Code word for this Charter Party

SHELLVOY 6

Issued March 2005

VOYAGE CHARTER PARTY

LONDON,
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PREAMBLE

IT IS THIS DAY AGREED between

of

(hereinafter referred to as "Owners"), being owners /disponent owners of the

motor/steam tank vessel called

with an IMO number of

(hereinafter referred to as "the vessel")

and

of

(hereinafter referred to as "Charterers"):

that the service for which provision is herein made shall be subject to the terms and conditions of this Charter which includes Part I,
Part II and Part III. In the event of any conflict between the provisions of Part I, Part II and Part III hereof, the provisions of Part I shall prevail.

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PART I
(A) Description
of vessel

(I)
vessel

Owners warrant that at the date hereof, and from the time when the obligation to proceed to the loadport(s) attaches, the

(i)

Is classed

(ii) (a)

Has a deadweight of
tonnes (1000 kg) on a salt-water draft on assigned summer freeboard of
applicable,
Has on board documentation showing the following additional drafts and deadweights

(b)

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m. and if

m3

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(iii)

Has capacity for cargo of

(iv)

Is fully fitted with heating systems for all cargo tanks capable of maintaining cargo at a temperature of up to
degrees Celsius and can accept a cargo temperature on loading of up to a maximum of
degrees Celcius.

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(v)

Has tanks coated as follows:

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(vi)

Is equipped with cranes/derricks capable of lifting to and supporting at the vessel's port and starboard manifolds submarine
hoses of up to
tonnes (1000 kg) in weight.

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Can discharge a full cargo (whether homogenous or multi grade) either within 24 hours, or can maintain a back pressure
of 100 PSI at the vessels manifold and Owners warrant such minimum performance provided receiving facilities permit
and subject always to the obligation of utmost despatch set out in Part II, clause 3 (1) .
The discharge warranty shall only be applicable provided the kinematic viscosity does not exceed 600 centistokes at the
discharge temperature required by Charterers. If the kinematic viscosity only exceeds 600 centistokes on part of the cargo
or particular grade(s) then the discharge warranty shall continue to apply to all other cargo/grades.

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Has or will have carried, for the named Charterers, the following three cargoes (all grades to be identified) immediately
prior to loading under this Charter:Last Cargo/charterer
2nd Last Cargo/charterer
3rd Last Cargo/charterer

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Has a crude oil washing system complying with the requirements of the International Convention for the Prevention of
Pollution from Ships 1973 as modified by the Protocol of 1978 ("MARPOL 73/78").

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Has an operational inert gas system and is equipped for and able to carry out closed sampling/ullaging/loading and
discharging operations in full compliance with the International Safety Guide for Oil Tankers and Terminals (ISGOTT)
guidelines current at the date of this Charter.

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Has on board all papers and certificates required by any applicable law, in force as at the date of this Charter, to enable the
vessel to perform the charter service without any delay.

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(vii)

(viii)

(ix)

(x)

(xi)

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Issued March 2005

Is entered in the

(xiii)

Has in full force and effect Hull and Machinery insurance placed through reputable Brokers on Institute Time
Clauses-Hull dated
for the value of

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Complies with the latest edition of the Oil Companies International Marine Forum (OCIMF) standards for oil tankers
manifolds and associated equipment applicable to its size for cargo manifolds and vapour recovery systems.

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Is equipped to comply with, and is operated in accordance with, and has on board, the latest edition of the International
Chamber of Shipping (ICS) and/or OCIMF guidelines / publications covering:
(a) Ship to Ship Operations
(b) ISGOTT
(c) Clean Seas Guide for Oil Tankers
(d) Bridge Procedure Guide

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(xv)

Printed by BIMCOs idea

(C) Laydays

(D) Loading
port(s)/
Range
(E) Discharging
port(s)/
Range
(F) Cargo
description

(G) Freight
rate

P&I Club, being a member of the International Group of P&I Clubs.

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(xii)

(xiv)

(B) Position/
Readiness

SHELLVOY 6

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(II)
Throughout the charter service, Owners shall ensure that the vessel shall be maintained, or that they take all steps
necessary to promptly restore vessel to be, within the description in Part I clause (A)(I) and any questionnaires requested by
Charterers or within information provided by Owners.

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(III)
Owners warrant that any information provided on any Questionnaire(s) requested by Charterers or any other vessel
information/details provided by Owners to Charterers is always complete and correct as at the date hereof, and from the time when
the obligation to proceed to the loadport attaches and throughout the charter service. This information is an integral part of this
Charter but if there is any conflict between the contents of the Questionnaire(s), or information provided by Owners, and any other
provisions of this Charter then such other provisions shall govern.

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Now

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Expected ready to load

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In addition to the above details on the position of the vessel Owners will advise Charterers of the known programme, including any
contractual options available to the Charterers in Part I clause (A)(I) (viii) above between current position up to expected ready to
load date at Charterers nominated or indicated first load port/area. Owners will not, unless with Charterers prior consent, negotiate
or enter into any business or give current Charterers any further options that may affect or alter the programme of the vessel as given
in this clause.

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Commencing Noon Local Time on

(Commencement Date)

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Terminating Noon Local Time on

(Termination Date)

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Charterers' option

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Owners warrant that where different grades of cargo are carried pursuant to this Part I clause (F), they will be kept in complete
segregation from each other during loading, transit, and discharge, to include the use of different pumps/lines for each grade. If,
however, Charterers so require it, the vessel may be required to:

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(a) co-mingle different grades of cargo providing such grades fall within the cargo description set out in this Part I clause (F);
(b) otherwise breach the vessel's natural segregation;
(c) add dye to the cargo after loading, and/or
(d) carry out such other cargo operations as Charterers may reasonably require as long as the vessel is capable of such operations

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provided that the Charterers will indemnify Owners for any loss damage delay or expense caused by following Charterers
instructions, except to the extent that such loss damage delay or expense could have been avoided by the exercise of due diligence
by Owners.

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At
% of the rate for the voyage as provided for in the New Worldwide Tanker Nominal Freight Scale current at the date of
commencement of loading (hereinafter referred to as "Worldscale") per ton (2240 lbs)/tonne (1000 Kg) or, if agreed, the following
lumpsum amount(s)/or freight per tonne for named load and discharge area(s)/port(s) combinations

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This document is a computer generated SHELLVOY6 form printed by authority of BIMCO. Any insertion or deletion to the form must be clearly visible. In the event of any
modification made to the pre-printed text of this document which is not clearly visible, the text of the original BIMCO approved document shall apply. BIMCO assumes no
responsibility for any loss, damage or expense as a result of discrepancies between the original BIMCO approved document and this computer generated document.

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Issued March 2005

SHELLVOY 6

(H) Freight
payable to

(I) Laytime
(J) Demurrage
per day (or
pro rata)
(K) ETAs

running hours

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All radio/telex/e-mail messages sent by the master to Charterers shall be addressed to

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All telexes must begin with the vessel name at the start of the subject line (no inverted commas, or use of MT / SS preceding the
vessel name)

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The vessel shall perform the ballast passage with utmost despatch and the laden passage at
knots weather and safe navigation
permitting at a consumption of
tonnes of Fueloil (state grade
) per day.
Charterers shall have the option to instruct the vessel to increase speed with Charterers reimbursing Owners for the additional
bunkers consumed, at replacement cost.
Charterers shall also have the option to instruct the vessel to reduce speed on laden passage. Additional voyage time caused by such
instructions shall count against laytime or demurrage, if on demurrage, and the value of any bunkers saved shall be deducted from
any demurrage claim Owners may have under this Charter with the value being calculated at original purchase price.
Owners shall provide documentation to fully support the claims and calculations under this clause.

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(M) Worldscale

Worldscale Terms and Conditions apply / do not apply to this Charter. [delete as applicable]

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(N) Casualty/
Accident
contacts

In the event of an accident / marine casualty involving the vessel, Owners technical managers can be contacted on a 24 hour basis
as follows:
Company Full Name:
Contact Person:
Full Address:
Telephone Number:
Fax Number:
Telex Number:
Email Address:
24 Hour Emergency Telephone number:

(L) Speed

Printed by BIMCOs idea

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(O) Special
provisions
Signatures

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IN WITNESS WHEREOF, the parties have caused this Charter consisting of the Preamble, Parts I, II and III to be executed as of the
day and year first above written.

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By

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By

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This document is a computer generated SHELLVOY6 form printed by authority of BIMCO. Any insertion or deletion to the form must be clearly visible. In the event of any
modification made to the pre-printed text of this document which is not clearly visible, the text of the original BIMCO approved document shall apply. BIMCO assumes no
responsibility for any loss, damage or expense as a result of discrepancies between the original BIMCO approved document and this computer generated document.

Issued March 2005

SHELLVOY 6
PART II

Condition of
vessel

1. Owners shall exercise due diligence to ensure that from the time when the obligation to proceed to the
loading port(s) attaches and throughout the charter service (a) the vessel and her hull, machinery, boilers, tanks, equipment and facilities are in good order and
condition and in every way equipped and fit for the service required; and
(b) the vessel has a full and efficient complement of master, officers and crew and the senior officers shall
be fully conversant in spoken and written English language
and to ensure that before and at the commencement of any laden voyage the vessel is in all respects fit to carry the
cargo specified in Part I clause (F). For the avoidance of doubt, references to equipment in this Charter shall include
but not be limited to computers and computer systems, and such equipment shall (inter alia) be required to continue
to function, and not suffer a loss of functionality and accuracy (whether logical or mathematical) as a result of the
run date or dates being processed.

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Cleanliness
of tanks

2. Whilst loading, carrying and discharging the cargo the master shall at all times keep the tanks, lines and
pumps of the vessel always clean for the cargo. Unless otherwise agreed between Owners and Charterers the vessel
shall present for loading with cargo tanks ready and, subject to the following paragraphs, if vessel is fitted with Inert
Gas System (IGS), fully inerted.
Charterers shall have the right to inspect vessels tanks prior to loading and the vessel shall abide by
Charterers instructions with regard to tank or tanks which the vessel is required to present ready for entry and
inspection. If Charterers inspector is not satisfied with the cleanliness of the vessels tanks, Owners shall clean
them in their time and at their expense to the satisfaction of Charterers inspector, provided that nothing herein shall
affect the responsibilities and obligations of the master and Owners in respect of the loading, carriage and care of
cargo under this Charter nor prejudice the rights of Charterers, should any contamination or damage subsequently be
found, to contend that the same was caused by inadequate cleaning and/or some breach of this or any other clause
of this Charter.
Notwithstanding that the vessel, if equipped with IGS, shall present for loading with all cargo tanks fully
inerted, any time used for de-inerting (provided that such de-inerting takes place after laytime or demurrage time has
commenced or would, but for this clause, have commenced) and/or re-inerting those tanks that at Charterers
specific request were gas freed for inspection, shall count as laytime or if on demurrage as demurrage, provided the
tank or tanks inspected are found to be suitable. In such case Charterers will reimburse Owners for bunkers
consumed for de-inerting/re-inerting, at replacement cost.
If the vessels tanks are inspected and rejected, time used for de-inerting shall not count towards laytime or
demurrage, and laytime or demurrage time shall not commence or recommence, as the case may be, until the tanks
have been re-inspected, approved by Charterers inspector, and re-inerted.

