : < 289 m / Beam  : 45 m

Dunkirk Port, France / Iron Ore

NEWCASTLEMAX :

DWT   : 203,000 – 208,000 MT DWT

LOA    : < 299m / Beam  : 47 m

Newcastle, Australia / Coal

SETOUCHMAX :

DWT   : 205,000 MT DWT @ 16.1 m SSW

LOA    : < 299m

Ports in the Setouch Sea in Japan

VALEMAX / CHINAMAX :

DWT   : 380,000 – 400,000  MT DWT @ <24 m SSW

LOA    : < 360 m  / Beam  : <65 m

Chinese Ports / Iron Ore

TANKERS

GENERAL PURPOSE (GP):

DWT   : Below 25,000  MT DWT @ 8 m SSW

LOA   : 150 m / Beam  : 20 m – 25 m

MEDIUM RANGE (MR):

DWT   : 25,000 – 50,000  MT DWT @ 10/12 m SSW

LOA   : 140 m – 170 m / Beam  : 20 m – 25 m

AFRAMAX (LR1):

DWT   : 80,000 – 120,000 MT DWT @ 14 m SSW

LOA   : 230 m – 250 m / Beam  : 42/44 m

SUEZMAX (LR2):

DWT   : 130,000 – 180,000 MT DWT @ 17/19 m SSW

LOA   : 250 m – 280 m / Beam  : 45/50 m

(Restriction  50/20 , 77/12, AD 68 m)

VLCC :

DWT   : 200,000 – 320,000 MT DWT @ 20/22 m SSW

LOA   : 300 – 330 m / Beam  : 55/60 m

ULCC :

DWT   : > 320,000 MT DWT @ 25 m SSW

LOA   : 350 – 380 m / Beam  : 60/68 m