Group A
| Abatement
Discounts (Goods, Freight, …) |
Discounts (Goods, Freight, …) |
| Accept except
Accept but exclude |
The term used by the charterer or charter agent in the transaction to accept only certain terms or particulars but not to accept other excluded items shall be omitted or amended as required. . |
| Acclimated bill of lading
Bill of lading received |
The original bill of lading has been handed over to the carrier at the unloading port and the cargo has been received. |
| Abandonment
Rejection: |
Is refusing to perform an action. (abandonment of action). For example: Refusal to make a complaint, search, trip, delivery for any reason. 2. Waiver: A waiver of an abandonment of insured property in the case of a constructive total loss. The property owner must make a written declaration of abandonment of the property and transfer the property ownership to the insured person so that he / she may consider refusing or accepting the whole of the lot. For example, a ship wrecked in the deep sea, salvaged and expensive, the shipowner declared abandoning the vessel, transferring the ownership of the ship to the insurance company (the company) to consider the refusal or acceptance of compensation under the insurance value of the vessel. If the insurer refuses to pay full damages for good cause, |
| Aboard
1. Above, up (train, train, plane) |
1. On, up (Ship, train, plane) – Lighters aboard ship – To get aboard 2. With term used in terminology: Collision with a ship another to fall aboard of a ship. ABS Abbreviation of: American Bureau of Shipping. (See: American Bureau of shipping) |
| Acclimated bill of lading
Bill of lading received |
The original bill of lading has been handed over to the carrier at the port of discharge and the cargo has been received. |
| Act of war
Action war |
Includes war among nations, civil war, insurrection, rebellion, hostile acts such as destruction, vandalism, seizure, confiscation and other similar war acts. The risk of loss due to war action is covered under special conditions, limited, under the war risk insurance clause. |
| Actual carrier or effective carrier
Real carrier |
The term is used in consolidation to indicate that the carrier has a real cargo ship, other than the nominal carrier under the no-ship transport contract (NVOCC). Sign the contract of carriage, then hire the carrier to carry the cargo instead. (See: Consolidation or groupage) |
| Actual total loss
Total actual loss |
Term used in the insurance operation, only covered goods are completely lost in quantity or quality. (See: Total loss) |
| Addendum
Appendix |
Record of additions to a major legal document (agreement, contract, agreement …), forming an integral part of that document. (Viewed: Rider) |
| Additional charges
Surcharge |
An amount payable in addition to the principal amount under a certain regulation. For example, in a freight ship or a container ship, there is a case where the charterer has to pay the Bunker adjustment charges, the currency adjustment charges, the liquid Lighterage … in addition to the original charge, as specified by the ship owner. |
| Additional Premium
Insurance premium |
The amount of money that the insurer must pay in case of insured under B or C insurance conditions but want to extend some additional risks such as: risk of theft and / or non-delivery, In addition, some insurance companies require the insured to pay an additional fee when using the ” Older ships. |
| Address commission
Commissioner’s charter |
The amount calculated on the percentage of the total freight paid by the shipowner / carrier to the charterer or charterer in order to encourage him / her to develop the transaction between the parties. Persons embroidering a ship is the discount for the shipowner / carrier for the charterer |
| Abandonment
Rejection |
Abandonment 1. Refusal: A refusal to take an action. (abandonment of action). For example: Refusal to make a complaint, search, trip, delivery for any reason. 2. Waiver: A waiver of an abandonment of insured property in the case of a constructive total loss. The property owner must make a written declaration of abandonment of the property and transfer the property ownership to the insured person so that he / she may consider refusing or accepting the whole of the lot. For example, a ship wrecked in the deep sea, salvaged and expensive, the shipowner declared abandoning the vessel, transferring the ownership of the ship to the insurance company (the company) to consider the refusal or acceptance of compensation under the insurance value of the vessel. |
| Accept except ??
