CONVENTIONS

International tonnage convention

Is a IMO convention adapted by 1969 entered in to force 1982. The objective of the
convention was introduce a universal tonnage measurement tonnage system.
Previously versions system so used to calculate tonnage of a merchant there fore they
were considerable differences & method used by different countries.
International tonnage convention is applicable to all vessel engaged in international
voyages from this conventions the traditional GRT & NRT has been transferred to GT & NT.

GT is the functions of modeled volume for all enclosed spaces.

GT is the function of the moulded volume for all earning spaces.
Both GT & NT have been used for calculating port dues.

International Convention for the Safety of Life at Sea (SOLAS), 1974

Adoption: 1 November 1974; Entry into force: 25 May 1980

The SOLAS Convention in its successive forms is generally regarded as the most important
of all international treaties concerning the safety of merchant ships. The first version was
adopted in 1914, in response to the Titanic disaster, the second in 1929, the third in 1948,
and the fourth in 1960. The 1974 version includes the tacit acceptance procedure - which
provides that an amendment shall enter into force on a specified date unless, before that
date, objections to the amendment are received from an agreed number of Parties.
As a result the 1974 Convention has been updated and amended on numerous occasions.
The Convention in force today is sometimes referred to as SOLAS, 1974, as amended.

Technical provisions
The main objective of the SOLAS Convention is to specify minimum standards for the
construction, equipment and operation of ships, compatible with their safety. Flag States
are responsible for ensuring that ships under their flag comply with its requirements, and a
number of certificates are prescribed in the Convention as proof that this has been done.
Control provisions also allow Contracting Governments to inspect ships of other Contracting
States if there are clear grounds for believing that the ship and its equipment do not
substantially comply with the requirements of the Convention - this procedure is known as
port State control.The current SOLAS Convention includes Articles setting out general
obligations, amendment procedure and so on, followed by an Annex divided into 12
Chapters.

Chapter I - General Provisions

Chapter II-1 - Construction - Subdivision and stability, machinery and electrical installations
Chapter II-2 - Fire protection, fire detection and fire extinction
Chapter III - Life-saving appliances and arrangements
Chapter IV – Radio communications
Chapter V - Safety of navigation
Chapter VI - Carriage of Cargoes
Chapter VII - Carriage of dangerous goods
Chapter VIII - Nuclear ships
Chapter IX - Management for the Safe Operation of Ships
Chapter X - Safety measures for high-speed craft
Chapter XI-1 - Special measures to enhance maritime safety
Chapter XI-2 - Special measures to enhance maritime security
Chapter XII - Additional safety measures for bulk carriers
Chapter XIII - Verification of compliance
Chapter XIV - Safety measures for ships operating in polar waters

STCW

STCW is stand for seafarers training certificate of watch keeping.

It is the convention held in 1978.
A major amendment was done 1995 there for it became STCW 95.
Again another major amendment was done in 2010 there for it is called STCW 78 as
amendment to 2010
2010 convention was hold in manila convention.
It is a IMO Convention, the objective of STCW is to enhance maritime safety and reduce
accidents on on the ships.
It had a major amendment in 1995 which came into full force in 2002.
Under STCW 78/95 all sea farers need to be in STCW standard.

 As per as amendment , administrative quality control was introduced.

 Old version was strengthening.
 A new structure in the new version.
 Training and qualification quality was expanded.
 As per as the training & qualifying conditions were brought
 To a uniform standard throughout the world.
 All certification are to be renewed every 05 years
 Ports state control authorities were given power to inspect all STCW certificate.
 A uniform medical fitness standard has been introduced throughout the world.
 Minimum rest period has been introduced to all fares.
 Are vision to STCW as the been adapted in June 2010.
 It will come into force on 1st January 2012.
 Now requirement has been introduced to revalidate even advance course.

 Many more changes has been brought without changing the original structure
ITU RADIO REGULATION

The Radio Regulations (RR) is an intergovernmental treaty text of the International Telecommunication
Union (ITU), the Geneva-based specialized agency of the United Nations which coordinates and
standardizes the operation of telecommunication networks and services and advances the development of
communications technology. The first Radio Regulations were concluded in Berlin in 1906 as the
Radiotelegraph Service Regulations.

