Page 1 of 8

Explanatory Notes COAL-OREVOY

Special observations
The COAL-OREVOY charter uses the well-known BIMCO Box Layout system with a separate Part I and Part
contracts use this method and have done so for many years, it is worth repeating the reasoning behind the sy
to have a charter party where the filling-in and all amendments and special provisions are made by the parties
method has considerable merit in reducing the amount of documentation work where parties are considering r
amended. Part I also provides a useful recap of the concluded fixture.

Part I
All items to be agreed for the particular fixture are arranged in boxes in Part I. Each box contains a brief descr
clause in the printed body of Part II.

Additional clauses covering special provisions, if necessary and agreed for a particular fixture, may be added
in Box 32 of Part I.

Care should be taken when completing the boxes in Part I to ensure that the details entered are consistent wi

In comparing OREVOY with COAL-OREVOY it will be noted that Part I of the form now extends over two page
done because the boxes in the original OREVOY Part I were felt to be too cramped to allow the necessary de
be made available in an electronic format for users of BIMCO’s idea (Internet Document Editing Application).
screen and record clearly any amendments to the provisions of Part II, as well as being able to add rider claus
More details of how to subscribe to BIMCO’s idea can be found by visiting www.bimco.org.

Part II
The following is a brief set of notes describing some of the thinking and underlying principles behind the stand
assistance to owners, brokers and others interested in the practical use of this charter party.

Clause 1 - Vessel
Sub-clause 1(a)(i) is based on the requirements of the Hague/Hague-Visby Rules in respect of obliging the ow
the voyage to make the vessel seaworthy. The owners must also, in accordance with sub-clause 1(a)(ii), exer
or regulations and requirements to ensure the safe and unhindered loading of the cargo, performance of the v
COAL-OREVOY the obligation to comply with all statutory rules and regulations has been changed from an ab
obligation to exercise due diligence.

In sub-clause 1(b) the owners’ obligation to maintain the vessel’s class throughout the currency of the charter
fully insured against loss of or damage to the cargo and the owners must provide to the charterers evidence o

It should also be noted that sub-clause 1(b) requires only that the vessel be “classed” and that the class of the
maintained throughout the charter period. No attempt has been made to require the vessel’s classification soc
Classification Clause definition of the commonly used term “Lloyd’s 100 A1 or equivalent”. In BIMCO’s view, s
unduly restrictive and penalises some smaller classification societies who have, over the years, demonstrated
to the charterers to establish, as part of their pre-fixture safety and quality considerations to establish whether
commercially acceptable standard.

In order to ensure the optimal use of modern loading facilities the charterers may wish to make sure that the c
loading speed available at the port in question. In such cases the parties can insert the relevant figure in Box 6
requirements relating to the suitability of the vessel for grab discharge are provided for in sub-clause 1(b)(iv).

Sub-clause 1(a)(v) provides for any other technical requirements and particulars to be detailed in Box 7 of Par

file://C:\DOCUME~1\dpa\LOCALS~1\Temp\71HH1XMY.htm 5/3/2010
 Page 2 of 8

Clause 2 - First Layday, Present Position and Expected Load Readiness

This Clause has been simplified to provide for the date of the opening layday; the vessel’s present position; deta
The provisions of Clause 2 make it clear that if the vessel arrives at the loading port prior to the agreed opening
laytime will not commence before 00.00 hours on the opening layday unless the charterers elect to start loading
9(b)(i) shall take effect.

The cancelling provisions previously found in Clause 2 have now been moved to a new Clause 3 (Cancelling).

Clause 3 - Cancelling
The provisions of the Cancelling Clause contain the traditional right of the charterers to cancel the charter party
agreed time and date. In sub-clause 3(b) the interpellation provision has been modified to make the wording con
parties, such as GENCON 1994. The purpose of the “interpellation” provisions is that the vessel should not have
port not knowing whether or not the charterers will accept the vessel once it arrives. The “interpellation” provisio

strikes a balance between the parties in this difficult situation in as much as the owners may avoid setting out on
are, at the same time, to declare whether or not they wish to cancel the charter party.