Accept but exclude ?? |
The term used by the charterer or charter agent in the transaction to accept only certain terms or details but not the other excluded items will be discarded or modified as required. bridge. |
| Acclimated bill of lading
Bill of lading received |
The original bill of lading has been handed over to the carrier at the port of discharge and the cargo has been received. |
| Act of God or natural calamity
Natural disasters |
Disasters caused by natural disasters, beyond human control such as earthquake, lightning strike, volcanic eruption, flood, storm, whirlwind, tsunami ?? Natural calamities are hard to prevent, so international practices in case of natural disasters cause loss of property, life or obstruct or abolish the obligations of a party is regulated by a contract or In certain cases, the person concerned shall be exempt from liability due to force majeure. However, in the insurance business, natural disasters are a type of insurance risk and the insured person will be compensated for loss of property caused by natural disasters. |
Group B
| Back freight or home freight
Return trip |
Used to indicate the freight that the charterer must pay for transporting the goods back to the port of dispatch or another convenient port, but because of a dangerous obstacle that makes the ship unable to reach the port of destination for delivery. |
| Bagging plant
Packaging equipment |
Placed at the port of discharge to be packed to shipped. This approach is beneficial: Bulk cargoes are more economically transported than packed bags and bulk cargoes are packed in unloaded ports which will be easy to transport to the inland. |
| Back freight or home freight
Return trip |
Used to indicate the freight that the charterer must pay for transporting the goods back to the port of dispatch or another convenient port, but because of a dangerous obstacle that makes the ship unable to reach the port of destination for delivery. |
| Ballast
Ballast |
Include heavy materials such as: sea water, sand, stone, scrap, metal, ?? used as ballast material to maintain or increase stability when the ship is running at sea while keeping the rudder and propeller of the ship in normal operation in case of transport to the appropriate tonnage or when the vessel Must run ballast trip. |
| Ballastage
Blast charges |
The cost of purchasing and loading ballast when the ballast trip. |
| Ballast bonus
Ballast surcharge |
In cruise ship charter or charter, the shipowner sometimes has to sail the ship from a distant location to the port of shipment or port of shipment and the ship is forced to run over that distance. Therefore, the shipowner may request and be accepted by the tenant to pay a balloon surcharge to encourage the ballast trip. |
| Baltic and International Maritime Conference (BIMCO) | The International Maritime Congress and the Bantic |
| Baltic Mercantile & Shipping Exchange (Baltic)
Baltic Ship Hire Department |
A London-based, London-based, long-haul cruise and cruise company. Everyday work in the afternoon, shipowners’ representatives and brokerage agents representing the tenants come together to discuss and negotiate the signing of the charter agreement (including the sale of the vessel). Main vessel transshipment services on South America – Europe (Grain Carrier), North America – Europe (coal), South Asia – Europe (Transit and Tropical Products). Tariff rates at the Boeing Border Office affect the freight rates in other areas. |
| Baltime
Code of the standard model of charter party “Baltime”. |
The standard model of the “Baltime” chartering contract was developed by the International Maritime and Border Committee (BIMCO), which was supplemented and repaired several times by the UK Maritime Office. accept, execute. |
| Baltimore Form C | Written brief of the Approved Baltimore Berth Grain Charter Party. |
| Bare boat charter or Demise charter
Ceiling Boat Rental (BARECON) |
Bare ship or bare boat is fully equipped, navigational features but no crew. During the term of the bareboat charter, the shipowner temporarily assigns the vessel to the lessee for administration and operation. Plane hire is paid in tonnes of Summer DWT per calendar month and is usually paid in advance. On delivery of the ship, the ship must be carefully checked to determine the condition and conditions in relation to the terms of the contract. The inspection fee paid to the surveyor when the ship is delivered by the lessee will be paid by the shipowner and when returned by the shipowner. The tenant is responsible for hiring the crew and has the right to appoint the master and the chief engineer, but must obtain the consent of the shipowner. If the owner of the ship has a