Covering both legal and technical issues, the Regulations serve as a supranational instrument for the optimal
international management of the radio spectrum.

The Radio Regulations define:

 the allocation of different frequency bands to different radio services;

 the mandatory technical parameters to be observed by radio stations, especially transmitters;
 procedures for the coordination (ensuring technical compatibility) and notification (formal recording and
protection in the Master International Frequency Register) of frequency assignments made to radio
stations by national governments;
 other procedures and operational provisions.

The drafting, revision and adoption of the Radio Regulations is the responsibility of the World
Radiocommunication Conferences (WRCs) of the ITU, meetings of which are typically held every three or
four years

Article of Agreement

It is an agreement between crew member and the Master of the Vessel.

The validity period is maximum 01 years. One copy of the agreement must be on board. &
one copy must be shipping office.
Every crew member who join the vessel must sign the agreement in front of the shipping
officer and the Master. But Master is not always of the shipping officer therefore ship owner
or the agent via for the Master.
The 1st page of the article shall indicate name of the vessel, article number, date of
opening, name of the master, coc number of master issuing authority of his coc.

The 2nd& 3rd page of following :

 Full name of crew member.
 Passport & CDC number.
 Place of joining & sign in on.
 Rank or Rating.
 Wages & Allowance.
 Contract period.
 Date sign on date sign off.
 Signature of crew member when sign on & signature of crew member when sign off.
 Signature of master or shipping officer.
 Rubber stamp of the master or shipping officer.
 The subsequent pages consist of conditions of agreement, penalties, disciplinary
action.

Protocol on Space Requirements for Special Trade Passenger

Ships
Done at: London
Date enacted: 1973-07-13
In force: 1977-06-02
The Governments parties to the present Protocol;
Being Contracting Governments to the International Convention for the Safety of Life at Sea, I960, and to the
Special Trade Passenger Ships Agreement, 1971;
Considering that the requirements of Chapters II and III of the said Convention could be modified in the case of
passenger ships registered in their countries and engaged in the carriage of large numbers of unberthed
passengers in special trades, such, for example, as the pilgrim trade;
Recognizing the need to formulate general rules in relation to the space requirements of passengers on special
trade passenger ships which should be complementary to the Special Trade Passenger Ships Agreement, 1971,

(PAL 1974) Athens Convention Relating To The Carriage Of Passengers And Their
Luggage By Sea, 1974 (Athens, December 13, 1974)

1) The States Parties to this Convention,

2) Having recognized the desirability of determine by agreement certain rules relating to

the carriage of passengers and their luggage by sea;

3) Have decided to conclude a Convention for this purpose and have thereto agreed as
follows:

4) Article 2. Application

5) 1. This Convention shall apply to any international carriage if

6) (a) the ship is flying the flag of or is registered in a State Party to this Convention, or

7) (b) the contract of carriage has been made in a State Party to this Convention, or

8) (c) the place of departure or destination, according to the contract of carriage, is in a

State Party to this Convention.

9) 2. Notwithstanding paragraph 1 of this Article, this Convention shall not apply when the
carriage is subject, under any other international convention concerning the carriage of
passengers or luggage by another mode of transport, to a civil liability regime under the
provisions of such convention, in so far as those provisions have mandatory application
to carriage by sea.

INTERNATIONAL CONVENTION FOR THE CONTROL AND MANAGEMENT OF SHIP’S

BALLAST WATER AND SEDIMENTS.

Background

In February 2004 the IMO has adopted the INTERNATIONAL CONVENTION FOR THE
CONTROL AND MANAGEMENT OF SHIP’S BALLAST WATER AND SEDIMENTS.
Entry in to force – 8th September 2017.
The purpose of the Convention is to prevent, minimize and ultimately eliminate the risk of
introduction of Harmful Aquatic Organisms and Pathogens which use the ballast water as a
hub. Ballast Water Management includes exchange of ballast water and ballast water
treatment.
For the Later technical solutions by mechanical, physical, chemical or biological processes
are possible, either singularly or in combination.

