tag:blogger.com,1999:blog-41049763842916969762024-03-13T22:44:52.445+01:00Laytime calcsanalysis, discussions, review of hard cases, shipping and maritime newsCurious mindhttp://www.blogger.com/profile/04434588373546606408noreply@blogger.comBlogger10125tag:blogger.com,1999:blog-4104976384291696976.post-76046698032436122072011-10-19T14:59:00.000+02:002011-10-19T14:59:03.225+02:00Another caseA vessel was fixed for a voyage from Baltic to port(s) of Argentina and Uruguay. The charter party incorporated such clauses related to laytime calculation as : <br />
<br />
(*) laycan - 12 - 16 April;<br />
<br />
(*) ANY TIME USED PRIOR COMMENCEMENT OF LAYCAN SHALL NOT COUNT AS LAYTIME<br />
<br />
(*) Loading Terms: 6'000 MT, PER WWD OF 24 CONSECUTIVE HOURS, SUNDAYS HOLYDAYS INCLUDED N.O.R. CAN BE TENDERED SHINC DURING NORMAL OFFICE HOURS, 8 AM - 5 PM OR LOCAL EQUIVALENT.<br />
<br />
(*) LAYTIME TO COMMENCE AT 14.00 HRS IF NOTICE OF READINESS IS TENDERED DURING OFFICE HOURS PRIOR NOON (NOON INCLUDED) AND AT 08:00 HRS NEXT DAY IF NOR TENDERED DURING OFFICE HOURS AFTER NOON. NOR TENDERED AND ACCEPTED EVEN BY CABLE WIBON, WIPON, WIFPON, WICCON<br />
<br />
(*) TIME USED FOR DRAFT SURVEYS NOT TO COUNT AS LAYTIME / DEMURRAGE<br />
<br />
<br />
(*) DISCHARGING TERMS: 3'500 MT, PER WWD OF 24 CONSECUTIVE HOURS, SATURDAY NOON HOLIDAYS EXCLUDED UU IUATUTC<br />
<br />
(*) AT DISCHARGE PORT(S) N.O.R. CAN BE TENDERED SSHEX DURING NORMAL OFFICE HOURS, 8 AM - 5 PM OR LOCAL EQUIVALENT and saturday 0800/1200hrs IN CASE BERTH IS OCCUPIED OWNERS ARE ALLOWED TO TENDER N.O.R. WIPON, WIBON, WICCON, WIFPON.<br />
<br />
(*) LAYTIME TO COMMENCE AT 14.00 HRS IF NOTICE OF READINESS IS TENDERED DURING OFFICE HOURS PRIOR NOON (NOON INCLUDED) AND AT 08:00 HRS NEXT WORKING DAY IF NOR TENDERED DURING OFFICE HOURS AFTER NOON. NOR TENDERED AND ACCEPTED EVEN BY CABLE WIBON, WIPON, WIFPON, WICCON.<br />
<br />
(*) TIME USED FOR DRAFT SURVEYS NOT TO COUNT AS LAYTIME / DEMURRAGE<br />
<br />
(*) TIME TO COUNT AS PER GENCON CLAUSE 8HRS / 14 HRS AT DISCHARGE<br />
<br />
(*) DEMURRAGE 14.000,-- USD PDPR / HALF DESPATCH ON TIME SAVED PRO RATA BENDS<br />
<br />
(*) LAYTIME NOT TO BE REVERSIBLE BETWEEN LOADING AND DISCHARGING. LAYTIME REVERSIBLE BETWEEN DISCHARGING PORTS.<br />
<br />
(*) TIME FOR PROCEEDING FROM ANCHORAGE TO LOADING OR DISCHARGING BERTH NOT TO COUNT AS LAYTIME EVEN IF VESSEL ALREADY ON DEMURRAGE.<br />
<br />
(*) Swell Clause to apply at Necochea: If vessel is unable to enter and/or sail due to swell and/or bad weather, the Master to be permitted to tender Notice of Readiness at/off the port, and time to count as per C/P. Any/all time/cost lost due to swells to be for Charterers' account.<br />
<br />
(*) Ice-breaker clause to apply:<br />
<br />
Notice of Readiness can be tendered by the master on arrival at ice <br />
Edge ice breaker meeting point.<br />
<br />
(a) Ice-breaker assistance shall be rendered within 48 running hours<br />
after notification of arrival at the ice edge is given by the master, or,<br />
when leaving the loading port, within 48 running hours after<br />
notification by the master of readiness to leave.<br />
<br />
(b) Time lost by the vessel in waiting for ice-breaker assistance at<br />
the edge of the ice or when leaving the loading port in excess of the<br />
time provided in section (a) shall count as laytime or time on<br />
demurrage.<br />
<br />
