Laytime
Admiralty law |
---|
History |
Features |
Contract of carriage/Charterparty |
Parties |
Judiciaries |
International conventions |
International organizations |
In commercial
Under a voyage charter or time charter, the shipowner is responsible for operating the vessel, and the master and crew are the employees of the shipowner, not the charterer. However, once the vessel has "arrived" at a port the charterer then assumes responsibility for the loading and unloading of cargo and has a period of laytime in which to carry that out. The actual loading may be performed by a third-party
The moment that laytime commences is determined by a Notice of Readiness (or "NOR"), which the
If the charterer does not comply with the NOR, the carrier may
Case law
The
Lay days
"Laytime" should not be confused with "Lay days". The latter refers to the period within which the shipowner should make the vessel "ready" to the Charterer at the place and time agreed in the charter party. "Cancelling Date" is the last day of "Lay days" and acts as a deadline to tender "Notice of Readiness". A ship (vessel) failing to become an "Arrived Ship" by tendering a valid Notice of Readiness bears the risk of being refused/cancelled by Charterers as per Charter-Party provisions.
References
- ^ Maritime knowhow website: Gencon, clause 6 Archived 2011-04-04 at the Wayback Machine
- ^ Maritime knowhow website: Notice of Readiness Archived 2011-07-14 at the Wayback Machine
- ^ Maritime knowhow website: Gencon, clause 9 Archived 2011-04-04 at the Wayback Machine
- The Mihalis Angelos
- ^ The Suisse Atlantique
- ^ Hong Kong Fir Shipping Co Ltd v Kawasaki Kisen Kaisha Ltd
- ^ [2011] EWHC 1361 (Comm)
- ^ Nowak, S., Competing Causes - Agreeing the Risk of Delay, Steamship Mutual, published 1 September 2011, accessed 2 February 2024
External links
Further reading
- Todd, Paul (1988), Contracts for the carriage of Goods by Sea, page 88, BSP Professional Books, Oxford, U.K ISBN