good reason for not doing so, the shipowner shall have the right to demand replacement by another person. The lessee has the right to manage and operate the cargo ship within the area of operation specified in the contract. The tenant must maintain, maintain and repair the ship periodically, ensuring the quality of the ship at the time of return, except Fair wear and tear excepted. In the absence of any other special agreement, the bareboat charter agreement usually provides: – Shipowners to charge and pay: Depreciation, hull insurance, survey, Include commissions for Brokerage Brokerage if applicable. – The charterer undertakes and charges: Crew’s Wages and Subsidies, Food, Provision, Maintenance and repairs, Stores, supplies and equipments, Fuel and lubricating oil, …, soft drinks, port charges Agency fees, Stevedoring charges, Cleaning of holds, Dunnage charges, Ballastage charges, Overhead charges , Brokerage Brokerage, if any. The owner of the ship shall apply the bareboat charter when it is difficult to hire a crew member, intending to avoid inconvenience in the event of an incident or during a war. The charterer uses a bareboat charter to be used only for a certain period of time (preferably to buy a boat) or to replenish the fleet when needed. In essence, bareboat charter is a variant of time charter, |
| Barratry
Malicious behavior causes harm |
Illegal, deliberate actions by masters or sailors harming the shipowner or charterer and, of course, no complicity from the shipowner. Thus, the negligence of the captain or crew is not a malicious act of intent, as it is not intentional or intentional damage to the shipowner / charterer. For example, deliberately violating traffic rules, merchandise smuggling, and Wilful sinking are malicious acts. |
| Basic freight – Basic rate of freight
Original Charge |
Used to indicate the principal amount that the tenant must pay to the carrier for the shipment of the carriage as agreed in the contract of carriage. In addition to the original charge, the carrier may, depending on the nature of the shipment and the conditions of carriage, provide additional charges. For example: freight charges for dangerous goods, toxic, ballast trip, port of loading / unloading charges, … |
| Bay plan
Container chart layout on board |
There is the meaning of the Stowage plan, for the purpose of helping the container to be scientific, rational, safe and convenient for container loading and unloading. |
| Bearer (of a bill of lading)
The person presenting the bill of lading |
The person with the bill of lading in hand, presented to the ship in exchange for receiving the goods. This bill is called the Bearer bill of lading. |
| Berth Charter or Berth Charter Party
Cargo contract at the wharf |
When a charterparty stipulates that the shipowner undertakes to rent a cargo at a berth (on the berth …), it is referred to as the “cargo contract at the berth”. The characteristics of this lease are: – The name and nature of the cargo need to know accurately, as long as the goods legally but the number of goods reported must be adequate, otherwise the owner must pay a blank charge. – The shipowner is responsible for loading and unloading charges, handling charges, loading charges, port charges, etc. This means that the ship is considered “Arrived ship” when it is actually The designated port, completed the port entry procedure and ready to receive the goods, the ready message was given to the tenant or shipper. The name of the port wharf will avoid the misunderstanding of both renters and leases can lead to disputes because if the two parties only name the port without specifying the name of the port, it is “charter party “Port” means the ship referred to as “Arrival Ship” when it is located anywhere within the port of designation. The terms “Berth charter” and “Port charter” are currently of little use. |
| Ber note or booking note
Reservation |
The charterer’s letter to the shipping company (Carrier) requires that the ship’s space be reserved for the carriage of the cargo. Tickets are often printed by the shipping line into a form to the tenant to fill in the following items: – Ship name, ship name. – Name of the tenant and address. – Name of goods, weight / volume, nature. – Location, loading time and place of discharge. – Charges and payment. If the carrier and the tenant agree to sign the booking, it becomes a legally binding preliminary agreement until the shipment is completed, the bill of lading issued by the captain will replace the reservation, function as a shipping contract to regulate the obligations and interests of the parties. |
| Ber terms or Liner terms
Porter loading or unloading clause. |