And we'll see what has turned out of it in the following posts!Curious mindhttp://www.blogger.com/profile/04434588373546606408noreply@blogger.com0tag:blogger.com,1999:blog-4104976384291696976.post-46654067215513510272011-04-05T14:21:00.000+02:002011-04-05T14:21:33.857+02:00Shifting a vessel from anchorage to berth once on demurrageThe present post concerns whether time of shifting a vessel from anchorage to the berth is excluded from the laytime or not. Normally, it is excluded. Related charter party clause may look like: “Shifting from waiting berth, if any, to the final loading or discharging berth to be considered as part of the voyage and to be for Owners’ account”. However, the vessel was already on demurrage. The question becomes: “shall the time of shifting be excluded from laytime given that the vessel is already on demurrage?” Once on demurrage, the vessel is always on demurrage. In our case, there was no express provision in the charter party stating that shifting shall be excluded once demurrage. In the book of John Schofield “Laytime and Demurrage”, it is said that “Whether time shifiting from anchorage to berth is excluded once on demurrage has begun to run will normally depend on whether there is an appropriate exception clause in the charter”. The question is whether the Owners were right to exclude time of shifting from laytime?Curious mindhttp://www.blogger.com/profile/04434588373546606408noreply@blogger.com1tag:blogger.com,1999:blog-4104976384291696976.post-7455733736106760702011-01-24T15:15:00.000+01:002011-01-24T15:15:00.436+01:00Necochea swell clause disputeThe vessel was fixed on amended “GENCON”, English law to apply. Necochea was declared as one of discharge ports.<br />
<br />
Port of Necochea is well-known for regular heavy waves preventing entering or leaving the port. If the height of waves is more than 2.10 meters, a vessel is not authorized to enter or leave the port. It may last for an uncertain period of time. In order to save shipowner’s time, and to protect shipowners’ interests against such uncertainty, Necochea swell clause is usually incorporated in the charter party.<br />
<br />
The following wording was applied to the fixture:<br />
“If the vessel is unable to enter and/or sail due to swell and/or bad weather, the Master to be permitted to tender notice of readiness at/off the port, and time to count as per Charter party. Any/all time/cost lost due to shifting due to swells to be for Charterers’ account.”<br />
<br />
Apparently, the first sentence is purely related to tendering NOR. If the vessel is unable to enter due to swell, the Master tenders NOR at/off the port limit. It is pretty clear. Next, if the vessel is unable to sail, does it mean that the Master is permitted to tender NOR at/off the port limit? Is not it strange and pointless?<br />
<br />
The second sentence is even more vague. It says about a kind of “shifting due to swell”, but, again, it does not stipulate whether laytime to count or not if the vessel can not leave the port due to swell.<br />
<br />
Strange, as it may seem, the vessel entered the port without any problem. <br />
<br />
The swell problem occurred upon completion of discharge operation. From the statement of facts, it follows, the vessel completed discharge operations at Necochea port on Saturday at 14.05. Final draft survey was carried out by P&I surveyor from 14.30 till 16.30. Only at 17.20, the port Authorities informed the height of swell was still 3.00 meters, and, according to port regulations, vessel was not authorized to sail. Vessel remained alongside waiting for weather conditions to improve till the end of Saturday. On Sunday morning, at 06.25, port authorities informed the height of swell was 2.10 meters and the vessel was authorized to sail. However, clearance was not performed until 08.00. Finally, the vessel sailed at 09.15 on Sunday.<br />
