| 单词 | Voyage charterparty |
| 释义 | 航程租約 A contract setting out the terms and conditions agreed to by a charterer and a shipowner for the leasing or hiring of a vessel for a specific voyage or a series of voyages, upon payment of freight. A voyage charterparty contemplates four stages: the loading voyage, the loading operation, the carrying voyage, and the discharging operation: E L Oldendorff and Co Gmbh v Tradax Export SA [1974] AC 479. The voyage charterparty imposes various obligations on the parties to it. The owner must bring the ship to the agreed port at the agreed time (Glaholm v Hays (1841) 2 Man & G 257, 133 ER 743), and must deliver the goods at the specified port at the specified time. The owner also warrants that the ship will be seaworthy at the commencement of the voyage: Marine Insurance Ordinance (Cap 329) s 39(1). Where the ship calls at a number of ports, it is required to be seaworthy on leaving each port: s 39(3). The ship must also be properly equipped and must be ready to proceed with reasonable dispatch: M’ Andrew v Adams (1834) 1 Bing N C 29, 131 ER 1028. It must not deviate from its course without any justifiable cause: Davis v Garrett (1830) 6 Bing 716, 130 ER 1456. A voyage charterparty usually contains detailed provisions for payment by the charterer of liquidated damages (‘demurrage’) at a daily rate for the detention of the vessel beyond the agreed laytime: Food Corp of India v Mosvolds Rederi A/S, The Arras and The Hoegh River [1986] 2 Lloyd’s Rep 597. There is usually provision for payment of a rebate (‘dispatch money’) to the charterer for completing loading or discharging the cargo in less that the agreed laytime: Rowland & Marwood’s SS Co Ltd v Nilson Sons & Co Ltd (1897) 2 Com Cas 198. It may provide for the shipowner to be responsible for any time, costs, delays or loss suffered by charterers due to failure to comply with charterers’ voyage instructions. It seems that unless very clear words are employed, such a clause does not have the effect of rendering the shipowner liable for all loss suffered by the charterers irrespective of whether it is in the reasonable contemplation of the parties: Total Transport Corporation v Arcadia Petroleum Ltd, The Eurus [1998] 1 Lloyd’s Rep 351. See also Act of God; Act of war; Barratry; Carriage of goods; Charter; Charterer; Charterparty; Common carrier; Contract of carriage; Deviation; Lay day; Port; Seaworthiness; Ship; Shipowner; Standing. 列明租船人和船東議定的條款及條件的合約，即為特定的航程或數個連續的航程繳付運費以出租或租用某船舶。航程租約預期有四個階段：裝貨航程、裝貨工序、載運航程及卸貨工序：E L Oldendorff and Co Gmbh v Tradax Export SA [1974] AC 479。航程租約加諸其締約人各項責任。擁有人必須在議定的時間內將船舶帶到議定的港口（Glaholm v Hays (1841) 2 Man & G 257, 133 ER 743），及必須在指明的時間內於指明的港口交付有關的貨物。擁有人亦會作出隱含保證，保證船舶在航程開始時是適航的：《海上保險條例》（第329章）第39(1)條。如該船舶須前往若干港口，則規定離開每一港口時均須適航：第39(3)條。該船舶的設備必須妥善，並須隨時可合理迅速地繼續航行： M’ Andrew v Adams (1834) 1 Bing N C 29, 131 ER 1028。在沒有任何充分的理由下，該船舶不得偏離其航程：Davis v Garrett (1830) 6 Bing 716, 130 ER 1456。航程租約通常載有租船人應繳付的算定損害賠償（即「滯留費／延期停泊費」）的詳細條文，對超過議定的裝卸時間而拘留船舶支付賠償，該損害賠償是以日計收費率計算：Food Corp of India v Mosvolds Rederi A/S, The Arras and The Hoegh River [1986] 2 Lloyd’s Rep 597。通常亦有條文訂定，如租船人在議定裝卸時間前完成裝貨或卸貨，將獲繳付退款（即「發送款項」）：Rowland & Marwood’s SS Co Ltd v Nilson Sons & Co Ltd (1897) 2 Com Cas 198。航程租約可規定，船東須因為未能遵守租船人的航程指示，而承擔租船人所蒙受的任何計時工資、費用、延誤或損失。看來，除非使用非常清晰的文字，否則此等條款沒有效力致使該船東須為租船人所蒙受的一切損失而負有法律責任，不管該一切損失是否在締約人的合理預料之內：Total Transport Corporation v Arcadia Petroleum Ltd, The Eurus [1998] 1 Lloyd’s Rep 351。另見 Act of God; Act of war; Barratry; Carriage of goods; Charter; Charterer; Charterparty; Common carrier; Contract of carriage; Deviation; Lay day; Port; Seaworthiness; Ship; Shipowner; Standing。 |
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