1. Shipbroker(s) 2.

Place and date of Charter Party

3. Owners and place of business (state full style and 4. Charterers and place of business (state full style and
address) (Cl. 1) address) (Cl. 1)

5. Vessel’s name (Cl. 1) 6. First layday date (Cl. 6)

flag / built / class: / / Cancelling date (Cl. 6)
NT / GT: /
summer DWT: 7. Present position / expected ready to load (Cl. 1)

8. Loading port(s) (Cl. 2) 9. Advance notices (Cl. 7)

- at load port to:
a) Always afloat (*) b) "safely aground" (*) - at discharging port: number of days / to:
10. Discharging port(s) (Cl. 3)

a) Always afloat (*) b) "safely aground" (*)

Sa

11. Cargo nature and quantities (Cl. 2) 12. Freight rate (Cl. 4)

a) No bags (*)
m

b) Maximum in bags for stowage (*)

13. Freight rate payment (state currency and method of 14. Loading rate (Cl. 5)
pl

payment, beneficiary and bank account) (Cl. 4)

e

15. Discharging rate (Cl. 5)

co

16. Demurrage / Despatch money (Cl. 9)

py

17. Agents at loading port(s) (Cl. 13) 18. Agents at discharging port(s) (Cl. 13)

19. Extra insurance, maximum (Cl. 14) 20. Brokerage commission and to whom payable (Cl. 15)

21. Address Commission (Cl. 16)

a) Deductible (*) b) Non-deductible (*)

22. Numbers of the additional clauses covering special provisions, if any agreed

It is mutually agreed that this Charter Party shall be performed subject to the conditions contained herein consisting of
PART I and PART II including additional clauses if any agreed and stated in Box 22. In the event of a conflict of conditions,
the provisions of PART I shall prevail over those of PART II to the extent of such conflict but no further.

For the Owners For the Charterers

(*) Delete as appropriate; if no deletion, alternative a) to apply.

Copyright © 2000 SYNACOMEX and Comité Central des Armateurs de France. All rights reserved. Any unauthorised copying, duplication, reproduction or
distribution of this BIMCO SmartCon document will constitute an infringement of SYNACOMEX’s copyright. Explanatory notes are available from BIMCO at
www.bimco.org. First published in 1957, revised 1960, 1974, 1990 and 2000.
 PART II
SYNACOMEX 2000 - CONTINENT GRAIN CHARTERPARTY

1. Owners, Charterers

It is this day agreed between the party designated in Box 3, Owners of the Vessel named and described in Box 5,
being now in position and expected ready to load as mentioned in Box 7, and the party designated in Box 4 as
Charterers, THAT

2. Loading Port(s) and Cargo

The said Vessel being tight, staunch and in every way fit for the voyage, shall with all convenient speed proceed
to the place designated in Box 8, which in case of named port(s) Owners acknowledge as safe and suitable for
this Vessel and there load always afloat, unless "safely aground" has been specifically agreed in Box 8, in such
safe berth, dock, wharf or anchorage as Charterers or their Agents or Shippers may direct a full and complete
cargo of wheat and/or maize and/or rye and/or barley as described in Box 11, in metric tons (5 % more or less
in Owners' option) in bulk. Shippers have the option of using a second safe berth. The time for shifting between
the two berths shall count as laytime, but shifting expenses shall be for Vessel's account.

Owners shall provide and install at their risk and expense and on their time all that is required for safe stowage
of grain according to local and international regulations.

The cargo shall not exceed what the Vessel can reasonably stow and carry over and above her bunkers, apparel,
stores, provisions and accommodation. The whole cargo shall be carried and stowed under deck in
unobstructed main holds.
Sa

All cargo on board to be delivered.

Furthermore, if stowage bags have been specifically agreed, the following shall apply: Charterers shall supply
m

for stowage purposes a quantity of bagged cargo not exceeding the quantity specified in Box 11, which shall be
stowed at their risk and expense. The number of bags signed for on Bills of Lading to be binding on Vessel and
pl

Owners, unless error or fraud be proved.

e

3. Discharging Port(s)

Being so loaded, the Vessel shall proceed with all convenient speed direct to the place designated in Box 10,
co

which in case of named port(s) Owners acknowledge as safe and suitable for this Vessel, and there discharge
the cargo always afloat, unless "safely aground" has been specifically agreed in Box 10, in such safe berth, dock,
py

wharf or anchorage as Charterers or their Agents or Receivers may direct. Receivers have the option of using a
second safe berth. The time for shifting between the two berths shall count as laytime, but shifting expenses
shall be for Vessel's account.