Application

The BWM Convention is applicable to new and existing vessels that are designed to carry
ballast water.
The Convention will enter into force 12 month after ratification by 30 States, representing
35% of the World merchant shipping tonnage.
The status of ratification in October 2009 is 18 States, representing 15.4 % of world GT.
In order to show compliance with the requirements of the Convention each vessel shall
have on board a valid Certificate, a Ballast Water Management Plan and a Ballast Water
Record Book.

Standards for Ballast Water Management

Two standards for the “purity of managed ballast water” are stipulated:

D-1 Exchange Standard –

Efficiency of at least 95 % volumetric exchange (sequential method) or pumping-through
three times the volume of a tank (flow-through method, dilution method)

D-2 Performance Standard –

Less than 10 viable organisms per cubic meter greater than 50μm and
Less than 10 viable organisms per milliliter smaller than 50μm and
Greater than 10μm and
Limited number of indicator microbes (bacteria)
Whenever possible, conduct ballast water exchange
At least 200 nautical miles from the nearest land and in water at least 200 meters in depth,
taking into account Guidelines developed by IMO;

In cases where the ship is unable to conduct ballast water exchange as above, this should
be as far from the nearest land as possible, and in all cases at least 50 nautical miles from
the nearest land and in water at least 200 meters in depth.

When these requirements cannot be met areas may be designated where ships can
conduct ballast water exchange.

Ballast Water Treatment

Commonly the following technologies for Ballast Water Treatment are applied, either
singularly or in Combination

1. Filtration
Sediment and particles removal by disc and screen filters
Parallel assembly of many filter units
Filtration grade down to 100 / 50 / 20 μm

2. Cyclonic separation
Separation of solid particles due to centrifugal forces
Acceleration of the water by internal flow direction inside the facility

3. UV radiation
Inactivation of organisms and pathogens by breaking the cell membrane
Low pressure drop in water system

4. Cavitation
Slit plates or venture pipes generate cavitation bubbles
High local energy due to implosion of bubbles inactivate organisms

5. Electrolysis
Electronically ionisation by means of electrical current
Generation of Chlorine/Chlorine Dioxide as disinfection

6. Chemical additives
Direct adding of chemical additives to the BW that has disinfectory actions
Applicable for big volumes

7. De-oxygenation /
Removal of dissolved oxygen in BW and replacement by inactive gases

8. Gas super-saturation
Controlled atmosphere in tanks is needed to avoid re-oxygenation

ISPS CODE

The International Ship and Port Facility Security Code (ISPS Code) is a comprehensive set of
measures to enhance the security of ships and port facilities, developed in response to the perceived
threats to ships and port facilities in the wake of the 9/11 attacks in the United States. The ISPS Code
is implemented through chapter XI-2 Special measures to enhance maritime security in the
International Convention for the Safety of Life at Sea (SOLAS), 1974. The Code has two parts, one
mandatory and one recommendatory.

In essence, the Code takes the approach that ensuring the security of ships and port facilities is a
risk management activity and that, to determine what security measures are appropriate, an
assessment of the risks must be made in each particular case. The purpose of the Code is to provide
a standardised, consistent framework for evaluating risk, enabling Governments to offset changes in
threat with changes in vulnerability for ships and port facilities through determination of appropriate
security levels and corresponding security measures.

Basic facts on the Maritime Labour Convention 2006

The Maritime Labour Convention, 2006 (“MLC, 2006”)
Establishes minimum working and living standards for all seafarers working on ships flying the flags
of ratifying countries. It’s also an essential step forward in ensuring a level-playing field for countries
and ship owners who, until now, have paid the price of being undercut by those who operate
substandard ships. Questions and answers.

 minimum age

 seafarers’ employment agreements

 hours of work or rest

 payment of wages
  paid annual leave

 repatriation at the end of contract

 onboard medical care

 the use of licensed private recruitment and placement services

 accommodation, food and catering

 health and safety protection and accident prevention and

 seafarers’ complaint handling

The Convention was designed to be applicable globally, easy to understand, readily updatable and uniformly enforced and will

become the "fourth pillar" of the international regulatory regime for quality shipping, complementing the key Conventions of the

International Maritime Organization (IMO) dealing with safety and security of ships and protection of the marine environment.