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Voyage

3. (1) Subject to the provisions of this Charter the vessel shall perform her service with utmost despatch and
shall proceed to such berths as Charterers may specify, in any port or ports within Part I clause (D) nominated by
Charterers, or so near thereunto as she may safely get and there, always safely afloat, load thecargo specified in
Part I clause (F) of this Charter, but not in excess of the maximum quantity consistent with the International Load
Line Convention for the time being in force and, being so loaded, proceed as ordered on signing bills of lading to
such berths as Charterers may specify, in any port or ports within Part I clause (E) nominated by Charterers, or so
near thereunto as she may safely get and there, always safely afloat, discharge the cargo.
Charterers shall nominate loading and discharging ports, and shall specify loading and discharging berths
and, where loading or discharging is interrupted, shall provide fresh orders in relation thereto.
In addition Charterers shall have the option at any time of ordering the vessel to safe areas at sea for wireless orders.
Any delay or deviation arising as a result of the exercise of such option shall be compensated by Charterers in
accordance with the terms of Part II clause 26 (1).
(2) Owners shall be responsible for and indemnify Charterers for any time, costs, delays or loss including but
not limited to use of laytime, demurrage, deviation expenses, replacement tonnage, lightening costs and associated
fees and expenses due to any failure whatsoever to comply fully with Charterers voyage instructions and clauses in
this Charter which specify requirements concerning Voyage Instructions and/ or Owners/masters duties including,
without limitation to the generality of the foregoing, loading more cargo than permitted under the International Load
Line Convention, for the time being in force, or for not leaving sufficient space for expansion of cargo or loading
more or less cargo than Charterers specified or for not loading/discharging in accordance with Charterers
instructions regarding the cargo quantity or draft requirements.
This clause 3(2) shall have effect notwithstanding the provision of Part II clause 32 (a) of this Charter or Owners
defences under the Hague-Visby Rules.
(3) Owners shall always employ pilots for berthing and unberthing of vessels at all ports and/or berths under
this Charter unless prior exemption is given by correct and authorised personnel. Owners to confirm in writing if
they have been exempt from using a pilot and provide Charterers with the details, including but not limited to, the
authorising organisation with persons name.
(4) Without prejudice to the provisions of sub-clause (2) of this clause, and unless a specific prior agreement
exists, if a conflict arises between terminal orders and Charterers voyage instructions, the master shall stop cargo
operations, and/or other operations under dispute, and contact Charterers immediately. Terminal orders shall never

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This document is a computer generated SHELLVOY6 form printed by authority of BIMCO. Any insertion or deletion to the form must be clearly visible. In the event of any modification made to the
pre-printed text of this document which is not clearly visible, the text of the original BIMCO approved document shall apply. BIMCO assumes no responsibility for any loss, damage or expense as a
result of discrepancies between the original BIMCO approved document and this computer generated document.

Issued March 2005

SHELLVOY 6
PART II

supersede Charterers voyage instructions and any conflict shall be resolved prior to resumption of cargo, or other,
operations in dispute. Where such a conflict arises the vessel shall not sail from the port or resume cargo operations,
and/or other operations under dispute, until Charterers have directed the vessel to do so.
Time spent resolving the vessel/terminal conflict will count as laytime or demurrrage except that failure of
Owners/master to comply with the procedure set forth above shall result in the deduction from laytime or
demurrage time of the time used in resolving the vessel/terminal instruction conflict
(5) In this Charter, "berth" means any berth, wharf, dock, anchorage, submarine line, a position alongside
any vessel or lighter or any other loading or discharging point whatsoever to which Charterers are entitled to order
the vessel hereunder, and "port" means any port or location at sea to which the vessel may proceed in accordance
with the terms of this Charter.

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Safe berth

4. Charterers shall exercise due diligence to order the vessel only to ports and berths which are safe for
the vessel and to ensure that transhipment operations conform to standards not less than those set out in the latest
edition of ICS/OCIMF Ship-to-Ship Transfer Guide (Petroleum). Notwithstanding anything contained in this
Charter, Charterers do not warrant the safety of any port, berth or transhipment operation and Charterers shall
not be liable for loss or damage arising from any unsafety if they can prove that due diligence was exercised in the
giving of the order or if such loss or damage was caused by an act of war or civil commotion within the trading
areas defined in Part I clauses (D/E).

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Freight

5. (1) Freight shall be earned concurrently with delivery of cargo at the nominated discharging port or ports
and shall be paid by Charterers to Owners without any deductions, except as may be required in the Singapore
Income Tax Act and/or under Part II clause 48 and/or under clause 55 and/or under Part III clause 4(a), in United
States Dollars at the rate(s) specified in Part I clause (G) on the gross bill of lading quantity as furnished by the
shipper (subject to Part II clauses 8 and 40), upon receipt by Charterers of notice of completion of final discharge of
cargo, provided that no freight shall be payable on any quantity in excess of the maximum quantity consistent with
the International Load Line Convention for the time being in force.
If the vessel is ordered to proceed on a voyage for which a fixed differential is provided in Worldscale, such
fixed differential shall be payable without applying the percentage referred to in Part I clause (G).
If cargo is carried between ports and/or by an agreed route for which no freight rate is expressly quoted in
Worldscale, then the parties shall, in the absence of agreement as to the appropriate freight rate, apply to
Worldscale Association (London) Ltd., or Worldscale Association (NYC) Inc., for the determination of an
appropriate Worldscale freight rate. If Owners or master unilaterally elect to proceed by a route that is different to
that specified in Worldscale, or different to a route agreed between Owners and Charterers, freight shall always be
paid in accordance with the Worldscale rate as published or in accordance with any special rate applicable for the
agreed route.
Save in respect of the time when freight is earned, the location of any transhipment at sea pursuant to Part II
clause 26(2) shall not be an additional nominated port, unless otherwise agreed, for the purposes of this Charter
(including this clause 5) and the freight rate for the voyage shall be the same as if such transhipment had not taken
place.
(2) If the freight in Part I clause (G) is a lumpsum amount and such lumpsum freight is connected with a
specific number of load and discharge ports given in Part I clause (L) and Owners agree that Charterers may order
the vessel to additional load and/or discharge ports not covered by the agreed lumpsum freight, the following shall
apply:
(a) the first load port and the final discharge port shall be deemed to be the port(s) that form the voyage and
on which the lumpsum freight included in Part I clause (G) refers to;
(b) freight for such additional ports shall be calculated on basis of deviation. Deviation shall be calculated
on the difference in distance between the specified voyage (for which freight is agreed) and the voyage
actually performed.
BP Shipping Marine Distance Tables (2004), produced by AtoBriac shall be used in both cases.
Deviation time/bunker consumption shall be calculated using the charter speed and bunker consumption as per the
speed and consumptions given in Part I clause(L) of this Charter.
Deviation time and time spent in port shall be charged at the demurrage rate in Part I clause (J) of this Charter
except that time used in port which would otherwise qualify for half rate laytime and/or demurrage under Part II
clause (15) (2) of this Charter will be charged at half rate.
Additional bunkers consumed shall be paid at replacement cost, and actual port costs shall be paid as incurred.
Such deviation costs shall be paid against Owners fully documented claim.

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Claims, dues
and other
charges

6. (1) Dues and other charges upon the vessel, including those assessed by reference to the quantity of cargo
loaded or discharged, and any taxes on freight whatsoever shall be paid by Owners, and dues and other charges
upon the cargo shall be paid by Charterers. However, notwithstanding the foregoing, where under a provision of
Worldscale a due or charge is expressly for the account of Owners or Charterers then such due or charge shall be
payable in accordance with such provision.
(2) Any costs including those itemised under applicable Worldscale as being for Charterers account shall,

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This document is a computer generated SHELLVOY6 form printed by authority of BIMCO. Any insertion or deletion to the form must be clearly visible. In the event of any modification made to the
pre-printed text of this document which is not clearly visible, the text of the original BIMCO approved document shall apply. BIMCO assumes no responsibility for any loss, damage or expense as a
result of discrepancies between the original BIMCO approved document and this computer generated document.

Issued March 2005

SHELLVOY 6
PART II

unless otherwise instructed by Charterers, be paid by Owners and reimbursed by Charterers against Owners fully
documented claim.
(3) Charterers shall be discharged and released from all liability in respect of any charges/claims (other than
demurrage and Worldscale charges/dues and indemnity claims) including but not limited to additional bunkers,
detention, deviation, shifting, heating, deadfreight, speed up, slow down, drifting, port costs, additional freight,
insurance, Owner may send to Charterers under this Charter unless any such charges/claims have been received by
Charterer in writing, fully and correctly documented, within ninety (90) days from completion of discharge of the
cargo concerned under this Charter. Part II clause 15 (3) of this Charter covers the notification and fully documented
claim procedure for demurrage.
(4) If, after disconnection of hoses, the vessel remains at berth for vessels purposes, Owners shall be
responsible for all direct and indirect costs whether advised to Owners in advance or not, and including charges by
Terminal/Suppliers/Receivers.

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Loading and
discharging
cargo

7. The cargo shall be loaded into the vessel at the expense of Charterers and, up to the vessel's permanent
hose connections, at Charterers' risk. The cargo shall be discharged from the vessel at the expense of Owners
and, up to the vessel's permanent hose connections, at Owners' risk. Owners shall, unless otherwise notified by
Charterers or their agents, supply at Owners' expense all hands, equipment and facilities required on board for
mooring and unmooring and connecting and disconnecting hoses for loading and discharging.

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Deadfreight

8. Charterers need not supply a full cargo, but if they do not freight shall nevertheless be paid as if the
vessel had been loaded with a full cargo.
The term "full cargo" as used throughout this Charter means a cargo which, together with any collected
washings (as defined in Part II clause 40) retained on board pursuant to the requirements of MARPOL 73/78, fills
the vessel to either her applicable deadweight or her capacity stated in Part I clause (A) (I) (iii), whichever is less,
while leaving sufficient space in the tanks for the expansion of cargo. If under Part I clause (F) vessel is chartered
for a minimum quantity and the vessel is unable to load such quantity due to having reached her capacity as stated in
Part I clause (A) (I) (iii), always leaving sufficient space for expansion of cargo, then without prejudice to any
claims which Charterers may have against Owners, no deadfreight between the quantity loaded and the quantity
shown in Part I clause (F) shall be due.

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Shifting

9. Charterers shall have the right to require the vessel to shift at ports of loading and/or discharging from a
loading or discharging berth within port limits and/or to a waiting place inside or outside port limits and back to the
same or to another such berth/place once or more often on payment of all additional expenses incurred. For the
purposes of freight payment and shifting the places grouped in Port and Terminal Combinations in Worldscale are
to be considered as berths within a single port. If at any time before cargo operations are completed it becomes
dangerous for the vessel to remain at the specified berth as a result of wind or water conditions, Charterers shall pay
all additional expenses of shifting from any such berth and back to that or any other specified berth within port
limits (except to the extent that any fault of the vessel contributed to such danger).
Subject to Part II clause 14(a) and (c) time spent shifting shall count against laytime or if the vessel is on
demurrage for demurrage.

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Charterers'
failure to
give orders

10. If the vessel is delayed due to Charterers' breach of Part II clause 3 Charterers shall, subject to the terms
hereof, compensate Owners in accordance with Part II clause 15(1) and (2) as if such delay were time exceeding the
laytime. Such compensation shall be Owners sole remedy in respect of such delay.
The period of such delay shall be calculated:
(i) from 6 hours after Owners notify Charterers that the vessel is delayed awaiting nomination of loading or
discharging port until such nomination has been received by Owners, or
(ii) from 6 hours after the vessel gives notice of readiness at the loading or discharging port until
commencement of loading or discharging,
as the case may be, subject always to the same exceptions as those set out in Part II clause 14. Any period of
delay in respect of which Charterers pay compensation pursuant to this clause 10 shall be excluded from any
calculation of time for laytime or demurrage made under any other clause of this Charter.
Periods of delay hereunder shall be cumulative for each port, and Owners may demand compensation after
the vessel has been delayed for a total of 20 running days, and thereafter after each succeeding 5 running days of
delay and at the end of any delay. Each such demand shall show the period in respect of which compensation is
claimed and the amount due. Charterers shall pay the full amount due within 14 days after receipt of Owners'
demand. Should Charterers fail to make any such payments Owners shall have the right to terminate this Charter
by giving written notice to Charterers or their agents, without prejudice to any claims which Charterers or
Owners may have against each other under this Charter or otherwise.