<br />
Shipowner’s position is that the time from Saturday 14.05 till Sunday 09.15 to count as laytime (with exception of the final draft survey from 14.30 till 16.30).<br />
<br />
The Charterers replied: “Indeed, there is a certain clause in the c/p named ‘necochea swell clause’, however, same does not work in owner’s benefit in this respect”. In fact, the clause says: “If the vessel is unable to enter and/or sail due to swell and/or bad weather, the Master to be permitted to tender notice of readiness at/off the port, and time to count as per Charter party. Any/all time/cost lost due to shifting due to swells to be for Charterers’ account.” The first sentence is purely related to tendering N.O.R. while the second is related to shiftings and etc.”<br />
<br />
Shipowners became flabbergasted with such interpretation of the clause and seeked for an expert's advise.<br />
<br />
The Expert advised: “Unfortunately, the clause is not as clear as one would wish. The problem is the reference to vessel being unable "to sail due to swell or bad weather...the master may give notice of readiness...", which raises the question why should the master give notice if the vessel is prevented from sailing? The context in which the provision appears makes no sense UNLESS the meaning is that the time lost when the vessel is unable to leave because of swell/bad weather will count against the charterers.<br />
<br />
The general position would be that, if the C/P is silent on this issue, the vessel's inability to leave the berth/port because of inclement weather after completion of loading or discharge constitutes temporary hindrance pertaining to the navigation of the vessel, which falls within the owners' sphere of risk and responsibility. The owners may argue, however, in the present case that the contract does in fact contain provisions which govern this situation and, as indicated above, the provision would only make sense if it is applied to the situation at hand and that the time lost would, therefore, count against the charteres.”<br />
<br />
Owners replied to the Charterers asking if the Charterers are trying to make a profanation of the clause, as the purpose of Necochea clause is to clearly describe the natural phenomenon effecting this particular port, when a vessel is unable to enter and/or leave because of the swell. Owners also wrote: “Necochea swell clause governs this situation, otherwise, it makes no sense to apply/name necochea swell clause as such, unless the meaning of it is that the time lost due to swell shall count against the Charterers to save Owners expenses.”<br />
<br />
The Charterers reverted with disagreement. They wrote: “The existence of this clause in the governing c/p,gives a number of rights and immunities to both contractual parties, however same must be in line with the wording of the clause. We do believe that Owners' interpretention is really an exaggerated one and closer to Owners wishes . Eventhough we do entirely disagree with Owners' position , as a good gesture could propose to share half the delay at Necochea.”<br />
<br />
Owners had to agree with the Charterer’s proposal.Curious mindhttp://www.blogger.com/profile/04434588373546606408noreply@blogger.com0tag:blogger.com,1999:blog-4104976384291696976.post-36900824500158489862010-10-06T00:15:00.000+02:002010-10-06T00:15:23.260+02:00ConclusionTo the Charterers' satisfaction, the Owners have to accept the Charterers' point and acknowledge the despatch due to Charterers, as the shipowners have no chance to prove that any hold (at least one) was prepared for inspection and therefore ready for loading.Curious mindhttp://www.blogger.com/profile/04434588373546606408noreply@blogger.com1tag:blogger.com,1999:blog-4104976384291696976.post-460214041202652822010-09-21T11:44:00.001+02:002010-09-21T11:45:48.089+02:00Laytime calculation for load : Charterers' point of viewThe Charterers have a different point of view from the Shipowner, and present their calculation and supporting comments as follows:<br />