UNCLOS

Stand for United conventions of law of the sea.

It is a UN convention first adapted in 1958 which was called UNCLOS I.
The 2nd conventions was held in 1972 & called UNCLOS 2.
3rd convention was held in 1984 & it is called UNCLOS 3. It is the convention which is in force now.
Objective is to prevent territorial disputes among coastal status to clearly define inland water,
territorial water & other sea area.
Authority to impose :-
UN together with IMO has been the full authority & responsibility.
Under UNCLOS sea area being divided us follows :

 Inland water
 Territorial water
 Contiguous zone
 Exclusive economic zone
 High seas

International Convention on Load Lines

Adoption: 5 April 1966; Entry into force: 21 July 1968

It has long been recognized that limitations on the draught to which a ship may be loaded make a
significant contribution to her safety. These limits are given in the form of freeboards, which
constitute, besides external weathertight and watertight integrity, the main objective of the
Convention.

The first International Convention on Load Lines, adopted in 1930, was based on the principle of
reserve buoyancy, although it was recognized then that the freeboard should also ensure adequate
stability and avoid excessive stress on the ship's hull as a result of overloading.

In the 1966 Load Lines convention, adopted by IMO, provisions are made for determining the
freeboard of ships by subdivision and damage stability calculations.

The regulations take into account the potential hazards present in different zones and different
seasons. The technical annex contains several additional safety measures concerning doors, freeing
ports, hatchways and other items. The main purpose of these measures is to ensure the watertight
integrity of ships' hulls below the freeboard deck.
All assigned load lines must be marked amidships on each side of the ship, together with the deck
line. Ships intended for the carriage of timber deck cargo are assigned a smaller freeboard as the
deck cargo provides protection against the impact of waves

International Convention on Maritime Search and Rescue

(SAR)
Adoption: 27 April 1979; Entry into force: 22 June 1985

The 1979 Convention, adopted at a Conference in Hamburg, was aimed at developing an

international SAR plan, so that, no matter where an accident occurs, the rescue of persons in
distress at sea will be co-ordinated by a SAR organization and, when necessary, by co-operation
between neighbouring SAR organizations.

Although the obligation of ships to go to the assistance of vessels in distress was enshrined both in
tradition and in international treaties (such as the International Convention for the Safety of Life at
Sea (SOLAS), 1974), there was, until the adoption of the SAR Convention, no international system
covering search and rescue operations. In some areas there was a well-established organization able
to provide assistance promptly and efficiently, in others there was nothing at all.

Convention for the Suppression of Unlawful Acts Against the

Safety of Maritime Navigation, Protocol for the Suppression of
Unlawful Acts Against the Safety of Fixed Platforms Located
on the Continental Shelf
Adopted 10 March 1988; Entry into force 1 March 1992; 2005 Protocols: Adopted
14 October 2005; Entry into force 28 July 2010

Concern about unlawful acts which threaten the safety of ships and the security of their passengers
and crews grew during the 1980s, with reports of crews being kidnapped, ships being hi-jacked,
deliberately run aground or blown up by explosives. Passengers were threatened and sometimes
killed.

International Convention for Safe Containers (CSC)

Adoption: 2 December 1972; Entry into force: 6 September 1977

there was a rapid increase in the use of freight containers for the consignment of goods by sea and
the development of specialized container ships. In 1967, IMO undertook to study the safety of
containerization in marine transport. The container itself emerged as the most important aspect to
be considered.

Annex I includes Regulations for the testing, inspection, approval and maintenance of containers
Annex II covers structural safety requirements and tests, including details of test procedures.
International Convention Relating to Intervention on the High
Seas in Cases of Oil Pollution Casualties, 1969
Adoption: 29 November 1969; Entry into force: 6 May 1975

The Convention affirms the right of a coastal State to take such measures on the high seas as may
be necessary to prevent, mitigate or eliminate danger to its coastline or related interests from
pollution by oil or the threat thereof, following upon a maritime casualty.

