Ship Redelivery in Time Charter

Ship Redelivery in Time Charter

Under a time charter contract, the ship must be delivered by the owners to the charterers, ready for their commercial use within the agreed period of time. Charterers have an obligation that is expressed in the contract to redeliver the ship to the owners.

At the time of fixing, the charterer must choose a period of sufficient length to enable him or her to achieve the proposed trading objectives and to redeliver the ship at the expiry of the charter period. If the ship is redelivered outside the charter period, the charterer will be in breach of contract. It is always a challenge to arrange the end of the charter period to correspond to the last voyage exactly.

An express margin of the hire period is often stated to cover for possible delays (e.g., ten days more or less in charterer’s option). In the absence of such an express margin, the courts will imply a reasonable margin.

Where a ship is redelivered outside the charter period, the payment for the extended hire will depend on whether the last voyage under the charter was a legitimate last voyage (a voyage that could reasonably be expected to be completed before the end of the charter period) or an illegitimate last voyage (a voyage that could not have reasonably been expected to be completed within the charter period).

If, during a legitimate last voyage, the ship is delayed by matters for which neither the charterer nor the shipowner is responsible, the charter is presumed to continue in operation until the end of the voyage. The hire is payable at the charter rate until redelivery, even though the market rate may have changed.

Timely delivery of the ship is not a condition, and a short delay in redelivery will not justify the termination of the charter party.

If the charterer instructs that the ship proceed on an illegitimate last voyage, however, the shipowner is entitled to refuse that instruction and call for another. If the charterer refuses to give it, the shipowner may regard this as going to the root of the contract, which means that the charterers will find themselves in repudiatory breach of the charter party contract and the shipowner will then be entitled to agree to a new charter for the ship and sue for damages.

If the shipowner agrees to the illegitimate voyage, shipowner is entitled to be paid at the current market rate for the excess period. Damages for repudiation of a time charter contract are assessed on the basis of reinstating the party that has suffered loss or damage to his or her original positions.

In other words, what would have been the benefit gained by the party that has suffered losses if the charter had continued? The party must be reinstated to its original position. In cases of shipowners’ wrongful repudiation of a time charter, when there is at the time of the termination of the charterparty or shortly thereafter an available market for the chartering in of a substitute ship, the normal measure of damages is the difference between the contract rate for the balance of the charter party period and market rate for the chartering in of a substitute ship for that period.

What is Ship Redelivery in Time Charter?

In a time charter agreement, the ship owner rents out their vessel to a charterer for a specific period. This arrangement allows the charterer to use the ship as if it were their own, but they must return the vessel to the owner at the end of the contract. This returning of the vessel to the owner is known as ship redelivery.

During the charter period, the charterer is generally responsible for operational costs such as fuel (bunkers), port charges, and crew costs, while the ship owner takes care of the vessel’s capital costs like mortgage and insurance, as well as technical management, maintenance, and repairs.

At the end of the time charter period, the charterer is required to redeliver the ship to the owner in the same good condition as when they received it, except for normal wear and tear. The redelivery process usually includes inspections and surveys to ensure that the vessel is in the agreed-upon condition.

The exact location and date of redelivery are typically specified in the time charter contract. If the charterer redelivers the vessel earlier or later than agreed, they may be liable to pay damages to the owner for off-hire or over-hire. The ship should also be redelivered with the agreed amount of bunkers (fuel) onboard, otherwise, the charterer may be required to compensate the owner for any shortfall.

Ship redelivery in a time charter is a crucial part of the charter process that involves returning the vessel to the owner at the end of the charter period in the condition, time, and place agreed in the charter party.


Ship Redelivery Process

Ship Redelivery isn’t a process that occurs suddenly at the end of the charter period. It’s typically anticipated and prepared for well in advance. The exact requirements for redelivery can vary greatly based on the terms of the specific charter agreement, but there are a few general elements that are usually involved.