<br />
<table border="0"><tr> <th>Date</th> <th>From</th> <th>Till</th> <th>Comments</th> <th>Coefficient</th> <th>Time used</th> </tr>
<tr> <td>06 July, Tue</td> <td>08:00</td> <td>24:00</td> <td></td> <td>0.0</td> <td>00:00</td> </tr>
<tr> <td>07 July, Wed</td> <td>00:00</td> <td>24:00</td> <td></td> <td>0.0</td> <td>00:00</td> </tr>
<tr> <td>08 July, Thu</td> <td>00:00</td> <td>24:00</td> <td></td> <td>0.0</td> <td>00:00</td> </tr>
<tr> <td>09 July, Fri</td> <td>00:00</td> <td>24:00</td> <td></td> <td>0.0</td> <td>00:00</td> </tr>
<tr> <td>10 July, Sat</td> <td>00:00</td> <td>24:00</td> <td></td> <td>0.0</td> <td>00:00</td> </tr>
<tr> <td>11 July, Sun</td> <td>00:00</td> <td>10:25</td> <td></td> <td>0.0</td> <td>00:00</td> </tr>
</table><br />
<table border="0"><tr> <th></th> <th></th> <th></th> </tr>
<tr> <td>Total time used:</td> <td>00:00:00</td> <td>[days:hours:minutes]</td> </tr>
<tr> <td>Total saved:</td> <td>5.0262</td> <td>days</td> </tr>
<tr> <td>Despatch due to Charterers</td> <td>17591.76</td> <td>USD</td> </tr>
</table><br />
The Charterers appeal to the layday/cancelling clause of the Charter party where it is stated that notice of readiness to be always accompanied by original pass(es) of the surveyor. Therefore the vessel was not loadready when tendering Notice of Readiness, which is accepted only on Saturday 17:15 after approval of holds by the Ministry of agriculture surveyor. Therefore laytime not to count neither before Saturday 17:15 nor after (due to SSHEX clause of the charter party). <br />
<br />
Therefore the despatch due to Charterers should amount to 17591.76USD, which the Charterers ask the Owners to comment and/or confirm.Curious mindhttp://www.blogger.com/profile/04434588373546606408noreply@blogger.com0tag:blogger.com,1999:blog-4104976384291696976.post-59955703056707186622010-09-17T14:21:00.002+02:002010-09-21T11:13:35.229+02:00Laytime calculation for load : Owners' visionWe will firstly present the version of laytime calculation proposed by the Shipowner and then provide supporting comments to Shipowner's point of view.<br />
<br />
<table border="0"><tr> <th></th> <th></th> <th></th> </tr>
<tr> <td>Cargo quantity:</td> <td>30157.296</td> <td>metric tons</td> </tr>
<tr> <td>Load rate</td> <td>6000</td> <td>metric tons per day</td> </tr>
<tr> <td>Time allowed</td> <td>05:00:37</td> <td>[days:hours:minutes]</td> </tr>
<tr> <td>Rate of Demurrage</td> <td>7000</td> <td>USD per day pro rata</td> </tr>
<tr> <td>Rate of Despatch</td> <td>3500</td> <td>USD per day pro rata</td> </tr>
<tr> <td>NOR tendered:</td> <td>05 July,2010; 08:15 </td> <td>Monday</td> </tr>
<tr> <td>Laytime started:</td> <td>06 July,2010; 08:00 </td> <td>Tuesday</td> </tr>
</table><br />
SHEX 1200 SAT - 0800 MON<br />
<br />
<table border="0"><tr> <th>Date</th> <th>From</th> <th>Till</th> <th>Comments</th> <th>Coefficient</th> <th>Time used</th> </tr>
<tr> <td>July 06, Tue</td> <td>08:00</td> <td>24:00</td> <td></td> <td>1.0</td> <td>16:00</td> </tr>
<tr> <td>July 07, Wed</td> <td>00:00</td> <td>10:55</td> <td></td> <td>1.0</td> <td>10:55</td> </tr>
<tr> <td></td> <td>12:15</td> <td>13:15</td> <td></td> <td>1.0</td> <td>01:00</td> </tr>
