R&I Rating Methodology by Sector Shipping
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Examiner's Report November 2020
EXAMINER’S REPORT NOVEMBER 2020 SHIPPING BUSINESS Question 1 Answer BOTH parts of the Question You are a shipowner of a ship about to go on voyage chartered and the charterers are asking you to appoint their nominated agent. a) Discuss what your concerns, how can you protect your interests b) what are the advantages of appointing their recommended agent Factors to consider Is the agent financially secure ; Are they able to look after your husbandry matters; Will they favour the charterer over you their principal; Will they charge a fair and reasonable agency fee? A protecting agent can be appointed to ensure that your interests are protected. A protecting agent will be able to look after your usual agency requirements and examine the proposed disbursement account for accuracy and competitiveness with regards to agency fee. In some countries the protecting agent can be nominated as the port agent and be responsible for the port account. If this is the case, then they only need to pay the charterers nominated agents the agreed agency fee Investigate the financial standing of the agency. The nominated agent will be an expert at handling this particular cargo and so will ensure the vessel comes onto the correct berth, the cargo is ready for loading or discharging , the port and stevedores are all fully aware of the requirements and so there is a good chance that your ship will finish early and earn despatch or at least avoid demurrage It will also foster good relations with the charter and encourage them to look to fix more vessels with you. -
NEWCASTLE UNIVERSITY Thesis Submitted Towards Phd in History
NEWCASTLE UNIVERSITY Thesis submitted towards PhD in History An examination of the decline of shipbuilding on the North-East Coast of England and the West of Scotland during the interwar period, 1920–1939 W. Paxton October 2017 i CONTENTS Page Copyright, declaration, and dedication .................................................................................. v Abstract ................................................................................................................................. vi Acknowledgements .............................................................................................................. vii List of Diagrams ................................................................................................................. viii List of Tables ......................................................................................................................... x List of Maps ....................................................................................................................... xiii List of Photographs ............................................................................................................. xiii List of Illustrations .............................................................................................................. xiv Appendices ........................................................................................................................... xv Abbreviations ..................................................................................................................... -
Cross-Border Insolvency and Shipping – a Practical Guide1
Cross-border insolvency and shipping – a practical guide1 Julie Soars,2 7 Wentworth Selborne Chambers Sydney3 A criticism has been made of the terms of the Model Law by reason of its failure to recognise and take appropriate account of international maritime law and the operation in Australian jurisdictions of the Admiralty Act. I do not propose to take up those matters in the present Judgment, but those criticisms draw attention to the fact that, for centuries, international maritime law developed its own security regimes for reasons which remain generally observed around the world, including in Australia.4 Admiralty law is only an arcane or obscure branch of the law to those whose legal thinking is informed exclusively by land-based human activity…”5 (in the context of the “international feud” between admiralty and bankruptcy) Two households, both alike in dignity…6 Contents Cross-border insolvency and shipping – a practical guide ............................................. 1 Introduction ........................................................................................................................................................................ 2 Introduction to the UNCITRAL Model Law on Cross-Border Insolvency in Australia ................. 6 The important provisions of the Model Law ...................................................................................................... 9 Interpretation of the Model Law .......................................................................................................................... -
Prepared by Mrs.M.Janani Department of Commerce