  1. Notice of Redelivery: The charterer is usually required to provide the owner with a notice of redelivery in advance. The notice period can vary depending on the charter party agreement, but it typically ranges from 10 to 30 days before the anticipated redelivery date.
  2. Inspections and Surveys: Prior to redelivery, the ship may need to undergo various inspections and surveys to ascertain its condition. This could include a dry-docking inspection, a hull and machinery survey, and inspections of the ship’s safety equipment and systems.
  3. Bunker Survey: A bunker survey is typically conducted at the time of redelivery to determine the quantity of fuel remaining on board. If the charterer fails to leave the agreed amount of bunker on board, they may be required to compensate the owner.
  4. Documentation: Documentation related to the ship’s operations, maintenance, and condition during the charter period must be properly handed over during the redelivery process. This can include the ship’s logbooks, maintenance records, certificates, and other relevant documents.
  5. Off-hire or Over-hire: If the charterer redelivers the ship earlier or later than agreed, they may be liable for any loss the owner suffers as a result. This is often termed as off-hire (for early redelivery) or over-hire (for late redelivery).
  6. Delivery and Redelivery Certificates: At the beginning and end of the charter period, a delivery and redelivery certificate is usually issued. These certificates record the condition of the vessel at the start and end of the charter, providing evidence of whether the vessel was returned in the agreed-upon condition.


Ship Redelivery Disputes

The process of ship redelivery is usually accompanied by negotiations and sometimes disputes between the shipowner and the charterer. These may concern the vessel’s condition, the amount of remaining bunkers, or the exact time and place of redelivery.

  1. Disputes About Condition: If the owner claims that the ship has not been redelivered in the same good condition, except for normal wear and tear, the charterer could be held responsible for the cost of repairs. This underlines the importance of having clear and agreed-upon standards for the vessel’s condition at the time of delivery and redelivery, and why a thorough inspection by a neutral third party can be beneficial.
  2. Bunker Disputes: Bunker disputes can arise if there’s a disagreement about the amount of fuel left on the ship at the time of redelivery. The charterer is usually required to redeliver the vessel with a certain amount of bunkers onboard. If there’s a shortfall, the charterer may have to compensate the owner for the difference at the prevailing market rate.
  3. Time and Place of Redelivery: Disputes can also arise regarding the time and place of redelivery. The charterer may attempt to redeliver the vessel early to save on charter hire, or they may redeliver late due to unexpected operational issues. Both situations can lead to legal disputes, with the owner claiming for off-hire or over-hire respectively.
  4. Unsettled Bills: Another potential area of conflict is any unsettled bills or dues. The charterer should settle all outstanding bills, such as port charges or suppliers’ bills, before redelivery. If they fail to do so, the owner may have to step in and settle these amounts, potentially leading to further disputes.

Therefore, the process of ship redelivery requires careful management and preparation. The charterer should maintain good records of the vessel’s condition and operations during the charter period, and the owner should ensure that the charter agreement contains clear terms regarding the standards for redelivery. Both parties should seek legal advice if there are any doubts or disputes regarding the redelivery process.

Ultimately, successful redelivery comes down to good communication and cooperation between the charterer and the owner, along with clear, well-understood terms in the charter agreement.


What is illegitimate last voyage in Time Charter?

In the context of a time charter, an “illegitimate last voyage” would refer to a voyage that the charterer orders the vessel to undertake that cannot be reasonably completed within the agreed charter period. It’s also known as an “unlawful last voyage”.

For instance, if a charterer orders a ship to undertake a voyage that will predictably extend beyond the fixed period of the charter, this could be considered an illegitimate or unlawful last voyage. This is because the shipowner may not have agreed to this additional time and the charterer is essentially making use of the vessel beyond the agreed-upon time without compensating the shipowner for it.

However, whether a voyage is considered illegitimate or not can often depend on the specific terms and conditions of the charter party agreement. In many instances, these disputes are resolved in arbitration or court proceedings.

In Time Charter Party, timing is of the essence. If a charterer commands a last voyage that cannot be completed within the agreed charter period, this could lead to a number of complications.