<tr> <td>08 July, Thu</td> <td>00:00</td> <td>24:00</td> <td></td> <td>0.0</td> <td>00:00</td> </tr>
<tr> <td>09 July, Fri</td> <td>00:00</td> <td>24:00</td> <td></td> <td>0.0</td> <td>00:00</td> </tr>
<tr> <td>10 July, Sat</td> <td>00:00</td> <td>24:00</td> <td></td> <td>0.0</td> <td>00:00</td> </tr>
<tr> <td>11 July, Sun</td> <td>00:00</td> <td>10:25</td> <td></td> <td>0.0</td> <td>00:00</td> </tr>
</table><br />
<table border="0"><tr> <th></th> <th></th> <th></th> </tr>
<tr> <td>Total time used:</td> <td>01:03:55</td> <td>[days:hours:minutes]</td> </tr>
<tr> <td>Total saved:</td> <td>3.8630</td> <td>days</td> </tr>
<tr> <td>Despatch due to Charterers</td> <td>13520.58</td> <td>USD</td> </tr>
</table><br />
<br />
The shipowner argues that the vessel tendered Notice of Readiness on the 5th of July during office hours, therefore, according to the Charter party (see extracts from the Charter party previously discussed), laytime to start counting next day, on the 6th of July, at 08:00 and continues till 10:55 next day, the 7th of July, as the berth was occupied (see the Statement of Facts, previously presented). <br />
<br />
Laytime stops counting at 10:55 as the anchor was up for proceeding to anchorage #2 for inspection. The laytime resumes counting from 12:15 till 13:15 as the vessel is idle waiting for preloading inspection. Unfortunately, the holds are reproved and the vessel fails to pass inspection and therefore has to proceed to anchorage #4 for additional cleaning. The time not to count till the next inspection. The vessel is cleaning holds till the end of the day on Thursday, and also on Friday and Saturday, till 14:00, when she is finally ready to proceed for new inspection. However, the laytime stops counting at 12:00 on Saturday (SSHEX 12:00 clause of the Charter party) and not to resume till 08:00 Monday. However, loading is completed at 10:55 on Sunday. Time not to count. Time for fumigation not to count as well. <br />
<br />
Therefore the Shipowners consider despatch of 13520.58USD due to Charterers, and request the Charterers to provide comments and/or confirmation onto the Owners' calculation.Curious mindhttp://www.blogger.com/profile/04434588373546606408noreply@blogger.com0tag:blogger.com,1999:blog-4104976384291696976.post-57491386990992036972010-09-17T13:02:00.000+02:002010-09-17T13:02:22.867+02:00Extracts from the Charter PartyIn order to calculate laytime, we have to look through the relevant clauses of the charter party, which may read as follows. <br />
<br />
Time for loading<br />
<br />
Vessel to be loaded and spout trimmed at the average rate of 6.000 metric tons per weather working day of 24 consecutive hours, Sundays and holidays excepted - time from 1200 hours on Saturdays to 0800 hours Monday not to count even if used. At the loading port vessel is to tender Notice of Readiness during local office hours and time to count 0800 am next working day. Notice of Readiness is not to be tendered prior to laydays nor within excepted periods.<br />
<br />
Laydays/Cancelling<br />
<br />
Time for loading not to commence before 0001 hours on the 5th day of July,2010.<br />
Should the vessel not be passed by any national and/or other regulatory bodies, as may be required, and/or independent surveyors, as selected by Charterers, as ready for cargo in every respect and in all compartments and valid written (or by cable/telex/e-mail provided local regulations permit) notice of readiness always accompanied by original pass(es) of said bodies and/or surveyor(s) not have been received at the office of Charterers or their Agents at her loading port before 2400 hors on the 10th day of July 2010, the Charterers or their Agents shall within 6(six) hours after the time of presentation of said bodies and/or surveyor's original pass(es) have the option of cancelling this Charter Party.<br />
