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TABLE OF CONTENTS :

  • About the firm

    CHARTER BROKER

  • Freight Broker
  • Attention of Exporters
  • Types of charter
  • Rates of charter and lease
  • Search for ship
  • Application for a ship search
  • How you can contact us
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          Please find below a form suggested for charterers searching for an appropriate ship.

          Please bear in mind the interference of your own particular circumstances that might influence the above-mentioned "chartering procedure". Therefore, you are advised to indicate the maximum admissible "margin" wherever possible to ensure the optimal choice of a vessel to satisfy your most vital needs.

    Cells marked with colour and red symbol " × " must be filled WITHOUT FAIL!
     
      1. The company which stands in the capacity of charterer has certain rights and obligations before the ship-owner such as paying for the ship charter when shipping goods, covering demurrage, etc. Information related to exercising such rights and fulfilling obligations of the charterer is found in a rider to the charter agreement.    -  Company's full name
     -  Legal address
     -  Country of registration
     -  Phone number
     -  Fax number
     -  Telex
    ×  -  E-mail address
     
    Please, indicate if there have been any previous charter shipments. If yes, provide the name of the ship, the amount of cargo and approximate dates of delivery.
     
    2. Type and description of the cargo to be delivered. The main physical parameters are lenght, width, the weight of one unit or bunch, etc. With bulked cargos, stowage factor is of utmost importance (in other words, how many cubic metres or feet there are per ton, or, vice versa, how many tons there are per cubic metre or foot). Should you find it impossible to provide such data, at least indicating the number of raiway carriages meant for shipment (knowing this usually preceeds arranging for charter) will prove very useful. Type of cargo:   bulk
    general
    × - Cargo name
     -  Stowage factor
     -  Length of one unit or bunch in metres
     -  Width of one unit or bunch in metres
     -  Weight of one unit or bunch in metres

    Other useful information:
     
    3. Exact weight of cargo (metric tons). ×
    This item is closely linked with item 2 and is a crucial factor in searching for a ship and subsequent estimate of charter rate.
    Permissible margin (or expected margin) -
    is the percentage of undershipped or overshipped amount that could be acceptable in relation to the total volume of cargo. The margin depends on the contractual arrangement with your suppliers, and with bulked goods it is determined by the conditions of shipment. Whatever the arrangements, we recommend that you allow for at least minimal (2-3%) margin.
     
    4. Additional conditions to do with shipments:
    Category of cargo according to the IMO, the rules of Sea Shipment of Dangerous Goods, etc
    Other possible requirements from your consignee regarding bracing and stacking, etc.
     
    5. Port (or ports) of lading ×
     
    6. Port (or ports) of unshipping ×
     
    7. Freight forwarding company in the port of lading
     
    8. Time allowed to bring the ship to
    (so called LAYCAN), as a rule, should not exceed 10 days. It is given to the ship-owner to get the ship ready. If at the time of the request the dates have not yet been clarified, a speculative time frame may be indicated, which will specified while the search is underway.
     
    9. Conditions determining loading/unloading procedures (who will bear the expense)
    This matter is entirely regulated by the conditions of the contract between the buyer and the seller or the agreements such parties have with their respective ports. Normally, ship-owners stick to FIOS terms (free in and out and free stowed). The charterer should take this into account when reaching agreement with the supplier or port, and if he happens to be dissatisfied with offered proceedings, alternative arrangements should be made.
     
    10. Loading rate in the port of lading
    The number of tons, cubic metres, etc. must be indicated that can be loaded in 24 working hours (such information is always found in the agreement between the consigner and the port). In a given port, the actual loading rate could be different from what is contractually declared, so if you know the actual rate, please, indicate it as well.
    Indicate any days excluded from the lay time
    (the time estimated by the ship-owner according to the loading rate) which are mentioned in the consigner-port agreement, such as week-ends, holidays, etc.
     
    11. The same as above for the port of unshipping.

    Loading rate in the port of unshipping.
    Days excluded from the lay time.
     
    12. Charter tariff
    - minimal and maximal acceptable for you (such a margin is considered as a tariff will not be finalized until a ship has been found).
    A tariff can be shown in relation to a weight unit of the cargo, for example, $10 per one ton of cargo, or a total amount (so called "lump sum") envisaged as payment for the delivery, for example, $30,000.
    It is not to be forgotten that the ship-owner, as a rule, expects to secure charter within 3-5 days after the issue of the bill of lading and, by all means, before unloading the cargo begins (it usually depends on the length of the trip but never will it exceed 7 days). The charterer pays by bank transfer to the ship-owner's account or to the account of the ship's operator. Ideally, your bank will provide a SWIFT payment notification on the day of the money transfer or on the day following it.
     
    13. Form of bill of lading (if envisaged in the contract of purchase and sale, by bank's requirements, when paying by letter of credit, etc.)

    CLEAN ON BOARD

    Such marking implies that the ship-owner bears a big responsibility for the quality of the cargo accepted for lading. In order to protect himself against possible claims about the quality of the cargo from the consignee, in 99 cases out of 100 the ship-owner will demand a letter of guarantee of a set form from the charterer and, what is more important, from the consignee. You ought to find out every detail before a ship is contracted since once the cargo has been laden on board and it becomes known that obtaining a letter of guarantee from the consignee is impossible, you may find yourself facing rupturing the contract, which may, in turn, result in the ship-owner demanding compensation, etc.

    FREIGHT PREPAID

    Whenever a bill of lading carries the mark "FREIGHT PREPAID", it infers that the ship-owner insists that the bill of lading be issued to the consigner or charterer only after the amount of payment for the charter has been credited to the ship-owner's account. In the event of marking the bill of lading in this way, you should carefully study the periods of time allowed for and their sufficiency for the payment to be made, the bill of lading to be obtained and forwarded to the consignee so that it could be duly presented in the port of unshipping. Should the charter fail to have been paid for by the time the ship departs, the bills of lading will normally be handed to the ship-owner's agent, who will pass them over to the charterer once the payment has been effected.
     
    14. Please, indicate if there are any age limits for the ship as required by the insurance company involved. If yes, what is the maximally acceptable age?