UNIT 1

SHIP DOCUMENTS

Introduction
The transportation of cargo by sea is a complicated matter.
Interests of all parties concerned must be matched and considered carefully.
These interests are best looked after by a proper administration that comprises the use of
many different documents. Explanations, descriptions and examples of the most important
documents are given bellow.
It is but a small part of the total bulk of documents one may come across in the mercantile
trade.
The filling out of all these documents may well be considered one of the most important tasks
on board vessels, because a careful management of both ship- and cargo-handling will always
be of great benefit for all parties concerned.
These parties are:
the shipper (or consignor) the person or company who supplies or owns the cargo that will
be transported;
the carrier the shipowner, usually referred to as the Owners;
the consignee the person or company to whom the cargo will be delivered;
the charterer the person or company who wishes to charter (hire) the vessel;
the shipbroker, or agent the intermediary between shipper and carrier;
the insurer the insurance company that will insure all parties from losses due to perils and
risks.

1.1 Charter Party

1.1.1 Introduction

A Charter Party is a contract between a shipowner and a person or company who wished to
charter (hire) a vessel or part of a vessel for the carriage of cargo from one port to another.

1.1.2 Chartering a ship definitions

A Shipper is an individual or company with cargo to transport. A charterer is the individual or
company who hires a ship. A charter-party is the contract setting out the terms under which
the shipper contracts for the transportation of his cargo or the charterer contracts for the hire
of a ship. On a voyage charter, a ship earns freight per ton of cargo transported on terms set
out in the charter-party which specifies the precise nature and volume of the cargo, the part(s)
of loading and discharge and the laytime and demurrage. All costs are paid by the shipowner.
A consecutive voyage charter is where the vessel is hired to perform a series of consecutive
voyages between A and B. A contract of Affreightment (COA) is signed when a shipowner
undertakes to carry quantities of a specific cargo on a particular route or routes over a given
period of time using ships of his choice with specific restrictions. The term Period charter is
used when the vessel is hired for a specified period of time for payment of a daily, monthly or
annual fee. There are three types of period charter, time charter, trip charter and consecutive
voyage charter. A time charter is where a ship earns hire monthly or semi-monthly. The
shipowner retains possession and mans and operates the ship under instructions from the
charterer who pays the voyage costs. A trip charter is fixed on a time charter basis for the
period of a specific voyage and for the carriage of a specific cargo. The shipowner earns 'hire'
per day for the period determined by the voyage. With a bare boat charter the owner of the
ship contracts (for a fee, usually long-term) to another party for its operation. The ship is then
operated by the second party as if he owned it.

1.1.3 Types of CP
These are basically two types of Charter Parties: demise and non-demise.
We speak of a demise- or bareboat Charter Party when the charterer charters the vessel
without its crew. The shipowner will provide the vessel the charterer will provide the crew.
Consequently, the charterer will take full responsibility for the operation of the vessel and
will pay all expenses incurred.
A non-demise Charter is used when the shipowner provides both the vessel and its crew.
A time Charter is used when the vessel is chartered for an agreed period of time, which may
extend from a few weeks to several years. A demise Charter Party is always a time Charter.
A voyage charter is a contract in which it is agreed that the vessel will be chartered for a
particular voyage. The majority of tramp cargoshipments are made on a voyage-charter
basis.
The most common terms that appear in Charter Parties are:
Bareboat Charter, Berth Charter, Clean Charter, Demise Charter, Gross Charter,
Lump sum Charter, Open Charter, Time Charter, Voyage Charter, all the terms
beginning with Free .... or Freight. , and many more.
All these terms are explained in the Glossary below.
1.1.4 Chartering a ship - A telephone conversation

BJ: Antwerpia Shipping. Bert Janssens speaking.