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Laydays/
Termination

11. Should the vessel not be ready to load by noon local time on the termination date set out in Part I clause
(C) Charterers shall have the option of terminating this Charter unless the vessel has been delayed due to Charterers'
change of orders pursuant to Part II clause 26, in which case the laydays shall be extended by the period of
such delay.

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This document is a computer generated SHELLVOY6 form printed by authority of BIMCO. Any insertion or deletion to the form must be clearly visible. In the event of any modification made to the
pre-printed text of this document which is not clearly visible, the text of the original BIMCO approved document shall apply. BIMCO assumes no responsibility for any loss, damage or expense as a
result of discrepancies between the original BIMCO approved document and this computer generated document.

Issued March 2005

SHELLVOY 6
PART II

As soon as Owners become aware that the vessel will not be ready to load by noon on the termination date,
Owners will give notice to Charterers declaring a new readiness date and ask Charterers to elect whether or not to
terminate this Charter.
Within 4 days after such notice, Charterers shall either:
(i) declare this Charter terminated or
(ii) confirm a revised set of laydays which shall be amended such that the new readiness date stated shall
be the commencement date and the second day thereafter shall be the termination date or,
(iii) agree a new set of laydays or an extension to the laydays mutually acceptable to Owners and Charterers
The provisions of this clause and the exercise or non-exercise by Charterers of their option to terminate
shall not prejudice any claims which Charterers or Owners may have against each other.

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Laytime

12. (1) The laytime for loading, discharging and all other Charterers' purposes whatsoever shall be the
number of running hours specified in Part I clause (I). Charterers shall have the right to load and discharge at all
times, including night, provided that they shall pay for all extra expenses incurred ashore.
(2) If vessel is able to, and Charterers so instruct, the vessel shall load earlier than the commencement of
of laydays and Charterers shall have the benefit of such time saved by way of offset from any demurrage incurred.
Such benefit shall be the time between commencement of loading until the commencement of the original laydays.

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Notice of
readiness/
Running
time

13. (1) Subject to the provisions of Part II clauses 13(3) and 14,
(a)
Time at each loading or discharging port shall commence to run 6 hours after the vessel is in
all respects ready to load or discharge and written notice thereof has been tendered by the
master or Owners' agents to Charterers or their agents and the vessel is securely moored at
the specified loading or discharging berth. However, if the vessel does not proceed
immediately to such berth time shall commence to run 6 hours after (i) the vessel is lying in
the area where she was ordered to wait or, in the absence of any such specific order, in a
usual waiting area and (ii) written notice of readiness has been tendered and (iii) the
specified berth is accessible. A loading or discharging berth shall be deemed inaccessible
only for so long as the vessel is or would be prevented from proceeding to it by bad weather,
tidal conditions, ice, awaiting daylight, pilot or tugs, or port traffic control requirements
(except those requirements resulting from the unavailability of such berth or of the cargo).
If Charterers fail to specify a berth at any port, the first berth at which the vessel loads or
discharges the cargo or any part thereof shall be deemed to be the specified berth at such
port for the purposes of this clause.
Notice shall not be tendered before commencement of laydays and notice tendered by radio
shall qualify as written notice provided it is confirmed in writing as soon as reasonably
possible.
Time shall never commence before six hours after commencement of laydays unless loading
commences prior to this time as provided in clause 13 (3).
If Owners fail;
(i) to obtain Customs clearance; and/or
(ii) to obtain free pratique unless this is not customary prior to berthing; and/or
(iii) to have on board all papers/certificates required to perform this Charter, either within
the 6 hours after notice of readiness originally tendered or when time would otherwise
normally commence under this Charter, then the original notice of readiness shall not
be valid. A new notice of readiness may only be tendered when Customs clearance and/or
free pratique has been granted and/or all papers/certificates required are in order in accordance
with relevant authorities requirements. Laytime or demurrage, if on demurrage, would then
commence in accordance with the terms of this Charter. All time, costs and expenses as a
result of delays due to any of the foregoing shall be for Owners account.
(b)
Time shall:
(i) continue to run until the cargo hoses have been disconnected.
(ii) recommence two hours after disconnection of hoses if the vessel is delayed for Charterers
purposes and shall continue until the termination of such delay provided that if the vessel waits
at any place other than the berth, any time or part of the time on passage to such other place that
occurs after two hours from disconnection of hoses shall not count.
(2) If the vessel loads or discharges cargo by transhipment at sea time shall commence in accordance with
Part II clause 13 (I) (a), and run until transhipment has been completed and the vessels have separated, always
subject to Part II clause 14.
(3) Notwithstanding anything else in this clause 13, if Charterers start loading or discharging the
vessel before time would otherwise start to run under this Charter, time shall run from commencement of such
loading or discharging.
(4) For the purposes of this clause 13 and of Part II clause 14 and Part II clause 15 "time" shall mean laytime

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pre-printed text of this document which is not clearly visible, the text of the original BIMCO approved document shall apply. BIMCO assumes no responsibility for any loss, damage or expense as a
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Issued March 2005

SHELLVOY 6
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or time counting for demurrage, as the case may be.

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Suspension
of time

14. Time shall not count when:

(a)
spent on inward passage from the vessel's waiting area to the loading or discharging berth
specified by Charterers, even if lightening occurred at such waiting area; or
(b)
spent in carrying out vessel operations, including but not limited to bunkering, discharging
slops and tank washings, and handling ballast, except to the extent that cargo operations are
carried on concurrently and are not delayed thereby; or
(c)
lost as a result of:
(i) breach of this Charter by Owners; or
(ii) any cause attributable to the vessel, (including but not limited to the warranties in Part I
(A) of this Charter) including breakdown or inefficiency of the vessel; or
(iii) strike, lock-out, stoppage or restraint of labour of master, officers or crew of the vessel or
tug boats or pilot.

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Demurrage

15. (1) Charterers shall pay demurrage at the rate specified in Part I clause (J).
If the demurrage rate specified in Part I clause (J) is expressed as a percentage of Worldscale such percentage
shall be applied to the demurrage rate applicable to vessels of a similar size to the vessel as provided in Worldscale
or, for the purpose of clause 10 and/or if this Charter is terminated prior to the commencement of loading, in
Worldscale current at the termination date specified in Part I clause (C).
Demurrage shall be paid per running day or pro rata for part thereof for all time which, under the provisions
of this Charter, counts against laytime or for demurrage and which exceeds the laytime specified in Part I clause (I).
Charterers' liability for exceeding the laytime shall be absolute and shall not in any case be subject to the
provisions of Part II clause 32.
(2) If, however, all or part of such demurrage arises out of or results from fire or explosion or strike or
failure/breakdown of plant and/or machinery at ports of loading and/or discharging in or about the plant of
Charterers, shippers or consignees of the cargo (not being a fire or explosion caused by the negligence or wilful act
or omission of Charterers, shippers or consignees of the cargo or their respective servants or agents), act of God, act
of war, riot, civil commotion, or arrest or restraint of princes, rulers or peoples, the laytime used and/or the rate of
demurrage shall be reduced by half for such laytime used and/or for such demurrage or such parts thereof.
(3) Owners shall notify Charterers within 60 days after completion of discharge if demurrage has
been incurred and any demurrage claim shall be fully and correctly documented, and received by Charterers, within
90 days after completion of discharge . If Owners fail to give notice of or to submit any such claim with
documentation, as required herein, within the limits aforesaid, Charterers' liability for such demurrage shall be
extinguished.
(4) If any part cargo for other charterers, shippers or consignees (as the case may be) is loaded or discharged
at the same berth, then any time used by the vessel waiting at or for such berth and in loading or discharging which
would otherwise count as laytime or if the vessel is on demurrage for demurrage, shall be pro-rated in the proportion
that Charterers cargo bears to the total cargo to be loaded or discharged at such berth. If however, the running of
laytime or demurrage, if on demurrage, is solely attributable to other parties cargo operations then such time shall
not count in calculating laytime or demurrage, if on demurrage, against Charterers under this Charter.

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Vessel
inspection

16. Charterers shall have the right, but no duty, to have a representative attend on board the vessel at any
loading and/or discharging ports and the master and Owners shall co-operate to facilitate his inspection
of the vessel and observation of cargo operations. However, such right, and the exercise or non-exercise
thereof, shall in no way reduce the master's or Owners' authority over, or responsibility to
Charterers and third parties for, the vessel and every aspect of her operation, nor increase Charterers'
responsibilities to Owners or third parties for the same.

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Cargo
inspection

17. This clause 17 is without prejudice to Part II clause 2 hereof. Charterers shall have the right to require
inspection of the vessel's tanks at loading and/or discharging ports to ascertain the quantity and quality of the cargo,
water and residues on board. Depressurisation of the tanks to permit inspection and/or ullaging shall be carried out
in accordance with the recommendations in the latest edition of the ISGOTT guidelines. Charterers shall also have
the right to inspect and take samples from the bunker tanks and other non-cargo spaces. Any delay to the vessel
caused by such inspection and measurement or associated depressurising/repressurising of tanks shall count against
laytime, or if the vessel is on demurrage, for demurrage.

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Cargo
measurement

18. The master shall ascertain the contents of all tanks before and after loading and before and after
discharging, and shall prepare tank-by-tank ullage reports of the cargo, water and residues on board which shall
be promptly made available to Charterers or their representative if requested. Each such ullage report shall show
actual ullage/dips, and densities at observed and standard temperature (15 Celsius). All quantities shall be
expressed in cubic metres at both observed and standard temperature.

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Inert gas

19. The vessel's inert gas system (if any) shall comply with Regulation 62, Chapter II-2 of the 1974 Safety of

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pre-printed text of this document which is not clearly visible, the text of the original BIMCO approved document shall apply. BIMCO assumes no responsibility for any loss, damage or expense as a
result of discrepancies between the original BIMCO approved document and this computer generated document.

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Life at Sea Convention as modified by the Protocol of 1978, and any subsequent amendments, and Owners warrant
that such system shall be operated (subject to the provisions of Part II clause 2), during loading, throughout the
voyage and during discharge, and in accordance with the guidance given in the IMO publication "Inert Gas System
(1983)". Should the inert gas system fail, Section 8 (Emergency Procedures) of the said IMO publication shall be
strictly adhered to and time lost as a consequence of such failure shall not count against laytime or, if the vessel is
on demurrage, for demurrage.

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Crude oil
washing

20. If the vessel is equipped for crude oil washing Charterers shall have the right to require the vessel to
crude oil wash, concurrently with discharge, those tanks in which Charterers cargo is carried. If crude oil washing
is required by Charterers any additional discharge time thereby incurred, always subject to the next succeeding
sentences, shall count against laytime or, if the vessel is on demurrage, for demurrage. The number of hours
specified in Part I clause (A) (I) (vii) shall be increased by 0.6 hours per cargo tank washed, always subject
to a maximum increase of 8 hours. If vessel fails to maintain 100 PSI throughout the discharge then any time over
24 hours, plus the additional discharge performance allowance under this clause, shall not count as laytime or
demurrage, if on demurrage. This clause 20 does not reduce Owners liability for the vessel to perform her service
with utmost despatch as setout in Part II, Clause 3(1). The master shall provide Charterers with a crude oil washing log
identifying each tank washed, and stating whether such tank has been washed to the MARPOL minimum standard
or has been the subject of additional crude oil washing and whether requested by Charterers or otherwise.