It should be noted that the period within which the charterers must declare their option of cancelling the charter
owners’ notice has been reduced from 5 running days to 2 working days (as applied at the charterers place of b
time to allow the charterers. The requirement that the option should not be declared more than 20 running days

For the sake of clarity and for emphasis, the charterers’ obligation to declare whether they intend to exercise the
vessel being ready to load has been made into a separate sub-clause 3(c).

Clause 4 - Subletting, Assigning

This Clause has been amended from the original OREVOY version to emphasise that it is the identity of the sub
Consequently, Clause 4 expressly refers to sublet or assignment “to another party”. The idea behind the Clause
assign provided they remain responsible for the due fulfilment of the charter party. The charterers must also ens
vessel’s future trading due to black listing or by the imposition of bunkering restrictions.

Clause 5 - Substitution
This Clause remains unchanged from the previous OREVOY and gives the owners the liberty to substitute the v
fulfilment of the charter party. The liberty may be denied owners if a “No” has been inserted into Box 12 of Part

Clause 6 - Cargo
In this Clause the charterers warrant that the cargo to be shipped is of a non-hazardous/non-dangerous nature
the reference to “IMCO Code(s)” has been amended to the modern term “IMO Code(s)”. The parties must ensu
in Box 13 of Part I. It is important to note that unlike OREVOY this revised form does not stipulate a default carg
parties to specify any agreed cargo size margin when negotiating the charter.

Sub-clause 6(b) provides the charterers with the right to ship different parcels in separate holds within the natura
construction of the vessel. The carriage of such parcels should not in any way affect the vessel’s seaworthiness

The provision relating to the expression of quantities in metric tons of 1,000 kilograms formerly found in sub-clau
now provides for the parties to specify whether metric or long tons should apply to the cargo quantity.

Clause 7 - Advance Notices

This provision is carried over from the original OREVOY and requires the owners or the master to adhere to the
keep the charterers fully advised of any changes to the vessel’s expected date of readiness for loading and disc

Clause 8 - Port of Loading, Voyage, Port of Discharge

Several noteworthy changes have been made to this Clause. In sub-clause 8.2 of the original OREVOY the obli
been modified to the more commonplace and acceptable “all due despatch”.

file://C:\DOCUME~1\dpa\LOCALS~1\Temp\71HH1XMY.htm 5/3/2010
 Page 3 of 8

The owners’ right to order the vessel to reduce speed to conserve fuel, previously found in the last sentence of s
version. This has been done because the provision was felt to be contemporaneous with the high bunker consu
1980s and which was no longer applicable.

In sub-clause 8(c) the charterers’ warranty of safe ports/berths has been clarified to ensure that it applies only to
the charter party. For fixtures where the loading and/or discharging ports/berths have been expressly named in
the ports/berths are safe and accessible for their vessel.

An issue that is a constant source of disputes is whether or not the charterers are obliged to nominate ports in g
ports have been agreed. This issue is dealt with by sub-clause 8(e) by providing that, unless otherwise agreed,
in geographical rotation.

Clause 9 - Notice of Readiness, Laytime, Demurrage/Despatch Money

The detailed and comprehensive Notice of Readiness, Laytime and Demurrage/Despatch provisions found in th
version. The Clause is split into 5 main categories in order of chronology - namely: (a) Notice of Readiness; (b)
Laytime; and (e) Demurrage/Despatch Money.

(a) Notice of Readiness - Sub-clause 9(a)(i) introduces a new provision relating to the transportation of coal u
requires that the vessel, if it is a combination carrier that has carried a liquid cargo on its previous voyage, must
notice of readiness. Reflecting the very fast loading/discharging that is commonplace in the coal and iron ore tra
be given “on any day at any time” and that laytime will commence when notice has been given and notice time h

In sub-clause 9(a)(ii) the risk of weather delay, tidal conditions, strike of tug boats or pilots, etc, all of which are c
falling within their sphere of risks.

(b) Laytime
Part (iii) of this sub-clause addresses the issue of whether demurrage should be applied during notice time at di
expressly states that in such circumstances notice time will apply at discharge ports unless the vessel is already

Sub-clause 9(b)(vii) has been drafted to protect the owners from a potential “Happy Day” scenario whereby the
notice of readiness being invalid, the result being laytime not counting. The sub-clause expressly states that lay
discharging, regardless of whether a valid notice of readiness has been tendered.