This clause shall apply to ship or by-board transport, ie: the shipowner is responsible for loading and unloading cargo at the port and incurring a charge including the risk for cargo during the loading and unloading process. The term ?? Berth terms ?? Used as a synonym for “Liner terms”, because in the transport of the ship, the shipowner undertakes and charges the loading and unloading at the loading docks (in fact, the cost of loading and unloading is included in the package. market price). However, in some cases, the shipowner is relying on the local port’s normal loading and unloading rate, which specifies the maximum time for loading and unloading. If the number of days of loading and unloading exceeds the time limit, the lessee shall be liable to delay, due to his or her fault, or his agent, and must pay a detention fee, based on the net tonnage of the vessel and the money fines have been agreed. Example: |
| Berth rates or Liner rates
Freight rate of the market |
This refers to the type of charge applied exclusively to market trains and is usually grouped into Liner Freight Tariff. Freight rates are calculated on the basis of the weight, volume or value of the freight that the carrier chooses and applies to the most profitable. for myself. |
| Bill of Health
Health certificate |
Certificate of health status of the crew on board issued by the competent medical authority at the local port according to the prescribed form. Sometimes, depending on the specific regulations, this certificate must be valid for the free pratique by the consular office of the port of arrival. |
| Bill of Lading (Ocean Bill of Loading) B / L
Bill of Lading (Sea Freight) |
Vessel transport documents issued by the carrier or his representative (the shipmaster, transport agent) to the charterer (sender) as evidence of the carrier’s cargo receipt and Shipping from the port to the designated port of destination for delivery to the consignee. There are many types of shipping bill, but there are two types of shipping: 1. Liner B / L, with three functions: – Receipt of delivery between the carrier and the consignee. – Proof of ownership of the person named in the bill of lading. – Evidence of the contract of carriage signed between the carrier and the charterer. Bulk Lines are used in Conventional Liner transport and in Container Liner. 2. Charter Party B / L, With two functions: – Receipt of delivery between the carrier and the sender, consignee. – Proof of ownership of the person named in the bill of lading. A ship’s bill of lading does not have the legal validity of a contract of carriage because it is a contract of carriage and the bill of lading is an additional document for the contract. The terms of the Bills generally are based on the legal basis of the Brussels International Convention (Also known as the Hagues Rule) 1924 or the Hagues Rule? Visby 1977, has been approved and accepted by many countries. In addition to some of the details corrected, the Hagues Rule Supplement? Visby is still based on the legal basis of the Hagues rule. The bill of lading of a shipment is made up of a set of 3 originals of the same transaction value and some of the non-negotiable copies. When the consignee uses one of the three originals to receive the goods, the other two will automatically be invalidated. The content of the bill of lading consists of two main parts: – The first part of the front page contains the title left to the shipper to provide and fill information about: The parties (Carrier, sender, row); Transportation (ship name, port of destination, destination port …); Description of freight (name, quantity, nature, packaging, sign, etc.), freight and method of payment. The lower part of the page, showing the place, date of drawing and signatures of the drawer. On the bill of lading, note: The captain’s opinion on the condition of the goods. The following on page 2 contains pre-printed terms set out by the carrier regarding the legal basis, carrier liability, road deviation, loading and unloading, special regulations (live animals, general damage, ship collisions, war and strikes, etc. Each bill of lading is numbered, indicating the place and date of the signature of the drawer. Bill of lading is important not only for the operation of the shipping industry but also an indispensable document in the purchase, sale, receipt and payment of foreign trade, insurance operations, banking operations. . |
| BIMCO (The Baltic and International Maritime Conference)
The International Maritime Congress and the Baptist Convention. |