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Overage
insurance

21. Any additional insurance on the cargo required because of the age of the vessel shall be for Owners'
account.

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Ice

22. The vessel shall not be required to force ice or to follow icebreakers. If the master finds that a
nominated port is inaccessible due to ice, the master shall immediately notify Charterers requesting revised
orders and shall remain outside the ice-bound area; and if after arrival at a nominated port there is danger of the
vessel being frozen in, the vessel shall proceed to the nearest safe and ice free position and at the same time
request Charterers to give revised orders.
In either case if the affected port is:
(i) the first or only loading port and no cargo has been loaded, Charterers shall either nominate
another port,or give notice cancelling this Charter in which case they shall pay at the demurrage
rate in Part I clause (J)for the time from the master's notification aforesaid or from notice
of readiness on arrival, as the case may be,until the time such cancellation notice is given;
(ii) a loading port and part of the cargo has been loaded, Charterers shall either nominate another
port, or order the vessel to proceed on the voyage without completing loading in which case
Charterers shall pay for any deadfreight arising therefrom;
(iii) a discharging port, Charterers shall either nominate another port or order the vessel to proceed to or
return to and discharge at the nominated port. If the vessel is ordered to proceed to or return to a
nominated port, Charterers shall bear the risk of the vessel being damaged whilst proceeding to or
returning to or at such port, and the whole period from the time when the master's request for revised
orders is received by Charterers until the vessel can safely depart after completion of discharge shall
count against laytime or, if the vessel is on demurrage, for demurrage.
If, as a consequence of Charterers revising orders pursuant to this clause, the nominated port(s) or the
number or rotation of ports is changed, freight shall nevertheless be paid for the voyage which the vessel would
otherwise have performed had the orders not been so revised, such freight to be increased or reduced by the
amount by which, as a result of such revision of orders,
(a)
the time used including any time awaiting revised orders (which shall be valued at the demurrage rate
in Part I clause (J)), and
(b)
the bunkers consumed, at replacement cost and
(c)
the port charges
for the voyage actually performed are greater or less than those that would have been incurred on the
voyage which, but for the revised orders under this clause, the vessel would have performed.

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Quarantine

23. Time lost due to quarantine shall not count against laytime or for demurrage unless such quarantine
was in force at the time when the affected port was nominated by Charterers.

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Agency

24. The vessel's agents shall be nominated by Charterers at nominated ports of loading and discharging.
Such agents, although nominated by Charterers, shall be employed and paid by Owners.

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Charterers'
obligation at
shallow draft
port/
Lightening
in port

25.(1) If the vessel, with the quantity of cargo then on board, is unable due to inadequate depth of
water in the port safely to reach any specified discharging berth and discharge the cargo there always safely afloat,
Charterers shall specify a location within port limits where the vessel can discharge sufficient cargo into vessels or
lighters to enable the vessel safely to reach and discharge cargo at such discharging berth, and the vessel shall
lighten at such location.
(2) If the vessel is lightened pursuant to clause 25(1) then, for the purposes of the calculation

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pre-printed text of this document which is not clearly visible, the text of the original BIMCO approved document shall apply. BIMCO assumes no responsibility for any loss, damage or expense as a
result of discrepancies between the original BIMCO approved document and this computer generated document.

Issued March 2005

SHELLVOY 6
PART II

of laytime and demurrage, the lightening place shall be treated as the first discharging berth within the port where
such lightening occurs.

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Charterers'
orders/
Change of
orders/ Part
cargo
transhipment

26. (1) If, after loading and/or discharging ports have been nominated, Charterers wish to vary such
nominations or their rotation, Charterers may give revised orders subject to Part I clause (D) and/or (E), as the case
may be. Charterers shall reimburse Owners at the demurrage rate provided in Part I clause (J) for any deviation or
delay which may result therefrom and shall pay at replacement cost for any extra bunkers consumed.
Charterers shall not be liable for any other loss or expense which is caused by such variation.
(2) Subject to Part II clause 33(6), Charterers may order the vessel to load and/or discharge any part of the
cargo by transhipment at sea in the vicinity of any nominated port or en route between two nominated ports, in
which case unless Charterers elect, (which they may do at any time) to treat the place of such transhipment as a load
or discharge port (subject to the number of ports and ranges in Part I clauses (D) and (E) of this Charter), Charterers
shall reimburse Owners at the demurrage rate specified in Part I clause (J) for any additional steaming time and/or
delay which may be incurred as a consequence of proceeding to and from the location at sea of such transhipment
and, in addition, Charterers shall pay at replacement cost for any extra bunkers consumed.
(3) Owners warrant that the vessel, master, officers and crew are, and shall remain during this Charter,
capable of safely carrying out all the procedures in the current edition of the ICS/ OCIMF Ship to Ship Transfer
Guide (Petroleum). Owners further warrant that when instructed to perform a ship to ship transfer the master
Officers and crew shall, at all times, comply with such procedures. Charterers shall provide, and pay for,
the necessary equipment and, if necessary, mooring master, for such ship to ship operation.

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Heating of
cargo

27. If Charterers require cargo heating the vessel shall, on passage to and whilst at discharging port(s),
Maintain the cargo at the loaded temperature or at the temperature stated in Part I clause (A) (I) (iv), whichever is
the lower. Charterers may request that the temperature of the cargo be raised above or lowered below that at which
it was loaded, in which event Owners shall use their best endeavours to comply with such request and Charterers
shall pay at replacement cost for any additional bunkers consumed and any consequential delay to the vessel
shall count against laytime or, if the vessel is on demurrage, for demurrage.

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ETA

28. (1) Owners shall give Charterers a time and date of expected arrival at the first load port or if the loading
range is in the Arabian Gulf, the time of her expected arrival off Quoin Island (hereinafter called"load port"
in this clause) at the date of this Charter. Owners shall further advise Charterers at any time between the
Charter date and arrival at load port of any variation of 6 hours or more in vessel's expected arrival
time/date at the load port.
(2) Owners undertake that, unless Charterers require otherwise, the master shall:
(a)
advise Charterers immediately on leaving the final port of call on the previous voyage
of the time and date of the vessel's expected arrival at the first loading port and shall further
advise Charterers 72, 48, 36, and 24 hours before the expected arrival time/date.
(b)
advise Charterers immediately after departure from the final loading port, of the vessel's
expected time of arrival at the first discharging port or the area at sea to which the vessel has been
instructed to proceed for wireless orders, and confirm or amend such advice not later than 72, 48, 36
and 24 hours before the vessel is due at such port or area;
(c)
advise Charterers immediately of any variation of more than six hours from expected times of arrival
at loading or discharging ports, Quoin Island or such area at sea to Charterers;
(d)
address all messages as specified in Part I clause (K).
Owners shall be responsible for any consequences or additional expenses arising as a result of non-compliance
with this clause.
(3) If at any time prior to the tender of notice of readiness at the first load port, the vessel ceases to comply
with the description set out in Part I clause (A) and in any questionnaire(s), the Owners shall immediately notify
Charterers of the same, providing full particulars, and explaining what steps Owners are taking to ensure that the
vessel will so comply. Any silence or failure on the part of Charterers to respond to or any inaction taken in respect
of any such notice shall not amount to a waiver of any rights or remedies which Charterers may have in respect of
the matters notified by Owners.

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Packed
cargo

29. Charterers have the option of shipping products and/or general cargo in available dry cargo space, the
Quantity being subject to the master's discretion. Freight shall be payable at the bulk rate in accordance with
Part II clause 5 and Charterers shall pay in addition all expenses incurred solely as a result of the packed cargo being
carried. Delay occasioned to the vessel by the exercise of such option shall count against laytime or, if the vessel is
on demurrage, for demurrage.

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Subletting/
Assignment

30. Charterers shall have the option of sub-chartering the vessel and/or of assigning this Charter to any
person or persons, but Charterers shall always remain responsible for the due fulfilment of all the terms and
conditions of this Charter. Additionally Charterers may novate this charter to any company of the Royal Dutch/
Shell Group of Companies.

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Issued March 2005

SHELLVOY 6
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Liberty

31. The vessel shall be at liberty to tow or be towed, to assist vessels in all positions of distress and to deviate
for the purpose of saving life or property. On the laden voyage the vessel shall not take on bunkers or deviate or
stop, except as allowed in this clause 31, without prior permission of Charterers , Cargo Insurers, and Owners P&I
Club.

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Exceptions

32. (1) The vessel, her master and Owners shall not, unless otherwise in this Charter expressly provided,
be liable for any loss or damage or delay or failure arising or resulting from any act, neglect or default of the
master, pilots, mariners or other servants of Owners in the navigation or management of the vessel; fire, unless
caused by the actual fault or privity of Owners; collision or stranding; dangers and accidents of the sea; explosion,
Bursting of boilers, breakage of shafts or any latent defect in hull, equipment or machinery; provided, however,
that Part I clause (A) and Part II clauses 1 and 2 hereof shall be unaffected by the foregoing. Further, neither the
vessel, her master or Owners, nor Charterers shall, unless otherwise in this Charter expressly provided, be liable for
any loss or damage or delay or failure in performance hereunder arising or resulting from act of God, act of war, act
of public enemies, seizure under legal process, quarantine restrictions, strikes, lock-outs, restraints of labour, riots,
civil commotions or arrest or restraint of princes, rulers or people.
(2) Nothing in this Charter shall be construed as in any way restricting, excluding or waiving the right
of Owners or of any other relevant persons to limit their liability under any available legislation or law.
(3) Clause 32(1) shall not apply to or affect any liability of Owners or the vessel or any other relevant
person in respect of
(a)
loss or damage caused to any berth, jetty, dock, dolphin, buoy, mooring line, pipe or
crane or other works or equipment whatsoever at or near any port to which the vessels
may proceed under this Charter, whether or not such works or equipment belong to Charterers,
or
(b)
any claim (whether brought by Charterers or any other person) arising out of any loss of or
damage to or in connection with the cargo. Any such claim shall be subject to the
Hague-Visby Rules or the Hague Rules, or the Hamburg Rules as the case may be, which
ought pursuant to Part II clause 37 hereof to have been incorporated in the relevant bill of lading
(whether or not such Rules were so incorporated) or, if no such bill of lading is issued, to the
Hague-Visby rules unless the Hamburg Rules compulsory apply in which case to the Hamburg
Rules.

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Bills of
lading

33. (1) Subject to the provisions of this clause Charterers may require the master to sign lawful bills of
lading for any cargo in such form as Charterers direct.
(2) The signing of bills of lading shall be without prejudice to this Charter and Charterers hereby
indemnify Owners against all liabilities that may arise from signing bills of lading to the extent that the same
impose liabilities upon Owners in excess of or beyond those imposed by this Charter.
(3) All bills of lading presented to the master for signature, in addition to complying with the
Requirements of Part II clauses 35, 36 and 37, shall include or effectively incorporate clauses substantially similar to
the terms of Part II clauses 22, 33(7) and 34.
(4) All bills of lading presented for signature hereunder shall show a named port of discharge. If
when bills of lading are presented for signature discharging port(s) have been nominated hereunder, the
discharging port(s) shown on such bills of lading shall be in conformity with the nominated port(s). If at the time
of such presentation no such nomination has been made hereunder, the discharging port(s) shown on such bills of
lading must be within Part I clause (E) and shall be deemed to have been nominated hereunder by virtue of such
presentation.
(5) Article III Rules 3 and 5 of the Hague-Visby Rules shall apply to the particulars included in the
bills of lading as if Charterers were the shippers, and the guarantee and indemnity therein contained shall apply to
the description of the cargo furnished by or on behalf of Charterers.
(6) Notwithstanding any other provisions of this Charter, Owners shall be obliged to comply with
any orders from Charterers to discharge all or part of the cargo provided that they have received from Charterers
written confirmation of such orders.
If Charterers by telex, facsimile or other form of written communication that specifically refers to this clause request
Owners to discharge a quantity of cargo either:
(a)
without bills of lading and/or
(b)
at a discharge place other than that named in a bill of lading and/or
(c)
that is different from the bill of lading quantity
then Owners shall discharge such cargo in accordance with Charterers instructions in consideration of receiving the
Following indemnity which shall be deemed to be given by Charterers on each and every such occasion and which is limited
in value to 200 per cent of the C.I.F. value of the cargo on board:
(i)
Charterers shall indemnify Owners, and Owners servants and agents in respect of any liability loss or damage
of whatsoever nature (including legal costs as between attorney or solicitor and client and associated expenses)
which Owners may sustain by reason of delivering such cargo in accordance with Charterers request.
(ii)
If any proceeding is commenced against Owners or any of Owners servants or agents in connection with the

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pre-printed text of this document which is not clearly visible, the text of the original BIMCO approved document shall apply. BIMCO assumes no responsibility for any loss, damage or expense as a
result of discrepancies between the original BIMCO approved document and this computer generated document.

