DESCARCARE DECLARATIE 394 PDF

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Post on Oct 44 views. By filling in those boxes the bill of lading becomes a “charterers’ bill of lading” 0 owners are relieved from responsibility for inland transportation 0 the bill of lading becomes a “through bill of lading” 1 the bill of lading becomes a “shipped bill of lading” 0 3. A “clean” bill of lading is a bill of lading issued in accordance with requirements of a Letter of credit and which is always accepted by the banks. A bareboat chartered ship is employed on a time charter and a subsequent voyage charter.

Which of the below is the party responsible for vessels seaworthiness Head owner 0 bareboat charterer 1 time charterer 0 voyage charterer 0 5. A bill of lading can accomplish his fuction of document of title if the carrier accurately describe the quantity and condition of the cargo on loading 1 guarantee that the cargo will be delivered in the same condition as on loading 0 deliver the cargo without delay 0 do not deliver the cargo without presentation of original bill of lading 1 6.

A bill of lading function as a receipt of the freight if expression “freight prepaid” is included in the bill of lading 1 expression “freight payable as per charterparty” is included in the bill of lading 0 expression “freight pre payable” is included in the bill of lading 0 expression “freight to be paid” is included in the bill of lading 0 7.

A bill of lading issued “to order”, without naming any other person or firm, has to be first indorsed by: A cargo can be considered delivered on discharging from the vessel 0 after the cargo has been stored in a terminal belonging to the stevedoring company 0 on handing it over to the consignee or his receiver 1 after the cargo pass ship’s rail at discharging port 0 9.

A charter-party is a document setting down rights and obligations of shipowner and bill of lading holder 0 shipowner and charterer 1 shipowner and shipper 0 shipowners and receiver 0 A loaded bulk carrier receives a call for assisance from a vessel that has suffered a major engine breakdown in mid Atlantic. Which of the below should be the bulk carrier master’s considerationd before offering a tow? A loading or discharging port for a vessel employed on a voyage charter must be a safe port always 0 on nomination 1 on charterparty date 0 at the time the vessel arrives 0 A master had inspected a parcel of iron rods in coils and found some rusty.

Nonetheless, he negligently failed to instruct the the mate to clause the mate’s receipts accordingly and shippers presented for signature “clean on board” bills of lading. A notice of readiness indicating that the vessel will be ready to load in 2 hours from the moment it is tendered: A ship employed by a port charterparty can be considered an arrived ship: A ship employed on a berth charterparty can be considered an arrived ship: A ship has discharged a cargo of coal and is about to sail.

If the shipowners are still owed freight, how can their lien on the cargo be exercised after she has sailed?

Ship’s agent can keep constructive possesion of the coal in a storage area hired for that purpose until the freight is paid, the cost beeing for the shipowners’ account 0 Ship’s agent can take property of the coal and keep in a storage area hired for that purpose until the freight is paid or sell it 0 Master has to instruct the receivers to keep the cargo on the quay and not to sell descarcarr before owners confirt that their claim for freight has been settled in decalratie 0 Ship’s agent can keep constructive desarcare of the coal in a storage area hired for that purpose until the freight is paid, the cost beeing for the consignee’s account 1 A ship has on board two cargoes covered by two different charterparties and one of them is overstowing the other.

On arrival at the discharging port master tenders in the same time two notices of readiness and discharging commence with the cargo loaded on top.

In respect of the cargo understowed can be said that: On arrival at loading port the intended berth was free, but due to fog vessel was unable to proceed to that berth for 3 days. Under these circumstances when the ship can be considered an arrived ship? On arrival at loading port the intended berth was not free and anyhow due to fog vessel would have been unable to proceed to that berth for 3 days, even if she was free.

On arrival at loading port the intended berth was not free and she eventualy became free two days after vessels arrival. Shortly after the berth became available, navigation was suspended due to fog and vessel had to wait three days before she was berthed.

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Laytime started after master tendered notice of readiness on vessel’s berthing at intended berth and was running continously up to the end of loading or discharging operation. A ship needs some urgent spare parts and require help from a ship belonging to the same shipowner which is in the same region at sea. The spare parts can only be delivered if the two ships come one close to the other. Under these circumstances it is always good to help ships belonging to the same owners and operation can go forward without any approval from the underwriters 0 the operation can only be carried out if the charterers of the vessel deviating from the usual navigation route approve deviation 0 it is forbiden to carry out this operation without prior approval from the underwriters 1 this operation can be done at owners risk and expenses and there is no need for any approval from the insurance company 0 A ship was due to load at two very sentitive cargoes: Due to smell, chocolate arrived in a damaged condition at discharging port and charterers considered that the vessel was not seaworthy.