As a long established, reputable maritime organization. Its members include shipowners and maritime brokers of many countries in Europe, North Africa, the Middle East, Canada, etc. BIMCO’s forerunner is the Marine Expeditionary Commission. Earned and White Sea, founded in 1905, based in: Copenhagen (Denmark). BIMCO develops operational regulations, provides information for the benefit of its members and drafts international transport documents, charter templates, rules and practice, through BIMCO has contributed significantly to international maritime development. For example, BIMCO has drafted a benchmark contract for Baltime, a sample contract for the contract for the transport of coal (Baltcon) … which is widely acclaimed and used. |
| Black list
Blacklist (blacklist) |
List of names of ships banned from doing business in ports of the country that publish this list. |
| Blokade
Blockage |
It is a preventive measure of warring countries not to allow ships to enter the sea and port of enemy. Ships and cargo of neutral countries entering the frozen zone will be seized and confiscated. |
| Board and board
Chest (Chronic) |
Used to refer to two ships pairing together to deliver goods from one ship to another, when it is necessary to perform the transhipment. |
| Bond
Commitment letter |
It is a security paper issued by the bonded warehouse owner and sent to the customs office when the goods consignor completes the customs procedures and pays the tax. |
| Bonded cargo or bonded goods
Goods of bonded warehouses |
Temporary cargo is deposited in a bonded warehouse or awaiting customs clearance or pending tax payment (if any) before leaving the warehouse for domestic or re-export. |
| Bonded warehouse or bonded store
Bonded |
It is a customs or private warehouse placed under customs supervision and used for temporary storage of goods without customs clearance and tax payment (if any). At these warehouses, the shippers can repair or package the goods under the supervision of the customs. |
| Bond note
Export bonded warehouse license. |
When the goods owner completes the import-export procedures and pays tax (if any), the customs office shall issue a document called a bonded warehouse-export permit permitting the goods to be left for forwarding or re-exporting to foreign countries. . |
| Booking
Storage |
Renting a market ship for transporting goods is called warehousing. The owner contacted the carrier’s shipping agent, shipping agent or master, and made a booking note for the ship’s cargo. Warehousing is only available on market rents, which are regular charter ships operating on a fixed shipping route and on a predetermined route schedule. The cargo is mainly dry cargo with unlimited quantity, not obligatory to ship the full load as the charter. Loading / unloading and loading / unloading costs are paid by the shipowner. Shipowners’ freight rates are set by the shipowner, which defines the rates for each item or group of goods (liner freight rates). The bill of lading issued by the shipmaster on behalf of the shipping company to the lessee, |
| Both ends
Both ends |
The term is often used in the negotiation of chartering to indicate that the shipowner and the tenant jointly agree on the rates of discharge, loading or unloading charges, or agency designation. cargo and port of discharge. |
| Either to blame the Collision Clause
Clause 2 collided with error |
The general rule of the 1910 Brussels Convention was adopted by the majority of countries for the treatment of two mutilated ships with the following contents: When two ships crashed and the other two were at fault due to negligence or mistake running the ship and managing the ship, causing damage to the ship and cargo, the party shall indemnify the other party to the extent of his fault. U.S. law on ship collisions stipulates otherwise: When a collision occurs on both ships, the total loss of the ship and cargo shall be divided equally for each ship involved. half (50%) regardless of the degree of error so much. So, in order to protect their interests, shipowners put in bill of lading? If the collision is related to a ruling of the U.S. law, the terms of two vessels colliding with the same error shall apply as follows: |
| Box rate
Container capacity |
In container shipping, shipping companies use containers as their unit of charge and freight (unlike regular cargo ships which weigh in tons or cubic meters are charged as a unit of freight). |
| Breakdown Clause or off-hire Clause
Damaged vessel clause or termination clause |
1. In certain time charter contracts, this provision provides: – In the event that the vessel has to stop operating for more than 48 hours due to engine failure, ship to dry dock, , stranded, dried, dried, sterilized … then the tenant will be exempt from payment after 48 hours until the ship started full normal operation again … ??