Firstly, there’s the simple issue of time. The shipowner may have other commitments for the ship, such as a subsequent charter agreement. If the ship is delayed due to an illegitimate last voyage, this could lead to potential breaches of these future agreements, resulting in financial losses or legal complications for the shipowner.

Secondly, there’s the matter of compensation. The charterer pays to use the ship for a specified period. If they exceed this period without agreement from the shipowner, they are essentially using the ship for free, which is unfair to the shipowner.

However, it’s important to note that the specifics of what constitutes an illegitimate last voyage can be complex and may depend on the wording of the charter party agreement, the nature of the voyage, and other circumstances. For example, some agreements may allow for certain voyages to be completed after the expiry of the charter period, provided they were started before the period ended. This is often a contentious issue in maritime law, and disputes may need to be settled by arbitration or litigation.

In any case, it’s always advisable for both shipowners and charterers to carefully consider the terms of their charter agreements and to seek legal advice to understand their rights and obligations.


What is Ship Delivery Certificate in Time Charter?

In the context of a time charter, a Ship Delivery Certificate is a document that signifies the commencement of the charter period. It’s issued when the ship is delivered to the charterer from the ship owner.

The Ship Delivery Certificate typically specifies the date and time of delivery, the ship’s location at delivery, and any other conditions that were agreed upon, such as the amount of fuel (bunkers) on board at the time of delivery.

Once the Ship Delivery Certificate is issued, the charterer becomes responsible for the vessel’s operational costs, including fuel, port charges, and other associated costs. The ship owner, on the other hand, remains responsible for the vessel’s capital costs, including mortgage payments, insurance, and maintenance.

The completion of the charter period is typically marked by the issuance of a Redelivery Certificate, which signifies the return of the vessel to the owner from the charterer.

The Ship Delivery Certificate in a time charter is a significant document because it marks the beginning of the charterer’s obligations under the charter party agreement. The exact moment of delivery, often defined as when the ship passes an agreed point or when the certificate is signed, is crucial as it determines when hire payments start, and when the charterer’s responsibility for operational costs begins.

It’s also important to note that the condition of the ship at the time of delivery is a critical component of the certificate. The charterer typically has the right to inspect the vessel before accepting delivery to ensure that it is in the promised condition and capable of performing the services outlined in the charter party agreement.

The certificate may also specify the ship’s bunker (fuel) levels at the time of delivery. This is important because the charterer is usually responsible for purchasing bunkers during the charter period, but the owner is typically responsible for supplying the vessel with a specified amount of fuel at the start of the charter. Any discrepancies or disputes over bunker quantities at the start or end of the charter period can lead to significant costs.

The Ship Delivery Certificate is essentially a snapshot of the moment the ship is handed over to the charterer. It helps avoid disputes later by recording key details about the ship’s condition, location, and fuel levels at the start of the charter. In a similar way, the Redelivery Certificate records this information at the end of the charter period, marking the return of the vessel to the owner’s responsibility and control.


What is Ship Redelivery Certificate in Time Charter?

In a time charter, the charterer rents the vessel from the shipowner for a specific period of time. The charterer assumes almost all responsibilities for the vessel, except for those related to the management of the ship, which remain the owner’s responsibility.

A Ship Redelivery Certificate is a document that marks the official end of the charter period and the return of the ship to the owner by the charterer. It signifies that the charterer has fulfilled their obligations under the charter party agreement and the ship is now free to be chartered by another party or used by the owner as they see fit.

The Redelivery Certificate should state the date and time of redelivery, the ship’s condition, the location of redelivery, and the amount of fuel remaining on board, among other things. The certificate must be signed by both parties, i.e., the charterer and the owner or their representatives, to confirm that the redelivery process has been completed satisfactorily.

It’s important to note that the precise terms and conditions of the charter agreement, including those related to redelivery, can vary from one agreement to another. Therefore, it’s always recommended to carefully review the terms of any charter agreement before signing it.