<br />
<br />
Demurrage/Despatch<br />
<br />
Demurrage at loading and/or discharging ports, if incurred, to be paid at the rate of US$7000.- (seven thousand dollars) per day pro rata for part of a day.<br />
Any delays caused by ice, floods, quarantine, export or import prohibitions/restrictions, or any other acts of governments, or any other events of "fource majeure" will not count as laytime unless the vessel is already on demurrage. Despatch money earned at loading port(s) to be paid by Owners at half the Demurrage rate for all working time saved at loading port(s) and shall be deducted in acordance with the Charterers' estimate from freight and shall be adjusted on basis of statement of facts. Despatch money earned at discharging port(s) to be paid by Owners at half the Demurrage rate for all working time saved at discharging port(s). Laytime is non-reversile.<br />
<br />
Shifting<br />
<br />
At load and discharge ports, shifting time from anchorage to first load/discharge berth not to count as laytime, but shifting in between berths is to count as laytime and all shifting expenses are to be for Owner's account.<br />
<br />
Fumigation<br />
<br />
If required, Charterers privilege to fumigate cargo at their risk, expense and actual time used to count as laytime or time on demurrage, excepted periods always excepted. Master/Owners are not to clause/delay release of Bills of lading by reason of fumigation. Master to be officially advised for the precautions required to be followed during the voyage due to such fumigation(s).Curious mindhttp://www.blogger.com/profile/04434588373546606408noreply@blogger.com0tag:blogger.com,1999:blog-4104976384291696976.post-452978996621867242010-09-15T15:29:00.000+02:002010-09-15T15:29:48.558+02:00Notice of Readiness (NOR)The Notice of Readiness is tendered by the Master to notify concerned parties (the Charterer, the Shipowner and the Agent) that the vessel has reached agreed point (e.g. commercial limits of the port) in loadready condition, and that the vessel is in all respect ready to commence loading (or discharging) the cargo. <br />
<br />
For example, NOR may look like as follows: MV LIN QIN/OGHU at 0815 LT (1115 UTC) on 5th of June anchored at Santos anchorage No. 5 because the berth is occupied. Position 2403S/04613N. On arrival at this position vessel is considered as arived vessel at the port of Santos and she is in every respect ready to commence loading cargo of corn in bulk ttl abt 30120 mts into holds Nos. 1,2,3,4 and 5 according to the terms and conditions of the Charter party dated 20/05/2010. Valid as Notice of Readiness.Curious mindhttp://www.blogger.com/profile/04434588373546606408noreply@blogger.com0tag:blogger.com,1999:blog-4104976384291696976.post-17136097943064372422010-09-15T13:25:00.001+02:002010-09-15T13:29:06.956+02:00Statement of Facts (SOF)We herebelow present an example of Statement Of Facts<br />
<br />
<br />
<table border="0"><tr> <th>Date</th> <th>From</th> <th>Till</th> <th>Fact</th> </tr>
<tr> <td>July 05th, 2010 (Mon)</td> <td>08:15</td> <td> </td> <td>Vesel arrived/ NOR tendered by Master / Vessel anchored</td> </tr>
<tr> <td> </td> <td>08:15</td> <td>24:00</td> <td>Vessel anchored at anchorage#5 waiting berth vacancy</td> </tr>
<tr> <td>July 06th, 2010 (Tue)</td> <td>00:00</td> <td>24:00</td> <td>Vessel anchored at anchorage#5 waiting berth vacancy</td> </tr>