4. Freight

The freight agreed under this Charter Party shall be as stated in Box 12, per metric ton on net Bill of Lading
weight and shall be deemed earned as cargo is loaded on board, prepaid discountless and non-returnable,
Vessel and/or cargo lost or not lost.

The freight shall be paid as specified in Box 13.

All charges and dues levied on the cargo shall be for Charterers' account and those levied on the Vessel
howsoever assessed shall be for Owners' account.

5. Loading and Discharging

Cargo shall be loaded, spout-trimmed and/or stowed at the risk and expense of Shippers/Charterers at the
average rate stated in Box 14, weather permitting.

Cargo shall be discharged at the risk and expense of Receivers/Charterers at the average rate stated in Box 15,
weather permitting.

Copyright © 2000 SYNACOMEX and Comité Central des Armateurs de France. All rights reserved. Any unauthorised copying, duplication,
reproduction or distribution of this BIMCO SmartCon document will constitute an infringement of SYNACOMEX’s copyright. Explanatory
notes are available from BIMCO at www.bimco.org. First published in 1957, revised 1960, 1974, 1990 and 2000.
 PART II
SYNACOMEX 2000 - CONTINENT GRAIN CHARTERPARTY

Stowage shall be under Master’s direction and responsibility. Shippers’ and/or Charterers’ representatives have
the right to be on board the Vessel during loading, discharging or lightering for the purpose of inspecting the
cargo and/or weighing. Charterers and Owners are allowed to work overtime, such expenses shall be for
account of the party ordering same. If ordered by Port Authorities, overtime shall be for Charterers’ account.
Overtime services rendered by ship’s crew shall be in all cases for Owners’ account.

6. Laydays, Cancelling

At port of loading laytime shall not count before 08.00 hours on the layday date stated in Box 6 and in any case
not before the date notified by the 10 days' notice as per Clause 7. Should the Vessel's notice of readiness not
be validly tendered as per Clause 8 before 09.00 hours on the cancelling date stated in Box 6, Charterers shall
have the option of cancelling this charter at any time thereafter, but not later than one hour after the notice is
validly tendered.

7. Vessel’s Positions, Notices

Master and/or Owners shall give 10 days' and thereafter 5 days' notice of Vessel’s expected readiness to load
to the party designated in Box 9.

Master and/or Owners shall give notice of Vessel’s Expected Time of Arrival (ETA) at discharging port as
specified in Box 9.

Master and/or Owners shall give the relevant parties prompt advice of any substantial change in Vessel’s ETA
Sa

at loading and at discharging ports.

8. Laytime
m

Vessel's written notice of readiness to load and/or discharge shall be tendered by hand or by any means of
pl

telecommunication at the offices of Shippers/Charterers/Receivers or their Agents between 08.00 and 17.00
hours on all days except Saturdays, Sundays and Holidays and between 08.00 hours and 12.00 hours on
e

Saturdays unless a Holiday. Such notice of readiness shall be delivered when Vessel is in the loading or
discharging berth and in all respects ready to load/discharge. At loading port Shippers/Charterers or their
Agents have the privilege to inspect Vessel's holds and reject the notice when holds are not clean, dry,
co

odourless and in all respects ready to receive the cargo.

py

In case of dispute, an independent surveyor shall decide about Vessel's readiness to load, the party in the
wrong bearing the costs. If the rejection of notice of readiness is undisputed or confirmed by surveyor the
laytime will only start to count after the Vessel has validly tendered again when ready.

Only when the loading and/or discharging berth is unavailable, Master may warrant that the Vessel is in all
respects ready and may tender notice of readiness to load and/or discharge from any usual waiting place,
whether in port or not, whether in free pratique or not, whether customs cleared or not.

