The GENCON (General Charter Conditions) charter party is the most common standard voyage charterparty form used worldwide. Gencon first issued in This document is a computer generated GENCON form printed by Charter Party about the date indicated in Box 9, and the party mentioned as the. 5 . Uniform General Charter, or “GENCON”, is the standard form voyage charterparty most commonly used worldwide. GENCON was first issued by BIMCO in

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Whilst some completely new clauses have been incorporated into the Gencon 94, only one clause of Gencon 76 has been deleted, i. The following have contributed to such turn: Deck crane, towing hook. But right now OpenSea helps easily find right cargo for right ship or vice versa and creates new level of transparency on the freight market. Search everywhere Search in section Vessels for sale Search in section Types of vessels Search in section Terms Search in section Proformas of contracts.

Like what you’re reading? Indemnity for excess pzrty arising under the bills of landing. Therefore, Charterers are now ultimately responsible geencon loading, stowing, trimming and discharge of the cargo. Once in and one more time in This is one of the most important changes in Gencon Built in in China. In addition, as the GENCON is designed for non-specialised trades, both parties to the contract may well insist geencon certain additional clauses particular to their requirements to be attached to the standard form.

The main Gencon forms which may create a dispute

Additional boxes which have been inserted in Gencon 94 refer to: Boxes 10, 11 and 12 take us to the loading and discharging ports and the type and quantity of cargo to be loaded.

Another clause which is extended in Gencon 94 is the lien clause which now includes also the lien on sub-freights to cover the cases the vessel is sub-chartererd. Dry cargoes Gas cargoes Liquid cargoes. Finally, the War Risks clause has been updated with the standard Voywar A crucial point in connection with the freight is the question of which party should be responsible for the costs and risks of loading and discharging the cargo.

Because of the imponderables in time for merchant ships there is usually a span of some days between which the vessel may be presented for loading. Although the most fiercely contested area may be that of the freight level, the dates and the time allowed for cargo operations may also be crucial to the fixture, as we will see below. Since the Gencon 76 and the Gencon 94 are the most used forms, here, we will focus on these two versions and will discuss the terms that make Charterers and Owners have a strong preference of one form over the other.


Then comes the all-important clause setting out the rate of freight including how, when and where it is to be paid. Boxes 8 and 9 should not be overlooked; they describe the position of the ship relative to this particular charter.

Due to this same reason, Owners usually prefer to go with the Gencon 94 form. Self-propelled split hopper barge built in Romania.

GENCON Charterparty

Prepayment of freight is incorporated in Gencon The sum negotiated for this is inserted in box 20 and governed gsncon clause 7. The canceling clause clause 9 of Gencon 94 or clause 10 of Gencon 76 is also updated in order to give Owners the right to ask for extension of laycan if the vessel delays and avoid a long ballast leg out of the laycan.

Tanker barges Dry cargo barges Hopper chsrter Barge with ramp Sea non-selfpropelled barges Deck barges.

Get the latest updates first. TBN Self-propelled split hopper barge built in Romania. Gencon 94 removes any such limitation and the parties can claim any and all damages they may have.

So genfon 5, 6 and 7 cover this dispute-prone area of time in port. As mentioned earlier, Gencon is the most used voyage charter party worldwide. Another problem which owners usually face is the delayed payment or the nonpayment of demurrage claims. Sign up larty new offers Name.

GENCON Charterparty | Handybulk Shipping

Xharter Multipurpose auxiliary offshore vessel built in in China. If, however, an owner gives an expected readiness for box 9 and then subsequently takes on some intervening business which makes the ship much later than originally intended, he is guilty of misrepresentation.

In extreme cases, such misrepresentation could be grounds for the charterer to cancel the contract, and the date when this could take effect is shown in box A word of which the precise definition is almost lost in history but for our purposes refers to the time allowed for loading, respectively discharging.


Next, there are boxes in which to enter the names of the parties and of course, the name of the ship details of its registered tonnages, dead weight, and any other characteristics important to the fixture, for example cubic dharter or perhaps the size of the hatches.

The options in the printed clause 4 need to be carefully considered in conjunction with these details.

A shipowner is, therefore, anxious to keep the time spent in loading and discharging to a minimum. Gencon first issued in and then revised twice: As a general rule, all the details which will eventually be inserted in the boxes of Part I of the charter-party are negotiable, and most will feature at some stage in the offers and counter-offers which are traded back and forth during the negotiations.

Payment of freight clause 4 has been amended as well, so as to include also the option of prepayment chadter upon shipment instead of payment on delivery only which was included in the Gencon Nevertheless, this information should not be taken lightly.

Subscribe to our blog articles Analytics, inspiration and fresh ideas for ship chartering community. If the ship is fixed for loading or discharging at such a place, this must be specifically agreed in the charter party, otherwise the Owners have every right to refuse to put their vessel there.

These are known as FIO terms free in and out implying that both loading chafter discharging operations are free of expense to the shipowners.

Linked to when time commences to count and the amount of time allowed for loading and discharging is the penalty for exceeding the agreed limits.

The following have contributed to such turn:. Despite the fact that such revisions were necessary in order for the terms to be updated in line with the standard shipping practices, each revision also included a few changes which, in fact, amended the rights and responsibilities of the parties, creating a dispute between the Owners and Charterers on which form is fairer.

Dry cargoes 40 Gas cargoes 1 Liquid cargoes 6.