JM: Good afternoon. Your receptionist told me that you were the best person to talk to. Im
calling from Australia. My name is Jack McCarthy of Queensland Maritime Services. Your
company was recommended to me by a business associate.
BJ: Well, lets hope we can live up to the recommendation, Mr McCarthy. What can I do for
you?
JM: Im looking for a vessel to transport cargo.
BJ: Youve come to the right place. We can arrange for the shipment of bulk, liner, reefer or
project cargo, you name it. What type of cargo did you have in mind?
JM: Grain. 50,000 tonnes to be precise.
BJ: That wont be a problem, but Ill need to take more details from you of course. Can you let
me have the present location of the grain, and the port of destination?
JM: Well, Im looking to ship the grain from the Port of Gladstone to Tallin in Estonia.
BJ: OK, Gladstone thats in Queensland, isnt it? Yes, Im familiar with Gladstone, although
we normally ship coal from that region.
JM: That would be right. Gladstones the fourth largest coal export port in the world. This time
its grain though, and my timings pretty tight. I have a contract to get the grain to Tallin within
the month.
BJ: OK, Im just having a look at my screen here. Yes, I thought so. We have a Panamax dry
bulk carrier presently sailing from the Gulf to deliver grain in Japan. Its due to arrive in Japan
in three days time. That means that it will be open in four days time and then due to return to
Antwerp. It will be looking for a cargo such as yours to reposition into the North Atlantic area;
Ill just have to check if it ties in with our service from Antwerp to Helsinki and on to Tallin. It
should do though. That would suit your requirements, wouldnt it?
JM: Yes, indeed. Sounds just like what we need. Can you just run over the ships
characteristics to check that it fulfils our requirements? Im thinking about its speed, cargo
capacity, dimensions, handling gear and so on.
BJ: Certainly. As I said, its a Panamax bulk carrier, 69,100 dwt., built in Japan in 1994. Im
sure youre familiar with the vessel type, but basically it has a framework for the carriage of dry
solids in bulk without packaging. Grain, for example. It has a capacity of 70,000 metric tonnes
and sails at an average speed of 14 knots; thats an economical speed Im talking about. You
can visit our website for further information about the ships characteristics.
JM: OK, but can I just run over a couple of points with you? Im sure I dont have to tell you that
grain is a free running cargo. Its prone to shift in heavy weather and if the ships not up to it
this could threaten the safety of the ship herself. Heavy cargoes like these have to be loaded
and discharged in a certain sequence, otherwise were talking about serious stress to the
structure of the ship. When loading grain, care has to be taken with the sequence of filling the
hatches and the cargo distribution, so that no undue stress is put on the vessel while loading
or later when moving in a seaway. Large waves can be a deadly hazard, you know.
BJ: Dont worry Mr McCarthy. Our chartering staff is experienced in many types of cargo
vessels. Were in the business of providing quality service to our customers. You can be sure
that our contractual arrangements will meet your needs. What type of contract were you
considering, by the way? Im assuming it wont be a bare boat charter, will it? A voyage charter
would best suit your needs, I think. And if things go well, and youre in the business of shipping
grain on a regular basis, we could always move on to a time charter in the future, perhaps.
JM: Well, indeed, that might be something for the future, but its a voyage charter Im interested
in at the moment.
BJ: OK, we can put that together for you. Why dont I work on some details for you now, and
send you a proposal. Ill include voyage estimations and calculations for you. With the voyage
charter well be looking at price per ton here it was 50,000 tonnes of grain, wasnt it?
JM: Thats correct.
BJ: And the ship has to arrive in Tallin in May, doesnt it?
th

JM: Yes. The grain has to be there by 28 May at the latest. That should be possible with the
Panamax though, shouldnt it?

BJ: Absolutely. Ill get this proposal off to you as soon as possible, Mr McCarthy, and dont
worry all the contract details can be negotiated to ensure that the vessel is capable of
handling the cargo in a damage-free manner. Can I just take your e-mail details?
JM: Certainly. Its jmccarthy@qms.com
BJ: McCarthy thats two cs, isnt it?
JM: Thats right. Capital m, small c, capital c. Thanks for your help Mr Janssens. I look
forward to hearing from you.
BJ: Youre welcome. If theres anything else you need, just call me. Goodbye now.
JM: Thanks and goodbye.