Laytime shall commence at 14.00 hours if notice of readiness to load and/or discharge is validly tendered at or
before 12.00 hours and at 08.00 hours on the next working day if notice of readiness is validly tendered after
12.00 hours. Time used before commencement of laytime shall not count. Laytime shall not count between
12.00 hours on Saturdays or 17.00 hours on days preceding a Holiday and 08.00 hours on the following working
day, unless used in which case half time actually used shall count.

Any delays caused by ice, floods, quarantine, or by cases of "force majeure" shall not count as laytime unless
the Vessel is already on demurrage.

When Master has tendered notice of readiness to load or discharge from a waiting place and Vessel is
subsequently found unready in application of the above provisions, laytime or time on demurrage shall not
count from the time the Vessel is rejected until the time she is accepted. Additionally, any actual time lost on
account of Vessel's obtaining free pratique or customs clearance shall not count as laytime or time on
demurrage.

Copyright © 2000 SYNACOMEX and Comité Central des Armateurs de France. All rights reserved. Any unauthorised copying, duplication,
reproduction or distribution of this BIMCO SmartCon document will constitute an infringement of BIMCO’s copyright. Explanatory notes are
available from BIMCO at www.bimco.org. First published in 1957, revised 1960, 1974, 1990 and 2000.
 PART II
SYNACOMEX 2000 - CONTINENT GRAIN CHARTERPARTY

At second or subsequent port(s) of loading or discharging, laytime or time on demurrage shall resume counting
from Vessel's arrival at loading or discharging berth, if available, or from Vessel's arrival at a usual waiting place,
if berth is unavailable.

At all ports any time lost shifting from waiting place to berth shall not count as laytime or as time on
demurrage.

9. Demurrage, Despatch Money

Demurrage is payable by Charterers at the rate stated in Box 16 per day of 24 consecutive hours or pro rata.
Owners shall pay to Charterers despatch money for laytime saved in loading/discharging at the rate stated in
Box 16 per day of 24 consecutive hours or pro rata.

10. Seaworthy Trim

If ordered to be loaded or discharged at more than one berth and/or port, the Vessel is to be left in seaworthy
trim to Master's reasonable satisfaction for the passage between berths and/or ports at
Shippers’/Charterers'/Receivers' expense, and time used for placing Vessel in seaworthy trim shall count as
laytime or time on demurrage.

11. Fumigation

Charterers have the liberty to fumigate the cargo on board at loading and discharging port(s) or places en route
Sa

at their risk and expense. Charterers are responsible for ensuring that Officers and Crew as well as all other
persons on board the Vessel during and after the fumigation are not exposed to any health hazards whatsoever.
Charterers undertake to pay Owners all necessary expenses incurred because of the fumigation and time lost
m

thereby shall count as laytime or time on demurrage. When fumigation has been effected at loading port and
has been certified by proper survey or by a competent authority, Bills of Lading shall not be claused by Master
pl

for reason of insects having been detected in the cargo prior to such fumigation.
e

12. Lights and Gear

Whenever required, Vessel shall supply free use of lights as on board but sufficient to carry on night work.
co

Provided described as geared, Vessel, whenever required, shall supply free use of all cargo handling gear on
py

board, in good working order, with the necessary power, and of runners, ropes and slings as on board. Shore
hands shall be used to drive the gear, at Shippers’/Charterers’/ Receivers’ account. Any time actually lost on
account of breakdown of Vessel’s gear shall not count as laytime or time on demurrage and any stevedore
standby time charges incurred thereby shall be for Owners’ account.

13. Agencies

At loading port, Vessel shall be consigned to the Agents designated in Box 17.

At discharging port, Vessel shall be consigned to the Agents designated in Box 18.

14. Extra Insurance

Extra insurance on cargo due to Vessel’s age and/or flag and/or class shall be for Owners’ account but limited
to the amount specified in Box 19; such extra insurance shall be covered by Charterers for Owners’ account and
shall be deducted from settlement of freight.

15. Brokerage

A brokerage commission as stated in Box 20 on the gross amount of freight, deadfreight and demurrage earned,
is due to the party(ies) designated in Box 20 and is deductible from same unless "non-deductible" has been
specifically agreed.