It should be noted that sub-clauses 9(b)(iv) and 9(b)(v) are optional choices relating to whether Total or Separat
Parties must ensure that Box 18 is correctly filled in. By way of example, Box 18 a) could read “2 days SHINC” a
read “4 days SHINC”.

(c) Suspension of Laytime

This sub-clause is unchanged from the version that appeared in OREVOY sub-clause 8.3. Exceptions to laytime
discharging must be expressly stated in Boxes 19 and 20 of Part I.

Attention is drawn to sub-clause 9(c)(i) and sub-clause 9(c)(iv) which are to be read in conjunction with other cla

(d) Termination of Laytime

This sub-clause is unchanged from the version that appeared in OREVOY sub-clause 8.4. The provision in sub-
cease to count. The reference to “cargo documentation” in line 229 means the documents for the production of w
are responsible - such as bills of lading and draft survey certificates. In line 231/232 a reference is made to the c
with sub-clause 12(b).

Sub-clause 9(d)(ii) obliges the vessel to depart the berth as soon as possible after the completion of loading or d
vessel to depart when so requested will result in the charterers being entitled to proved damages. This provision
them to make optimal use of loading/discharging facilities and to minimise delays to waiting vessels.

file://C:\DOCUME~1\dpa\LOCALS~1\Temp\71HH1XMY.htm 5/3/2010
 Page 4 of 8

(e) Demurrage/Despatch Money

This sub-clause is unchanged from the version that appeared in OREVOY sub-clause 8.5. The revised OREVO
possibility to cancel the charter party if the vessel has been on demurrage for 15 days or more, provided that no

It should be noted that in sub-clause 9(e)(iii) despatch money is payable only if agreed to and stated accordingly
agreed, then it will be payable at half the demurrage rate for laytime saved in loading/discharging, unless otherw

Clause 10 - Loading and Discharging

Consistent with the approach taken in Clause 9 (Notice of Readiness, Laytime, Demurrage/Despatch Money), a
shifting, warping and overtime, have been gathered together in a single comprehensive clause.

In sub-clause 10(b) reference is made to shifting costs incurred as a result of the charterers failing to nominate a
implied, consistent with the provisions of sub-clause 10(g) (see below), that the charterers will also pay for any c
area to the berth, if no free berth is available on arrival.

The matter of shifting costs and time spent in shifting is dealt with in sub-clause 10(d). The basic principle is tha
shift between berths then the charterers should pay all associated costs. This wording of this provision has been
simply states that the costs of shifting the vessel between berths at port(s) of loading and discharge, including b
that although the costs of bunkers are normally excluded for shifting under most voyage charter parties, it has b
provision as it is considered reasonable that the charterers should also pay for the bunker used.

In sub-clause 10(g) the reference to the charterers loading the vessel “always within the capacity of the loading
it was felt to be unreasonable for the owners to have to bear the risk related to the loading capacity of the install

Sub-clause 10(g) provides that the cargo has to be loaded, spout trimmed and discharged (including shovel clea
to the vessel. From this sub-clause it also follows that if the Master or the owners require any extra trimming and
any time lost during such activities will not count as laytime or time on demurrage.

Clause 11 - Bulk Carrier Safety Clause

BIMCO’s Bulk Carrier Safety Clause was developed in 1996 in response to growing concern among bulk carrier
commodities on the structure of their vessels. This standard Clause places the responsibility on the charterers to
in accordance with IMO guidelines.

In sub-clause 11(a) the charterers are required to ensure that the terminal operators co-operate with the vessel’
and that the cargo operations are conducted in accordance with the IMO guidelines.