1.1.5 Example of CP form

EXAMPLE: how to fill in a VOYAGE CHARTER PARTY
PART A
1. Preamble:
It is hereby agreed between the Owners and the Charterers that the Vessel being in every
respect fit for the carriage of the cargo shall proceed to the loading port indicated below or
so near thereunto as she may safely get and lie always afloat, and there load the cargo,
which the Charterers bind themselves to supply, and carry it with all the possible dispatch to
the port of discharge indicated below or so near thereunto as she may safely get and lie
always afloat, and there deliver the cargo. The carriage under this Charter shall be
performed against payment of freight and in accordance with the terms contained in Parts A
and B this Charter Party, of which the typewritten provisions of Part A shall prevail over
those contained in Part B to the extent of any conflict between them.

2. Owners
represented by
(agent)_________________________________________________________

3. Charterers
represented by (agent)_________________________________________________________

4. Vessel:
a name ___________________________________________________________________

b GRT _______ NRT _________DWT (All Told on Summer

loadline)_______________

c present position:
__________________________________________________________

d (class, cubic capacity, equipment etc.)

_______________________________________
_________________________________________________________________________
_________________________________________________________________________
_________________________________________________________________________
______
_________________________________________________________________________
__

5. Cargo: (quantity, packing, special features etc.)

A .. (full and complete / part) cargo of
_____________________________
of which .. may be carried on deck.
..% more or less at .. (Owners / Charterers) option to be
declared
when/on .... (actual commencement of chartering of
vessel)

6. Laydays (number of days allowed for loading) not to commence before 8 a.m. on

Cancelling date and time: (when the vessel must be ready for loading)
.

7. Advance Notice of Readiness to load to be sent to (Shipper and Charterer)

___________________________________________________________________
__

EXAMPLE: how to fill in a VOYAGE CHARTER PARTY (continued)

PART A
8. Loading:
a port(s):
_________________________________________________________________

b time: (quantity per weather working day, total time for loading)
________________

c cost: (fixed price / free in stowed / f.a.s.)

____________________________________

d dunnage paid by (Owners or Charterers)

_____________________________________

e stevedores paid by (Owners or Charterers)

___________________________________

f vessels agent appointed by (Owners or Charterers)

____________________________

g max. loaded draft in (salt / fresh) water not to exceed:

_________________

h shippers:
________________________________________________________________
9. Discharging:
a port(s):
_________________________________________________________________

b time: (quantity per weather working day, total time for discharging)
_____________

c cost: (fixed price / free out)

________________________________________________

d stevedores paid by (Owners, Charterers or Consignee)

_________________________

e vessels agent appointed by (Owners or Charterers)

____________________________

f max. loaded draft in . (salt / fresh) water not to exceed:

_______________

g Consignee(s):
____________________________________________________________

10. Freight-rate (the costs of transportation of the cargo by the vessel):

per 40 ft. Container on quantity .. (delivered/taken
in).
11. Demurrage (compensation-payment when loading- or discharging time has
been exceeded):
a in loading payable by .. (Charterer /
Shipper)
b in discharging payable by . (Consignee /
Charterers)

Brokerage: % on freight and deadfreight is due to (agent)

....

For the owners:

..

For the Charterers:

..

1.2 Bill of Lading (B/L)

A Bill of Lading is a receipt for cargo brought on board a vessel.

It states the condition and terms in which the cargo was delivered to and received by the
vessel.
It forms the evidence that the carrier (shipowner) has received the goods and has promised to
transport the cargo to its destination.
A Bill of Lading (B/L) is a so-called Document of Title.
This means that he who owns the B/L is the owner of the goods it describes.
A B/L is a negotiable document, which means that it can be sold.

