Laytime Terms4/14/2021
See our Cookie Policy dismiss Sign in Join now Easy understanding of Laytime calculation in a Voyage Charter Party Published on March 12, 2018 March 12, 2018 24 Likes 13 Comments Report this post Capt.Dheeraj Kumar,B.Sc,PGPM Follow Director at Madhab Marine Logistics Private Limited Like 24 Comment 13 Share LinkedIn Facebook Twitter 0 Easy understanding of Laytime calculation in a Voyage Charter Party.SOF should be agreed by all parties involved (master, stevedore, agent, port, shipper, receiver etc.), and will normally be presented by the agent to the master for his signature and return; the master should retain a copy.Its master look out to verify the timing with port log book before signing.
There always chances that the charterers agent may have obtained inaccurate times from his terminal supervisor, or may, for example, have recorded a period of rain in the vicinity of his office or surrounding area that did not affect the ship for the same period. The vessels port agent is generally responsible for calculating the total sum due and rendering accounts. More from Capt.Dheeraj Kumar,B.Sc,PGPM 30 articles Safe carriage of Iron ore June 22, 2019 Easy understanding of Demurrage and Dispatch March 22, 2018 Proper Monitoring of Stevedoring Operation February 22, 2018 LinkedIn 2020 About Accessibility User Agreement Privacy Policy Cookie Policy Copyright Policy Brand Policy Guest Controls Community Guidelines Bahasa Indonesia Bahasa Malaysia etina Dansk Deutsch English Espaol Franais Italiano Nederlands Norsk Polski Portugus Romn Русский Svenska Tagalog Trke Language. Laytime may be set in running days (calendar day), working days (excludes Sundays and holydays observed by the port), or weather working days (excludes in addition days where operations are prevented by bad weather). It may be contractually provided that if the charterer or shipper loadsunloads more quickly than is necessary, he will be eligible for payment of an incentive called dispatch money; if the loading unloading time is excessive however, the charterer or shipper may have to pay a penalty known as demurrage. Few dry cargo charterparties do this in their printed clauses, although tanker charterparties often include several express exceptions. Ascertaining when an event starts and stops will generally be done by reference to the ships Statement of Facts (SOF) which records the time of each stage of the loading or discharging operation. It is important to remember that laytime exception clauses must be expressly agreed between the parties (charterers and shipowners). ![]() In addition, the law will rarely imply an exception to laytime and so best practice dictates that, if the charterer does not want a particular delay or period of time to count as laytime, charterer must get it agreed with the shipowner in advance and ensure that it is included in the charterparty. Rule is often quoted as once on demurrage, always on demurrage. Reasoning behind the rule is that, once the charterer is in breach of contract by exceeding the agreed laytime, charterer should bear the risk of the whole of the additional delay caused to the ship. However, the parties may expressly agree that exceptions to laytime will continue to apply once the vessel is on demurrage by inserting express wording to this effect in the relevant clauses. General rule is that laytime runs continuously unless it is stopped from running by an express exception agreed by shipowner and charterer in a clause of the relevant charterparty. To make sure that laytime is stopped when the parties have agreed, these clauses must be clear and there are many types of express exceptions to laytime used in practice today For example, sundays and other holidays not counting and weather permitting. An express exception to laytime will not take effect as an exception to time running when the ship is on demurrage unless the parties (charterers and shipowners) have made this clear in the charterparty.
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