Mediterranean

Ore: Appendix 4:8 contains the OREVOY 1980 charterparty. There are various ore charters and we could have selected the long-established MEDITERRANEAN ORE – the CORE 7 c/p – but decided against this because of the old-fashioned language employed and the references to obsolete ports and currency which, in any case, are nowadays widely deleted, so much so that the CORE 7 is little more than a widely deleted main form with various individually designed riders attached. However, some ore charters (including the C ORE 7) have the penalising provisions against the owner discounting time lost due to shore disputes or machinery breakdown. For relatively short duration deepsea voyages, it is often the case that freight is paid only after delivery of the cargo at the discharge port. Ore is usually loaded in wettened condition, and weight loss during the voyage as moisture evaporates and drains may be considerable. Consequently, although the OREVOY is not very clear on this point, it is normally the case that charterers negotiate the right to pay freight on either (1) the bill of lading quantity established at the loading port, (2) on the out-turn weight ascertained at the port of discharge, or (3) basis ‘less half of one percent of the bill of lading weight, in lieu of weighing’, frequently the latter. Fertilisers: There are various fertiliser charterparty forms. The one selected here in Appendix 4:9 is the AFRICANPHOS 1950, widely utilised in the major trade involved around the export of bulk phosphate rock from West Africa (e.g. Kpeme) right round to North Africa (e.g. Sfax). A peculiarity of this trade is that loading costs are frequently for the shipowner’s account (as per Clause 7) and loaded at a ‘scale’ rate established by the cargo quantity (see the scale inserted in Clause 8). This is described as ‘Scale Gross Load’ and costs are currently around US$ 2.00 per tonne loaded plus a percentage addition for value added tax. Occasionally the agreement may also allow for gross discharge. There is a traditional ‘turn time’ applicable at the loading port, as expressed in Clause 6 of the charterparty, and sometimes this applies also at the discharging port (see Clause 18).