Issued March 2005

SHELLVOY 6
PART II

War risks

vessel having delivered cargo in accordance with such request, Charterers shall provide Owners or any of
Owners servants or agents from time to time on demand with sufficient funds to defend the said proceedings.
(iii)
If the vessel or any other vessel or property belonging to Owners should be arrested or detained, or if the arrest
or detention thereof should be threatened, by reason of discharge in accordance with Charterers instruction as
aforesaid, Charterers shall provide on demand such bail or other security as may be required to prevent such arrest
or detention or to secure the release of such vessel or property and Charterers shall indemnify Owners in respect
of any loss, damage or expenses caused by such arrest or detention whether or not the same may be justified.
(iv)
Charterers shall, if called upon to do so at any time while such cargo is in Charterers possession, custody or
control, redeliver the same to Owners.
(v)
As soon as all original bills of lading for the above cargo which name as discharge port the place where
delivery actually occurred shall have arrived and/or come into Charterers possession, Charterers shall
produce and deliver the same to Owners, whereupon Charterers liability hereunder shall cease.
Provided however, if Charterers have not received all such original bills of lading by 24.00 hours on the day
36 calendar months after the date of discharge, then this indemnity shall terminate at that time unless before
that time Charterers have received from Owners written notice that:
(a)
some person is making a claim in connection with Owners delivering cargo pursuant to Charterers request or
(b)
legal proceedings have been commenced against Owners and/or carriers and/Charterers and/or any of
their respective servants or agents and/or the vessel for the same reason.
When Charterers have received such a notice, then this indemnity shall continue in force until such claim or legal
proceedings are settled. Termination of this indemnity shall not prejudice any legal rights a party may have
outside this indemnity.
(vi)
Owners shall promptly notify Charterers if any person (other than a person to whom Charterers ordered
cargo to be delivered) claims to be entitled to such cargo and/or if the vessel or any other property belonging
to Owners is arrested by reason of any such discharge of cargo.
(vii)
This indemnity shall be governed and construed in accordance with the English law and each and any dispute
arising out of or in connection with this indemnity shall be subject to the jurisdiction of the High Court of
Justice of England.
(7) The master shall not be required or bound to sign bills of lading for any blockaded port or for any port which the
master or Owners in his or their discretion consider dangerous or impossible to enter or reach.
(8) Charterers hereby warrant that on each and every occasion that they issue orders under Part II clauses 22, 26, 34
or 38 they will have the authority of the holders of the bills of lading to give such orders, and that such bills of lading will not
be transferred to any person who does not concur therein.
(9) Owners hereby agree that original bill(s) of lading, if available, will be allowed to be placed on board.
If original bill(s) of lading are placed on board, Owners agree that vessel will discharge cargo against such bill(s) of lading
carried on board, on receipt of receivers proof of identity.

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501
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509
510

34.(1) If
(a)
any loading or discharging port to which the vessel may properly be ordered under the provisions of this Charter
or bills of lading issued pursuant to this Charter be blockaded, or
(b)
owing to any war, hostilities, warlike operation, civil commotions, revolutions, or the operation of international
law (i) entry to any such loading or discharging port or the loading or discharging of cargo at any such port be
considered by the master or Owners in his or their discretion dangerous or prohibited or (ii) it be considered
by the master or Owners in his or their discretion dangerous or impossible or prohibited for the vessel to reach
any such loading or discharging port,
Charterers shall have the right to order the cargo or such part of it as may be affected to be loaded or discharged at any other
loading or discharging port within the ranges specified in Part I clause (D) or (E) respectively (provided such other port is not
blockaded and that entry thereto or loading or discharging of cargo thereat or reaching the same is not in the master's or Owners'
opinion dangerous or impossible or prohibited).
(2) If no orders be received from Charterers within 48 hours after they or their agents have received from Owners a
request for the nomination of a substitute port, then
(a)
if the affected port is the first or only loading port and no cargo has been loaded, this Charter shall terminate
forthwith;
(b)
if the affected port is a loading port and part of the cargo has already been loaded, the vessel may proceed on
passage and Charterers shall pay for any deadfreight so incurred;
(c)
if the affected port is a discharging port, Owners shall be at liberty to discharge the cargo at any port which they
or the master may in their or his discretion decide on (whether within the range specified in Part I clause (E)
or not) and such discharging shall be deemed to be due fulfilment of the contract or contracts of affreightment
so far as cargo so discharged is concerned.
(3) If in accordance with clause 34(1) or (2) cargo is loaded or discharged at any such other port, freight shall be paid
as for the voyage originally nominated, such freight to be increased or reduced by the amount by which, as a result of loading
or discharging at such other port,
(a)
the time on voyage including any time awaiting revised orders (which shall be valued at the demurrage rate in
Part I clause (J)), and

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537

This document is a computer generated SHELLVOY6 form printed by authority of BIMCO. Any insertion or deletion to the form must be clearly visible. In the event of any modification made to the
pre-printed text of this document which is not clearly visible, the text of the original BIMCO approved document shall apply. BIMCO assumes no responsibility for any loss, damage or expense as a
result of discrepancies between the original BIMCO approved document and this computer generated document.

Issued March 2005

SHELLVOY 6
PART II

(b)
the bunkers consumed, at replacement cost, and
(c)
the port charges
for the voyage actually performed are greater or less than those which would have been incurred on the voyage originally
nominated save as aforesaid, the voyage actually performed shall be treated for the purpose of this Charter as if it were the
voyage originally nominated.
(4) The vessel shall have liberty to comply with any directions or recommendations as to departure, arrival, routes, ports
of call, stoppages, destinations, zones, waters, delivery or in any otherwise whatsoever given by the government of the nation
under whose flag the vessel sails or any other government or local authority including any de facto government or local authority
or by any person or body acting or purporting to act as or with the authority of any such government or authority or by any
committee or person having under the terms of the war risks insurance on the vessel the right to give any such directions
or recommendations. If by reason of or in compliance with any such directions or recommendations anything is done or is not
done, such shall not be deemed a deviation.
If, by reason of or in compliance with any such directions or recommendations as are mentioned in clause 34 (4), the vessel does
not proceed to the discharging port or ports originally nominated or to which she may have been properly ordered under the
provisions of this Charter or bills of lading issued pursuant to this Charter, the vessel may proceed to any discharging port on
which the master or Owners in his or their discretion may decide and there discharge the cargo. Such discharging shall be
deemed to be due fulfilment of the contract or contracts of affreightment and Owners shall be entitled to freight as if discharging
had been effected at the port or ports originally nominated or to which the vessel may have been properly ordered under the
provisions of this Charter or bills of lading issued pursuant to this Charter. All extra expenses involved in reaching and
discharging the cargo at any such other discharging port shall be paid by Charterers and Owners shall have a lien on the cargo for
all such extra expenses.
(5) Owners shall pay for all additional war risk insurance premiums, both for annual periods and also for the specific
performance of this Charter, on the Hull and Machinery value, as per Part I clause (A) (I) (xiii) applicable at the date of this
Charter,or the date the vessel was fixed on subjects (whichever is the earlier), and all reasonable crew war bonus. The period
of voyage additional war risks premium shall commence when the vessel enters a war risk zone as designated by the London
insurance market and cease when the vessel leaves such zone. If the vessel is already in such a zone the period shall commence
on tendering notice of readiness under this Charter.
Any increase or decrease in voyage additional war risk premium and any period in excess of the first fourteen days shall be for
Charterers account and payable against proven documentation. Any discount or rebate refunded to Owners for whatever reason
shall be passed on to Charterers. Any premiums, and increase thereto, attributable to closure insurance (i.e. blocking and
trapping)shall be for Owners account.

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540
541
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543
544
545
546
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548
549
550
551
552
553
554
555
556
557
558
559
560
561
562
563
564
565
566
567
568

Both to
blame clause

35. If the liability for any collision in which the vessel is involved while performing this Charter falls to be determined in
accordance with the laws of the United States of America, the following clause, which shall be included in all bills of lading
issued pursuant to this Charter shall apply:
"If the vessel comes into collision with another vessel as a result of the negligence of the other vessel and any act, neglect or
default of the master, mariner, pilot or the servants of the Carrier in the navigation or in the management of the vessel, the
owners of the cargo carried hereunder will indemnify the Carrier against all loss or liability to the other or non-carrying vessel
or her owners in so far as such loss or liability represents loss of, or damage to, or any claim whatsoever of the owners of the said
cargo, paid or payable by the other or non-carrying vessel or her owners to the owners of the said cargo and set off, recouped or
recovered by the other or non-carrying vessel or her owners as part of their claim against the carrying vessel or the Carrier.
The foregoing provisions shall also apply where the owners, operators or those in charge of any vessel or vessels or objects
other than, or in addition to, the colliding vessels or objects are at fault in respect of a collision or contact."

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571
572
573
574
575
576
577
578
579

General
average/
New Jason
clause

36. General average shall be payable according to the York/Antwerp Rules 1994, as amended from time to time, and shall
be adjusted in London. All disputes relating to General Average shall be resolved in London in accordance with English Law.
Without prejudice to the foregoing, should the adjustment be made in accordance with the Law and practice of the United States
of America, the following clause, which shall be included in all bills of lading issued pursuant to this Charter, shall apply:
"In the event of accident, danger, damage or disaster before or after the commencement of the voyage, resulting from any
cause whatsoever, whether due to negligence or not, for which, or for the consequence of which, the Carrier is not responsible,
by statute, contract or otherwise, the cargo, shippers, consignees or owners of the cargo shall contribute with the Carrier in
general average to the payment of any sacrifices, losses or expenses of a general average nature that may be made or incurred and
shall pay salvage and special charges incurred in respect of the cargo.
If a salving vessel is owned or operated by the Carrier, salvage shall be paid for as fully as if the said salving vessel or
vessels belonged to strangers. Such deposit as the Carrier or its agents may deem sufficient to cover the estimated contribution of
the cargo and any salvage and special charges thereon shall, if required, be made by the cargo, shippers, consignees or owners of
the cargo to the Carrier before delivery."

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582
583
584
585
586
587
588
589
590
591
592

Clause
Paramount

37. The following clause shall be included in all bills of lading issued pursuant to this Charter:
(1) Subject to sub-clauses (2) or (3) hereof, this bill of lading shall be governed by, and have effect subject to the rules
contained in the International Convention for the Unification of Certain Rules relating to bills of lading signed at Brussels on 25th
August 1924 (hereafter the Hague Rules) as amended by the Protocol signed at Brussels on 23rd February 1968 (hereafter the
Hague-Visby Rules). Nothing contained herein shall be deemed to be either a surrender by the carrier of any of his rights or

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This document is a computer generated SHELLVOY6 form printed by authority of BIMCO. Any insertion or deletion to the form must be clearly visible. In the event of any modification made to the
pre-printed text of this document which is not clearly visible, the text of the original BIMCO approved document shall apply. BIMCO assumes no responsibility for any loss, damage or expense as a
result of discrepancies between the original BIMCO approved document and this computer generated document.