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In which of the below situations will charterers claim succed on grounds of unseaworthiness? Under these circumstances charterer is under an obligation to load A ship with a deadweight cargo capacity of 10, tons is employed to load “10, mts steel plates 5pct molchop”. A ship with a deadweight cargo capacity of 10, tons is employed to load “10, mts steel plates 5pct moloo”.

A ship with cargo on board is drifting without engine power in mid ocean and master is requesting towage. Would this action be considered a General Average Act? Yes, this action can be considered General Average, as sooner or later vessel may be in danger 1 No, this action can not be considered General Average as there is no immediate danger 0 This action can be considered general average only if weather forecast is not favourable 0 No, this action can not be considered general average as it is owners fault that engine is not working 0 A ship with deadweight cargo capacity of 32, metric tons has loaded A ship with deadweight cargo capacity of 35, metric tons has loaded When do you think the owner should include in to the charter-party a clause against currency fluctuations?

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When it is expected that exchange rate between euro and usd will increase 1 When it is expected that exchange rate between euro and usd will decrease 0 When it is expected that exchange rate between euro and usd will remain the same 0 Never, as usualy the currency fluctuations can not be predicted with enough accuracy 0 A through bill of lading is a document which provides evidence of a contract of carriage from one place to another in separate stages of which at least one is road transit 0 a document which provides evidence of a contract of carriage from one place to another in separate stages of which at least one is sea transit 1 a document which provides evidence of a contract of carriage from one place to another with the same vessel or by the same carrier 0 a contract of carriage from one place to another in separate stages of which at least one is sea transit 0 A valid notice of readiness is clearly mentioning that the ship is an arrived ship 1 the ship is seaworthy from technical point of view 0 the ship is in every way ready to start loading or discharging 1 the ship will be ready to start loading or discharging before berthing 0 A veesel is employed to load a cargo from berth 35 at Constanta port and that berth is not free on vessels arrival.

If charterparty is including the expression “weather in berth or not”, master is entitled to tender NOR once the vessel is within commercial, administrative or fiscal area of Constanta port 1 once the vessel is berthed at berth 35 0 once the vessel has pilot on board and is on her way to berth 35 0 once the the vessel arrives at usual waiting place or where port authorities instruct her to wait 1 A veesel is entitled to tender NOR if: A vessel employed into a time charter contract is considered off-hire if vessel proceed to shelter due to bad weather 0 ship’s cranes are out of order and they are required for loading 1 on sailing vessel has no chief mate and she is not allowed to sail 1 repairs at main engine are carried out during loading operation 0 If during weeked work is carried out, then actual time used will count only if there is a special provision that time used before commencement of laytime will count 1 actual time used will never count as Saturdays, Sundays and holidays are excluded from laytime if work is carried out during this period 0 actual time used will only count if shippers agree to change loading conditions from EIU to UU 0 master is allowed not to start loading operation, unless shippers confirm that actual time used will count as laytime 0 If on the way to the loading port the price of the bunker is better than market price the owners are entitled to take as much bunker as they want if the vessel is able to load minimum metric tons of cargo 0 the owners are not entitled to bunker the vessel if after bunkering vessel’s cargo capacity is below mts 1 the owners are entitled to bunker the vessel only if bunker on board is not enough for safe completion of the present voyage 0 the owners can take as much bunker as they want if vessel’s cargo capacity is between and metric tons and charterers are informed about this before commencement of loading 0 A vessel is employed for loading a cargo from “one safe port Galatzi” and due to congestion port authorities order the vessel to drop anchor at Sulina bar and wait for a free berth.

Under these circumstances the vessel is arrived ship once the vessel drops anchor at Sulina road 1 once the vessel is berthed at loading or discharging berth 0 once the vessel arrives at Galatzi road 0 once the vessel enter the administrative, fiscal and commercial area of Galatzi port 0 A vessel is employed for loading, under the same charterparty, from two ports for discharging at three ports.