Bill of Lading definitions

In order to understand a Bill of Lading, it is important to be familiar with certain definitions.
'Carrier' Means the party named in the Signature Box on the face of this document. 'Merchant'
Includes any Person who at any time has been or becomes the Shipper, Holder, Consignee,
Receiver of the Goods, any Person who owns or is entitled to the possession of the Goods or
of this Bill of Lading and any Person acting on behalf of any such Person.
'Holder' Means any Person for the time being in possession of (or entitled to the possession
of) this Bill of Lading.
'Person' Includes an individual, group, company or other entity.
'Sub-Contractor' Includes (but is not limited to) owners and operators of any vessels (other
than the Carrier), stevedores, terminal and groupage operators, road, rail and air transport
operators and any independent contractor employed by the Carrier in performance of the
Carriage and any sub-sub-contractors thereof.
'Indemnify' Includes defend, indemnify and hold harmless whether or not the obligation to
indemnify arises out of negligent or non-negligent acts or omissions of the Carrier, his
servants, agents or Sub-Contractors.
'Goods' Means the whole or any part of the cargo received from the Shipper and includes the
packing and any equipment or Container not supplied by or on behalf of the Carrier.
'Container' Includes any container, trailer, transportable tank, flat or pallet, or any similar article
used to consolidate goods and any ancillary equipment.
'Carriage' Means the whole or any part of the operations and services undertaken by the
Carrier in respect of the Goods covered by this Bill of Lading.
'Port of Loading' Means any port at which the Goods are loaded on board any Vessel (which
may not necessarily be the Vessel named elsewhere in this document) for Carriage under this
Bill of Lading
'Port of Discharge' Means any port at which the Goods are discharged from any Vessel (which
may not necessarily be the Vessel named elsewhere in this document) after Carriage under
this Bill of Lading.
'Vessel' Means any waterborne craft used in the Carriage under this Bill of Lading which may
be a feeder vessel or an ocean vessel.
'Combined Transport' Arises if the Place of Receipt and/or the Place of Delivery are indicated
on the face of this document in the relevant spaces.
'Port to Port' Arises if the Carriage is not Combined Transport.
'Shipped on Board' Relates only to the Container into which the Goods are manifested.
'Freight' Includes all charges payable to the Carrier in accordance with the applicable Tariff
and this Bill of Lading.
'Hague Rules' Means the provisions of the International Convention for the Unification of Certain
Rules relating to Bills of Lading signed at Brussels on 25th August, 1924 and includes the
amendments by the Protocol signed at Brussels on 23rd February, 1968, but only if such amendments
are compulsorily applicable to this Bill of Lading. (It is expressly provided that nothing in this Bill of
Lading shall be construed as contractually applying said Rules as amended by said Protocol).

A Bill of Lading states:

- the name of the shipper, consignee and carrying vessel, and the name and address of the
person to be notified upon arrival of the shipment;
- description of the cargo (provided that it is not bulk cargo), including any shipping
marks, package numbers in the consignment, contents, cubic measurement, gross weight
etc.)
-port of loading and port of discharge;
- full details of freight, terms of the contract of carriage and terms of payment

(Freight Prepaid or Freight Payable at Destination, sometimes referred to as

Freight Collect);
- the date that the cargo was received for shipment and loaded on board the vessel;
- number of Bills of Lading signed on behalf of the master or his agent;
- masters signature (or his agents) and the date.

There are many types of Bills of Lading. The most common are:
Alongside B/L, B/L to bearer, B/L to order, Claused B/L, Clean B/L, Foul B/L,
Stale B/L, Combicon B/L, Direct B/L, Groupage B/L, Straight B/L, Received for
Shipment B/L, Shipped B/L, Through B/L, Ocean B/L, Inland Waterway (or River-)
B/L, and more.
All these Bills of Lading are described in the Glossary bellow.

EXAMPLE: how to fill in a BILL OF LADING to be used with Charter Parties.

B/L No. 1 of 3 (2 and 3 non-negotiable)
The cargo described below has been shipped at the Port of
Loading..
in apparent good order and condition by (Shipper)
...

on board the vessel for carriage to the Port

of

Discharge ..or so near thereto as she may safely get the goods specified
below.

Consignee:
..

Notify address:

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Place of delivery by precarrier:

...