Issued March 2005

SHELLVOY 6
PART II

immunities or any increase of any of his responsibilities or liabilities under the Hague-Visby Rules.
(2) If there is governing legislation which applies the Hague Rules compulsorily to this bill of lading, to the exclusion of
the Hague-Visby Rules, then this bill of lading shall have effect subject to the Hague Rules. Nothing herein contained shall be
deemed to be either a surrender by the carrier of any of his rights or immunities or an increase of any of his responsibilities or
liabilities under the Hague Rules.
(3) If there is governing legislation which applies the United Nations Convention on the Carriage of Goods By Sea 1978
(hereafter theHamburg Rules) compulsorily to this bill of lading to the exclusion of the Hague-Visby Rules, then this bill of
lading shall have effect subject to the Hamburg Rules. Nothing herein contained shall be deemed to be either a surrender by the
carrier of any of his rights or immunities or an increase of any of his responsibilities or liabilities under the Hamburg Rules.
(4) If any term of this bill of lading is repugnant to the Hague-Visby Rules, or Hague Rules or Hamburg Rules, if
applicable,such term shall be void to that extent but no further.
(5) Nothing in this bill of lading shall be construed as in any way restricting, excluding or waiving the right of any
relevant party or person to limit his liability under any available legislation and/or law.

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604
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608
609
610

38. Charterers may order the vessel to discharge and/or backload a part or full cargo at any nominated port within the
loading / discharging ranges specified within Part I clauses (D/E) and within the rotation of the ports previously nominated,
provided that any cargo loaded is of the description specified in Part I clause (F) and that the master in his reasonable discretion
determines that the cargo can be loaded, segregated and discharged without risk of contamination by, or of any other cargo.
Charterers shall pay in respect of loading, carrying and discharging such cargo as follows:
(a)
a lumpsum freight calculated at the demurrage rate specified in Part I clause (J) on any additional port time used
by the vessel; and
(b)
any additional expenses, including bunkers consumed (at replacement cost) over above those required to load and
discharge one full cargo and port costs which included additional agency costs: and
(c)
if the vessel is fixed on a Worldscale rate in Part I clause (G) then freight shall always be paid for the whole
voyage at the rate(s) specified in Part I clause (G) on the largest cargo quantity carried on any ocean leg.

611
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613
614
615
616
617
618

Bunkers

39. Owners shall give Charterers or any other company in the Royal Dutch/Shell Group of Companies first option to quote
for the supply of bunker requirements for the performance of this Charter.

621
622

Oil pollution
prevention/
Ballast
management

40.(1) Owners shall ensure that the master shall:

(a)
comply with MARPOL 73/78 including any amendments thereof;
(b)
collect the drainings and any tank washings into a suitable tank or tanks and, after maximum separation of free
water,discharge the bulk of such water overboard, consistent with the above regulations; and
(c)
thereafter notify Charterers promptly of the amounts of oil and free water so retained on board and details of any
other washings retained on board from earlier voyages (together called the "collected washings").
(d)
not to load on top of such collected washings without specific instructions from Charterers.
(e)
provide Charterers with a slops certificate to be made up and signed by the master and an independent
surveyor/terminal representative. The certificate shall indicate:
Origin and composition of slops, Volume, Free water and API measured in barrels at 60 deg F.
(2) On being so notified, Charterers, in accordance with their rights under this clause (which shall include without
limitation the right to determine the disposal of the collected washings), shall before the vessel's arrival at the loading berth
(or if already arrived as soon as possible thereafter) give instructions as to how the collected washings shall be dealt with.
Owners shall ensure that the master on the vessel's arrival at the loading berth (or if already arrived as soon as possible thereafter)
shall arrange in conjunction with the cargo suppliers for the measurement of the quantity of the collected washings and shall
record the same in the vessel's ullage record.
(3) Charterers may require the collected washings to be discharged ashore at the loading port, in which case no freight
shall be payable on them.
(4) Alternatively Charterers may require either that the cargo be loaded on top of the collected washings and the
collected washings be discharged with the cargo, or that they be kept separate from the cargo in which case Charterers shall pay
for any deadfreight incurred thereby in accordance with Part II clause 8 and shall, if practicable, accept discharge of the collected
washings at the discharging port or ports.
In either case, provided that the master has reduced the free water in the collected washings to a minimum consistent with the
retention on board of the oil residues in them and consistent with sub-clause (1)(a) above, freight in accordance with Part II
clause 5shall be payable on the quantity of the collected washings as if such quantity were included in a bill of lading and the
figure therefore furnished by the shipper provided, however, that
(i)
if there is a provision in this Charter for a lower freight rate to apply to cargo in excess of an agreed quantity,
freight on the collected washings shall be paid at such lower rate (provided such agreed quantity of cargo has been
loaded) and
(ii)
if there is provision in this Charter for a minimum cargo quantity which is less than a full cargo, then whether or
not such minimum cargo quantity is furnished, freight on the collected washings shall be paid as if such minimum
cargo quantity had been furnished, provided that no freight shall be payable in respect of any collected washings
which are kept separate from the cargo and not discharged at the discharge port.
(5) Whenever Charterers require the collected washings to be discharged ashore pursuant to this clause, Charterers shall

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640
641
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645
646
647
648
649
650
651
652
653
654
655
656

Back loading

This document is a computer generated SHELLVOY6 form printed by authority of BIMCO. Any insertion or deletion to the form must be clearly visible. In the event of any modification made to the
pre-printed text of this document which is not clearly visible, the text of the original BIMCO approved document shall apply. BIMCO assumes no responsibility for any loss, damage or expense as a
result of discrepancies between the original BIMCO approved document and this computer generated document.

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Issued March 2005

SHELLVOY 6
PART II

provide and pay for the reception facilities, and the cost of any shifting there for shall be for Charterers' account. Any time lost
discharging the collected washings and/or shifting therefore shall count against laytime or, if the vessel is on demurrage, for
demurrage.
(6) Owners warrant that the vessel will arrive at the load port with segregated/ clean ballast as defined by Annex I of
MARPOL 73/78 including any amendments thereof.

657
658
659
660
661

Oil response
pollution and
insurance

41. (1) Owners warrant that throughout the duration of this Charter the vessel will be:
(i) owned or demise chartered by a member of the International Tanker Owners Pollution Federation Limited, and
(ii) entered in the Protection and Indemnity (P&I) Club stated in Part I clause (A) I (xii) .
(2) It is a condition of this Charter that Owners have in place insurance cover for oil pollution for the maximum on offer
through the International Group of P&I Clubs but always a minimum of United States Dollars1,000,000,000 (one thousand million).
If requested by Charterers, Owners shall immediately furnish to Charterers full and proper evidence of the coverage.
(3) Owners warrant that the vessel carries on board a certificate of insurance as required by the Civil Liability
Convention for Oil Pollution damage. Owners further warrant that said certificate will be maintained effective throughout the
duration of performance under this Charter. All time, costs and expense as a result of Owners failure to comply with the
foregoing shall be for Owners account.
(4) Owners warrant that where the vessel is a "Relevant Ship", they are a "Participating Owner", both as defined in the
Small Tanker Oil Pollution Indemnification Agreement ("STOPIA") and that the vessel is entered in STOPIA, and shall so remain
during the currency of this Charter, provided always that STOPIA is not terminated in accordance with Clause VIII of its provisions.

662
663
664
665
666
667
668
669
670
671
672
673
674

Lien

42. Owners shall have an absolute lien upon the cargo and all subfreights for all amounts due under this
charter and the cost of recovery thereof including any expenses whatsoever arising from the exercise of such lien.

675
676

Drugs and
alcohol

43. Owners are aware of the problem of drug and alcohol abuse and warrant that they have a written policy in force,
covering the vessel, which meets or exceeds the standards set out in the Guidelines for the Control of Drugs and Alcohol on
board Ship as published by OCIMF dated June 1995.
Owners further warrant that this policy shall remain in force during the period of this Charter and such policy shall be adhered to
throughout this Charter.

677
678
679
680
681

ITWF

44. Owners warrant that the terms of employment of the vessels staff and crew will always remain acceptable to the
International Transport Workers Federation on a worldwide basis. All time, costs and expenses incurred as a result of Owners
failure to comply with foregoing shall be for Owners account.

682
683
684

Letters of
protest/
Deficiencies

45. It is a condition of this Charter that from the time the vessel sails to the first load port there will be no Letter(s) of
Protest (LOPs) or deficiencies outstanding against the vessel. This refers to LOPs or deficiencies issued by Terminal
Inspectorate or similar Port or Terminal or Governmental Authorities.

685
686
687

Documentation

46. Owners shall ensure that the master and agents produce documentation and provide Charterers with copies of all such
documentation relevant to each port and berth call and all transhipments at sea, including but not limited to:
Notice of Readiness / Statement of Facts / Shell Form 19x (if Charterers nominate agents under Part II clause 24) / Time sheet(s)
/ LOPs/ Hourly pumping logs /COW performance logs by facsimile (to the number advised in the voyage instructions). These
documents to be faxed within 48 hours from sailing from each load or discharge port or transhipment area. If the vessel does not
have a facsimile machine on board the master shall advise Charterers, within 48 hours from sailing from each port under this
Charter, of the documents he has available and ensure copies of such documents are faxed by agents to Charterers from the
relevant port of call or at latest from the next port of call. Complying with this clause does not affect the terms of Part II clause
15(3) with regard to notification and submission of a fully documented claim for demurrage or a claim described in Part II clause
6(3) of this Charter. Any documents to be faxed under this clause may be, alternatively, scanned and e-mailed to Charterers.
If any actions or facilities of Suppliers / Receivers / Terminal/ Transhipment vessels or Charterers, as applicable, impinge on the
vessels ability to perform the warranties and / or guarantees of performance under this Charter the master must issue a LOP to
such effect. If the master fails to issue such LOP then Owners shall be deemed to have waived any rights to claim. Master and
agents shall ensure that all documents concerning port/berth and cargo activities at all ports/berths and transhipment at sea places
are signed by both an officer of the vessel and a representative of either Suppliers / Receivers / Terminal / Transhipment vessels
or Charterers, as applicable.
If such a signature from Suppliers / Receivers / Terminal/ Transhipment vessels or Charterers, as applicable, is not obtainable the
master or his agents should issue a LOP to such effect.
All LOPs issued by master or his agents or received by master or his agents must be forwarded to Charterers as per the terms of this clause.

688
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690
691
692
693
694
695
696
697
698
699
700
701
702
703
704
705
706

Administration

47. The agreed terms and conditions of this Charter shall be recorded and evidenced by the production of a fixture note sent
to both Charterers and Owners within 24 hours of the fixture being concluded. This fixture note shall state the name and date of
the standard pre-printed Charter Party Form, on which the Charter is based, along with all amendments / additions/ deletions to
such charter party form. All further additional clauses agreed shall be reproduced in the fixture note with full wording. This
fixture note shall be approved and acknowledged as correct by both Owners and Charterers to either the Ship Broker through
whom they negotiated or, if no Ship Broker was involved, to each other within two working days after fixture concluded.
No formal written and signed Charter Party will be produced unless specifically requested by Charterers or Owners or is required

707
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713

This document is a computer generated SHELLVOY6 form printed by authority of BIMCO. Any insertion or deletion to the form must be clearly visible. In the event of any modification made to the
pre-printed text of this document which is not clearly visible, the text of the original BIMCO approved document shall apply. BIMCO assumes no responsibility for any loss, damage or expense as a
result of discrepancies between the original BIMCO approved document and this computer generated document.

Issued March 2005

SHELLVOY 6
PART II

by additional clauses of this Charter.