The coastal State is, however, empowered to take only such action as is necessary, and after due
consultations with appropriate interests including, in particular, the flag State or States of the ship or
ships involved, the owners of the ships or cargoes in question and, where circumstances permit,
independent experts appointed for this purpose.

Convention on the Prevention of Marine Pollution by Dumping

of Wastes and Other Matter
Adoption: 13 November 1972; Entry into force: 30 August 1975; 1996 Protocol:
Adoption: 7 November 1996; Entry into force: 24 March 2006

The London Convention contributes to the international control and prevention of marine pollution
by prohibiting the dumping of certain hazardous materials. In addition, a special permit is required
prior to dumping of a number of other identified materials and a general permit for other wastes or
matter.

International Convention on the Control of Harmful Anti-

fouling Systems on Ships
Adoption: 5 October 2001; Entry into force: 17 September 2008

The Convention prohibits the use of harmful organotins in anti-fouling paints used on ships and
establishes a mechanism to prevent the potential future use of other harmful substances in anti-
fouling systems.

Anti-fouling paints are used to coat the bottoms of ships to prevent sealife such as algae and
molluscs attaching themselves to the hull – thereby slowing down the ship and increasing fuel
consumption.
In the early days of sailing ships, lime and later arsenic were used to coat ships' hulls, until the
modern chemicals industry developed effective anti-fouling paints using metallic compounds. These
compounds slowly "leach" into the sea water, killing barnacles and other marine life that have
attached to the ship. But studies have shown that these compounds persist in the water, killing sea-
life, harming the environment and possibly entering the food chain. One of the most effective anti-
fouling paints, developed in the 1960s, contains the organotin tributyltin (TBT), which has been
proven to cause deformations in oysters and sex changes in whelks.

The Hong Kong International Convention for the Safe and

Environmentally Sound Recycling of Ships
Adoption: 15 May 2009; Entry into force: 24 months after ratification by 15
States, representing 40 per cent of world merchant shipping by gross tonnage,
combined maximum annual ship recycling volume not less than 3 per cent of
their combined tonnage

The Hong Kong Convention) is aimed at ensuring that ships, when being recycled after reaching the
end of their operational lives, do not pose any unnecessary risk to human health and safety or to the
environment.

International Convention on Civil Liability for Oil Pollution

Damage (CLC)
Adoption: 29 November 1969; Entry into force: 19 June 1975; Being replaced by
1992 Protocol: Adoption: 27 November 1992; Entry into force: 30 May 1996

The Civil Liability Convention was adopted to ensure that adequate compensation is available to
persons who suffer oil pollution damage resulting from maritime casualties involving oil-carrying
ships.

The Convention places the liability for such damage on the owner of the ship from which the
polluting oil escaped or was discharged.

International Convention on the Establishment of an

International Fund for Compensation for Oil Pollution Damage
(FUND)
Adoption: 18 December 1971; Entry into force: 16 October
1978; superseded by 1992 Protocol: Adoption: 27 November
1992; Entry into force: 30 May 1996

Although the 1969 Civil Liability Convention provided a useful mechanism for ensuring the payment
of compensation for oil pollution damage, it did not deal satisfactorily with all the legal, financial and
other questions raised during the Conference adopting the CLC Convention. The 1969 Brussels
Conference considered a compromise proposal to establish an international fund, to be subscribed to
by the cargo interests, which would be available for the dual purpose of, on the one hand, relieving
the shipowner of the burden by the requirements of the new convention and, on the other hand,
providing additional compensation to the victims of pollution damage in cases where compensation
under the 1969 Civil Liability Convention was either inadequate or unobtainable.

The purposes of the Fund Convention are:

To provide compensation for pollution damage to the extent that the protection afforded by the
1969 Civil Liability Convention is inadequate.
To give relief to shipowners in respect of the additional financial burden imposed on them by the
1969 Civil Liability Convention, such relief being subject to conditions designed to ensure
compliance with safety at sea and other conventions.
To give effect to the related purposes set out in the Convention.