2. In some other time charter agreements, the duration of the suspension and the exemption of the charge shall be calculated immediately upon termination of the operation of the ship. For example, the Baltimore Model Contract specifies: A. In the event of a ship entering a dry dock or taking other necessary measures to maintain the effective operation of a ship, a ship with a shortage of labor or a reserve item on its side the shipowner is responsible for damage to the ship or to the ship or other accident that interferes with or impedes the operation of the ship for a period exceeding twenty four (24) hours. The vessel is unable to meet the requirements of the service. Charges will be adjusted accordingly. B. Where, due to weather conditions, the vessel enters or enters berth, the vessel operates in shallow water harbors, in rivers or in alcoholic ports, sand, or ship suffered an accident on the carrier, any delays and / or any expenses incurred will be borne by the tenant, regardless of the circumstances. delays and / or costs that result from the negligence of the servants of the shipowner. This shows that the provisions of the termination clause in the term charter agreements have many complex differences in how to address the causes and the consequences. Therefore, tenants and shipowners need to negotiate for a unified agreement. In this clause, the shipowner may accept payment of the surcharges due to the inactivity of the vessel. For example, special charges for fuel, fresh water, etc. for ships. any delays and / or any costs incurred will be borne by the tenant, even if the delay and / or expense is due to the negligence of the Servant for shipowner. This shows that the provisions of the termination clause in the term charter agreements have many complex differences in how to address the causes and the consequences. Therefore, tenants and shipowners need to negotiate for a unified agreement. In this clause, the shipowner may accept payment of the surcharges due to the inactivity of the vessel. For example, special charges for fuel, fresh water, etc. for ships. any delays and / or any costs incurred will be borne by the tenant, even if the delay and / or expense is due to the negligence of the Servant for shipowner. This shows that the provisions of the termination clause in the term charter agreements have many complex differences in how to address the causes and the consequences. Therefore, tenants and shipowners need to negotiate for a unified agreement. In this clause, the shipowner may accept payment of the surcharges due to the inactivity of the vessel. For example, special charges for fuel, fresh water, etc. for ships. This shows that the provisions of the termination clause in the term charter agreements have many complex differences in how to address the causes and the consequences. Therefore, tenants and shipowners need to negotiate for a unified agreement. In this clause, the shipowner may accept payment of the surcharges due to the inactivity of the vessel. For example, special charges for fuel, fresh water, etc. for ships. This shows that the provisions of the termination clause in the term charter agreements have many complex differences in how to address the causes and the consequences. Therefore, tenants and shipowners need to negotiate for a unified agreement. In this clause, the shipowner may accept payment of the surcharges due to the inactivity of the vessel. For example, special charges for fuel, fresh water, etc. for ships. |
| Broken Stowage
Empty space |
The space or gap in the cargo hold due to the structure of the ship, the packaging of the goods or the use of material that separates the cargo separator … creates and consequently diminishes the storage capacity of the cargo. ship. |
| Brokerage
Brokerage commission |
The amount of remuneration is calculated at a certain percentage of the total amount paid by the shipowner to the broker for the mediation role in the negotiation of a charter party between the shipowner and the shipper. |
| Bulk Cargo
Bulk cargo |
Used to refer to bagged goods, carried in bulk form, also called Carriage in bulk, such as coal, ores, cereals, petroleum, fertilizer, cement, etc. |
| Bulker or Bulk ship (Bulk carrier)
Dry bulk cargo ship |
Non-bagged dry bulk cargo ship (Single deck), with a carrying capacity of between ten and ten thousand tons, average speed of 14-15 knots, Equipment and cargo handling equipment suitable to the characteristics of each type of cargo. Common bulk carriers include: Coal carrier, Ore carrier, Cereal carrier, Cement carrier, Fertilizer, bulk carrier-bulk oil (Bulk-Oil Carrier), Bulk-Ore Carrier, … |
| Bunker adjustment charges (BAC)
Fuel price adjustment fee |
The surcharges payable by the charterer to the shipowner in addition to the announced base rate of the market carrier or the container shipping company, when the fuel used by the ship for abnormal increases at a certain time. |
| Bulker adjustment factor (BAF)
Coefficient of fuel price adjustment. |
The percentage declared by the shipowner as the basis for charging the fuel price adjustment, when the fuel used by the ship for an abnormal price increase at a certain time. This surcharge is called the Bunker surcharge. |
| Bunker Clause
Fuel Terms |
This clause in the lease specifies that the tenant will accept and pay the remaining fuel in the vessel’s tank at the port of entry and the shipowner will accept and pay the remaining fuel in the tank. at the port of reimbursement of the vessel at the fuel price in those places. The maximum and minimum levels of these materials are set by the two parties. In addition, it is also the case that the shipowner negotiates with the tenant to receive a quantity of fuel at the port of reimbursement greater than the amount of fuel specified in the contract when the fuel price purchased along the road is cheaper than the fuel price. at port of ship return. The benefits gained from the excess fuel surcharge will be negotiated equally between the two parties at a rate of 50/50. |
Group C
| Car carrier
Car carrier |
A special type of ship that is built and equipped to carry cars on board: the bridge to bring the car up and down the ship and many layers to the loading of the vehicle. |
| Cargo capacity or cargo carrying capacity.
