Most
voyage charter parties make the commencement of lay time conditional on the
tender of a valid notice of readiness. If the notice is invalid, then in the
absence of a waiver by charterers lay time will not commence at all, even if
the charterers knew or ought to have known that the vessel was in all.
Overview
The
tender of a valid notice of readiness and the subsequent commencement of lay
time has been a fertile area of debate in the English courts and given the
financial consequences, will no doubt continue to be litigated.
If a
notice is required but none is given then strictly, lay time will not start to
run. Arbitrators may, however, take a more commercial view and decide on the
facts that the charterers were aware or ought to have been aware that the
vessel was ready to load and knew that loading was taking place, and that
therefore lay time should commence on loading. The burden of proof, however, is
on the owners to show that lay time should start to run even though a notice of
readiness was not given. This is not satisfactory from the owners’ point of
view as there is no assurance for them that lay time will commence at
all.
Where
a notice is required then in the absence of an express provision to the
contrary, this is required only at the first load port and not at the
subsequent load ports or at the discharge port(s).
At
common law, the notice may be given orally or in writing. Where the charter
party requires service of the notice, e-mail will not be considered permissible
unless expressly provided for in the charter party – see the “PORT RUSSEL”
[2013] EWHC 490 (Comm); [2013] 2 Lloyd’s Rep 57. Best practice is to make sure
when fixing the vessel that the charter party provides for service of the
notice of readiness by e-mail as some older forms still refer to telex.
The
contents of the notice of readiness
The
notice of readiness is the notice to the charterer, shipper, receiver or other
person as may be required under the charter party that:
(1)
The vessel has arrived at the specified destination where the notice of
readiness can be given. The question of whether the vessel is an ’arrived’ one
for the purposes of commencement of lay time has been the subject of much
discussion and case law which is outside the scope of this article. However, it
can be said briefly that the specified destination will depend on the terms of
the contract. If the charter party is a berth charter party then the specified
destination is the nominated berth or, if a berth has not been nominated, it
will be the first available berth to which the vessel is ordered and the notice
of readiness may be tendered at that place subject to the other conditions
being satisfied. If, however, the charter party is a port charter party then
the notice of readiness must be tendered when the vessel is in berth within the
specified port or, if a berth is not available, when the vessel is within the
port limits and at the waiting area where vessels usually wait for a berth.
Various
clauses in the charter party may put forward the time that the vessel may
tender the notice even though she may not be at the specified destination. The
most familiar is the WIBON (whether in berth or not) provision which means that
under a berth charter party, if the berth is not immediately accessible, the
notice of readiness may be given when the vessel is in the port in which the
berth is situated.
Similarly,
a WIPON (whether in port or not) provision will enable the notice in certain
circumstances to be tendered even if the vessel has not yet entered the port
area.
(2)
The vessel is ready to load or discharge the cargo as the case may be. This
means that the vessel must be both physically ready in that the holds are ready
to receive the cargo and legally ready in that all documentation necessary to
enable her to commence loading is in order. If, however, the vessel is ready
subject only to a mere formality then the notice may still be able to be
tendered. For example, if customs clearance is only obtainable on berthing but
the notice can be tendered when the vessel is off berth then this will not
affect the vessel’s readiness.
(3)
All other requirements under the charter party concerning the form, timing and
the party to whom the notice is to be tendered have been complied with.
Validity
of the notice of readiness
A
notice of readiness therefore contains several statements of fact. In order to
be a valid notice, those statements must be true. If the statements are
incorrect the notice is invalid and a nullity so far as the contract is
concerned and ineffective to start lay time. Further, as was made clear in the
leading authority of the "MEXICO I" [1990] 1 Lloyd’s
Rep. 507 (CA) if the statements were untrue when they were made, the
notice does not subsequently become valid when the circumstances change. If
therefore, there is any doubt as to the validity of the notice, it is always
advisable for the master to tender a further notice.
The
"MEXICO I"
The
owners let their vessel to the charterers for the carriage of a part cargo of
maize from Argentina to Angola. Under the charter party, the owners had a right
to complete the vessel with other cargo. On completion of loading, the vessel
was also carrying a cargo of beans for the same charterer under another
agreement. Both the maize and the beans were over stowed by parts of the
completion cargo. On arrival at the discharge port, the vessel tendered notice
of readiness on 25th January. However, at the time of tender neither of the
charterers’ cargo was accessible due to the over stow of the completion cargo.