Copyright © 2000 SYNACOMEX and Comité Central des Armateurs de France. All rights reserved. Any unauthorised copying, duplication,
reproduction or distribution of this BIMCO SmartCon document will constitute an infringement of BIMCO’s copyright. Explanatory notes are
available from BIMCO at www.bimco.org. First published in 1957, revised 1960, 1974, 1990 and 2000.
 PART II
SYNACOMEX 2000 - CONTINENT GRAIN CHARTERPARTY

16. Address Commission

An address commission as stated in Box 21 on the gross amount of freight, deadfreight and demurrage earned
is due to Charterers and is deductible from freight, deadfreight and demurrage.

17. ISM Clause

From the date of coming into force of the International Safety Management (ISM) Code in relation to the
Vessel and thereafter during the currency of this Charter Party, the Owners shall procure that both the Vessel
and “the Company” (as defined by the ISM Code) shall comply with the requirements of the ISM Code. Upon
request the Owners shall provide a copy of the relevant Document of Compliance (DOC) and Safety
Management Certificate (SMC) to the Charterers.

Except as otherwise provided in this Charter Party, loss, damage, expense or delay caused by failure on the part
of the Owners or “the Company” to comply with the ISM Code shall be for the Owners’ account.

18. Bills of Lading

The Master is to sign Bills of Lading as presented without prejudice to the terms, conditions and exceptions of
this Charter Party. If the Master delegates the signing of Bills of Lading to his Agents, he shall give them
authority to do so in writing, copy of which is to be furnished to Charterers.

When Bills of Lading marked "Freight prepaid" are required, same shall be released by Owners immediately
Sa

upon receipt of a telex from Charterers' Bank confirming that freight payable has been irrevocably transferred.

19. Relet
m

Charterers have the right to relet all or part of this Charter Party, they remaining responsible for its due
pl

fulfillment.
e

20. Deviation

Deviation in saving or attempting to save life or property at sea or for bunkering purposes or any other
co

reasonable deviation shall not be deemed an infringement of this Charter Party and the Owners shall not be
liable for any loss or damage resulting therefrom.
py

21. Lien Clause

The Owners shall have a lien on the cargo for freight, deadfreight, demurrage, and average contribution due to
them under this Charter Party.

22. Responsibilities and Immunities

Except as otherwise provided and stipulated in this Charter Party, it is hereby expressly agreed that this Charter
Party shall have effect subject to the provisions of the Hague Rules contained in the International Convention
for the Unification of certain rules relating to Bills of Lading, dated Brussels the 25th August 1924, as enacted in
the country of shipment.

These rules shall apply to any Bill of Lading issued under this Charter Party.

When no such enactment is in force in the country of shipment, the corresponding legislation of the country of
destination shall apply, but in respect of shipments to which no such enactments are compulsorily applicable,
the terms of the said Convention shall apply.

In trades where the International Brussels Convention 1924 as amended by the Protocol signed at Brussels on
February 23rd, 1968 – The Hague-Visby Rules – apply compulsorily, the provisions of the respective legislation
shall apply.

Copyright © 2000 SYNACOMEX and Comité Central des Armateurs de France. All rights reserved. Any unauthorised copying, duplication,
reproduction or distribution of this BIMCO SmartCon document will constitute an infringement of BIMCO’s copyright. Explanatory notes are
available from BIMCO at www.bimco.org. First published in 1957, revised 1960, 1974, 1990 and 2000.
 PART II
SYNACOMEX 2000 - CONTINENT GRAIN CHARTERPARTY

The Owners shall in no case be responsible for loss of or damage to cargo howsoever arising prior to loading
into and after discharge from the Vessel.

Save to the extent otherwise in this Charter Party expressly provided, neither party shall be responsible for any
loss or damage or delay or failure in performance hereunder resulting from Act of God, war, civil commotion,
quarantine, strikes, lockouts, arrest or restraint of princes, rulers and peoples or any other event whatsoever
which cannot be avoided or guarded against.

23. Amended General Ice Clause

Port of Loading

(a) In the event of the loading port being inaccessible by reason of ice when Vessel is ready to proceed from her
last port or at any time during the voyage or on Vessel's arrival or in case frost sets in after Vessel's arrival, the
Master for fear of being frozen in is at liberty to leave without cargo, and this Charter Party shall be null and
void.

