未获得Rigthship认可是否有权终止租约

我们帮助您管理海事与环境风险。

不要使用不符标准的船舶，让货物、船员、港口运营、客户关系或公司声誉面临风险。

不适合任务要求的船舶，就是一大风险。

 

从Rightship官网上也可以了解到以下他们自己公布的信息。

2001年成立以来，RightShip已协助大幅改进全球海事安全标准。依托新一代可预测性船舶审查系统(Qi)，再辅以掌握海事专业技能的审查团队，我们帮助客户识别和消除供应链中不符标准的船舶，从而实现对海事风险的管控。

RightShip由必和必拓与力拓联合成立，充分吸收这两家矿业资源公司的专业船舶审查技能，致力于改进干散货船审查安全与质量标准。作为主要的承租人和运输商，这两家创始企业已制定了完善的审查体系来控制自身的海事风险。RightShip整合了两家公司的专长和资源，研发出全面风险管理工具——船舶审查信息系统(SVISTM)，该系统一直延续使用到2016年。2006年，国际食品、农业与风险管理公司Cargill入股RightShip，成为持有相同股份的合伙人。

目前，RightShip也为石油、化工和气体产业提供审查服务和OCIMF SIRE检验服务。

 

RightShip致力于帮助行业规避可预防的事故，同时降低全球海运船队的二氧化碳排放量。我们精简信息、提供快速一致的分析建议、监控并遵守国际标准，即使是规模最小的企业，也可获取到RightShip的专家支持和意见反馈。

RightShip帮助全球230个组织的2,800多个用户有效管理自身的海事与环境风险。

我们提供可靠、易用的工具，并安排海事专家提供技术意见和支持服务。客户包括承租人、承运商、船东、船舶管理人、港口部门、港口、代理、保险商和海事金融组织。

国际运输船队的现状参差不齐，因此港口运营方采用RightShip Qi来防止不符标准的船舶进入港口，同时提供全面的审计跟踪记录来辅助他们做出决策。

一旦船舶在使用RightShip系统的港口装货，港口工作人员对船舶的意见就会录入系统供日后查阅，这样所有RightShip客户都能随时查看船舶非营运方面的关键信息。港口也可通过与其他RightShip客户作比较，对自身风险状况、质量管理体系和环境方面表现，进行绩效分析。此外他们也可分析自身的长期表现，用于年度报告等。

想要树立自身环保领先地位的港口，还可为能效更高的船舶提供折扣优惠和奖励。根据温哥华港务局生态行动计划(Port Metro Vancouver’s Eco Action Program)的规定，温室气体排放评级达到B的船舶，在港口应付费每总登记吨位C$0.094的基础上，享受每总登记吨位C$0.061的折扣优惠价 (银级折扣价）。

RightShip也积极推出了环保船舶指数(ESI)，用来鉴别减排量超过IMO现行排放标准的船舶。参与ESI的港口，利用这个指数来奖励船舶。

燃料成本上涨、运力供过于求、运费标准波动以及熟练人员短缺压力，会刺激船东削减成本来保持利润，进而导致船舶保养标准急剧下滑。

由于25%的船舶占全部伤亡事故70%以上，因此对力图降低人员伤亡、货物损坏风险、延误与滞期高昂成本的承租人来说，可靠的审查系统加上海事专业人员的建议和支持，显得很有必要。

我们的船舶审查信息系统(SVIS™)采用动态计算机运算法则，分析50多个风险因素的数据。该系统随后会计算出每艘船的分数，并由经验丰富的审查监督员加以解释并应用于商业情境中。客户可采用标准或定制指标来筛选船舶，审查风险相关数据并跟踪船舶或船队表现。SVIS™自动生成用于治理的审计跟踪记录，从而保护客户底线并最大限度消除供应链与高管面临的风险。

 

从以上介绍，简单点可以归纳为Rightship现在由BHPB,RIO TINTO, CARGILL三家公司合资组成，其致力于船舶安全及管理，帮助行业规避可预防的事故，尽量避免相关方，比如承租人、承运商、船东、船舶管理人、港口部门、港口、代理、保险商和海事金融组织等受到不符合要求的船舶影响；其自身有一套完整的数据库及评分标准，也就是星级。