If the charperparty is silent on procedure for tendering Notice of readiness then master is under an obligation to tender Notice of Readiness only at first loading port 1 master is under an obligation to tender Notice of Readiness at all ports of call 1 master is under an obligation to tender Notice of Readiness at all loading ports 0 master is under an obligation to tender Notice of Readiness at first loading and first discharging port 0 A vessel is employed on a lumpsum basis and due to an excepted peril one third of the cargo is lost during the voyage.

What is the freight charterer has to pay? Charterer has to pay only two thirds of the agreed lumpsum freight 0 Charterer has to pay agreed lumpsum freight 1 Charterer can compensate the freight to be paid with value of lost cargo 0 Charerer will ask for arbitration before paying any freight 0 A vessel is employed under a voyage charter which clearly stipulates that only clean cargo is to be loaded.

On arrival at loading port master submit to the shippers a letter with his preliminary remarks and a notice of protest stating that only clean cargo has to be loaded. Shippers accept all master’s remarks and insist that all cargo be loaded. Laytime starts on Thurdays at If despatch agreed is USD per day or pro rata for all time saved what would be the total despatch payble to the charterers? If despatch agreed is USD per day or pro rata for for working time saved what would be the total despatch payble to the charterers?

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A vessel with 3 holds and 5 hatches each of the holds 2 and 3 have two hatches has to load metric tons and after completion descardare loading cargo distribution per hold is as follows: If loading rate is metric tons per hatch per weather working day, laytime allowed is 4 days 19 hours 12 minutes 1 4 days 21 hours 36 minutes 0 4 days 19 hours 0 4 days 19 hours 10 minutes 0 If loading rate is metric tons per dec,aratie per weather working day, laytime allowed is: If loading rate is metric tons per working hatch per weather working day, laytime allowed is: A vessel with various cargoes on board including 5 containers on deck collides with a tanker.

During collission 2 containers slip into the sea and there is cargo damage at hold number 1. In order to avoid sinking the master decide to run aground and during xescarcare manouevre another container descarcaree jettisoned and the vessel loose the starboard anchor. After grounding temporar repairs are carried out and vessel proceed to a refuge port where she is docked.

Under these circumstances below expenses and sacrifices are considered general averagethe two containers lost lost durin collision 0 cargo damage to hold number 1 0 temporrar repairs while aground 1 lost anchor 1 Under these circumstances below expenses and sacrifices are considered particular average container jettisoned 0 cargo damage to hold number one 1 temporary repairs t the ship 0 the 2 containers lost during collision 1 Ca nava va opera intr-un singur descarcarw si o singura dana, portul si dana sa fie accesibile in momentul sosirii navei la operare 0 Nava va opera intr-un port si dana sigura nedepasind pe durata stationarii pescajul maxim permis 0 Nava va opera fara costuri suplimentare intr-un port si o dana sigura, portul fiind tot timpul accesibil iar nava sa ramana in stare de plutire tot timpul 1 According to Hague rules the carrier shall properly and carefully load, handle, stow, carry, keep, care for and discharge the goods carried.

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In this context, do the words “properly and carefully” imply the same degree of care as exercising due declaratis Yes – the same degree of care 0 No – a greater degree of care. According to Hague rules”ship” means any vessel used in the carriage of goods 0 any vessel used in the carriage ofgoods descarcaare passengers by sea 0 any vessel used in the carriage of goods and passengers by sea 1 any vessel used in the carriage of goods by sea, rivers, lakes 0 According to Hague Visby Rules the carrier is entitled to deviate from the usual route for saving life or property at sea 1 for attempting to save life or property at sea 1 for any reasonable purpose 1 for any kind of repairs 0 According to Hague Visby Rules the carrier is entitled to limit his liability for loss or damage to the cargo to ,67 Special Drawing Rights per package or 2 Special Drawing Rights per kilogram at carriers option 0 ,67 Special Drawing Rights per package or 2 Special Drawing Rights per kilogram, which ever if the higher 1 ,67 Special Drawing Rights per package or 2 Special Drawing Rights per kilogram, which ever if the lowerr 0 Special Drawing Rights per package or 2,5 Special Drawing Rights per kilogram, which ever if the higher 0 According to Hamburg rules the carrier is able to limit his liability for delay in delivery of the cargo to an amount equivalent to two times the freight payable for the goods delayed, but not exceeding the total freight payable under the contract of carriage of goods by sea.