Place of delivery by oncarrier:

Forwarding agent:
...
EXAMPLE: how to fill in a BILL OF LADING (Continued)

Terms:
This Bill of Lading has been issued subject to terms, conditions, benefits and exceptions as

set out in the Charter Party dated . Governing this voyage, except
in

so far as may be indicated on the reverse of this Bill of Lading.

SHIPPERS DESCRIPTION OF CARGO (CARRIER NOT RESPONSIBLE)

Marks / number

Description of goods, package and particulars

11

GROSS WEIGHT: .
Freight: . (Prepaid / Collect)

Time used for loading: . days . hours.

In Witness whereof the Master or Agent of the said vessel has signed the number of Bills
of Lading indicated below.

Place and date: .

.

Signature:

Number of original Bs/L:

1.3 Captains Declaration

Upon arrival in a port the captain must present a declaration to the authorities, in which all
the vessels particulars during the past voyage are stated.
A Captains declaration must contain:
vessels name, call sign and flag, owner and charterer, tonnages, dimensions, times of arrival,
embarkation of pilot, number of tugs used, draft on arrival, cargo to be loaded and/or
discharged, number of holds, hatches, decks, derricks and winches, type of engine and
propeller, service speed, bunkers on board, last port of call, next port of call or destination,
and other requested data.

1.4 Cargo Manifest

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The Cargo Manifest is a document that contains all the important information concerning the
cargo that the vessel is carrying to the destination(s).
As a rule the Manifest is made up by the agent. It contains the name of the vessel, port of
loading, port of destination, B/L-number, shipper, consignee and cargo-particulars.

EXAMPLE: THE CARGO MANIFEST

MV .

MASTER

MANIFEST OF CARGO FROM TO ..

B/L No.

Shippers

Consignee
and party
to be
notified

Marks &
numbers

Description
of goods

Weight

Remarks

1.5 Notice of Readiness

In the Notice of readiness (NOR) the master informs the shipper, the consignee (receiver)
and the authorities that the vessel is ready to load or discharge the cargo.
It states the ports of loading / discharging, the time of commencement the loading /
discharging, the type of cargo and its metric tonnage.

13

The reporting day is the day that the NOR must be handed over to the charterer according
to the Charter Party. If the readiness of the vessel is delayed by whatever reason, laydays will
be counted from the beginning of the next day after the reporting day, unless the Charter
party states otherwise.
By detention is understood any delay in the loading or discharging of the cargo.
Compensation of damages that occur due to detention is called demurrage.

EXAMPLE how to write a NOTICE OF READINESS

Messrs. Shippers, Receivers and Port Authorities.

M.T. Corrona
Voy. No. O1390 / N-leg.
Port: Rotterdam-Waalhaven.
Date: 29 08 2002.

Dear Sirs,

This is to notify you that the above vessel under my command arrived at the Port of
Rotterdam at 2300 hrs August 28 and is ready in all respects to load a cargo of 6500 metric
tons of ACETON and 350 metric tons of METHANOL in accordance with the terms and
conditions of the Charter Party dated 31 July 2002.
Please acknowledge the above.

Yours Truly,
P.C. Siebers, Master of M.T. Corrona.

Notice accepted at 1700 hrs on August 29 2002

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Signature .. (Shippers / Receivers)

Agent.

1.6 Mates Receipt

After the cargo has been received by the vessel, the first mate will make up a receipt wherein
all the particulars and amounts of the cargoes that were loaded are stated, including any
shortages or damaged cargo items. This Mates Receipt is then transferred to the shipper.
When the amount of cargo received by the vessel does not agree with the amount that is
stated in the Charter Party, we speak of deadfreight (which is actually the amount of cargo
missing).
The master will now make up a Deadfreight Letter in which the shortage is stated.
Now the owners of the cargo will have the right to claim damages.
The Bill of Lading will then become foul, a term that indicates that cargo or part of it is
damaged or missing. A clean Bill of Lading is when no cargo is damaged or missing.

