therewith proceed to

or so near thereunto as she may safely get, and deliver the same
alongside any Craft, Steamer, Floating Depot, Wharf or Pier, where she can lie afloat, as may be directed by the
Consignees, to whom written notice is to be given of the Vessel being ready to discharge. (The Act of God, the
Queen's Enemies, Fire, and all and every other the Dangers and Accidents of the Seas, Rivers, and Navigation
after the rate of
during the said Voyage, always mutually excepted.) The Freight to be paid on the quantity delivered, at and
or at the option of the Consignees, on the quantity shipped, as per
Bills of Lading, without weighing, in full of all Port Charges, Pilotage, Wharfage, Dock and Harbour Tolls or
Dues on Cargo. Such Freight to be paid as follows:-An advance of Eight Days from final sailing from
the last Port in the United Kingdom, and from the date of Master signing clean Bills of Lading without
alteration as presented by Charterers or their Agents in cash less
per cent. to cover interest and cost of
Insurance to be effected by Charterers, who are to hold the Policy for their security; and the remainder on the
in cash at the
right and true delivery of the Cargo, less cost of coals delivered short of the quantity stated in the Bills of Lading,
to the usage of Lloyd's.
Average claims (if any) to be settled in London according
guarantee in
The Vessel to be loaded as customary, but subject in all respects to the Colliery
Colliery working hours. Charterers having the option of naming the Lumper or Stevedore,
who is to take in and stow the Cargo, and proper ventilators are to be fitted at ship's expense, under the direction
rate of not less than
of the Master, the Owner being responsible for improper stowage. The Cargo to be unloaded at the average
tons per working day, weather permitting, but when required by the Consignees such
boats and Crew, or Charterers to pay Demurrage, at the rate of
extra quantity is to be unloaded as may be practicable, the Master lending all possible assistance with the Ship's
per ton register per diem, except in
case of unavoidable accident, or other hindrance beyond Charterer's control. The Vessel to be addressed for
inward business only to the care of the Charterers' Agent at the Port of Discharge, free of Commission,
from the First payment of the Freight.
except on Disbursements, but paying 2 per cent. Commission to Charterers in London, the same to be deducted

The Charterer's liability under this Charter-party to cease on the Cargo being loaded and the advance Freight
paid, the Owners having a lien on the Cargo for the balance of the Freight and Demurrage.

The Captain to apply to Charterers' Agents at the Port of Loading for Custom-House business, &c.
All Coals required for Bunkers at Port of Loading to be supplied by Charterers at the price of
Penalty for non-performance of this Agreement, the estimated amount of Freight.

per ton.

1. That the said steamer, being tight, staunch and strong, and every way fitted for the voyage, having leave
to take a cargo for owner's benefit, from any ports in the United Kingdom, or Continent, or Mediterranean, direct,
and/or to any ports in the Mediterranean, Adriatic, Black or Azoff Seas, and/or any ports on the way, shall with all
convenient speed, sail and proceed to Sulina, and as there ordered by

within six running hours of arrival or lay-days-Sundays only excepted-to count, unless steamer discharges in the
Danube or at Sulina, in which case orders are to be given at port of delivery whilst discharging, or lay-days-Sundays
only excepted-to count, to Galatz and/or Ibrail or any other safe place in the Danube, not higher than Ibrail,
or to Sulina (inside the Bar) or to Kustendje,
or so near thereunto, as she may safely get, and there load,

always afloat, from the factors of the said freighters, a full and complete cargo (but not exceeding
tons,
English weight) of wheat and/or seed, and/or grain, at the option of the freighters, (if a mixed cargo, notice of the
descriptions and quantities to be given before loading commences, and the heaviest goods to be supplied first) which
said freighters bind themselves to ship, not exceeding what she can reasonably stow and carry over and above her
tackle, apparel, provisions, and furniture, and being so loaded, shall therewith proceed to a safe port in the
United Kingdom or a safe port on the Continent, between Havre and Hamburg (both inclusive) or to a safe port
in the Adriatic or Mediterranean Seas (Spain excluded).

2. Orders for the United Kingdom, Continent, or other stipulated port, unless given on signing Bills of Lading,
are to be given at Gibraltar within 12 running hours of arrival or lay-days-Sundays only excepted-to count.

3. The Charterer has the right to order the steamer from Gibraltar to Queenstown, Falmouth or Plymouth (at master's option) for final orders, to be given within 12 running hours (24 hours at Queenstown) of arrival, or laydays-Sundays only excepted-to count, for the United Kingdom, Continent or for other stipulated Continental port not West of Havre, paying 1/- per unit extra freight over and above the rates hereinafter stated.

4. Should the Charter contain an Adriatic or Mediterranean option, unless notice is given to Captain on
signing Bills of Lading to proceed to Gibraltar direct, in which case the Adriatic and Mediterranean options become
null and void, orders for an Adriatic or Mediterranean port East of Malta are to be given on signing Bills of Lading
or at Constantinople in passing, and unless so ordered the steamer shall proceed to Malta for orders to be given
within twelve hours or lay-days--Sundays only excepted-to count, for a Mediterranean port West of Malta or for
a United Kingdom or Continental port or for other stipulated ports or to United Kingdom for further orders as
per Clause No. 3, but having so called at Malta the right to order from Gibraltar is thereby cancelled and the
from Gibraltar.
freight to the United Kingdom, Continent or other stipulated ports shall be the same from Malta as though ordered

5. The steamer shall proceed as ordered to the port of discharge, or so near thereunto as she may safely get
always afloat, there delivering the cargo on being paid freight as follows, viz:-

FROM

To a port in
U. K. but if it
be in the Bris-
tol Channel 9d.
per unit less or
to a port on the
Continent be-
tween Havre
and Hamburg
9d. per unit
additional.