The charterers’ maize cargo became accessible on 6th February and the beans on
19th February which is when discharge of both cargoes commenced. The owners
claimed that lay time commenced when the cargo became fully accessible on 6
February. Charterers on the other hand claimed that time commenced only when
discharge actually commenced on 19 February.
The
Court of Appeal held that the notice was invalid and a nullity when given and
ineffective therefore to commence lay time even if the charterers knew or ought
to have known of the vessel’s subsequent readiness. Accordingly, the charterers
were entitled to insist on a further notice of readiness in order for lay time
to commence unless they had in the meantime waived their right to a further
notice or agreed that it would not be necessary. On the particular facts in
this case, the Judge found that although the notice was invalid, the charterers
had nevertheless accepted it via their agents on the commencement of discharge.
As a matter of principle, however, the judge confirmed that an acceptance of an
invalid notice in circumstances where the charterers were unaware of the
inaccuracy in the notice could not bind the charterers and they were not
prevented from subsequently disputing the effect of the notice. What will
constitute a waiver of the defect or acceptance of an invalid notice is
considered in more detail below.
Unless
there is provision to the contrary in the charter party, the statements in the
notice must relate to the time that they are made and when the notice is given.
There is a distinction, however, between an invalid notice and one that is
uncontractual in that it has been tendered to the wrong party or at the wrong
time of day. A notice that falls within the second category may still be
regarded as valid.
The "AGAMEMNON"
The
"AGAMEMNON" [1998] 1 Lloyd’s Rep. 675 was chartered to load a cargo
of steel pipes from Baton Rouge to Brisbane. The charter party provided that
the vessel was at the South West Pass and "ready to proceed to loading
port weather permitting". The South West Pass, however, was 170 miles from
Baton Rouge and it did not form part of that port. A notice of readiness was
tendered at the South West Pass. It was not until two days later, however, that
the vessel arrived at Baton Rouge general anchorage but, due to the designated
berth being unavailable, loading did not commence until later the following
day.
The charter
party provided that if the berth was not available on the vessel’s arrival at
the port or so near thereto as she may be permitted to approach, the notice
could be tendered on arrival and lay time would then commence as if she were in
berth and in all respects ready.
The
charterers considered that the notice of readiness tendered at the South West
Pass was premature, since it was given prior to the vessel’s arrival at a point
so near to Baton Rouge as she could approach, i.e. the Baton Rouge general
anchorage, and as no notice was given when the vessel reached that point later,
lay time did not commence until loading started.
The
charterers failed to persuade the arbitrators to agree with this view, but on
appeal, the Judge found in their favor. In accepting their arguments, the Judge
relied on the Court of Appeal decision in the "MEXICO
I" which made clear that when a notice is to be given in order to
start lay time running, this must be a valid notice and not an ’inchoate’ or
’delayed action device’ seeking to commence lay time automatically on the
happening of a certain event. In such cases, a fresh notice must be given.
Applying that case to the facts before him, the Judge found that the notice of
readiness in this case represented that the vessel was at the place at which it
was permissible for the notice to be tendered, i.e. the Baton Rouge anchorage.
This was clearly not the case and the notice was therefore invalid and could
not trigger the commencement of lay time.
The
"PETR SCHMIDT"
In
this case, the charter party provided that the notice of readiness had to be
tendered to the charterer or his agent within 0600 and 1700 hours local time
and lay time was to commence six hours from the receipt of that notice or upon
the vessel’s arrival, whichever first occurred. Of the various notices given at
the load and discharge ports, one was given at 0100 hours and the other two at
1800 hours. The charterers argued that since the notices were tendered outside
the specified period, they were non-contractual being in breach of the relevant
clause and therefore invalid and of no effect in accordance with the principles
in the "MEXICO I".
It
was common ground that (a) when the notice of readiness was given the vessel
had then arrived at the appropriate place within the port in question (b) the
vessel was in fact ready to load or discharge as required by the charter party
and the statement of readiness was therefore correct (c) the vessel continued
to be ready and (d) no further notices were given.
