Chartering

Cargo ships are divided into types: sea, river, river-sea. The first category includes general-purpose bulk carriers, refrigerated trucks, container ships, rollerswith a folding stern, bulk carriers with inclined walls of the hold, tankers, timber carriers, gas carriers, ferries. The second type includes: self-propelled cargo ships (automobile, ore, cement, container ships, refrigerators) and non-self-propelled vessels barges.

Water transportation has distinctive features. Cargoes with different physical and chemical characteristics can be loaded and stored together for a long time in one cargo compartment. During long-term cargo transportation by sea, goods are subjected to additional loads, which are caused by pitching and storm vibration, changes in humidity and temperature. It is possible to ensure the safety of products in such conditions only with strict compliance with the technology of loading, placement, fastening.

Cargo operations are regulated by general and special rules, codes, guidelines for the sea transportation of food, industrial, bulk, bulk, dangerous goods. Goods for transportation by water are accepted and handed over with an external inspection and verification of compliance of impressions and indexes of seals with entries in bills of lading, loading orders.

River and sea transportation at the stage of preparation go through several stages. The characteristics of the cargo are necessarily analyzed, the optimal logistics scheme is selected, accompanying documentation is drawn up, packaging and labeling, insurance, loading is carried out. The safety and security of the goods, the financial costs of its delivery depend on how well the preparatory measures are carried out.

Container ships are most often used for the delivery of consumer goods. Their main advantage is that there is no need to overload material assets along the route of the vessel. We carry out container transportation by sea to ship any shipments of goods, including prefabricated containers and large ship shipments of machinery, fossil resources, metal and other cargo.

The Bill of Lading (Bill of Lading) must include the following data:

• the general nature of the cargo, the main brands, the number of places, the weight of the cargo, its quantity – and these data are indicated as they are presented by the shipper (Cargo description, gross weight)
• the external condition of the cargo
• the name of the carrier (Shipping line)
• the name of the shipper (Shipper)
• the name of the consignee (Consignee)
• the name of the notification party (Notify)
• the port of loading (POL)
• port of discharge (POD)
• Number of originals of b/l
• place of issue of bills of lading
• signature of the carrier or a person acting on his behalf
• freight data, indication by whom the freight should be paid (Freight prepaid, collect)

It is considered that the shipper guarantees the carrier the accuracy of the data provided by him for inclusion in the bill of lading regarding the general nature of the cargo, its brands, number of packages, weight and quantity. The shipper must compensate for the damage resulting from the inaccuracy of these data. Therefore, you need to be especially careful when adjusting bills of lading, since officially this should be done only in coordination with the sender.

If the sender has given inaccurate data to the client, the client has the right to demand compensation from the sender.

The sender has the right to require the carrier to issue a sea waybill or other document confirming the acceptance of cargo for transportation instead of a bill of lading. The development of technological progress in maritime transport, the increase in the speed of ships, the “container revolution” have led to the fact that ships often arrive at the port of discharge earlier than the originals of bills of lading arrive there. In addition, transportation between the main company and its branches has been greatly developed. These shipments are not preceded by the purchase and sale of goods (this, of course, does not apply to Russia, where a sales contract is needed for customs clearance in any case), and the parties do not need title documents. All this has led to the widespread use of sea waybills (waybill). In recent years, a large number of forms of sea waybills have appeared (the GCBS Waybill, Genwaybill and others). The main problems that arose when using sea waybills were problems with the possibility of applying the Hague-Visby Rules to them. The International Maritime Committee has developed Unified Rules for Sea Waybills. They apply to contracts of carriage for which a bill of lading (i.e. a document of ownership) is not issued. The Rules establish that when concluding a contract of carriage, the shipper acts not only on his own behalf, but also as an agent of the consignee and guarantees the carrier the existence of such authority. The responsibility of the recipient cannot be more than that which could be assigned to him when issuing the goods under the bill of lading. If the sender has not transferred the right of control to the recipient (a corresponding note must be made in the consignment note), then the sender is the only authorized party that can give instructions to the carrier, including changing the name of the recipient.