如果船舶发生了事故险情，最常见的就是机器故障，尤其是引水上船后突然发生的异常情况导致无法靠泊的。那么在这种情况下，船舶会被降星级，比如从4星降到了2星；船方就必须提供一系列的事故分析报告，整改纠正预防措施及培训记录等等，提交给Rightship审核，审核通过后，才会恢复星级。如果星级太低了，则不被接受，或者需要Rightship他们进行检验，合格后才会提高星级。但如果船龄太老了，通常情况下，Rightship不会再评星级，也就是说不会他们接受认可。

 

近期有租家要求船东必须安排做Rightship检验，要不就不让船舶靠泊。当然碰到这种事情得依据租约来看，租家是否有权利这么做。如果已经明确规定了，那么船东还是得安排，要不因此被Rightship或码头运营商说船舶不符合要求，不安排靠泊，到时候造成的时间损失只能船东自己承担了。

但是，假如在签订租约的时候并未对Rightship作要求，随后因为航次任务安排需要，必须取得RightshipApproval, 但如果船舶因为种种原因，比如船龄太老，而未能获得，船舶的航行区域受限。在这种情况下，是否可以认为船东违约，租家是否有权利终止合同呢？本文通过对The “Silver Constellation”一案的介绍来说说这个问题

 

一、基本案情

在2003年6月23，Orient Brilliance Inc(该轮原单船公司，以下简称“Orient”)从Swissmarine Services SA(以下简称“Swissmarine”)手中将Silver Constellation轮 (之前名为Orient Brilliance，以下简称“该轮”)买下，并回租给租家2年。

2003年11月24日，Orient与GlencoreInternational A.G(以下简称“Glencore”)签订了一份24个月加减2个月，并且Glencore有额外1年的选择权。预计在200年5月15日到9月15日之间，Swissmarine还船后，该轮将交给Glencore。

但是由于船舶遭受搁浅事故，Swissmarine到2006年5月4日才还船，但在200年5月8日，Swissmarine又从Glencore手里期租了该轮，租期为最少18个月至24个月。该轮在200年8月8日完成修理后，Orient把该轮交给Glencore, Glencore在同一时间交给Swissmarine。

2006年8月19日，Orient将该轮卖给了Seagate Shipping Ltd(以下简称“船东”)，根据买卖协议，所有的条款及责任义务保持不变。

该轮之前，在2001年的时候，为2星；在2002年到2003年间为3星，但随后在2004年该轮满18年了又降为了2星。之后一直维持这个星级运营到2007年2月，该轮满21年。在2007年2月8日，Swissmarine要求船东完成Rightship的审核问卷以便执行意向装载铁矿石的航次任务；船东随后联系Rightship，要求在南非加油的时候做此检验，Rightship接受但却推迟了检验，直到下一个卸港。

在2007年3月15日，船东对Glencore宣称，虽然在租约下，Rightship并不需要，但是船东可以考虑让该轮恢复星级；作为回报，船东要求Glencore涨租金。

Swissmarine答复，Rightship认可并不能获得额外的贸易利润，仅仅是为了保持船舶在租约交易下适合，可用。在另一方面，如果船东未能维持Rightship批准认可，那么将减少贸易的区域范围；这与船东得保持船舶适合贸易，包括能够到澳大利亚装货的义务相违背。

之后，尽管在2007年6月，9月及10月租方有要求，但船东最终并未安排做Rightship检验，此时该轮的星级仅仅为1星。

最终在2008年1月的时候，该轮不被Rightship接受认可，被拒了；Glencore于是选择了终止租约。

 

任何争议，还得看先看租约是如果规定的。本案合同的相关条款如下：

Time Charter

….That the said Owners agree to let and the said Charterers agree to hire the said vessel, from the time of delivery for about See Clause 34 within below mentioned trading limits. Charterers to have liberty to sublet the vessel for all or any part of the time covered by this charter but Charterers remaining responsible for the fulfilment of this charterParty.

Vessel to be placed at the disposal of the charterers at See Clause 33…

Vessel on her delivery to be ready as per Clause 36 and tight, staunch, strong and in every way fitted for the service…to be employed in carrying lawful merchandise… See Clause 35 in such lawfultrades between safe port and/or ports See Clause 35a as the Charterers or their Agents shall direct on the following conditions:

1. That whilst on hire the Owners shall …and maintain her class and seaworthiness and keep the vessel in a thoroughly efficient state in hull, holds and hatch covers machinery and equipment with all certificates necessary to comply with current requirements of all ports of call and canals for the service and at alltimes during the currency of this Charter, also see Rider Clauses [Line 38]

6. That the cargo or cargoes be laden and/or discharged in any dock or at any wharf or anchorage or place that Charterers or their Agents may direct….

