Vessel chartering for project cargo
part and full charters for out-of-gauge cargo
Chartering a vessel for project cargo pays off when the parcel is too large or heavy for liner sailings or when delivery dates are tied to the construction schedule. We source tonnage, negotiate freight and the charter party and follow the vessel from arrival to discharge.
In chartering, money is most often lost on laytime: if the cargo is not ready when the vessel arrives or loading runs slower than agreed, demurrage accrues. That is why we tie the laycan to cargo readiness and port capabilities in advance.
Specification
Specification · Vessel chartering. Standard terms · vessel, laycan and freight are fixed in the charter party
Service
- Type
- voyage charter: part or full
- Cargo
- project parcels, out-of-gauge, heavy lifts
- Options
- lashing plan, survey, cargo insurance
Terms
- Timing
- search and fixture — typically 1–3 weeks
- Form
- GENCON / HEAVYLIFTVOY
- Currency
- USD / RUB
Logistics
- Before fixing
- cargo list, tonnage, negotiation
- At port
- NOR, loading, statement of facts
- After
- discharge, laytime calculation
Price
- Base
- lumpsum or per-tonne freight
- Extras
- demurrage, port dues, lashing — at cost
Service flow
- 01
Enquiry and cargo list
We collect a per-piece cargo list, loading and discharge ports, the desired vessel window and loading conditions at the shipper's side.
1–3 days - 02
Tonnage search
We go to the market through brokers and operators, collect vessel offers and check each: cranes, hatches, deck strength, hold capacity and the vessel's position for the required dates.
3–14 days - 03
Negotiation and fixture
We agree freight, laycan, loading and discharge terms, laytime, demurrage rate and payment terms. Once subjects are lifted the vessel is fixed and the charter party is signed.
2–7 days - 04
Arrival and loading
The vessel tenders its notice of readiness (NOR) and laytime starts to count. We supervise loading and securing per plan, keep the statement of facts and obtain the bill of lading.
per laycan - 05
Voyage, discharge, settlement
Direct voyage to the destination port, discharge under survey, laytime calculation for both ports and settlement of demurrage or despatch.
voyage + 1–3 days
Problems
The factory misses the laycan: the vessel waits at the berth, demurrage runs and, at worst, dead freight is charged for the short-shipped cargo.
We set the laycan against confirmed cargo readiness with a buffer and track production before fixing the vessel.
Loading is slower than the charter party assumes, and laytime runs out before the cargo is on board.
Loading rates are agreed with the port and stevedore before fixing; on site we keep the statement of facts and dispute unjustified hours.
The bank rejects the charter party B/L under the letter of credit because the L/C was drafted for a liner shipment.
Before the L/C is opened we agree with the buyer and the bank that a charter party B/L is acceptable.
Documents
Documents of a charter deal. Loading and discharge terms (FIO, liner terms), laytime and the demurrage rate must be agreed so that they do not contradict the sales contract.
Incoterms
- FOB
- the buyer charters the vessel — the laycan must match the delivery date in the contract
- CFR / CIF
- the seller charters; discharge and demurrage at destination follow the contract
- FAS
- seller places the cargo alongside; loading is on the buyer and the vessel
Documents
- Cargo list
- each piece: dimensions, weight, CoG, deck-stowable or not
- Charter party
- usually on the GENCON form, HEAVYLIFTVOY for heavy lifts
- Fixture recap
- summary of agreed terms after fixing
- NOR & Statement of Facts
- the basis for laytime and demurrage calculation
- Bill of lading
- charter party B/L referring to the charter
FAQ
In a part-charter you hire part of the vessel for your parcel, and the operator sells the rest of the space to other cargo. In a full charter the ship works only for you. A full charter gives freedom on dates and ports; a part-charter saves money when the cargo does not fill the ship.
Yes. Before fixing we check deck strength, capacity and outreach of the ship's cranes, hatch size and hold capacity. This shows at the negotiation stage whether the cargo will fit by dimensions and weight.
Yes, this is one of the main advantages of a charter. The vessel sails from the load port to the destination within the agreed window, without liner connections or transshipment of the out-of-gauge cargo. Fewer handlings mean less risk of damage.
Laytime is the time for loading and discharge included in the freight. If it is exceeded, the charterer pays the owner demurrage at the daily rate in the charter party; if finished faster, despatch may be due. Counting starts after the notice of readiness (NOR).
Voyage charters for general and project cargo most often use the BIMCO GENCON form. For heavy lifts there is a dedicated HEAVYLIFTVOY form with terms on securing and liability for lifting. The form is supplemented by agreed rider clauses.
Finding and fixing a vessel typically takes one to three weeks, depending on the market and the cargo. It is best to start one to two months before the required window: this gives more tonnage choice and less risk of overpaying.