(b) If during the loading the Master, for fear of Vessel being frozen in, deems it advisable to leave, he has liberty to
do so with what cargo he has on board and to proceed to any other port or ports with option of completing
cargo for Owner's benefit to any port or ports including port of discharge. Any part cargo thus loaded under
this Charter Party to be forwarded to destination at Vessel's expense but against payment of freight, provided
that no extra expenses be thereby caused to the Receivers, freight being paid on quantity delivered (in
proportion if lumpsum), all other conditions as per Charter Party.
Sa

(c) In case of more than one loading port, and if one or more of the ports are closed by ice, the Master or Owners
to be at liberty either to load the part cargo at the open port and fill up elsewhere for their own account as
m

under section b) or to declare this Charter Party null and void unless Charterers agree to load full cargo at the
open port.
pl

Port of Discharge
e

(a) Should ice prevent Vessel from reaching port of discharge, Receivers shall have the option of keeping Vessel
waiting until the reopening of navigation and paying demurrage, or of ordering the Vessel to a safe and
co

immediately accessible port where she can safely discharge without risk of detention by ice. Such orders to be
given within 48 hours after Master or Owners have given notice to Charterers of the impossibility of reaching
py

port of destination.

(b) If during discharging the Master for fear of Vessel being frozen in deems it advisable to leave, he has liberty to
do so with what cargo he has on board and to proceed to the nearest accessible port where she can safely
discharge.

(c) On delivery of the cargo at such port, all conditions of the Bill of Lading shall apply and Vessel shall receive the
same freight as if she had discharged at the original port of destination, except that if the distance of the
substituted port exceeds 100 nautical miles, the freight on the cargo delivered at the substituted port to be
increased in proportion.

24. Amended Centrocon Strike Clause

If the cargo cannot be loaded by reason of Riots, Civil Commotions or of a Strike or Lock-out of any class of
workmen essential to the loading of the cargo, or by reason of obstructions or stoppages beyond the control of
the Charterers caused by Riots, Civil Commotions or a Strike or Lock-out on the Railways, or in the Docks, or
other loading places, or if the cargo cannot be discharged by reason of Riots, Civil Commotions or of a Strike or
Lockout of any class of workmen essential to the discharge, the time for loading or discharging, as the case may
be, shall not count during the continuance of such causes, provided that a Strike or Lock-out of the Shippers’
and/or Receivers’ men shall not prevent demurrage accruing if by the use of reasonable diligence they could
have obtained other suitable labour at rates current before the Strike or Lock-out.

In case of any delay by reason of the before-mentioned causes, no claim for damages or demurrage, shall be
made by the Charterers/Receivers of the cargo, or Owners of the Vessel. For the purpose, however, of settling

Copyright © 2000 SYNACOMEX and Comité Central des Armateurs de France. All rights reserved. Any unauthorised copying, duplication,
reproduction or distribution of this BIMCO SmartCon document will constitute an infringement of BIMCO’s copyright. Explanatory notes are
available from BIMCO at www.bimco.org. First published in 1957, revised 1960, 1974, 1990 and 2000.
 PART II
SYNACOMEX 2000 - CONTINENT GRAIN CHARTERPARTY

dispatch money accounts, any time lost by the Vessel through any of the above causes shall be counted as time
used in loading or discharging, as the case may be.

25. General Average and New Jason Clause

General average shall be adjusted according to the York-Antwerp Rules 1994 or any subsequent modification
thereof, but where the adjustment is made in accordance with the law and practice of the United States of
America, the following Clause 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 goods, shippers, consignees, or
owners of the goods 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 goods.