8. That the Captain shall prosecute his voyages with the utmost despatch, and shall render all customary assistance with ship's crew and boats. The Captain (although appointed by the Owners) shall be under the orders and directions of the Charterers as regards employment….

11. That the Charterers shall furnish the Captain from time to time with all requisite instructions and sailing directions, in writing and/or telecommunications and….The Captain to properly fill in and return all forms furnished by Charterers.

ADDITIONAL CLAUSES TO M.V. "ORIENT BRILLIANCE CHARTER PARTY DATED 24TH NOVEMBER2003

29. Detailed description of vessel

MV Orient Brilliance

Panama flag – Built 1986

Vessel is to be agearless/single deck/self-trimming bulk carrier.

Vessel has clear and unobstructed holds for the loading and discharging of all bulk cargoes allowed under this charterparty.

Vessel is fitted ITF/WWF/AHL in order

Owners warrant that the vessel is suitable for alternative hold loading for heavy cargoes at time of delivery, in accordance with IMO regulations and its latest amendment applicable.

Owners warrant that the vessel has a valid certificate of financial responsibility (water pollution) issued by USCG during this Charter period which should apply OPA 90….

30. P. and I. Club Clause and Classification

It is a conditionof this Charter that the vessel is and will remain during the currency of charter classed highest class with a full member of the International Association of Classification Societies insured with a P and I Club which is a full member of the International Group of P and I Clubs.

a) It is a condition of this Charter that the vessel is and will remain in all respects eligible for tradingto the ports, places or countries specified or not excluded in this Charter and that at all necessary times vessel and/or Owners shall have all valid certificates records and other documents required for such trade. Furthermore,it is a condition of this Charter that the vessel complies and will continue to comply with all applicable laws and regulations of the ports, places and countries specified or not excluded in this Charter.

b) It is a condition of this Charter that the vessel is and will remain during the currency of this Charterin possession of the necessary valid equipment and all certificates, recordsand documents necessary to comply with safety and health regulations,international regulations and all current requirements at all ports of call,Suez Canals included.

c) BIMCO 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 if this Charter Party the Owners shall procure both the vessel and "the Company" (as defined bythe ISM Code) shall comply with the requirements of the ISM Code. Upon requestthe 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, loss damage or expense, or delay caused by failure onthe part of the Owners or "the Company" to comply with the ISM Codeshall be for Owners' account.

d) It is a condition of this Charter that the vessel carries and will carry on board atall times during the currency of this Charter a Certificate of Financial Responsibility acceptable to the United States Coast Guard and all individual States which exercise jurisdiction over the load and discharge port(s) in the ranges and areas specified in this Charter. The Master, upon Charterers requestshall make such certificate available for inspection to the charterers or itsrepresentative.

35. Lawful trades,non-lawful merchandize (breaking) IWL

a….Trading to beworld wide between safe port(s), safe anchorage(s), safe berth(s) always safely afloat, always within IWL.

Subject to Owners approval, case by case, Charters may be allowed to break IWL, …

b. Cargo exclusion…

Cargo to be coal or iron ore, all cargo to be stored and carried in accordance with latest IMO regulations:

The following cargo exclusions are mutually agreed upon:

Asphalt, livestock,hides, acids, and other dangerous, inflammable and injurious cargo, ammoniumnitrate, tar in bulk, logs, scrap, motorblocks, turnings, pitch in bulk, arms,ammunitions, explosives, nuclear and radioactive materials, petroleum or its products, sulphur, fishmeal, calcium carbide, reduced iron ore pellets, fines,cement in bulk, sodium sulphate, ammonium, sulphate, calcium hydrochloride,bonemeal, creosoted goods, charcoal, mobile homes, grain expellers, resin in bulk, turpentine, granit, ferrosilicon, soda ash, borax, seedcakes, oil cakes,car and motor vehicles, motor spirits, chilian nitrate, copra and copraproducts, quicklime, pond coal, pyrites, cement clinker, grain and any other grain products.