714

Cargo
retention

48. If on completion of discharge any liquid cargo of a pumpable nature remains on board (the presence and quantity of
such cargo having been established, by application of the wedge formula in respect of any tank the contents of which do not
reach the forward bulkhead, by an independent surveyor, appointed by Charterers and paid jointly by Owners and Charterers),
Charterers shall have the right to deduct from freight an amount equal to the FOB loading port value of such cargo, cargo
insurance plus freight thereon; provided, however, that any action or lack of action hereunder shall be without prejudice to any
other rights or obligations of Charterers, under this Charter or otherwise, and provided further that if Owners are liable to any
third party in respect of failure to discharge such pumpable cargo, or any part thereof, Charterers shall indemnify Owners against
such liability up to the total amount deducted under this clause.

715
716
717
718
719
720
721
722

Hydrogen
sulphide

49. Owners shall comply with the requirements in ISGOTT (as amended from time to time) concerning Hydrogen Sulphide
and shall ensure that prior to arrival at the load port the Hydrogen Sulphide (ppm by volume in vapour) level in all bunker,
ballast and empty cargo spaces is below the Threshold Limit Value (TLV) - Time Weighted Average (TWA).
If on arrival at the loading terminal, the loading authorities, inspectors or other authorised and qualified personnel declare that
the Hydrogen Sulphide levels in the vessels tanks exceed the TLV- TWA and request the vessel to reduce the said level to
within the TLV-TWA then the original notice of readiness shall not be valid. A valid notice of readiness can only be tendered
and laytime, or demurrage time, if on demurrage, to the relevant authorities can only start to run in accordance with Part II clause
13 when the TLV-TWA is acceptable.
If the vessel is unable to reduce the levels of Hydrogen Sulphide within a reasonable time Charterers shall have the option of
cancelling this Charter without penalty and without prejudice to any claims which Charterers may have against Owners under
this Charter.

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726
727
728
729
730
731
732
733

Port
regulations

50. Owners warrant that the vessel will fully comply with all port and terminal regulations at any named port in this Charter, 734
735
and any ports to which Charterers may order the vessel to under this Charter in accordance with Part I clauses (D/E) provided
736
that Owners have a reasonable opportunity to acquaint themselves with the regulations at such ports.

Single Point/
Buoy and
jetty
mooring

51. (1) Owners warrant that:

(a)
the vessel complies with the OCIMF recommendations, current at the date of this Charter,
for equipment employed in the mooring of ships at single point moorings in particular
for tongue type or hinged bar type chain stoppers and that the messenger from the Chain Stopper(s)
is secured on a winch drum (not a drum end) and that the operation is totally hands free.
(b)
the vessel complies and operates in accordance with the recommendations, current at the date
of this Charter, contained in the latest edition of OCIMFs Mooring Equipment Procedures
(2) If requested by Charterers, or in the event of an emergency situation arising whilst the vessel is at a
Single Buoy Mooring (SBM), the vessel shall pump sea water, either directly from the sea or from vessels
clean ballast tanks, to flush SBMs floating hoses prior to, during or /after loading and/or discharge of the
cargo; this operation to be carried out at Charterers expense and with time counting against laytime, or
demurrage, if on demurrage. Subject to Owners exercising due diligence in carrying out such an operation
Charterers hereby indemnify Owners for any cargo loss or contamination directly resulting from this request.
If master or Owners are approached by Suppliers/Receivers or Terminal Operators to undertake such an
operation Owners shall obtain Charterers agreement before proceeding.

737
738
739
740
741
742
743
744
745
746
747
748
749
750
751

ISPS/MTSA

52. (1) (a) From the date of coming into force of the International Code for the Security of Ships and of Port
Facilities and the relevant amendments to Chapter XI of SOLAS (ISPS Code) and the US Maritime
Transportation Security Act 2002 (MTSA) in relation to the vessel, and thereafter during the currency of
this Charter, Owners shall procure that both the vessel and "the Company" (as defined by the ISPS Code)
and the owner (as defined by the MTSA) shall comply with the requirements of the ISPS Code relating to
the vessel and the Company and the requirements of MTSA relating to the vessel and the owner.
Upon request Owners shall provide a copy of the relevant International Ship Security Certificate to
Charterers. Owners shall provide documentary evidence of compliance with this clause 52 (1) (a).
(b) Except as otherwise provided in this Charter, loss, damage, expense or delay caused by failure on the part
of Owners or the Company/owner to comply with the requirements of the ISPS Code/MTSA or this
clause shall be for Owners account.
(2) (a) Charterers shall provide the Owners with their full style contact details and other relevant information
reasonably required by Owners to comply with the requirements of the ISPS Code/MTSA. Additionally,
Charterers shall ensure that the contact details of any sub-charterers are likewise provided to Owners.
Furthermore, Charterers shall ensure that all sub-charter parties they enter into shall contain the following
provision:
The Charterers shall provide the Owners with their full style contact details and, where sub-letting is
permitted under the terms of the charter party, shall ensure that contact details of all sub-charterers are likewise
provided to the Owners.
(b) Except as otherwise provided in this Charter, loss, damage, expense or delay caused by failure on the part
of Charterers to comply with this sub clause (2) shall be for Charterers account.

752
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757
758
759
760
761
762
763
764
765
766
767
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769

This document is a computer generated SHELLVOY6 form printed by authority of BIMCO. Any insertion or deletion to the form must be clearly visible. In the event of any modification made to the
pre-printed text of this document which is not clearly visible, the text of the original BIMCO approved document shall apply. BIMCO assumes no responsibility for any loss, damage or expense as a
result of discrepancies between the original BIMCO approved document and this computer generated document.

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Issued March 2005

SHELLVOY 6
PART II

(3) (a) Without prejudice to the foregoing, Owners right to tender notice of readiness and Charterers liability
for demurrage in respect of any time delays caused by breaches of this clause 52 shall be dealt with in
accordance with Part II clauses 13, (Notice of readiness/Running time), 14, (Suspension of Time), and
15,(Demurrage), of the charter.
(b) Except where the delay is caused by Owners and/or Charterers failure to comply, respectively, with
clauses (1) and (2) of this clause 52, then any delay arising or resulting from measures imposed by a port
facility or by any relevant authority, under the ISPS Code/MTSA, shall count as half rate laytime, or, if the
vessel is on demurrage, half rate demurrage.
(4) Except where the same are imposed as a cause of Owners and/or Charterers failure to comply, respectively,
with clauses (1) and (2) of this clause 52 , then any costs or expenses related to security regulations or
measures required by the port facility or any relevant authority in accordance with the ISPS Code/MTSA
including, but not limited to, security guards, launch services, tug escorts, port security fees or taxes and
inspections, shall be shared equally between Owners and Charterers. All measures required by the Owners to
comply with the Ship Security Plan shall be for Owners account.
(5) If either party makes any payment which is for the other partys account according to this clause, the other
party shall indemnify the paying party.

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775
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778
779
780
781
782
783
784
785
786
787

Business
principles

53. Owners will co-operate with Charterers to ensure that the Business Principles, as amended from time to
time, of the Royal Dutch/Shell Group of Companies, which are posted on the Shell Worldwide Web
(www.Shell.com), are complied with.

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789
790

Law and
litigation

54. (a) This Charter shall be construed and the relations between the parties determined in accordance
with the laws of England.
(b)
All disputes arising out of this Charter shall be referred to Arbitration in London in accordance
with the Arbitration Act 1996 (or any re-enactment or modification thereof for the time being
in force) subject to the following appointment procedure:
(i)
The parties shall jointly appoint a sole arbitrator not later than 28 days after service of a request in writing by
either party to do so.
(ii)
If the parties are unable or unwilling to agree the appointment of a sole arbitrator in accordance with (i)
then each party shall appoint one arbitrator, in any event not later than 14 days after receipt of a further request
in writing by either party to do so. The two arbitrators so appointed shall appoint a third arbitrator before any
substantive hearing or forthwith if they cannot agree on a matter relating to the arbitration.
(iii) If a party fails to appoint an arbitrator within the time specified in (ii) (the Party in Default), the party
who has duly appointed his arbitrator shall give notice in writing to the Party in Default that he proposes to
appoint his arbitrator to act as sole arbitrator.
(iv) If the Party in Default does not within 7 days of the notice given pursuant to (iii) make the required
appointment and notify the other party that he has done so the other party may appoint his arbitrator as sole
arbitrator whose award shall be binding on both parties as if he had been so appointed by agreement.
(v)
Any award of the arbitrator(s) shall be final and binding and not subject to appeal.
(vi) For the purposes of this clause 54 any requests or notices in writing shall be sent by fax, e-mail or telex
and shall be deemed received on the day of transmission.
(c)
It shall be a condition precedent to the right of any party to a stay of any legal proceedings in which
maritime property has been, or may be, arrested in connection with a dispute under this Charter, that that party
furnishes to the other party security to which that other party would have been entitled in such legal
proceedings in the absence of a stay.
(d)
In cases where neither the claim nor any counterclaim exceeds the sum of United States Dollars 50,000
(or such other sum as Owners/Charterers may agree) the arbitration shall be conducted in accordance with the
London Maritime Arbitrators Association Small Claims Procedure current at the time when the arbitration
proceedings are commenced.

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812
813
814
815
816
817
818

Arbitration

Small claims

Address
commission
Construction

55. Charterers shall deduct address commission of 1.25% from all payments under this Charter.
56. The side headings have been included in this Charter for convenience of reference and shall in no
way affect the construction hereof.

This document is a computer generated SHELLVOY6 form printed by authority of BIMCO. Any insertion or deletion to the form must be clearly visible. In the event of any modification made to the
pre-printed text of this document which is not clearly visible, the text of the original BIMCO approved document shall apply. BIMCO assumes no responsibility for any loss, damage or expense as a
result of discrepancies between the original BIMCO approved document and this computer generated document.

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Issued March 2005

SHELLVOY 6
PART III

Australia

(1)(a)

(b)
(c)
(d)

Goods Services
Tax

(e)(i)

(ii)
(iii)

Brazil

(2) (a)

(b)

The vessel shall not transit the Great Barrier Reef Inner Passage, whether in ballast en route to a
loadport or laden, between the Torres Strait and Cairns, Australia. If the vessel transits the Torres Strait, the
vessel shall use the outer reef passage as approved by the Australian Hydrographer. Owners shall always
employ a pilot, when transiting the Torres Strait and for entry and departure through the Reef for ports
North of Brisbane.
The vessel shall discharge all ballast water on board the vessel and take on fresh ballast water,
always in accordance with safe operational procedures, prior to entering Australian waters.
On entering, whilst within and whilst departing from the port of Sydney Owners and master shall
ensure that the water line to highest fixed point distance does not exceed 51.8 (fifty one point eight) metres.
If Charterers or Terminal Operators instruct the vessel to slow the cargo operations down or stop
entirely the cargo operations in Sydney during the hours of darkness due to excessive noise caused by the
vessel then all additional time shall be for Owners account.
Goods Services Tax ("GST") imposed in Australia has application to any supply made under this
Charter, the parties agree that the Charterer shall account for GST in accordance with Division 83 of the
GST Act even if the Owner becomes registered. The Owner acknowledges that it will not recover from the
Charterer an additional amount on account of GST.
The Owner acknowledges that it is a non-resident and that it does not make supplies through an
enterprise carried on in Australia as defined in section 995-1 of the Income Tax Assessment Act 1997.
The Charterer acknowledges that it is registered. Where appropriate, terms in this clause have the
meaning set out in section 195-1 of the GST Act.

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13
14
15
16
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18
19
20

Owners acknowledge the vessel will have, if Charterers so require, to enter a port or place of
clearance within mainland Brazil, to obtain necessary clearance from the Brazilian authorities and/or to
pick-up personnel required to be on board during the loading of the cargo at Fluminense FPSO.
The vessel then proceeds to the Fluminense FPSO where she can tender her notice of readiness.
Time at the port of clearance, taken from arrival at pilot station to dropping outward pilot to be for
Charterers account and payable at the agreed demurrage rate together with freight.
However this time not to count as laytime or demurrage if on demurrage.
Freight payment under Part II clause 5 of this Charter shall be made within 5 banking days of
receipt by Charterers of notice of completion of final discharge

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22
23
24
25
26
27
28
29

Canada

(3) Owners warrant that the vessel complies with all the Canadian Oil Spill response regulations currently
in force and that the Owner is a member of a certified oil spill response organisation and that the
Owners/vessel shall continue to be members of such organisation and comply with the regulations and
requirements of such organisation throughout the period of this Charter.