All per unit delivered as per scale in the margin, being in full of all port charges, Suli na dues and pilotages as
cargo.
customary. The freighters engage to provide the necessary mats for dunnage and separation of different kinds of
The cargo to be brought and taken from alongside the steamer at freighters' expense and risk. In loading
and lightening, the master shall use all reasonable diligence to prevent spillage by placing tarpaulins or canvas

generally supervise his interest therein.
between the steamer and the lighters. The charterer by his agents has the right to be on board the steamer whilst
loading or discharging for the purpose of inspecting the cargo. He is also entitled to check the weight and

to render assistance to other vessels in distress.
6. The master has leave to sail with or without pilots, to call at any ports for coal, to tow or be towed, and

7.

running days, Sundays, Good Friday, Easter Monday, Whit-Monday and Christmas Day
excepted, are to be allowed the said freighters (if the steamer be not sooner dispatched) for loading and unloading,
tonnage per running day. Lay-days at port of Loading are not to count before the
and ten days on demurrage over and above the said lay-days, at four pence per ton on the steamer's gross register

next (new style)

steamer does not arrive at port of loading, and be ready to load on or before midnight of
unless both steamer and cargo be ready earlier. The freighters have the option of cancelling this Charter if the
next

(new style), unless the steamer has been detained waiting for orders as to loading port longer than six hours, in
which case the date last mentioned shall be extended so far as to cover the time the vessel was detained for orders
loaded or not.
over and above the six hours, and if by reason of such detention the vessel is prevented reaching her loading port
the charterers shall pay demurrage for each day detained over the said hours, whether the vessel is ultimately

8. Cash at port of loading, not exceeding £

, to be advanced the master if required, free of

interest and commission, to be deducted from the freight with cost of insurance thereon.

if elsewhere, in cash in Gold at the current exchange for bankers' sight bills on London.
9. The freight is to be paid, on unloading, and delivery of the cargo, if in the United Kingdom, in Cash, and,

at merchants' risk, but steamer's expense.
A. If loaded in the Danube otherwise than at Sulina, lighterage in the Danube or at Sulina, if necessary, to be

Sulina from arriving at the latter port within
Charter shall be null and void.
B. If ordered to load at Sulina, and cargo is prevented by ice (except in the Spring) between Ibrail and
days of the vessel's arrival, and being ready to load, this

C. It is further agreed, that if loaded at Sulina or Kustendje the steamer is to load as much cargo inside
outside, are not to count as lay-days.
the bar or harbour as she can safely proceed to the roads with and the remainder is to be shipped in the roads at
freighter's risk and expense, but in the latter case, all days on which lighters are unable, from bad weather, to go

Charter shall be null and void on steamer's arrival at Sulina.
D. Should ice (except in the Spring) prevent the steamer reaching the loading port on the Danube, this

E. Should part cargo have been loaded in the Danube or Sulina, and ice (except in the Spring) prevent com-
pletion of the loading, or there is danger of the steamer being frozen in, the master or owner's agent shall sign
Bills of Lading for the quantity on board as per Charter, and shall have leave to fill up for steamer's benefit at any
open Black Sea, Azoff or Mediterranean port for United Kingdom, Continent, or Mediterranean; but, in case of
leaving with part cargo, the steamer shall complete the voyage as if a full cargo had been loaded, or shall forward
paid on the quantity delivered under this Charter.
such part cargo to its destination, providing that no extra expense be thereby caused to the receivers, freight being

F. In the event of any part of the cargo which has been put into craft to enable the steamer to pass down the
River after the Captain has signed Bills of Lading, being frozen in so that the steamer is unable to complete the
reloading, she is to wait not less than 5 days, and if the craft does not arrive she will be at liberty to proceed to
complete her voyage and shall not be held liable for non-delivery at port of discharge, but the Captain is to inform
the Shippers and Charterers by telegram from Constantinople of the quantity left behind.

10. Should the steamer be ordered to a port of discharge inaccessible by reason of ice on the steamer's arrival,
the master shall have the option of waiting until the port is again open or of proceeding to the nearest safe open
port or roadstead (telegraphing his arrival there to freighter) where he shall receive fresh orders for an open and
accessible port of discharge, in the United Kingdom or Continent as above, within 24 hours of arrival, or lay-days
to count. If so ordered the steamer shall receive the same freight as if she had discharged at the port to which she
was originally ordered; but if ordered to a port more than 100 nautical miles distant from such open port or
roadstead, the freight shall be increased by one shilling and three-pence per unit. In no case shall the steamer be
not be ordered to an ice-bound port for loading.
ordered from a port of call in the United Kingdom to an ice-bound port. Except in the spring, the steamer shall

tine, shall not count as lay-days.
11. Except as herein provided, detention by frost or ice from Ibrail down to Sulina, also detention by quaran-

12. Should the steamer be ordered to discharge at a place to which there is not sufficient water for her to get the
first tide after arrival without lightening, and lie always afloat, lay-days are to count from 48 hours after her arrival
at a safe anchorage, for similar vessels bound for such place and any lighterage incurred to enable her to reach the
place of discharge, is to be at the expense and risk of the receiver of the cargo, any custom of the port or place to