According to Hamburg rules the carrier is entitled to carry cargo on deck if such carriage is in accordance with an agreement with the shipper 1 if it is declaratiee mentioned on the bill of lading that cargo is carried on deck 0 if such carriage is required by statutory rules or regulations 1 if such carriage is in accordance with the usage of the particular trade 1 According to Hamburg rules the carrier is entitled to limit his liability for loss or damage to the cargo to Special Drawing Rights per package or 2,5 Special Drawing Rights per kilogram at carriers option 0 Special Drawing Rights per package or 2,5 Special Drawing Rights per kilogram, which ever if the higher 1 Special Drawing Rights per package or 2,5 Special Drawing Rights per kilogram, which ever if the lower 0 Special Drawing Rights per package or in carriers’ option 2,5 Special Drawing Rights per kilogram 3944 According to Hamburg rules, the declaratiie on the bill of lading may be: According to Voylayrules 93 the word “Demurrage” shall mean a variable daily amount payable to the owner in respect of delay to the vessel beyond the laytime, for which the owner is not responsible 0 an agreed amount payable to the owner in respect of berthing delay for which the owner is not responsible 0 an agreed amount payable to the owner in respect of delay to the vessel beyond the laytime, for which the owner descafcare not responsible 1 an agreed amount payable to the owners in respect of not loading the vessel within the laytime, for which the charterer is not responsible 0 According to Voylayrules93 “reversible laytime” shall mean an option given to the charterer to compensate any time saved at loading or discharging port with any time excess time used at discharging or at loading port 0 an option given to the charterer to use discharging terms and conditions at loading port and loading terms and conditions at discharging port in order to reduce demurrage 0 that separate calculations are to be made for loading and discharging and that any time saved in one operation is to be set off against any excess time used in the other 0 an option given to the charterer to add together the time allowed for loading and discharging and to calculate laytime as they are a single declaratei 1 If such interference occurs or would have occurred if work had been in progressthere shall be excluded from the laytime a period calculated by reference to the ratio which the duration of the interference bears to the time which would have or could have been worked but for the interference.

According with Cancelling Clause of Gencon 94 standard form should the owners anticipate that, despite the exercise of due diligence, the vessel will not be ready to load by the cancelling date, they shall notify declsratie charterers thereof without delay stating declarafie expected date of the vessel readiness to load and asking whether charterers will exercise their option for cancelling the charter-party or agree a new cancelling date.

Such option must be declared by the charterers within 48 running hours after the old cancelling date 0 within 48 running hours after the receipt of the owners notice 1 within 48 working hours after the receipt of the owners notice 0 within 48 running hours before cancelling date 0 According with Cancelling clause of Gencon 94 standard form should the vessel not be ready to load whether in berth or not on the cancelling date the charterers should have the option of cancelling the charter- party 1 the owners should have the option of cancelling the charter-party 0 the charterers should nominate a new cancelling date acceptable to the owners 0 the owners should stop the vessel and wait for a new cancelling date 0 According with Gencon 94 standard form laytime shall commence at According with Gencon 94 standard form the freight is paybale on highest between intaken or delivered quantity 0 intaken quantity 1 delivered quantity 0 lowest between intaken or delivery quantity 0 According with Gencon 94 standard form, if the charterers do not reply within 48 runnig hours after the receipt of owners notice of missing the cancelling date, the charter-party is deemed to be ammended and the new cancellind date is the seventh day after the date the notice was sent 0 the seventh day after the new readiness stated in the owners notification 1 the seventh day after the expiration of the 48 runnig hours allowed for charterers to declare their option 0 the seventh day after the cancelling date missed by the vessel 0 According with Hague Rules definition of “goods” includes?

According with Lien clause from Gencon 94 standard form the owners shall have a lien on cargo and on all subfreights payable in respect of the cargo for freight, deadfreight, demurrage, claims for damages and for all other ammounts due under the charterparty including costs of recovering same 1 freight, deadfreight, demurrage and damages for detention 0 freight, deadfreight, demurrage, claims for damages, cargo contribution to general average and for expenses incurred by the shipowner in protecting the cargo 0 freight, deadfreight, demurrage, claims for damages and for all other ammounts due under the charterparty excluding costs of recovering same declaratis