O.B.O. (Oil-Bulk-Ore) Carriers Standard Clauses

BIMCO O.B.O. (Oil-Bulk-Ore) Carriers Standard Clauses

1. The Vessel shall be employed in lawful trades for the carriage of crude oil; OR clean petroleum products (delete commodities not applicable) OR dirty petroleum products and other lawful merchandise in bulk in accordance with IMO regulations.

The following cargoes are specifically excluded:........................................................................................ 
 
2. Owners warrant that the Vessel shall be able to change from dry to oil cargo and vice-versa under normal conditions within: 

....... hours from crude oil to grain cargo,
....... hours from crude oil to coal, iron ore or other dry cargoes,
....... hours from dry cargoes to crude oil cargoes,
....... hours from crude oil to clean petroleum products,
....... hours from dry cargoes to clean petroleum products

If cleaning and preparation are not completed within these periods, the Vessel shall be considered off-hire for the excess time and any additional expenses shall be for the account of Owners. However, if the Vessel is to load at the same port at which Vessel discharged, or at a nearby port, or if conditions during the relevant ballast voyage prevent cleaning and/or preparation, then time required and all extra expenses, including shore labour and deviation, if necessary, shall be for the account of Charterers.

3.1 When the Vessel is required by Charterers to change from one type of cargo to another Charterers shall pay Owners a lump sum of

....... for changing from crude oil to grain cargo,
....... for changing from crude oil to coal, iron ore or other dry cargoes,
....... for changing from dry cargoes to crude oil cargoes,
....... for changing from crude oil to clean petroleum products,
....... for changing from dry cargoes to clean petroleum products

in lieu of crew overtime expenses to cover cleaning and preparation, such lump sum being increased by ..... per cent. per annum compounded until the Vessel is redelivered to Owners.

3.2 Any materials used for cleaning including chemicals, as well as any fuel oil and fresh water shall be for the account of Charterers who shall also pay the cost of any surveys reasonably required.

3.3 The Vessel shall be re-delivered with holds and tanks in the same condition as on delivery, failing which the Charterers have to reimburse Owners as per paragraphs 3.1 and 3.2.

4. The Vessel is capable of safely retaining slops onboard during loading, transportation and discharge of dry and bulk cargo. However, should local port authorities require slops to be discharged and slop tanks gas-freed, this shall be at the expense and time of Charterers. The maximum quantity of water and slops retained shall not exceed ..... tons on any one passage and the Master shall always restrict the quantity in the slop tanks to a minimum.

5. The Charterers shall not be responsible for stevedore or other damage to the Vessel unless notified in writing by the Master at the time of occurrence of damage or as soon as discoverable thereafter, i.e., latest upon completion of discharge. The Master shall obtain or countersign the written acknowledgement from the responsible party and shall have a survey made to define or estimate the damage in agreement with the Vessel's agents or supercargo, unless the damage should have been repaired in the meantime. The Master shall co-operate with the Charterers and the agents in giving prompt notice of claim in writing to the party causing the damage. The Vessel is guaranteed suitable for grab discharge, but this does not absolve the Charterers from responsibility for repairing damage caused by grabs provided such damage is reported as above.

6. Expenses in connection with fumigations and all quarantine ordered because of cargoes carried or ports visited while the Vessel is employed under this Charter shall be for the Charterers' account. Expenses in connection with all other fumigations and/or quarantine shall be for the Owners' account.

7. In the interest of maritime safety the Owners undertake to instruct the Master, and the Charterers undertake to instruct the agents in conjunction with port authorities to follow the relevant guidance provided in the joint ICS/OCIMF 1978 publication of I.S.G.O.T.T. and any subsequent revision. 

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