EXAMPLE: THE MATES RECEIPT

SHIPPER:
_________________________________________________________________

15

CONSIGNEE
______________________________________________________________

ADDRESS TO BE NOTIFIED
_________________________________________________

VESSEL
___________________________________________________________________

PORT OF LOADING
________________________________________________________

PORT OF DISCHARGE
______________________________________________________

FREIGHT _________________________ (PREPAID / PAYABLE AT

DESTINATION)

Number of original B/L

_______________________________________________________

CARGO

MARKS & NUMBERS

WEIGHT

DESCRIPTIONS OF GOODS & PACKAGES

___________________
______________

______________________________________

___________________
______________

______________________________________

GROSS

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___________________
______________

______________________________________

___________________

______________________________________

______________

___________________
______________

______________________________________

___________________
______________

______________________________________

SPECIFICATION OF FREIGHT AND CHARGES IN

TO:
_________________________________________________________________________
_____

MASTER ..

EXAMPLE: how to write a DEADFREIGHT LETTER

From M.T. Corrona.

17

To Molina Shipping.
Date 19 07 2002.

Dear Sirs,

Please be informed that the vessel under my command has loaded light of deadweight to
the amount of 510 metric tons of Methanol.
According to the vessels ullages taken upon completion of loading at the COMCOInstallation at Swansea the cargo totaled 7,990 metric tons of Methanol.
However, you inserted a quantity of 8,500 metric tons in the Bill of Lading, which means
that there is a difference of 510 metric tons.
We will therefore sign a foul Bill of Lading.
I herewith submit formal notice, reserving owners right to claim deadfreight as they may
consider necessary as per covering Charter Party.
Please acknowledge receipt of this letter.

Yours faithfully,
H. Wentink, Master of M.T. Corrona.

1.7 Sea Protest and Letter of Protest

A Sea Protest, or Note of Protest, is a legal document declaring that due to circumstances
beyond control the vessel has suffered losses of cargo or damage to ship and/or cargo, or that
the Master has had to take actions that may render his owners liable to legal procedures by
other parties. This declaration is presented to all the parties concerned in the event of a claim
in order to avoid liability for losses of cargo or damage to the ship.
Protest must be made up in the event of the following:

18

- general average (i.e. indemnity for all parties because deliberate infliction of damage has
avoided greater damage);
- wind and/or sea conditions that have caused damage or such a delay that the vessel has not
been able to make its cancelling date;
- a breach of contract by the Charterer, the Consignee or their agents (e.g. undue delay,
failures with loading or discharging, refusal to pay freight or demurrage etc.)

The protest itself is a more or less standardized form that is made up before a Notary Public
or the Consul of the country in which the vessel is registered, in witness of the Master and
crewmembers who have knowledge of the facts. All the relevant information, such as log
entries and descriptions of circumstances, must be attached to the Protest.
Therefore a Protest is often preceded by a written Statement of Facts, made up by the
Master, to specify the circumstances that caused the damage or loss.

EXAMPLE: how to write a STATEMENT OF FACTS

I, Peter Christian Siebers, Master of The Good Ship Ocean Empress, call sign PKNN, GT
8448 tons, properly stowed, manned and equipped, of Dutch Registration, owned by
Reefer-Liners / Rotterdam Netherlands, hereby declare that my vessel, underway from
Recife to Rotterdam on July 9th, 2003, with a cargo of 2,084 containers, met with adverse
weather on the said date that caused extreme rolling and pitching of my vessel.
To protect vessel and cargo from any losses or damage I ordered to reduce speed to half
ahead. Therefore our ETA-Rotterdam was retarded, which has resulted in a delay of 18
hours.
I hereby deny all responsibilities for any damage caused by the bad weather situation.

Signed: P.C. Siebers, Master.

In the Extending Protest the Master has the right to add more details and information to the
original Protest at a later stage when more relevant facts have come to light.