If a salving ship is owned or operated by the carrier, salvage shall be paid for as fully as if the said salving ship or
ships belonged to strangers. Such deposit as the carrier or his Agents may deem sufficient to cover the
estimated contribution of the goods and any salvage and special charges thereon shall, if required, be made by
the goods, shippers, consignees or owners of the goods to the carrier before delivery.”

and the Charterers shall procure that all Bills of Lading issued under this Charter Party shall contain the same
Clause.
Sa

26. Both-to-Blame Collision Clause

m

If the liability for any collision in which the Vessel is involved while performing this Charter Party falls to be
determined in accordance with the laws of the United States of America, the following Clause shall apply:
pl

“If the ship comes into collision with another ship as a result of the negligence of the other ship and any act,
e

neglect or default of the master, mariner, pilot or the servants of the carrier in the navigation or in the
management of the ship, the owners of the goods carried hereunder will indemnify the carrier against all loss
co

or liability to the other or non-carrying ship 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 goods, paid or payable by the other or non-
carrying ship or her owners to the owners of the said goods and set off, recouped or recovered by the other or
py

non-carrying ship or her owners as part of their claim against the carrying ship or carrier.

The foregoing provisions shall also apply where the Owners, Operators or those in charge of any ship or ships
or objects other than, or in addition to, the colliding ships or objects are at fault in respect to a collision or
contact.”

and the Charterers shall procure that all Bills of Lading issued under this Charter Party shall contain the same
Clause.

27. War risks ("Voywar 1993")

(a) For the purpose of this Clause, the words:

(i) "Owners" shall include the shipowners, bareboat charterers, disponent-owners, managers or other
operators who are charged with the management of the Vessel, and the Master; and

(ii) "War Risks" shall include any war (whether actual or threatened), act of war, civil war, hostilities, revolution,
rebellion, civil commotion, warlike operations, the laying of mines (whether actual or reported), acts of piracy,
acts of terrorists, acts of hostility or malicious damage, blockades (whether imposed against all vessels or
imposed selectively against vessels of certain flags or ownership, or against certain cargoes or crews or
otherwise howsoever), by any person, body, terrorist or political group, or the Government of any state
whatsoever, which, in the reasonable judgement of the Master and/or the Owners, may be dangerous or are
likely to be or to become dangerous to the Vessel, her cargo, crew or other persons on board the Vessel.

Copyright © 2000 SYNACOMEX and Comité Central des Armateurs de France. All rights reserved. Any unauthorised copying, duplication,
reproduction or distribution of this BIMCO SmartCon document will constitute an infringement of BIMCO’s copyright. Explanatory notes are
available from BIMCO at www.bimco.org. First published in 1957, revised 1960, 1974, 1990 and 2000.
 PART II
SYNACOMEX 2000 - CONTINENT GRAIN CHARTERPARTY

(b) If at any time before the Vessel commences loading, it appears that, in the reasonable judgement of the
Master and/or the Owners, performance of the Charter Party, or any part of it, may expose, or is likely to
expose, the Vessel, her cargo, crew or other persons on board the Vessel to War Risks, the Owners may give
notice to the Charterers cancelling this Charter Party, or may refuse to perform such part of it as may expose,
or may be likely to expose, the Vessel, her cargo, crew or other persons on board the Vessel to War Risks;
provided always that if this Charter Party provides that loading or discharging is to take place within a range of
ports, and at the port or ports nominated by the Charterers the Vessel, her cargo, crew, or other persons
onboard the Vessel may be exposed, or may be likely to be exposed, to War Risks, the Owners shall first require
the Charterers to nominate any other safe port which lies within the range for loading or discharging, and may
only cancel this Charter Party if the Charterers shall not have nominated such safe port or ports within 48 hours
of receipt of notice of such requirement.

(c) The Owners shall not be required to continue to load cargo for any voyage, or to sign Bills of Lading for any port
or place, or to proceed or continue on any voyage, or on any part thereof, or to proceed through any canal or
waterway, or to proceed to or remain at any port or place whatsoever, where it appears, either after the
loading of the cargo commences, or at any stage of the voyage thereafter before the discharge of the cargo is
completed, that, in the reasonable judgement of the Master and/or the Owners, the Vessel, her cargo (or any
part thereof), crew or other persons on board the Vessel (or any one or more of them) may be, or are likely to
be, exposed to War Risks. If it should so appear, the Owners may by notice request the Charterers to nominate
a safe port for the discharge of the cargo or any part thereof, and if within 48 hours of the receipt of such
notice, the Charterers shall not have nominated such a port, the Owners may discharge the cargo at any safe
port of their choice (including the port of loading) in complete fulfilment of the Charter Party. The Owners shall
be entitled to recover from the Charterers the extra expenses of such discharge and, if the discharge takes
Sa

place at any port other than the loading port, to receive the full freight as though the cargo had been carried to
the discharging port and if the extra distance exceeds 100 miles, to additional freight which shall be the same
percentage of the freight contracted for as the percentage which the extra distance represents to the distance
m

of the normal and customary route, the Owners having a lien on the cargo for such expenses and freight.
pl

