Always afloat. In order to prevent a vessel from being ordered to proceed to a berth where she cannot load or discharge without touching the ground or a berth which can only be reached safely after discharging part of the cargo into lighters or which can only be reached on spring tidal conditions, the so-called "always safely afloat clause" is inserted in the charterparty. This clause may read as follows (as in GENCON):

All purposes.  When laytime can be added together by the Charterer for loading and discharging operations as if one total time is specified to cover both operations, this is "reversible laytime" and is referred to as the number of days. far all purposes In a laytime calculation based on reversible laytime a specific clause must the charterer the option and the charterer must exercise the option after declaring that he is doing so. 

AWRI Additional War Risk Insurance. This is an extra amount paid to the owner of a time-chartered vessel if the ship is ordered to a port or an area in which war or hostilities are taking place and the shipowner's insurers require an additional insurance premium for the vessel to be considered to be covered against risks in that place. 

 

Arbitration agreement. This is an agreement by the parties to a contract (for example a charter )to submit all or some disputes between them in any legal relationship they may have. The "Model Law" adopted by the United Nations Commission on International Trade Law (UNCITRAL) in 1985 describes an "arbitration agreement" as follows:

Authority of agents to sign. The Saudi Crown case confirmed that the agents bound the earner even if they falsified the date on the bill of lading because it was decided that the agents had the authority of the carrier to sign for cargo received even though the date was falsified.

Abandonment. Where there is a constructive total loss (see also Marine loss), the assured may either treat the loss as a partial loss or abandon the vessel to the insurer and treat the loss as-if it were an actual total loss. 

Additional premium.This may be payable by charterers or shippers to the cargo insurers because of the ship's age, class or flag. The charterparty can provide that this extra premium is deductible from freight or from hire. The owner should attempt to qualify a clause with such a provision by limiting the amount of deduction and also by requiring the charterer to provide proper documentation as proof of the extra insurance before the deduction.

 

 

"Act of God".When some events take place preventing one party from fully carrying out his obligations under a charterparty and that event occurs without any human intervention, this person is relieved from any liability to compensate the other party to the contract. 

All told. In some charterparties the deadweight capacity of the vessel is shown with the addition "all told" (DWAT), which means the capacity mentioned in the charterparty represents the total deadweight capacity including bunkers, water, provisions, dunnage, stores, spare parts, crew, passengers and their effects. In order to arrive at the deadweight capacity for cargo (DWCC) deductions have to be made for bunkers, water, etc.

 

Authority to sign B/Ls-General. The bill of lading (B/L) is signed by only one party representing the carrier. The person signing could be the shipowner if the owner is the carrier, but it is more likely that other persons will sign on his behalf, as the shipowner's agents.

AH range. A range of ports between Antwerp and Hamburg in Europe. If the owner agrees with this range of ports he accepts that Antwerp and Hamburg are warranted by the Charterer as being "safe" but he may have to dispute the "safety" of any other port nominated within the range. This description of a range of ports is sometimes abbreviated to "AH.R".

Apparel. The cargo capacity may be defined in a charterparty as follows:


“... tons, not exceeding what she can reasonably stow and carry in addition to her tackle, apparel, provisions, bunkers and furniture.”

The word “apparel” relates to the equipment of the vessel such as anchors, chains, lifeboats, etc.

 

Antitrust laws. When the liner conference system became formalised in the 19th century, one of the main functions was that freight rates on an agreed route would be fixed between the members to the conference. 

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