Sub-clause 11(b) requires the charterers to ensure that the vessel’s loading/discharging is done in accordance w

In Sub-clause 11(c) the Master is given the right to instruct the terminal operators to slow down or stop the carg

Finally, sub-clause 11(d) makes it clear that the counting of Laytime is not affected by compliance with the Bulk

Clause 12 - Stevedore Damage

It should be noted that the provisions of sub-clause 12(a) have been amended so that the owners no longer hav
liability for damage or try to settle stevedore damage claims directly with the stevedores. It was felt to be imprac
with the stevedores and that this should be a task for the charterers who had appointed the stevedores in the fir
damage caused, it was felt to be unreasonable for the owners to expect anything more from the stevedores than

In sub-clause 12.2 the provision giving the charterers the responsibility for making repairs to the vessel arising o
that the charterers must pay for such damage. It was felt that no responsible owners would allow the charterers

Recognising the availability of repair facilities at some of the ports used in the coal and ore trades is often limited
mutually agree on an alternative place for repairs not affecting seaworthiness on completion of the voyage. In su

file://C:\DOCUME~1\dpa\LOCALS~1\Temp\71HH1XMY.htm 5/3/2010
 Page 5 of 8

repairs as well as compensating the owners for any time lost at the agreed demurrage rate.

Clause 13 - Dues, Taxes and Charges, Extra Insurance

This Clause is unchanged from the previous edition and is consistent with similar clauses found in other modern
sub-clause 13(c) provides an option for the parties to negotiate who will pay taxes on freight. Sub-clause 13(d) (
maximum amount for extra insurance. However, should the parties not reach an agreement, then the default pro
lowest extra premium that would be charged in the London insurance market.

Clause 14 - Agents
Clause 14 provides for the nomination and appointment of agents at loading and discharging ports. It is for the p
completing in Part I Box 25 for the loading port(s) and Box 26 for the discharging port(s). In all cases the owners

Clause 15 - Freight
Continuing the flexible method employed in OREVOY the revised edition offers the parties a number of negotiab

Two changes have been made to the freight provisions. Firstly, as it is no longer the practice for charterers to ad
disbursements the Freight Advances provision found in sub-clause 13.6 does not appear in this version.

Secondly, in sub-clause 15(f) (Deductions), the provision relating to the charterers’ right to deduct despatch mon
despatch”. The charterers’ right to deduct extra insurance from the freight is conditional on the provision by the
deductions.

Clause 16 - Strike and Other Hindrances

The Strikes and Other Hindrances Clause that appeared in OREVOY has been replaced with the BIMCO Gene
forms including GENCON 1994.

Clause 16 becomes operative in the event of any of the causes referred to in Clause 24 (Force Majeure) either
discharging of the cargo. It is important to note that the application of this Clause is confined to those strikes tha

Sub-clause 16(a) (Port of Loading) provides the owners with the possibility of cancelling the charter party unless
loading is prevented by any of the causes stated in Clause 24 (Force Majeure).

Attention is also drawn to sub-clause 16(b) which expressly states that half demurrage is payable after the time
out comes to an end. After the strike or lock-out has ended full demurrage is payable until the discharging of the

In the event that the charterers opt to order the vessel to another port of discharge, all terms and conditions of th
had discharged at the original intended port. If the distance from the original discharge port to the substitute disc
increase the freight paid on the cargo delivered at the substitute port in proportion.

Clause 17 - General Ice Clause

BIMCO published a revised General Ice Clause for Voyage Charter Parties in 2002 to reflect recent legal and co
incorporated as standard practice into all new and revised BIMCO voyage charter parties. The amendments hav
be deficient in a number of ways, in particular that the vessel should not be required to follow ice breakers or to
protect the owners against the risk of ice being experienced on the approach voyage.

The preamble to Clause 17 permits the vessel to follow icebreakers when reasonably required, subject to the ow
and class. There is no obligation for the vessel to force ice.

In sub-clause 17(a)(i), if ice impedes the vessel from arriving at the loading port, the charterers are given three o
(2) agree to reckon laytime as if the port were accessible or; (3) declare that they cancel the charter party. The o
hours, which is the period deemed reasonable to allow the charterers sufficient time to make arrangements eith
made available from an alternative port of loading.

file://C:\DOCUME~1\dpa\LOCALS~1\Temp\71HH1XMY.htm 5/3/2010
 Page 6 of 8

Where there is a risk that the vessel may be frozen in at the load port after part of the cargo has been loaded, s
charterers that the vessel is leaving for the nearest safe place to await the charterers’ nomination of an alternati
stipulated time the vessel may leave and complete with cargo at another port.