Convention on Limitation of Liability for Maritime Claims

(LLMC)
Adoption: 19 November 1976; Entry into force: 1 December 1986; Protocol of
1996: Adoption: 2 May 1996; Entry into force: 13 May 2004

Under the 1976 Convention, the limit of liability for claims covered is raised considerably, in some
cases up to 250-300 per cent. Limits are specified for two types of claims - claims for loss of life or
personal injury, and property claims (such as damage to other ships, property or harbour works).

International Convention on Civil Liability for Bunker Oil

Pollution Damage (BUNKER)
Adoption: 23 March 2001; Entry into force: 21 November 2008

The Convention was adopted to ensure that adequate, prompt, and effective compensation is
available to persons who suffer damage caused by spills of oil, when carried as fuel in ships'
bunkers.

Nairobi International Convention on the Removal of Wrecks

Adoption: 18 May, 2007; Entry into force: 14 April 2015

The Nairobi International Convention on the Removal of Wrecks, 2007, was adopted by an
international conference held in Kenya in 2007. the Convention will provide the legal basis for States
to remove, or have removed, shipwrecks that may have the potential to affect adversely the safety
of lives, goods and property at sea, as well as the marine environment.

International Convention on Salvage

Adoption: 28 April 1989; Entry into force: 14 July 1996
Ship Management

knowledge of ship classification

5.21.2 Demonstrate the knowledge of the role and function of P&I clubs and
marine insurers

Marine Insurance

Typically, marine insurance is split between the vessels and the cargo. Insurance of the
vessels is generally known as 'Hull and Machinery' (H&M). A more restricted form of
cover is 'Total Loss Only' (TLO), generally used as a reinsurance, which only covers the
total loss of the vessel and not any partial loss.

Cover may be on either a 'voyage' or 'time' basis. The 'voyage' basis covers transit
between the ports set out in the policy; the 'time' basis covers a period of time, typically
one year, and is more common.

In order to operate a vessel, a vessel must have following insurance covers.

I Hull and machinery insurance

II Insurance for the goods that is carried on board.

III 3rd party claims including claims by the crew.

Major marine insurance companies like Lloyds of London will insure the vessel for hull and
machinery and cargo whilst the ship owner must obtain a protective and indemnity cover
for 3rd party damages from a P & I club. The hull and machinery cover and insurance cover
for cargo may include many closes,

Ex: It can include a deductible

A ship owner will consider the following in obtaining hull, machinery and cargo cover.

1. The value of the vessel.

2. Average value of the cargo.

Since the value of the cargo changes from voyage to voyage, it is possible to take
additional covers.

P & I Clubs(protection & indemnity)

As the word “Club” suggests it is clear that in order to have P & I Club cover ship owner
has to be a member of that particular club. The P & I club will operate on a set of rules and
regulations. The P & I clubs are none profitable organizations, where they will cover 3 rd
party claims based on the membership subscription.

The 3rd party damages will include the environmental damages as well. A ship owner need
not be a member of one P & I Club. He could be member in many P & I Clubs cover of his
parties of ships. An individual shipping cargo with a vessel can take a insurance cover
covering his quantity of cargo, even though that quantity is covered by the ship owner.

Promote correct safety management on board

ISM Code (International Safety Management code)

It is the international management code for safe operation of ships & for pollution
prevention adopted by IMO.

It may be amended as required by the organization. Which the ISM code ship owner, ship
manager or the bare boat charter is directly responsible for the operation of the vessel &
term as company.

Objective:-

To ensure safety at sea, to prevent human injury or loss of lives and to avoid damage to
the marine environment.

Application:-

It applies to all ships.

Masters responsible on ISM

1. implementing SMS of company

2. motivate crew to observe SMS
3. issue orders & instructions in simple clear language
4. verify that SMS requirement are observed
5. review SMS & report its deficiencies
Describe specific types of charters

Chartering a ship

Chartering a ship simply means hiring a ship for a specific reason. The document where
terms and conditions of the charter is laid up is known as the Charter Party. There are 3
specific types of charters.