<tr> <td>July 07th, 2010 (Wed)</td> <td>00:00</td> <td>10:55</td> <td>Vessel anchored at anchorage#5 waiting berth vacancy</td> </tr>
<tr> <td> </td> <td>10:55</td> <td> </td> <td>Anchor up for proceeding to anchorage #2 for pre holds inspection</td> </tr>
<tr> <td> </td> <td>10:55</td> <td>12:15</td> <td>Vessel approaching/anchored at anchorage #2</td> </tr>
<tr> <td> </td> <td>12:15</td> <td>13:15</td> <td>Vessel at anchorage #2 waiting surveyor for preloading inspection</td> </tr>
<tr> <td> </td> <td>13:15</td> <td>14:30</td> <td>Holds inspection performed by Control Union / All holds reproved</td> </tr>
<tr> <td> </td> <td>14:30</td> <td>14:45</td> <td>Anchor up for proceeding to anchorage #4 for additional holds cleaning</td> </tr>
<tr> <td> </td> <td>14:45</td> <td>15:40</td> <td>Vessel approaching/anchored at anchorage #4</td> </tr>
<tr> <td> </td> <td>15:40</td> <td>24:00</td> <td>Vessel anchored at anchorage #4 waiting berth vacancy and cleaning holds</td> </tr>
<tr> <td>July 08th, 2010 (Thu)</td> <td>00:00</td> <td>24:00</td> <td>Vessel anchored at anchorage #4 waiting berth vacancy and cleaning holds</td> </tr>
<tr> <td>July 09th, 2010 (Fri)</td> <td>00:00</td> <td>12:30</td> <td>Vessel anchored at anchorage #4 waiting berth vacancy and cleaning holds</td> </tr>
<tr> <td> </td> <td>12:30</td> <td>24:00</td> <td>Berth vacant/ Vessel anchored at anchorage #4 cleaning cargo holds</td> </tr>
<tr> <td>July 10th, 2010 (Sat)</td> <td>00:00</td> <td>13:00</td> <td>Berth vacant/ Vessel anchored at anchorage #4 cleaning cargo holds</td> </tr>
<tr> <td> </td> <td>13:00</td> <td>14:00</td> <td>Anchor up for berthing at ABT Terminal / POB for berthing</td> </tr>
<tr> <td> </td> <td>14:00</td> <td>15:10</td> <td>Berthing maneuvers / All fast alongside at ABT</td> </tr>
<tr> <td> </td> <td>15:10</td> <td>15:25</td> <td>Gangway preparation by ship's crew</td> </tr>
<tr> <td> </td> <td>15:25</td> <td>16:00</td> <td>Commenced initial draft survey / waiting surveyor from Ministry of agriculture</td> </tr>
<tr> <td> </td> <td>16:00</td> <td>17:15</td> <td>All cargo holds inspected and approved by Ministry of agriculture surveyor</td> </tr>
<tr> <td> </td> <td>17:15</td> <td>17:25</td> <td>Preparation ashore by port operators / completed initial draft survey</td> </tr>
<tr> <td> </td> <td>17:25</td> <td>17:40</td> <td>Preparation onboard by ship's crew</td> </tr>
<tr> <td> </td> <td>17:40</td> <td> </td> <td>Commenced loading operations at hold #2 and # 4</td> </tr>
<tr> <td> </td> <td>17:40</td> <td>20:50</td> <td>Loading in progress hold #2 and # 4</td> </tr>
<tr> <td> </td> <td>20:50</td> <td>20:55</td> <td>Loading in progress hold # 4/ Shifting shore loader from #2 to #1</td> </tr>
<tr> <td> </td> <td>20:55</td> <td>21:10</td> <td>Loading stopped / i Shifting shore loader from #2 to #1 and from #4 to #5</td> </tr>
<tr> <td> </td> <td>21:10</td> <td>24:00</td> <td>Loading in progress #1 and #5</td> </tr>
<tr> <td>July 11th, 2010 (Sun)</td> <td>00:00</td> <td>01:30</td> <td>Loading in progress #1 and #5</td> </tr>
<tr> <td> </td> <td>01:30</td> <td>01:50</td> <td>Loading in progress #5 / Shifting shore loader from #1 to #2</td> </tr>
<tr> <td> </td> <td>01:50</td> <td>02:20</td> <td>Loading in progress #2 and #5</td> </tr>
<tr> <td> </td> <td>02:20</td> <td>02:35</td> <td>Loading in progress #2 /Shifting shore loader from #5 to #4</td> </tr>
<tr> <td> </td> <td>02:35</td> <td>04:00</td> <td>Loading in progress #2 and #4</td> </tr>
<tr> <td> </td> <td>04:00</td> <td>04:15</td> <td>Loading in progress #2 / Defect at shore loader working at #4</td> </tr>
<tr> <td> </td> <td>04:15</td> <td>04:45</td> <td>Loading in progress #2 and #4</td> </tr>