Cargo Freight (Cargo Freight) |
The term is often used in a lease contract to indicate the tonnage that a vessel can carry safely to the Summer Loadline mark. The cargo capacity of a ship depends in part on the nature of each cargo, in particular its stowage factor. |
| Cabotage or coasting trade
Coastal marine |
It is the movement of ships between the coastal ports of the same country. In general, foreign vessels are not allowed to participate in coastal transport unless authorized by the host country. |
| Đang hủy ngày hoặc hủy bỏ ngày
Deadline (date) to cancel the contract |
In a scheduled charter or charter agreement, the Cancellation Clause stipulates that the charterer is entitled to avoid the contract if the chartered vessel is not present at the port of ship or the vessel is chartered. Arrive at the scheduled time of delivery, regardless of any cause beyond the control of the shipowner and whether the shipmaster has actively sought to remedy the delay. On the standard form of the Gencon charter contract, the charterer shall promptly notify the shipowner of the cancellation of the contract at least 48 hours before the vessel arrives at the port of loading. On the standard Baltimore contract, the tenant must notify the contract within 48 hours after the shipowner has informed the ship that it will not arrive in time at the delivery location. It is the responsibility of the shipowner and the master to take the ship to the port or place specified on schedule. If deliberately or negligently, it is a breach of contract that results in the tenant having the right to terminate the contract or continue to lease it at the discretion of the employer. On the other hand, the shipowner may be liable to indemnify the tenant at any rate as the contract stipulates, although the charterer is rarely required to make a claim as the ship fails to arrive on time. |
| Cargo capacity or cargo carrying capacity
Cargo Freight (Cargo Freight) |
The term is often used in a lease contract to indicate the tonnage that a vessel can carry safely to the Summer Loadline mark. The cargo capacity of a ship depends in part on the nature of each cargo, in particular its stowage factor. |
| Cargo plan or stowage planLine chart | The layout of goods on a ship, which helps to understand the position, facilitate the cargo, delivery of goods safely, quickly, avoid confusion. The diagram is a longitudinal cross-section of the ship, on which each shipment is placed in a basement, marked with a bill of lading or colored in different colors for easy tracking. |
| Cargo superintendent
Escort |
The owner or charterer assigns him / her to take care of, preserve and deliver for a particular kind of goods (live animals, high value goods, etc.) during the transportation. |
| Carrier | 1. The carrier ?? Carrier As a contracting party to a shipping contract with a shipper. They may be the owner of a vessel or a charterer. They can be a common carrier, a charter carrier for every shippers or a contract carrier in transit and multimodal transport. 2. Carriage Any type of vessel used for the carriage of goods by sea. For example, General Cargo Carriers, Bulk Carriers, Oil Carriers, Grain Carriers, Liquid Petrolium gas carrier, cattle carrier, … |
| Cell guide
Stack Orientation Structure |
Used to hold the container properly in position in the container cell (cell) to ensure safety. |
| Chartering broker
Ship brokerage |
Maritime service dealers shall act as intermediaries under the goods owners’ trusts to search for the charter or under the shipowner’s authorization to search for the chartered cargoes. They may enter into a charter agreement as authorized by the owner or the shipowner and receive brokerage commissions as a percentage of the total freight. |
| Charter ?? Party Standard
Standard Charter Contract |
