CHARTER PARTY LAYTIME DEFINITIONS

Charter Party Laytime Definitions
F.I.O.T	Free In Out and Trimmed. Free to the ship, with the charterer organising and paying for the stevedoring.
Liner Terms	Applicable to a liner trade where an owner has his ships regularly calling at his arranged berths and thus can offer to load and discharge incorporating stevedoring into the freight rate
Port	An area within which ships are loaded with and / or discharges of cargo and includes the usual places where ships wait for their turn or are ordered or obliged to wait for their turn no matter the distance from that area. If the word port is not used, but the port is ( or is to be) identified by its name, this definition shall still apply
Safe Port	A port which, during the relevant period of time, the ship can reach, enter, remain at and depart from without, in he absence of some abnormal occurrence, being exposed to danger which cannot be avoided by good navigation and seamanship.
Berth	The specific place where the ship is to load and or discharge. If the word berth is not used, but the specific place is( or is to be ) identified by its name, this definition shall still apply
Safe Berth	A berth which, during the relevant period of time, the ship can reach, enter, remain at and depart from without, in he absence of some abnormal occurrence, being exposed to danger which cannot be avoided by good navigation and seamanship.
Reachable on Arrival or Always Accessible	The charterer undertakes that when the ship arrives at the port there will be a loading and discharging berth for her to which she can proceed without delay.
Laytime	The period of time agreed between the parties during which the the owner will make and keep the ship available for loading / discharging without payment additional to the freight.
Customary Despatch	The charter must load and or discharge as fast as is possible in the circumstances prevailing at the time of loading or discharging.
Per Hatch Per Day	Laytime is to be calculated by multiplying the agreed daily rate per hatch of loading / discharging the cargo by the number of the ship's hatches and dividing the quantity of cargo by the resultant sum. Thus Laytime = Quantity of Cargo = Days Daily Rate x Number of Hatches A hatch that is capable of being worked by two gangs simultaneously shall be counted as two hatches.
Per Working Hatch Per Day or Per Workable Hatch Per Day	Laytime is to be calculated by dividing the quantity of cargo in the hold with the largest quantity by the result of multiplying the agreed daily rate per working or workable hatch by the number of hatches serving that hold. Thus Laytime = Largest Quantity in One Hold = Days Daily rate per hatch x Number of hatches serving that hold A hatch that is capable of being worked by two gangs simultaneously shall be counted as two hatches.
As Fast As The Vessel Can Receive / Deliver	The laytime is a period of time to be calculated by reference to the maximum rate at which the ship in full working order is capable of loading / discharging the cargo.
Day	A continuous period of 24 hours which, unless the context otherwise requires, runs from midnight to midnight.
Clear day or Clear Days	The day on which the notice is given and the day on which the notice expires are not included in the notice period.
Holiday	A day of the week or part(s) thereof on which the notice is given and the day on which the notice expires are not included in the notice period
Working Days	Days of or part(s) thereof which are not expressly excluded from laytime by the charter party and which are not holidays
Running days or Consecutive Days	Days which follow one immediately after the other.
Weather Working Day	A working day or part of a working day during which it is or, if the vessel is still waiting for her turn, it would be possible to load / discharge the cargo without interference due to the weather. If such interference occurs ( or would have occurred if work had been in progress) there shall be excluded from the laytime a period calculated by reference to the ratio which would have or could have been worked but for that interference.
Weather Working Day of 24 Consecutive Hours	A working day or part of a working day or 24 hours during which it is or, if the ship is still waiting for her turn, it would be possible to load / discharge the cargo without interference due to the weather. If such interference occurs ( or would have occurred if work had been in progress ) there shall be excluded from the laytime the period during which the weather interfered or would have interfered with the work.
Weather Permitting	Time during which weather prevents working shall not count as laytime.
Excepted	The specified days do not count as laytime even if loading or discharging is done on them.
Unless Used	If work is carried out during the excepted days the actual hours of work only counts at laytime.
To Average	Separate calculations are to be made for loading and discharging and any time saved in one operation is to be set against and any excess time used in the other.
Reversible	An option given to the charterer to add together the time allowed for loading and discharging. Where the option is exercised the effect is the same as a total being specified to cover both operations
Notice of Readiness	Notice to the charter, shipper, receiver or other person as required by the charter that the ship has arrived at the port or berth as the case may be and is ready to load / discharge.
In Writing	In relation to a notice of readiness, a notice visibly expressed in any mode of reproducing words and includes cable, telegram, telex, fax (email requires the consent of all parties prior to signing of contract)
Time Lost Waiting For Berth to Count as Loading Discharging Time or as Laytime	If the main reason why a notice of readiness cannot be given is that there is no loading / discharging berth available to the ship the laytime will continue to run, when the ship starts to wait for a berth and will continue to run, unless previously exhausted until the ship stops waiting. The laytime exceptions apply to the waiting time as if the ship was at the loading / discharging berth provided the ship is not already on demurrage. When the waiting time ends time ceases to count and restarts when the ship reaches the loading / discharging berth subject to the giving of a notice of readiness if one is required by the charter party, and to any notice time if provided for in the charter party, unless the ship is by then on demurrage.
Whether in Berth OR Not or Berth NO Berth	If the location named for loading / discharging is a berth and if the berth is not immediately accessible to the ship a notice of readiness can be given when the ship has arrived at the port in which the berth is situated.
Demurrage	The money payable to the owner for delay for which the owner is not responsible in loading and or / discharging after the laytime has expired.
On Demurrage	The laytime has expired. Unless the charter party expressly provides to the contrary the time on demurrage will not be subject to the laytime exceptions.
Despatch Money or Despatched	The money payable by the owner if the ship completes loading or discharging before the laytime has expired.
All Time Saved	The time saved to the ship from the completion of loading / discharging to the expiry of the laytime including periods excepted from the laytime.
All Working Time Saved or All Laytime Saved	The time saved to the ship from the completion of loading / discharging to the expiry of the laytime excluding any notice time and periods excepted from the laytime.
CHOPT	Charterers option ( often refers to a discharge port )
ATUTC	All time used to count
SHINC	Saturday or Sunday Holidays included ( in Time )
1 SB PORT	One safe berth or port