(1) Voyage Charter

(2) Time Charter

(3) Bare Boat Charter

All the above types of charters are named depending on the requirement of the charter.

A Voyage Charter means hiring a vessel for a specific voyage.

A Time Charter means chartering a ship on time.

A bare Boat Charter means the charterer or the person who charter the vessel totally
bare out of the crew. In other words the charterer must provide the necessary crew and
the necessary items to operate the vessel and also find the necessary cargo to be carried.
The terms and conditions of all the 3 charter parties mentioned before can defer from one
 another depending on the type of ship, the ship owner and the charterer and the type of
cargo.

Describe the following cargo related terms

Statement of Facts

It is the record of what took place on the ship as far as the cargo work is concerned
commencing from NOR to the time that the ship leaves the port to the next destination. In
other words the statement of facts is a extract of the ship’s log book.

Demurrage

Demurrage is a sum of damages liquidated which becomes payable by the charterer to

owner for each day or part thereof if stipulated, that the ship is detained beyond the time
of expiry of lay time. A demurrage caused, in the charter party may state the no of days
and rate payable usually in US$ per day. Demurrage is normally paid per running day.

A salvage vessel answering a distress call cannot claim of any expenses, but a ship has
been abandoned then the salvage company becomes the owner of the ship. There are
salvage associations in the world, which provide casual service of ships and cargo and also
do risk assessment service. This service can be provided on the instructions of the owner,
P& I club or the owner of cargo.

(1) Lay days (Lay Can)

Lay days is the period of days during which the ship must present herself at the
loading port, and during which the charterers are obliged accept the ship for loading.
Lay days should not be confused with lay time.

(2) Lay Time

It is period of time agreed between the owner and the charter party during which the
owner will make and keep the ship available for loading and / or discharging without
payment additional to the frame. Lay Time is measured in days, hours and minutes
can be considered as a reservoir of time or collection of time. That is gradually used
by the charterer. There are 3 conditions that must be satisfied before the
commencement of lay time.

(i) Vessel must at the arrived port

(ii) She must be fully ready to load or discharge or both.

(iii) Notice of readiness must be rended or delivered in accordance with the charter
party.

(3) Notice of Readiness

 It is the notice given to the charterer, shipper receiver or other person as required by
the charter party, that the vessel has arrived at the port or berth and is ready to load
or discharge as the case may be, Lay Time usually commences on the expiry of some
specified hours called notice time or turn time, during which the charter etc. can make
preparations for the ship’s cargo operations.

Mate's Receipt

A document signed by the mate of a vessel that acknowledges receipt of cargo by the
vessel. The person in possession of a mate's receipt is entitled to the bill of lading that will
be issued in due course and exchanged for the mate's receipt.

Manifest

A document that lists in detail all the bills of lading issued by a steamship vessel, agent, or
master for a particular voyage. The manifest is a detailed summary of the total cargo of a
vessel and is used primarily for customs purposes.

Its prepared for:

1. For customs

2. For tallying

3. To check against overcarriage

Bill Of Lading

A document issued by a carrier to a shipper that serves a threefold purpose:

 A receipt for the goods delivered to the carrier for shipment

 A definition of the contract of carriage of the goods from the port of shipment to the
port of destination listed in the bill of lading
 Evidence of title to the relative goods.

The information included are:

1. Name address of the shipper / consignee

2. Ports of loading/ discharging
3. Marks, numbers, description – weight, volume
4. Freight paid/ payable
5. Date of loading and name of the ship.
6. The reverse side will include terms and conditions of carriage.

The clauses or terms in the bill of lading

 “ said to weigh”,
 “said to contain”,
 “ shippers weight”
 “ in apparent good order and condition”
  These clauses should be made if the exact quantity cannot be counted or
condition cannot be checked practically

Bill Of Lading, Clean

A bill of lading issued which bears no superimposed clause or notation that expressly
declares a defective condition of the goods and/or the packaging.

Certificates & Documents carried onboard vessel