Subject to Marine Insurance Act and unless the policy otherwise provides, an insurer is liable for any loss proximately caused by a peril insured against.Where there is a chain of events leading to a loss, the proximate cause is the most dominant and effective cause, not the nearest cause in time.For E.g.A ship is scuttled, the nearest cause in time is the seawater entering the ship but the proximate cause is the act of scuttling. … [Read more...]

The name given to a tunnel structure which tends to run from the fore end of the engine room to the collision bulkhead. It is usually large enough to accommodate an upright walking man. Access is normally gained through a manhole cover situated at the bottom of the engine room near the fore and aft line and close to the forward engine room bulkhead. Its function is to carry pipelines through the forward length of the vessel. There is no need for an aft ‘duct keel’ because the same function is available with the shaft tunnel arrangement. … [Read more...]

The internal tanking system found at the bottom of a ship positioned either side of the keel. Usually employed for the carriage of fuel oil, ballast water or diesel oil. … [Read more...]

A steel tank arrangement generally used for the carriage of liquid/bulk cargoes or ballast water. They are often found beneath a lower tween deck of a general cargo vessel or set either side of a shaft tunnel. … [Read more...]

If the charterer delays (or "detains") the ship by loading or discharging in a longer time than agreed or for any other reason, he has breached the contract and must compensate the shipowner. Normally, if the Charterer exceeds the laytime allowed in the charter, he pays compensation at an agreed rate of demurrage. However, if demurrage is not agreed at the time of entering into the contract, or if the agreed excess time more than the agreed laytime is exceeded, damages for detention is the name given to the compensation. … [Read more...]

This is the part of the available deadweight for carriage of cargo - quantities of fuel, water and stores, etc. are not included. … [Read more...]

This is the total deadweight capacity of the ship comprising cargo, fuel, ballast water, fresh water, crew and their personal effects, stores and equipment, spare parts for the ship and any other item not being part of the ship's original construction. … [Read more...]

Grain is usually carried in. bulk or in bags. In a charterparty for grain cargo, a clause can give the charterer the option to ship general cargo with certain restrictions, such as a minimum quantity, and exclusion of cargoes that may cause damage to any grain loaded. Such a clause is found in the CENTROCON charterparty originally published by the U.K. Chamber of Shipping in 1914 for the carriage of grain from the River Plate and other ports in South America. If this option is exercised freight must be paid on the ship's deadweight cargo capacity for wheat in bags at the rate agreed upon for … [Read more...]

In grain charters, freight may be payable per long ton or metric ton ("tonne") on bill of lading (shipped) weight or net weight delivered, as may be agreed between the contracting parties. The term is found in the Chamber of Shipping Australian Grain Charter 1928 ("AUSTRAL") which provided for payment of freight ". . . per ton of 2,240 lbs. or 1,016 kilos., net weight delivered (less a deduction for draftage of 2 lbs. per 2,000 lbs. of Wheat discharged at a port in Great Britain or Ireland and weighed at the time of discharge by approved hopper scale in drafts of 2,000 lbs. or over.) . . … [Read more...]

This expression is used to identify the point at which a time-chartered ship is "delivered" to the Charterer or "redelivered" to the shipowner. The place of delivery and redelivery are the places where the time charter commences or comes to an end. Normally the place of actual delivery or redelivery and where an "on-hire survey" or "off-hire survey" would be carried out would be a berth, but the time from which hire is to be paid or until which hire is paid may be an "artificial" point such as when the ship has left the berth, and the pilot who assists with the navigation of the ship to the … [Read more...]