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EXAMPLE: THE SEA PROTEST

Note of Protest

On this day, the of... in the year of the Lord two thousand and before
me, Peter S. van den Berg, Notary Public at the city of Rotterdam Netherlands, duly
admitted and sworn in, personally appeared ., Master of MV ,
GT or thereabouts, registered at .., and belonging to the port
of
., sailing from to
.
on the . day of in the year two thousand and .....
with
a cargo of . and arrived in the Port of
.
on the . day of . in the year two thousand and

WHO NOTED AND ENTERED into my Register his Protest, to be extended if necessary,
against rough seas, wind and heavy rain, particularly against damage and loss to the said
cargo during the sea voyage.

Signed before me - P.S. van den Berg

Notary Public at . hrs on date .

Master: .. (MV
...)

Agents: Messrs

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A Letter of Protest is a written declaration that is intended to record complaints concerning

any operational matter that is performed by a recipient or other party.
It is not a legal document, but simply a report of operations, contractual agreements etc. that
have gone wrong. A Letter of Protest will protect the Master from any blame in case of
mishandling of cargo, delivery of wrong fuel, violation of regulations, berths unclear,
equipment that has become inoperative, misconduct or negligence by shore gang etc., but also
when there is a discrepancy between ship and shore figures or when passing barges cause
ranging or wash-damage while the vessel is being loaded and discharged.
Copies of the Letter of Protest should be sent to other parties concerned and should always
end in a formal manner.
Like so:
The undersigned hereby declares that the Bill of Lading was signed under protest for reasons
stated above and holds you and / or Charterers responsible for any delays and consequences,
or: Please consider the above as letter of protest in due and legal form.

EXAMPLE: how to write a LETTER OF PROTEST

MV Lisa.
Lying at: Rotterdam-Botlek.

Voy.: Recife Rotterdam

Bert/Terminal: Merwedehaven 6 A

Cargo: 8,500 tons refrigerated cargo.

Date: 15 October 2002.

To: Greenwood Services.

Dear Sir,

Please be advised that there is a discrepancy between ship- and shore figures covering
8,500 tons refrigerated cargo.
During discharging at your terminal this 15 October 2002 of the above mentioned cargo
our first mate observed the following fact that was detrimental to the quantity / quality of
the cargo: inadequate stowing and transportation of 300 tons of frozen fish, resulting in
severe deterioration of quality due to thawing. In order to protect the interests of our
21

principals, Messr. Pronk-Seafood Rotterdam, we regret having to advise you on their

request and on their behalf, that they hold you responsible for all costs, expenses and/or
detrimental consequences which might result from the above.

For receipt,

Greenwood services

Master: J. Griffioen

Services

Signature: + stamp

..

Self-assessment Test

Suply the missing word(s)

The reporting day is the day that the .. must be handed .. to the
charterer according to the Charter Party. If the readiness of the vessel is
delayed by .. reason, .. will be counted from the beginning of the next
day after the reporting day, .. the Charter party states otherwise.
By detention is understood any .. in the loading or discharging of the
cargo. Compensation of damages that occur due to detention is called
demurrage.

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Progress test
Study the following NOR and draw up a similar one by using the following
new data: Constanta Port, 9, 000 tons timber, Oct. 1, 2014

Messrs. Shippers, Receivers and Port Authorities.

M.T. Corrona
Voy. No. O1390 / N-leg.
Port: Rotterdam-Waalhaven.
Date: 29 08 2002.

Dear Sirs,

This is to notify you that the above vessel under my command arrived at the
Port of Rotterdam at 2300 hrs August 28 and is ready in all respects to load a
cargo of 6500 metric tons of ACETON and 350 metric tons of METHANOL
in accordance with the terms and conditions of the Charter Party dated 31
July 2002.
Please acknowledge the above.

Yours Truly,
P.C. Siebers, Master of M.T. Corrona.

Notice accepted at 1700 hrs on August 29 2002

Signature .. (Shippers / Receivers)

Agent.

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References
1. Van Kluijven, P.C. The International Maritime Language Programme, Alk &
Heijnen Publishers, Alkmaar, 2005.
2. Logie, Vivers, Nisbet Marlins Study Pack 2 (book and two audio cassettes).
Edinburgh, Marlins, 1998 (ISBN 09531748 1 6)

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