Prepared by Mrs.M.Janani Department of Commerce (International Business) Government Arts College, Coimbatore – 18. Reference: Logistics Management and World Seaborne Trade Author: Krishnaveni Muthiah Freight rates – Principles Liner Freight structure Tramp Freight structure Freight rates should cover the costs incurred in the general operation of the transport company and those particular costs which are incurred in connection with a particular consignment, like certain special handling charges. Freight rates for any mode of transport are based on the following principles: 1. Actual Costs: Freight should cover the actual cost of transportation. The actual cost depends on the following factors: a) Fixed Cost: ◦ Freight should cover interest on capital, depreciation, registration, maintenance charges, administrative overheads, expenditure of other fixed facilities, insurance expenses and the like. ◦ Many Transport companies depending on their decision on how much to spend on each of the above stated expenditure items can bring a difference in the actual costs incurred them in comparison to the actual costs incurred by the competitor transport company. b) Semi-fixed Cost: ◦ Freight should cover the salary of the crew employed on the vessel vehicle and other miscellaneous maintenance expenses, which vary partially with the running of the vehicle. ◦ Many a times, shipping companies by employing staff who command lesser salary try to have a competitive edge over other transport corporations. c) Variable Cost: These are cost of fuel, lubricating oil and accessories which are incurred when the vehicle is on the move and the cost of repairs and maintenance directly attributable to a particular journey. For example, Tramp chartering rates will be fixed taking into account the unique variable cost to be incurred for each contract. -
Table of Content COMPANY PROFILE
Table of content COMPANY PROFILE Table of Content Profile Cover………………………………………………………………………………………………………………………………………. 1 Table of Content…………….………………………………………………………………………………………………………………….. 2 About Direct Freight Solutions……………………………………………………………………………………………………………. 3 Global Network………………………………………………………………………………………………………………………………….. 4 Our Standards……………………………………………………………………………………………………………………………………. 4 Our Vision………………………………………………………………………………………………………………………………………….. 4 Our Mission……………………………………………………………………………………………………………………………………….. 4 Our Services……………………………………………………………………………………………………………………………………….. 5 Ship Brokering & Heavy Lift Chartering………………………………………………………………………………………………. 5 Heavy Lift Chartering………………………………………………………………………………………………………………………….. 5 Roll-On - Roll-Off Cargo………………………………………………………………………………………………………………………. 7 Project Logistics…………………………………………………………………………………………………………………………………. 8 Barging Operation……………………………………………………………………………………………………………………………… 8 Heavy Transportation………………………………………………………………………………………………………………………… 9 Crane and Heavy lifting Arrangement………………………………………………………………………………………………. 10 Removal & Relocation……………………………………………………………………………………………………………………….. 11 Heavy Industrial Moving……………………………………………………………………………………………………………………. 11 Warehousing Services……………………………………………………………………………………………………………………….. 12 Stuffing and Unstuffing……………………………………………………………………………………………………………………… 12 Packing & Moving………………………………………………………………………………………………………………………………. 13 General Warehousing Services………………………………………………………………………………………………………….. 14 International Freight Forwarding -
Iversen Ebha Paper
Paper for the EBHA conference 2007, Geneva Capability and Opportunity The global breakthrough of the Danish shipping industry, 1985-2007 Martin Jes Iversen and Henrik Sornn-Friese Copenhagen Business School This is a work in progress – please do not quote without permission from the authors 1. Introduction In all major historical epochs the majority of trade has been transported by sea. It has been estimated that in the “new global economy” of today ships carry more than 90 percent of world trade. 1 It follows that shipping is a vulnerable industry with shipping cycles generated by business cycles in the world economy. Following upon the Second Oil Crisis global shipping faced its deepest and most severe crisis since 1945. World trade by sea decreased continuously four years in a row from 3,715 million tons in 1979 to 3,090 million tons in 1983. 2 The crisis was strengthened by slow structural adjustment of supply to the difficult demand circumstances: Orders for new ships often ran over several years and labour intensive shipyards and prestigious national fleets continued to receive state subsidiaries. The world merchant fleet consequently continued to grow until 1985 resulting in overcapacity, low freight rates and the diffusion of open low cost registers (flags of convenience such as the Bahamas, Liberia and Panama). 3 The crisis was also felt in Denmark. According to annual reports from the Danish Shipowners’ Association (various years) the size of the merchant fleet went down from 8.7 million tons deadweight (DWT) in 1979 to 6.8 million DWT in 1986. 4 The drop in the number of ships was even more severe as the Danish merchant fleet was reduced from 909 ships in 1977 to 525 ships in 1989. -