In
their judgment, the Court of Appeal confirmed the principle decided in the
"MEXICO I" namely, that in order to be a valid notice, it must
contain accurate statements of existing fact. In the "MEXICO I" the
notice stated that the vessel was ready when in fact she was not and the notice
was therefore invalid. In the "PETR SCHMIDT", [1997] 1 Lloyd’s Rep
284; (CA) [1998] 2 Lloyd’s Rep 1), however, the notice was correct in that the
vessel was ready and at the required place but was sent to the charterers
outside office hours. The Court drew a distinction between the requirement to
’tender’ a notice of readiness and to ’give’ or to ’receive’ one. The Court
found in this case that the telex notice was sent out of office hours but was
’tendered’ at the receivers’ office opening at 0600 hours the following morning
and that this therefore complied with the charter party requirement. However,
the Court also considered what the position would be if the charter party
required the notices of readiness to be ’given’ or ’received’ by charterers
within certain periods and they are in fact given or received outside these
periods. The Court held that in such cases, provided the notice was otherwise
correct, the notice would be non-contractual and therefore wrong but not
invalid at the time it was given. The practical effect of a non-contractual
notice which is tendered outside the required time is, that while it may not be
effective to start the lay time clock running, the defect may be ’cured’ by,
for example, the passage of time and lay time will start at that point. As the
Court pointed out, whether the defect can be so ’cured’ is a question of fact
rather than the law and will vary from case to case.
The
charterers may choose to accept an otherwise invalid notice. However, this
acceptance must be in clear terms and in these circumstances, owners will leave
themselves open to the argument that this acceptance was induced by an
incorrect representation in the notice as happened in the "MEXICO I".
In those cases, the charterers would not be precluded from disputing the effect
of the invalid notice.
Acceptance/waiver
by charterers The “HAPPY DAY”
The
HAPPY DAY [2002] 2 Lloyd’s Rep 487 (CA) was chartered to carry wheat from
Odessa to Cochin. The Master tendered the notice of readiness before the vessel
could enter the port due to tidal conditions and no valid notice was
subsequently tendered. The vessel entered the port the next day and continued
to berth. The charterers did not reject the notice of readiness and ordered the
vessel to load and only later contested demurrage on the ground that lay time
had not commenced due to the invalid notice.
The
Court of Appeal held that under a voyage charter party which requires a notice
of readiness to be served, lay time can commence even where no valid notice of
readiness had been served in circumstances where:
I.
a notice of readiness in the prescribed form is served upon the
charterers/receivers prior to the arrival of the vessel;
II.
the vessel subsequently does arrive and is, or is expected to
be, ready to discharge to the knowledge of the charterers; and
III.
discharge commences to the order of the charterers/receivers
without either having given any indication of rejection or reservation in
respect of the notice of readiness already served, or any indication that a
further notice of readiness is required before lay time commences.
In
these circumstances, the charterers may be deemed to have waived their right to
rely on the invalidity of the original notice of readiness as from the time of
commencement of discharge and lay time will commence in accordance with the charter
party as if a valid notice of readiness had been served at that moment.
In
The “SHACKLEFORD” [1978] 2 Lloyd’s Rep. 154 (CA) charterers were deemed to have
accepted an invalid notice of readiness when they endorsed the notice
“accepted” in the full knowledge that it was defective. “
Even
where a receiver or agent do not have express authority, they may have implied
or ostensible authority to accept a defective NOR” – see “THE NORTHGATE” [2008]
1 Lloyd’s Rep 511.
Conclusion
Demurrage disputes are common, hence the name of legal cost insurance product “Freight Demurrage and Defence or “FDD”. English case law may be slowly moving from the literal to the more practical as evidenced by the cases on waiver. Terms vary between charter parties and grey areas remain. In order therefore, to be absolutely certain that time will start to count at the earliest opportunity, if there is any doubt as to the validity of the original notice the master should issue a further notice of readiness expressly stating that it is without prejudice to the validity of the previous notice(s).
Demurrage disputes are common, hence the name of legal cost insurance product “Freight Demurrage and Defence or “FDD”. English case law may be slowly moving from the literal to the more practical as evidenced by the cases on waiver. Terms vary between charter parties and grey areas remain. In order therefore, to be absolutely certain that time will start to count at the earliest opportunity, if there is any doubt as to the validity of the original notice the master should issue a further notice of readiness expressly stating that it is without prejudice to the validity of the previous notice(s).
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