<tr> <td> </td> <td>04:45</td> <td>04:55</td> <td>Loading in progress #4 only</td> </tr>
<tr> <td> </td> <td>04:55</td> <td>05:10</td> <td>Loading stopped / shifting shore loader from #2 to #3</td> </tr>
<tr> <td> </td> <td>05:10</td> <td>08:25</td> <td>Loading in progress #3 only</td> </tr>
<tr> <td> </td> <td>08:25</td> <td>09:10</td> <td>Loading stopped by intermediary draft survey by chief officer</td> </tr>
<tr> <td> </td> <td>09:10</td> <td>09:30</td> <td>Loading in progress #3 only</td> </tr>
<tr> <td> </td> <td>09:30</td> <td>09:50</td> <td>Loading stopped / Shifting shore loader from #3 to #4</td> </tr>
<tr> <td> </td> <td>09:50</td> <td>10:25</td> <td>Loading in progress #4</td> </tr>
<tr> <td> </td> <td>10:25</td> <td> </td> <td>Completed loading operations at hold #4</td> </tr>
<tr> <td> </td> <td>10:25</td> <td>12:40</td> <td>Preparing/Signing cargo documents</td> </tr>
<tr> <td> </td> <td>10:40</td> <td>12:20</td> <td>Final draft survey performed as requested by terminal</td> </tr>
<tr> <td> </td> <td>10:30</td> <td>11:10</td> <td>Cargo fumigation performed</td> </tr>
<tr> <td> </td> <td>12:50</td> <td></td> <td>Pilot on board for sailing</td> </tr>
<tr> <td> </td> <td>12:50</td> <td>13:08</td> <td>Unberthing maneuvers</td> </tr>
<tr> <td> </td> <td>13:08</td> <td>13:28</td> <td>Vessel sailed.</td> </tr>
<tr> <td> </td> <td> </td> <td> </td> <td> </td> </tr>
</table><br />
Rain periods occured in port during vessel's staying : nihil.<br />
<br />
Holidays occured while vessel's stay : nihil.<br />
<br />
<br />
Given this Statement of Facts and Notice of Readiness, we can now proceed to laytime calculations.Curious mindhttp://www.blogger.com/profile/04434588373546606408noreply@blogger.com0tag:blogger.com,1999:blog-4104976384291696976.post-52303492577427778612010-09-14T12:22:00.002+02:002010-09-15T15:31:46.541+02:00PreambleLaytime calculation is a very important part of the freight balance settlement. The Shipowner and the Charterer do their laytime calculations and compare their final figures to come to the final despatch/demurrage settlement: despatch - if the vessel sailed sooner than expected or demurrage - if the vessel was too late to sail as preplanned. Moneywise, despatch is a premium paid by the Shipowner to the Charterer for saving ship's valuable time. While demurrage is a penalty paid by the Charterer to the Shipowner for delaying the vessel beyond the planning horizon. Usually, demurrage equals to the ship's daily revenue, while despatch is half of the demurrage. The Charterers are interested to complete handling the vessel as soon as practically possible to obtain despatch, while the Shipowners are not always keen on being on demurrage as they risk to lose the next valuable deal. The demurrage may be beneficial for the Shipowner when the freight market is becoming weak. Shipagent provides both the Shipowner and the Charterer with the Statement of Facts (SOF) containing the records of operations, timings of events, stoppages, shifts, weather observations (important for weather sensitive cargos) ... etc. <br />
<br />
Example of fact may look like as follows:<br />
<br />
<br />
<br />
<table border="0"><tr> <th>Date</th> <th>From</th> <th>Till</th> <th>Description</th> </tr>
<tr> <td>14/09/2010</td> <td>08:30</td> <td>15:10</td> <td>Waiting for berth availability</td> </tr>
<tr> <td> </td> <td> </td> <td> </td> <td> </td> </tr>
</table><br />
<br />
Both parties decide on which events to count as laytime (and which not) by taking into account the clauses of the governing Charter Party.Curious mindhttp://www.blogger.com/profile/04434588373546606408noreply@blogger.com0