The Role of Carriers, Ports and Third Parties in Liner and Bulk Shipping
THOMAS ROSLYNG OLESEN VALUE CREATION IN THE MARITIME CHAIN OF TRANSPORTATION THE ROLE OF CARRIERS, PORTS AND THIRD PARTIES IN LINER AND BULK SHIPPING CROSS-DISCIPLINARY AND PROBLEM-FOCUSED RESEARCH AND EDUCATION IN THE MARITIME INDUSTRY CONTEXT PUBLISHED BY: CBS MARITIME DECEMBER 2015 [email protected] WWW.CBS.DK/MARITIME PHOTOS: FRONT PAGE PHOTO: SCANPIX/IRIS PAGES 9, 19: SCANPIX/IRIS PRODUCTION: CBS MARITIME GRAPHIC PRODUCTION: SKABELONDESIGN A/S ISBN: 978-87-93262-01-0 CONTENTS CONTENTS INTRODUCTION ................................................................................................................................................................................ 4 PURPOSE AND METHODOLOGY .......................................................................................................................................................... 5 THE CARRIER: THE SHIPPING COMPANY OR SHIP OPERATOR ............................................................................................................... 10 THE ROLE OF (INDEPENDENT) THIRD PARTIES .................................................................................................................................... 13 THE LINK BETWEEN THE CONSIGNOR AND THE SHIPPING COMPANY .................................................................................................... 14 AGENTS OF AFFREIGHTMENT IN LINER SHIPPING .......................................................................................................................... 14 The Freight Forwarder -
West African Trade Between 1960 and 1985
Regeneration & Decline of British Trade & Shipping Interests in West Africa Factors That Influenced the Operation & Design of Ships in the West African Trade between 1960 & 1985. by Stephen R. New MA (2000) The West African Trade West Africa comprises of a total of sixteen independent African States making up the recognised ECOWAS1 area; the majority having their own coastline. Their individual geographical features, ethnic origins and economic values differ greatly making them strange partners in terms of being a collective trading group. Even harder to comprehend is the fact that exploitation of the agricultural and mineral wealth of these countries is largely dependent upon the migration of labour between these West African States2. The export of cargoes from West Africa, with the exception of mineral bulk, has always traditionally been made up of small consignments insufficient to facilitate loading solely at any single port. Consequently a specialised tramp and liner trade developed over the years that naturally embraced the whole region from the south of the Sahara down to the Cameroons3. By 1960 the trade was dominated by three shipping companies, Elder Dempster Lines, Palm Line and the Woermann Line4. Although providing liner sailing schedules, the nature of the trade engaged upon by these companies was more closely related to that of the tramp trade practised elsewhere in the world. Much of the uniqueness of the West African shipping business until the late 1960's was the direct product of a difficult geographical terrain and poor port facilities. Development & Change The 1960's West African shipping trade as it then stood had steadily developed over a period of approximately 110 years. -
The Statutory Charter Party Liability for Damaged Or Delayed Goods
The statutory charter party liability for damaged or delayed goods Chapter 14 of the maritime code Candidate number: 7071 Submission deadline: 30.06.2015 Number of words: 17997 i To my father, simply the best and always in my closest memory. ii Table of contents 1 SUMMARY ........................................................................................................................ 1 2 INTRODUCTION .............................................................................................................. 3 2.1 Demarcations .................................................................................................................... 4 2.2 Definitions ......................................................................................................................... 5 PART I – LIABILITY UNDER A TRAMP BILL OF LADING ........................................ 5 3 THE LIABLE PARTIES UNDER A TRAMP BILL OF LADING .............................. 5 3.1 The distinction from liner service- when do the rules in chapter 14 apply to the bill of lading? ........................................................................................................................................ 6 3.1.1 The Lulu-problem ................................................................................................ 6 3.1.2 Section 295 .......................................................................................................... 7 3.1.3 Section 286 ......................................................................................................... -