36. Crew assistance

Timecharter hire to include rendering all customary assistance by the crew

46. Eligibility

a) It is a condition of this Charter that the vessel is not and will not be during the currency of this Charter in any way directly or indirectly owned, controlled by or related to any Cuban, North Korean or Iraqi interest. If the goods are to be loaded in or destined to the United States,the (1)Iran,Libya or Sudan,Yugo slavia including Montenegro shall be added to this list.

66. Australian-PortCall Clause

If the vessel proceeds to Australian ports, Owners guarantee that the vessel and her equipment shall comply with current Australian Navigation Regulations and without prejudice to Charters other rights Owners to indemnify Charterers for any consequences arising from partial or full non-compliance with this stipulation.

Owners guaranteet hat the vessel is fitted with valid Australian Hold and Pilot Ladders in accordance with WWF requirements or any amendments thereto, and will remain so throughout the currency of this Charter.

The Owners hereby confirm that the Owners duly acknowledge the voluntary guidelines for controls of the discharging of ballast water ad sediments for entering Australia from overseas stipulated by Australian quarantine and inspection service.

69. Arbitration

a) This contract is governed by and constructed in accordance with English Law.

 

二、争议的主要焦点

Glencore和Swissmarine，租方认为：

i) 作为租约的解释，合格性（eligibility）要求及证书，包括了Rightship

批准认可；

ii) 没有发生默示的问题，但如果发生了，那么有必要默示一个关于Rightshi

批准认可的责任，以便使租约更具商业效力；

iii) 租约第38行包含的当前所有港口的要求，所不管他们是否关注类等事项，船级，适航性和船旗国要求；在任何情况下，Rightship证书都与船舶的适航行相关。 

iv) 第31条不限于官方或法律要求的文件：标题不会导致这种限制。

v) 明确参照的其它证书或遵循其它的要求并未确立Rightship批准认可被排除在外。

vi) 缺少证书或文件的正本是不确定的：证书和或批准认在Rightship他们的网站或其它在线是完全可让人满意的证据。

vii) 将31条归类为条件条款，并不产生任何不成比例的影响。

viii) 在普通和自然的意义上，“合格”一词仅仅意味着由于满足选择的前提条件，该船适合选择。

 

船东方认为：

i) 合同并没有明确提及Rightship批准认可；

ii) 在这方面上没有必要默示一个额外的责任义务

iii) 合同第38行仅仅与船舶的适航性及其正式的证书，比如船级或船旗国所要求的相关；

iv)合同第31条，参其标题“Certificates,Law and Regulations”，仅仅是与遵守官方或法律要求和证明遵守这些规定的文件相关；

v)关于Rightship的责任义务可以很容易地和众多的明文规定，诸如澳大利亚港口方面的明确并入租约，但任何额外要求Rightship批准认可将与租约解释不一致；

vi) 所涉及的证书，并非指Rightship所签发的证书；

vii)倘若31条款为条件条款，结果任何暂时的和/或次要依据Rightship批准可能拒绝或撤销将会造成完全不成比例的影响；

viii)“合格”这一词的意思是“合法”，在这种情况下，与Rightship批准认可并不相关；或者它的意思是“可以选择”，在这种情况下，这是公认的；“在任何方面都适合服务”完全是针对船舶的物理自身状态，并不关心是否符合Rightship批准认可的范围。

当事人各方于是就以下两个主要问题提起仲裁，寻求法庭裁决。

i) 是否依据租约第38行和/或第31条条款，船东有义务提供Rightship批准认可的船舶及在当前的租约期内保持这样的批准认可？

ii) 船东是否有义务允许Rightship对船舶进行检验或其他Rightship审核手

续？或当租家在租约下有要求时，和/或依据租约第8条，船东有默示的配合的义务？

法庭对此都做了肯定答复，作出了对Glencore和Swissmarine有利的裁决。

船东不服，提起上诉。

 

三、高等法院判决

首先，关于“eligible”这一词的准确含义，高等法院David Steel法官引援在Master of the Rolls案中，Chelsford勋爵的观点，反对英国教会教义的人有资格被任命，“合格”这个词在这里是模棱两可的，它可能意味着“合法资格”或“适合被选择”。

The word 'eligible' as here used by the Master of the Rolls is ambiguous. It may mean either "legally qualified" or "fit to be chosen".