(d) If at any stage of the voyage after the loading of the cargo commences, it appears that, in the reasonable
judgement of the Master and/or the Owners, the Vessel, her cargo, crew or other persons on board the Vessel
e

may be, or are likely to be, exposed to War Risks on any part of the route (including any canal or waterway)
which is normally and customarily used in a voyage of the nature contracted for, and there is another longer
co

route to the discharging port, the Owners shall give notice to the Charterers that this route will be taken. In this
event the Owners shall be entitled, if the total extra distance exceeds 100 miles, to additional freight which
shall be the same percentage of the freight contracted for as the percentage which the extra distance
py

represents to the distance of the normal and customary route.

(e) The Vessel shall have liberty:

(i) to comply with all orders, directions, recommendations or advice as to departure, arrival, routes, sailing in
convoy, ports of call, stoppages, destinations, discharge of cargo, delivery or in any way whatsoever which are
given by the Government of the Nation under whose flag the Vessel sails, or other Government to whose laws
the Owners are subject, or any other Government which so requires, or any body or group acting with the
power to compel compliance with their orders or directions;

(ii) to comply with the orders, directions or recommendations of any war risks underwriters who have the
authority to give the same under the terms of the war risks insurance;

(iii) to comply with the terms of any resolution of the Security Council of the United Nations, any directives of
the European Community, the effective orders of any other Supranational body which has the right to issue
and give the same, and with national laws aimed at enforcing the same to which the Owners are subject, and to
obey the orders and directions of those who are charged with their enforcement;

(iv) to discharge at any other port any cargo or part thereof which may render the Vessel liable to confiscation
as a contraband carrier;

(v) to call at any other port to change the crew or any part thereof or other persons on board the Vessel when
there is reason to believe that they may be subject to internment, imprisonment or other sanctions;

Copyright © 2000 SYNACOMEX and Comité Central des Armateurs de France. All rights reserved. Any unauthorised copying, duplication,
reproduction or distribution of this BIMCO SmartCon document will constitute an infringement of BIMCO’s copyright. Explanatory notes are
available from BIMCO at www.bimco.org. First published in 1957, revised 1960, 1974, 1990 and 2000.
 PART II
SYNACOMEX 2000 - CONTINENT GRAIN CHARTERPARTY

(vi) where cargo has not been loaded or has been discharged by the Owners under any provisions of this Clause,
to load other cargo for the Owners' own benefit and carry it to any other port or ports whatsoever, whether
backwards or forwards or in a contrary direction to the ordinary or customary route.

(f) If in compliance with any of the provisions of sub-clauses b) to e) of this Clause anything is done or not done,
such shall not be deemed to be a deviation, but shall be considered as due fulfilment of the Charter Party.

28. Arbitration

Any dispute arising out of the present contract shall be referred to Arbitration of "Chambre Arbitrale Maritime
de Paris - 16 rue Daunou - 75002 Paris".

The decision rendered according to the rules of Chambre Arbitrale and according to French Law shall be final
and binding upon both parties. The right of both parties to refer any disputes to arbitration ceases twelve
months after date of completion of discharge or, in case of cancellation or non-performance, twelve months
after the cancelling date as per Clause 6 or after the actual date of cancellation whichever is the later. Where
this provision is not complied with, the claim shall be deemed to be waived and absolutely barred.
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Copyright © 2000 SYNACOMEX and Comité Central des Armateurs de France. All rights reserved. Any unauthorised copying, duplication,
reproduction or distribution of this BIMCO SmartCon document will constitute an infringement of BIMCO’s copyright. Explanatory notes are
available from BIMCO at www.bimco.org. First published in 1957, revised 1960, 1974, 1990 and 2000.