12 Tramp Chartering Practices
/ 12 TRAMP CHARTERING decided by the laws of supply and demand of tonnage/cargoes and various other technical TConrp Cllat-tcrirlg Practices PRACTICES and co~nmercialfactors. Thus, tramp engagement is accomplished without any given set of / conditions and rules. 4 ,&tructure I 12.3 TYPES OF TRAMP CWARTEIRING /I' 12.0 Objectives ,/ 12.1 Introduction / A trainp may be chartered in a number of ways. Three most impel-taiit forms of engagement / , 12.2 What is Tranlp Trade? are : t' 12.3 Types of Tramp Chartering 1 Voyage Cha~ter, /' 12.3.1 Voyage Charter 12.3.2 Time Charter / Bareboat Charter or C:haiter by Demise 12.3.3 Bareboat Charter 3 / Let us now discuss these forlns one by one. / 12.4 Distributiou of Responsibilities and Items of Cost /' 12.5 Charter Party and Its Main Clauses 12.3.1 Voyage Charter / 12.5.1 -MainVoyage Charter Party Clauses / Under the voyage charter engagement, a ship is engaged for either a single voya$e or for 12.5.2 Main Time Charter Party Clauses /' consecutive/round voyages for shipment of an agreed quantity of cargo. The shipowners 12.6 Let Us Sum Up undertake to provide the vessel to the charterers for carriage of agreed cargo from one or , 12,7 Key Words two agreed ports to be discharged at the nanled port or ports within a certain range at rates 12.8 Answers to Check Your Progress aiid conditions nluhially agreed in advance. The ship may be put at the charterers' disposal either by letting out its full capacity or a part of it. -
“The Due Diligence in Maritime Transportation in the Technological Era” Victor H
“The Due Diligence in Maritime Transportation in the Technological Era” Dissertation Zur Erlangung des Doktorgrades an der Fakultät für Rechtswissenschaft der Universität Hamburg Vorgelegt von Victor H. Chacon aus Panama Hamburg, 2016 Erstgutachter: Prof. Dr. Dr. h.c. Rüdiger Wolfrum Zweitgutachter: Prof. Dr. Dr. h.c. mult. Jürgen Basedow Datum des Kolloquiums: 8. März, 2016. Contents Contents .................................................................................................................... I Abbreviations ........................................................................................................ VII Introduction ............................................................................................................. 1 A. Purpose of the Study ........................................................................................... 1 B. The Contract of Carriage of Goods by Sea ......................................................... 2 I. Concept ............................................................................................................ 2 II. The Parties Involved ...................................................................................... 2 1. The Shipper ................................................................................................ 2 2. The Carrier ................................................................................................. 3 a) Private Carrier ...................................................................................... 3 b) -
Lesson from Korean Shipping Company
Lesson from Korean Shipping Company Kim, Jinhwan Professor Korea National Open University [email protected] +82 10 4401 5792 Container Ship Container ships (sometimes spelled containerships) are cargo ships that carry all of their load in truck-size intermodal containers, in a technique called containerization. They are a common means of commercial intermodal freight transport and now carry most seagoing non-bulk cargo. Container Ship Container ship capacity is measured in twenty-foot equivalent units (TEU). Typical loads are a mix of 20-foot and 40-foot (2-TEU) ISO-standard containers, with the latter predominant. Today, about 90% of non-bulk cargo worldwide is transported by container, and modern container ships can carry over 19,000 TEU (e.g., MSC Zoe). Container ships now rival crude oil tankers and bulk carriers as the largest commercial vessels on the ocean. Container Ship Tramp Trade A boat or ship engaged in the tramp trade is one which does not have a fixed schedule or published ports of call. As opposed to freight liners, tramp ships trade on the spot market with no fixed schedule or itinerary/ports-of-call(s). A steamship engaged in the tramp trade is sometimes called a tramp steamer; the similar terms tramp freighter and tramper are also used. Chartering is done chiefly on London, New York, Singapore shipbroking exchanges. The Baltic Exchange serves as a type of stock market index for the trade. Tramp Trade The term tramper is derived from the British meaning of "tramp" as itinerant beggar or vagrant; in this context it is first documented in the 1880s, along with "ocean tramp" (at the time many sailing vessels engaged in irregular trade as well).