 

David Steel法官认为，尽管在明显不同的背景下，他并不认为这种分析是无益的；在他看来，这意味着相关人员或对象适合选择，以满足选择的相关条件。因此，古巴、北韩或伊拉克对该船的任何其自身的权益都意味着该船没有资格服务。

In my judgment 'eligible' is a straight forward word. It means that the relevant person orobject is fit for selection as satisfying the relevant conditions for selection. Thus, any proprietary interest in the vessel by a Cuban, NorthKorean or Iraqi entity would mean that the vessel was not eligible for service.

David Steel法官认为,合格的概念可能是倾向于包含澳大利亚货主和/或港口条件限制，可接受的船舶只有那些Rigthship批准认可的。船东继续主张，在这方面，“fitness”与第22行的要求非常相似，即该船“在各个方面适合于服务”。对于The“Derby”案的判决，双方持有不同看法，引起争论。在该案中法官判决船东没有责任义务去遵守自命的，额外法律组织ITF的要求。但租方辩称ITF是由于其独断专行，其古怪的要求是无耻的，已经臭名昭著；但在本案中，Rightship针对的是船舶自身的状况，与ITF不一样。租方引援Kerr勋爵的如下说法,认为依照现行法律，在船舶停靠港行使行政管理职能或者其他职能的，可以依法要求船舶获得Rightship批准认可。

 

…have been held to cover the requirement that the vessel must carry certain kinds of documentswhich bear upon her seaworthiness or fitness to perform the service for which the charter provides. Navigational charts which are necessary for the voyages upon which the vessel may be ordered from time to time are an obviousillustration. For present purposes, however, we are not concerned with certificates bearing upon the seaworthiness of the vessel. The nature of such certificates may vary according to the requirements of the law of the vessel's flag or the laws or regulations in force in the countries to which the vesselmay be ordered, or which may lawfully be requiredby the authorities exercising administrative or other functions in the vessel'sports of call pursuant to the laws there in force. Documents falling within this category, which have been considered in the authorities,are certificates concerning the satisfactory state of the vessel which is insome respect related to her physical condition, and accordingly to her seaworthiness. Their purpose is to provide documentary evidence for the authorities at the vessel's ports of call on matters which would otherwise require some physical inspection of the vessel, and possibly remedial measures- such as fumigation - before the vessel will be accepted as seaworthy in the relevant respect. The nature of description of such certificates, which may accordingly be required to be carried on board to render the vessel seaworthy,must depend on the circumstances and would no doubt raise issues of fact inindividual cases. But I do not see any basis for holding that such certificatescan properly be held to include documents other than those which may berequired by the law of the vessel's flag or by the laws, regulations or lawful administrative practices of governmental or local authorities at the vessel's ports of call...

 

David Steel法官认为，在某种意义上，这段话给租家方，关于Rightship批准认可有所帮助，至少在一部分，是针对从事煤炭、铁矿石货物目的的船舶的自身状况。正如法庭所发现的，评估的因素包括：船级的情况、码头检查等，以评估有关船舶是否能在适当的条件下安全完成航次任务。因此，正如法庭所说的那样，Rightship批准认可将通过对船舶的维修保养来证实一个船东是否尽职尽责。

然而，David Steel法官认为，正如所引述的段落所阐明的，重点是法律规定的要求，不论是根据船旗、船舶所在国的法律或港口的法律。租约第31条条款标题“证书、法律和规章”进一步强调了这一点。然而，这是不建议Rightship批准认是可船舶可能装载煤炭或铁矿石的港口的合法的要求（虽然可能会有一些不确定的例外）。这仅仅是一项商业要求，自2001以来，这种要求变得越来越普遍。

David Steel法官认同船东所提交的，在本租约下并没有要求获得Rightship批准认可。有关Rightship的租船合同几乎完全集中在铁矿石和煤上，而这些港口，如澳大利亚，正是Rigthship的温床。

关于这点澳大利亚是Rightship的温床，可以参照Rightship官网自己的说明，是由BHPB,Rio Tinto, Cargill三家巨头合资组建而成；而BHPB, Rio Tinto霸占了澳大利亚的铁矿和煤炭，Rightship的总部也因此位于澳大利亚。这也和之前某租家说的，如果不安排做Rightship就不安排船舶靠泊不谋而合；很显然该租家有这样的能量去做到这一点。

