Imperator I Maritime Company v. Bunge SA (Coral Seas)  EWHC 1506 (Comm) The background facts The Coral Seas, a new building vessel, was chartered on an amended NYPE 1946 form to Bunge S.A., who in turn sub-chartered it to C Transport Panamax. The charterparty included the standard clause 8 obligation that “The captain… shall […]
Loss of hire insurance is broader than its name suggests, it encompasses hire in the traditional sense, loss of freight and any other form of income that is lost as a direct consequence of loss of time. Its principal role as a risk management tool is to protect cash flow, and it is often demanded […]
Oil tankers carry oil of different grades and quality, having property to produce flammable vapors and gases when loaded for transportation. Even with no cargo on board, there can be harmful flammable gases present in the hold. When the vapor produced by an oil cargo is mixed with certain concentration of air primarily containing oxygen, […]
The NYPE standard form charterparty provides that, on delivery of the vessel, charterers shall “take over and pay for all fuel”” and that, on re-delivery, owners do the same. Therefore, during the currency of the charterparty, ownership of the bunkers lies with the charterer. It is clear that where the vessel is redelivered in the […]
This decision looked at whether Charterers were able to claim damages from Owners for losses incurred, as a consequence of a short loading, between the seller and buyer of the cargo. The seller of the cargo was a wholly owned subsidiary of the Charterers. The Tribunal considered whether the losses could be passed on to […]
Rolling and pitching is a part of every ship that is going out at the sea. The first thing you might think up on hearing the word “Parametric rolling” is that it must be a type of rolling movement occurring in ships. Rolling and Pitching is a normal movement phenomenon which occurs in all kind […]
Under most time charter parties, the supply of bunkers is the responsibility of Charterers. Bunkers will usually become Charterers’ property upon delivery of the ship until they are purchased back by Owners upon redelivery.
In the 1970s and 1980s there were a large number of claims arising from claimed shortages said to have been due to excess retentions on vessels. After various investigations into the causes of these “losses”, improved measurement techniques, procedures and equipment were introduced.
Since the introduction of steel-hulled vessels around 120 years ago, water has been used as ballast to stabilize vessels at sea. Ballast water is pumped in to maintain safe operating conditions throughout a voyage.
On container ships, cargo is carried in standardized containers, which are placed one over the other and secured using lashing. While at sea, the ship is subjected to heavy rolling and pitching, which can not only disturb the cargo but also upset the stability of the ship.