Sub-clause 17(b) provides parallel provisions for the port of discharge.

Clause 18 - War Risks (VOYWAR 1993)

The multitude of different war situations with which the world has been confronted during recent years has show
parties have serious short-comings and do not explicitly cover all the various situations which may arise nowada
proper war clause may, therefore, have serious consequences for both parties in case of sudden outbreak of wa

The revised OREVOY charter party incorporates BIMCO’s Standard War Risks Clause for Voyage Chartering -
charter parties published by BIMCO during recent years and has time and again stood the test whenever a war
decision. The Clause contemplates the possible action by terrorists and action or intervention by supranational b
operations.

Clause 19 - Lien
The object of this Clause is to preserve the owners’ contractual right to place a lien on the cargo. The matter of
only from a practical point of view, but also from a legal perspective - especially in those countries where the rig

The Clause has been split into two sub-clauses to distinguish between the owners’ rights and the charterers’ res
been deleted from the list of categories under which an owner can exercise a lien. This has been done because
contract and are therefore not a feasible option for the owners. A new category has been added to extend the C

In the Lien Clause of the original OREVOY there was a reference to the charterers being responsible for freight
extent that the owners were unable to exercise a lien to obtain payment. In reviewing this provision a number of
make a claim for demurrage after discharge was completed, the charterers could counter-claim that the owners
possible to exercise a lien and had therefore waived their right to a claim. It should be noted in this respect that
particular jurisdiction, it might not be possible practically if a bulk cargo has been discharged on to an existing st
exercising a lien has been deleted from the final part of the Lien Clause.

Clause 20 - Liberty
The Liberty Clause is of the usual type found in voyage charters and should be construed in a restricted manne
reasonable purpose” consistent with the provisions of Article IV of the Hague/Hague-Visby Rules.

Clause 21 - Both-to-Blame Collision Clause

This is a standard clause and is unchanged from the original OREVOY. Although it rarely comes into operation,
every standard charter party issued by BIMCO.

Clause 22 - General Average and New Jason Clause

These are both standard clauses and are unchanged from the original form other than the reference to the York
parties to decide where General Average should be adjusted and this information should be entered into Box 29

Clause 23 - Responsibilities
Previously referred to as the “Responsibilities and Immunities Clause”, the new “Responsibilities Clause” takes
Paramount, which was issued in October 1997, and which make the Hague Rules or the Hague-Visby Rules as
Applying the Hague or Hague-Visby Rules in the charter party means that as far as the owners’ responsibilities
the charter party and the bill of lading.

The General Clause Paramount has been revised on the basis of recognising the Hague-Visby Rules as the pri
carriage. The Paramount Clause has the following main components:

- The Hague-Visby Rules as enacted in the country of shipment shall apply to the contract of carriage. If no such

file://C:\DOCUME~1\dpa\LOCALS~1\Temp\71HH1XMY.htm 5/3/2010
 Page 7 of 8

country of destination shall apply.

- However, in those trades where the Hague-Visby Rules are not applicable mandatorily or otherwise, the Hagu
shipment or destination) shall apply.

- In all other trades, i.e. where neither the Hague-Visby Rules nor the Hague Rules apply compulsorily, the term

- The SDR Protocol 1979 which replaces the old limitation amount of 10,000 gold francs per package or unit, or
by 666.67 SDR per package or 2 SDR per kilo shall apply to the contract of carriage to the extent possible.

Thus, sub-clause 23(a) refers to the Hague-Visby Rules as the governing liability regime providing a clear choic
shall apply in trades between two Hague-Visby Rules countries. The wording irrespective of whether such legisl
of this paragraph is meant to make sure that, in a voyage from a non-Hague-Visby Rules state to a jurisdiction w
shipments, such Rules will still apply.