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31
32
33

Egypt

(4)(a)

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(b)

(c)

(d)

(e)
(f)
(g)
(h)

India

Any costs incurred by Charterers for vessel garbage or in vessel deballasting at Sidi Kerir shall be
for Owners account and Charterers shall deduct such costs from freight
Charterers shall have the option for the discharge range Euromed and/or United Kingdom/ Continent
(Gibraltar Hamburg range) to instruct the vessel to transit via Suez Canal. In the event that Charterers
exercise this option the following shall apply:
Charterers option to part discharge Ain Sukhna and reload Sidi Kerir.
Charterers will pay the following with freight against Owners fully documented claim:
time incurred at the demurrage rate on the passage from the point at which the vessel deviates from the
direct sailing route between last loadport and Port Suez, till the tendering of notice of readiness at Ain
Sukhna, less any time lost by reason of delay beyond Charterers reasonable control;
time incurred at the demurrage rate on the passage from disconnection of hoses at Sidi Kerir to the
point at which the vessel rejoins the direct sailing route between Port Said and the first discharge port UK
Continent or Mediterranean, less any time lost by reason of delay beyond Charterers reasonable control;
time incurred at the demurrage rate between tendering of notice of readiness at Ain Sukhna and
disconnection of hoses there;
time incurred at the demurrage rate between tendering of notice of readiness at Sidi Kerir and
disconnection of hoses there:
all bunkers consumed during the periods (c) to (f) above at replacement cost;
all port charges incurred at Ain Sukhna and Sidi Kerir.
Freight rate via Suez shall be based on the Suez/Suez flat rate without the fixed Suez rate differential, other
than as described below (the Worldscale rates in Part I clause (G) of this Charter to apply). All canal dues
related to Suez laden transit, including Suez Canal port costs, agency fees and expenses, including but not
limited to escort tugs and other expenses for canal laden transit, to be for Charterers account and to be
settled directly by them. Charterers to pay Owners the 'ballast transit only' fixed rate differential as per
Worldscale together with freight.

(5) (a) In assessing the pumping efficiency under this Charter at ports in India, Owners agree to accept the
record of pressure maintained as stated in receivers statement of facts signed by the ships representative.

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This document is a computer generated SHELLVOY6 form printed by authority of BIMCO. Any insertion or deletion to the form must be clearly visible. In the event of any modification made to the
pre-printed text of this document which is not clearly visible, the text of the original BIMCO approved document shall apply. BIMCO assumes no responsibility for any loss, damage or expense as a
result of discrepancies between the original BIMCO approved document and this computer generated document.

Issued March 2005

SHELLVOY 6
PART III

(b) Owners shall be aware of and comply with the mooring requirements of Indian ports. All time,
costs and expenses as a result of Owners failure to comply with the foregoing shall be for Owners
account.
(c) Charterers shall not be liable for demurrage unless the following conditions are satisfied:
(i) the requirements of Part II clause 15 (3) are met in full; and
(ii) a copy of this Charter signed by Owners is received by Charterers at least 2 (two) working days
prior to the vessels arrival in an Indian port.
Charterers undertake to pay agreed demurrage liabilities promptly if the above conditions have been
satisfied.

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69

Japan

(6)

(a) Owners shall supply Charterers with copies of:(i) General Arrangement/Capacity plan; and
(ii) Piping/Fire Fighting Diagrams
as soon as possible, but always within 4 working days after subjects lifted on this Charter.
(b) If requested by Charterers, Owners shall ensure a Superintendent, fully authorised by Owners to
act on Owners and/or masters behalf, is available at all ports within Japan to attend safety meetings prior
to vessels arrival at the port(s) and be in attendance throughout the time in each port and during each cargo
operation.
(c) Vessel to record and print out the position with date/time by Global Positioning System when
vessel enters Japanese Territorial Waters (JTW) in order to perform vessels declaration of entering JTW
for crude oil stock piling purpose.
(d) If under Part I clause (E) of this Charter Japan, or in particular ports or berths in Tokyo Bay and/or
the SBM at UBE Refinery, are discharge options and if the vessel is over 220,000 metric tons deadweight
and has not previously discharged in Tokyo Bay or the SBM at UBE Refinery then:
(i) Owners shall submit an application of Safety Pledge Letter confirming that all safety measures
will be complied with; and
(ii) Present relevant ship data to the Japanese Maritime Safety Agency.
Owners shall comply with the above requirements as soon as possible but always within 4 working days
after subjects lifted on this Charter.
(e) If Charterers instruct the vessel to make adjustment to vessels arrival date/time at discharge port(s) in
Japan, any adjustments shall be compensated in accordance with Part I clause (L) of this Charter.
If vessel is ordered to drift off Japan, at a location in Owners/masters option, then the following shall
apply:(i) Time from vessels arrival at drifting location to the time vessel departs, on receipt of Charterers
instructions, from such location shall be for Charterers account at the demurrage rate stipulated in Part I
clause (J) of this Charter.
(ii) Bunkers consumed whilst drifting as defined in sub clause (e)(i) above shall be for Charterers
account at replacement cost.
Owners shall provide full documentation to support any claim under this clause.

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96
97
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New Zealand

(7) (a) Owners of vessels carrying Persistent Oil - as defined by the International Group of P&I Clubs which shall always incorporate Crude and Fuel Oil, Non Persistent Oil as defined by the International
Group of P&I Clubs - which shall always incorporate Petroleum Products; and Chemicals, warrant that the
vessel shall comply at all times with the Maritime Safety Authority of New Zealand's Voluntary Routeing
Code for Shipping whilst transiting the New Zealand coast and / or en route to or from ports in
New Zealand and whether laden or in ballast.
(b) the following voyage routing will apply:
(i) vessel is to keep a minimum of 5 miles off the New Zealand coast (and outlying islands) until
approaching the port's pilot station, with the following exceptions:
a) to pass a minimum of 4 miles off the coast when transiting Cook Strait;
b) to pass a minimum of 5 miles to the east of Poor Knights Islands and High Peaks Rocks;
c) to pass a minimum of 3 miles from land when transiting the Colville or Jellicoe Channels.
If due to safe navigation and or other weather related reasons the vessel proceeds on a different route to
those set out above, the Owners and master shall immediately advise Charterers and Owners agents in
New Zealand of the route being followed and the reasons for such deviation from the above warranted route.

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Thailand

(8) If Part I clause (E) of this Charter includes option to discharge at a port/berth in Thailand then the
following, which is consistent with industry practice for ships discharging in Thailand, shall apply over and
above any other terms contained within this Charter:(a) Laytime shall be 96 running hours
(b) Freight payment under Part II clause 5 of this Charter shall be made within 15 days of receipt
by Charterers of notice of completion of final discharge of cargo.
(c) Cargo quantity and quality measurements shall be carried out at load and discharge ports by
mutually appointed independent surveyors, with costs to be shared equally between Owners and Charterers.

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121

This document is a computer generated SHELLVOY6 form printed by authority of BIMCO. Any insertion or deletion to the form must be clearly visible. In the event of any modification made to the
pre-printed text of this document which is not clearly visible, the text of the original BIMCO approved document shall apply. BIMCO assumes no responsibility for any loss, damage or expense as a
result of discrepancies between the original BIMCO approved document and this computer generated document.

Issued March 2005

SHELLVOY 6
PART III

This is additional to any independent surveyors used for the Cargo Retention clause 48 in Part II of this
Charter.

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United
Kingdom

(9) (a) It is a condition of this Charter that Owners ensure that the vessel fully complies with the latest
Sullom Voe regulations, including but not limited to:i) current minimum bulk loading rates; and
ii) pilot boarding ladder arrangements.
Owners shall also comply with Charterers instructions regarding the disposal of ballast from the vessel.
Charterers shall accept any deadfreight claim that may arise by complying with such instructions.
(b) It is also a condition of this Charter that Owners ensure that the vessel fully complies with the
latest Tranmere and Shellhaven regulations, including but not limited to:i) being able to ballast concurrently with discharge ; or
ii) maintaining double valve segregation at all times between cargo and ballast if the vessel has
to part discharge, stop to ballast, then resume discharge.
(c) In the event of loading or discharge at Tranmere, Shell U.K. Ltd. shall appoint tugs, pilots and
boatmen on behalf of Owners. The co-ordinator of these services shall be OBC., who will submit all bills to
Owners direct, irrespective of whether OBC are appointed agents or not. Owners warrant they will put
OBC in funds accordingly.

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132
133
134
135
136
137
138

United
States of
America

(10) (a) It is a condition of this Charter that in accordance with U.S. Customs Regulations, 19 CFR 4.7a
and 178.2 as amended, Owners have obtained a Standard Carrier Alpha Code (SCAC) and shall include
same in the Unique Identifier which they shall enter, in the form set out in the above Customs Regulations,
on all the bills of lading, Cargo manifest, Cargo declarations and other cargo documents issued under this
Charter allowing carriage of goods to ports in the U.S.
Owners shall be liable for all time, costs and expenses and shall indemnify Charterers against all
consequences whatsoever arising directly or indirectly from Owners failure to comply with the above
provisions of this clause.
Owners warrant that they are aware of the requirements of the U.S Bureau of Customs and Border
Protection ruling issued on December 5th 2003 under Federal Register Part II Department of Homeland
Security 19 CFR Parts 4, 103, et al. and will comply fully with these requirements for entering
U.S ports.
(b) Owners warrant that during the term of this Charter the vessel will comply with all
applicable U.S. Coast Guard (USCG) Regulations in effect as of the date the vessel is tendered for first
loading hereunder. If waivers are held to any USCG regulation Owners to advise Charterers of such
waivers, including period of validation and reason(s) for waiver. All time costs and expense as a result of
Owners failure to comply with the foregoing shall be for Owners account.
(c) Owners warrant that they will
(i) comply with the U.S. Federal Water Pollution Control Act as amended, and any
amendments or successors to said Act
(ii) comply with all U.S. State Laws and regulations applicable during this Charter, as they
apply to the U.S. States that Charterers may order vessel to under Part I clauses (D/E) of this Charter.
(iii) have secured, carry aboard the vessel, and keep current any certificates or other evidence of
financial responsibility required under applicable U.S. Federal or State Laws and regulations and
documentation recording compliance with the requirements of OPA 90, any amendments or succeeding
legislation, and any regulations promulgated thereunder. Owners shall confirm that these documents
will be valid throughout this Charter.
(d) If the recipient of the freight due under this Charter does not file taxes within the US, then such
recipient shall complete an IRS Form W-8BEN and forward the original by mail to Charterers, attention
Freight Payments. Should this not be received in a timely manner, then Charterers shall not be liable for
interest on late payment of freight, or be in default of this Charter for such late payment.
Owners warrant that the vessels vapour recovery system complies with the requirements of the United
States Coastguard.

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(11) If required by Charterers, when loading Bach Ho crude oil, Owners will instruct the master to start the
cargo heating system(s) prior to loading commencing.

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Coastguard
compliance

Laws and
regulation

W-8BEN

Vapour Recovery
System
Vietnam

This document is a computer generated SHELLVOY6 form printed by authority of BIMCO. Any insertion or deletion to the form must be clearly visible. In the event of any modification made to the
pre-printed text of this document which is not clearly visible, the text of the original BIMCO approved document shall apply. BIMCO assumes no responsibility for any loss, damage or expense as a
result of discrepancies between the original BIMCO approved document and this computer generated document.