David Steel法官认为，从某种意义上说，这是对法庭做法的不公正的描述。法庭已经明确的理由，55段，关于租约第31条的解释，在考虑到相关的背景资料，这是寻求确定，实现商业上合理的结论时当事人客观的目的意图。对此，仲裁庭认为有船东义务提供Rightship批准认可，这是基本原则。然而，有一些人认为法庭过分重视这一期望。事实上，David Steel法官承认，如果相关的话，它更符合一个不具有任何隐含义务以获得批准认可的解释。

租方认为合同第31条是明确的条件条款，明确保证的其他条款进行对比，可以得出如果船东有违反这些条款，那么Glencore他们将有权利终止租约。DavidSteel法官认为这是商业上的无稽之谈；他认为没有所谓的商业现实主义，在对待Rightship批准认可条款上，如果适用的话将其严格定义为一个条件条款。在任何情况下，都无法确定该条款是一个条件条款。合同第35行所描述的所有租约作为条件条款的，一些仅仅是保证或至多为中间条款。

但是，如前面所列举的所有理由，DavidSteel法官判法庭在租约恰当的解释要求船东获得Rightship批准认可上裁决错误。

最终对于以下a),b)及c)三个问题，David Steel法官给出了No的判决。

a) Properly construed, did line 38 of the charterparty require the Claimant to provide avessel with RightShip approval and to maintain such approval for the currency of the charterparty?

b) Properly construed, did clause 31 of the charterparty require the Claimant to provide a vessel with RightShip approval and maintain such approval for the currency of the charterparty?

c) What is the correct approach toconstruction of a contractual document - in particular, is it correct toapproach the construction of the contract from the premise of a pre-conceived presumption/assumption that the contract should/would be expected to include an obligation of the sort contended for by one party?

 

对于以下e)及f)两个问题给出了Yes的判决。

e) Did the pre-contractual written exchanges contain a statement of objective fact, to the effect that the vessel's owner was not prepared to have the vessel submitted to the RightShip vetting regime, whichwas admissible and a relevant part of the factual matrix for the purposes of construing the contract?

f) Did the pre-contractual written exchanges evidence a common assumption, which was relevant to the properconstruction of the contract, to the effect that line 38 and/or clause 31, as subsequently embodied in the contract, did not require the vessel's owner toprovide a vessel with RightShip approval and to maintain such approval for the currency of the charterparty?

 

对于依据租约第8条，是否可以恰当地解释认为，要求船东允许Rightship检查及其它Rightship审核程序？David Steel法官认为，船长也曾经填了相关的问卷给Rightship，船东在这方面上并没有过失；这和验舱的情况类似，船东应该允许租家作此安排。

总结：

其实本案和The“Derby”案很类似，那就是如果租约中没有相反规定，船舶如果不符合这类自命的，额外的一些律法组织，比如ITF和Rightship他们的要求，并不构成船东违反租约；这些兰卡和认可并不归属于船舶的证书，也不影响船舶的适航性。影响船舶适航性的，只是船舶自身的状况，及和船级，船旗等相关的证书及一些必须的航海图书资料等。当然，如果因为疫情原因及船舶的保安问题在有些情况下也会构成船舶不适航。

本文及之前写的，并不是反对ITF或Rightship，相反对他们满怀敬意。ITF在提高船员待遇，起居环境上起到了非常重要的作用；而Rightship在船舶安全及管理水平等方面上也作出了巨大的贡献，对业界产生了深远的影响。

 
但是，航运并不是慈善事业；一切都还都得从源头抓起，谈好合同条款；要不然出现争议，别指望获得对方同情。在争议没有完全解决之前，你让步给对方，对方只会认为在处理争议这事情上，你在无理取闹，绝不会认为你是为了考虑客户关系而让步。只有当你确实打败了对方，然后把战果再退给对方，这种情况下，对方才可能会感觉到你是在考虑维护客户关系，是在让步。

其实打官司并不丢脸，也不见得会损害双方关系，只是因为需要法官来对争议事项做一个公平、公正的判决而已。笔者就很佩服，Glencore，Cargill及Swissmarine这几家公司，经常打官司仲裁，但这并不影响他们的伟大，如果可以用伟大来形容的话。

最后，任何争议都是源自于对租约条款有不同的看法；而任何争议最终还是得靠租约的相关条款才能够解释，签订一份好的合同乃重中之重。

海运圈聚焦专栏作者 Alex （微信公众号 航运佬）