Sub-clause 23(b) includes a fall back provision in line with 3) above effectively providing that in the trades where
of shipment or in the country of destination the terms of the Hague-Visby Rules apply. The only exception to this
compulsorily applicable in either the country of shipment or destination, in which case the Hague Rules prevail.
signatories to the Hague Rules. In the event of clean Hague Rules trades the choice of law provision provides w

Sub-clause 23(c) takes care of another of the key components as mentioned under 4) which is that the SDR Pro
not mandatorily applicable. It is to be realised, however, that those states that are signatories to the Hague-Visb
what is provided in this Clause, apply the old limitation rules.

The final sub-clause, 23(d), expressly exonerates the carrier from all liability for loss or damage to the cargo bef
animals. It is realised that this provision may not be upheld in all jurisdictions applying the Hague- or Hague-Vis
under the Scandinavian maritime codes that contain rules compulsorily applicable when the cargo is in the custo
period and for deck cargo and live animals.

The final provision of the original OREVOY “Responsibilities and Immunities” Clause has been moved from this
that the provision warranted elevation to a freestanding clause.

Clause 24 - Force Majeure

This is the original and unamended wording taken from sub-clause 21.2 of OREVOY and is standard wording fo
charter parties.

Clause 25 - Bills of Lading

The text found in the original OREVOY has been replaced with wording based on Clause 10 (Bills of Lading) of
other BIMCO charters.

This Clause provides that the bill of lading to be used for shipments under the COAL-OREVOY Charter is to be
provides that bills of lading are always to be presented and signed in accordance with Mate’s Receipts and that
owners have issued a written authority for them to do so, and given a copy to the charterers.

It should also be noted that the provision gives the owners an express right of indemnity from the charterers aga
result of which the owners are exposed to or suffer greater liabilities than under the charter party. Although such
be implied, there have been cases where courts have been inclined to deny the owners such a right of indemnit
of lading. Given that the COAL-OREVOY Charter prescribes the use of the COAL-OREVOYBILL Bill of Lading a
absorb liabilities in excess of those contemplated under the charter party, an express right of indemnity has bee

The provision protecting the owners from being obliged to sign or endorse freight pre-paid bills of lading unless
the second paragraph of sub-clause 22.1 of OREVOY has been deleted, as this matter is already covered in su

file://C:\DOCUME~1\dpa\LOCALS~1\Temp\71HH1XMY.htm 5/3/2010
 Page 8 of 8

Clause 26 - Dispute Resolution

This Clause, previously the “Law and Arbitration Clause”, is the latest edition of BIMCO’s standard suite of dispu
Arbitration Clause 1998, the provision incorporates a new mediation clause. The mediation provision is designe
whether that be English law, London arbitration; US law, New York arbitration; or law and arbitration as agreed.
savings in costs and time over traditional methods of dispute resolution for certain types of disputes. BIMCO’s m
proceedings have commenced and then runs in parallel with those proceedings, if the parties so choose. This h
mediation as a delaying tactic.

For a fuller description of the BIMCO Standard Dispute Resolution Clause, please see BIMCO Bulletin No. 1/20

Clause 27 - Brokerage
The Brokerage provision has been amended to bring it line with the wording used in Clause 15 of GENCON 199
freight and deadfreight earned.

In the second part of the provision, dealing with the non-execution of the charter, the responsibility to pay one th
by default, but is now to be paid by the party responsible for the non-execution.

Clause 28 - Notices
In an attempt to consolidate and rationalise the many references to notices often found in standard charter parti
clause 28(a) provides that all notices given by either party in compliance with the charter party should be in writi

Sub-clause 28(b) defines what “in writing” means and provides a non-exclusive list of acceptable effective mean
registered or recorded mail.

COAL-OREVOYBILL Bill of Lading

The COAL-OREVOYBILL Bill of Lading is intended for use in connection with any cargo carried under a COAL-
reference in the incorporation clause in the Bill of Lading, the War Risks Clause and Dispute Resolution Clause
purpose of the Bill of Lading.

Copyright
Copyright in COAL-OREVOY is held by BIMCO.

(Printed in BIMCO Bulletin No. 3, 2003)

file://C:\DOCUME~1\dpa\LOCALS~1\Temp\71HH1XMY.htm 5/3/2010