These are ship charter contracts prepared by international maritime organizations, shipowners or international forwarding organizations as the standard for negotiating and signing ship charter contracts. The content of the contract covers quite many terms of legal conditions, conditions of transport, conditions of freight and some other conditions. Each standard charter contract is for a particular type of cargo or item and has a code name. Standard types of charterparties may be divided into two types: 1. Commonly used and official types accepted by some international or national shipping organizations: – Uniform contract for loading, Gencon ??. – Australian grain contract, code? Auswheat ??. – Coal Sea Cargo Contract, code? Centrocon? – Time contract, code ?? Baltime ?? … 2. Type of private (Private form) Less common and used in the particular case: – Iron Ore Charter Party? – Egyptian Phosphate Charter. – South African Coal Charter. For this type of contract, tenants need to be careful when using it because it is not usually a fully-fledged, internationally recognized standard. When using standard charters, it is important to pay attention to the drafting date as it has undergone many repairs. On the other hand, although the contract is called a standard form, it is not mandatory but may be retained, canceled or amended by the tenant and the shipowner negotiating and agreeing. This is often inevitable in making and signing contracts, |
| Change of voyage
Change the itinerary |
Only the ship after the commencement of the journey shall change the destination port (port of discharge) which the previous charter party has stipulated. Unless otherwise provided by the policy, the insurer shall be relieved of any loss of or damage to the ship from the departure of the old vessel as agreed in the previous contract. |
| Charterer
Charterer |
Is the person or company chartered by the owner of the ship to carry goods between the ports (Voyage charterer) or for self-transport for a period of time (Time charterer). |
Group D
| Damages for detention
Penalty to keep the ship |
In some contracts that stipulate the duration of the Dumurrage layday, it is further specified: “If the charterer holds the vessel beyond the time of loading / unloading, they shall be subject to a fine for Keep the ship at the port of loading and unloading with the amount of money higher than the fine of loading and unloading delay. For example: “The deadline for imposing fines is 10 days at a rate of $ 5,000 / boat / day and a fine of $ 7,000 / boat per day for a period of 10 days.” |
| Days all purposes
Date of loading and unloading of lumped goods |
The term is used in the charter party charter to indicate: The date of loading and unloading is calculated at both ports of loading and unloading. For example: Time allowed, 10 days allowed, 10 days all purposes. |
| Deadfreight
Blank charge |
It is the amount of freight forwarded by the charterer to the ship for dispatch in accordance with the terms of the charter party, but due to many reasons the actual shipment can not be made. Unloaded, unloaded and unloaded vessel capacity. |
| Deadweight charter
Subscriber payload |
Is a dry cargo charterer based on the tonnage paid in tonnage of the ship (also known as the chartered vessel). The purpose of the charter subscriber is to be proactive in choosing the type and quantity of freight that is appropriate to the ship’s transport capacity. Subscriber will not pay the charge if the ship is not full |
| Damages for detention
Penalty to keep the ship |
In some contracts that specify the duration of the penalty for unloading (Durmurrage layday), it is further specified: ?? If the charterer stores the vessel beyond the time of delay loading / unloading, they must be fined. About storing vessels at port of loading / unloading in excess of fines for unloading. For example:? … the penalty for late loading and unloading is 10 days at the rate of $ 5,000 / ship / day and the period of 10 days will be subject to a fine of $ 7,000 / ship / day??. |
| Dangerous goods
Dangerous goods |
Including commodities with chemical and physical characteristics that are easily inflammable, explosive, corrosive, toxic, radioactive, threatening human life and property in the process of preservation and transportation. Therefore, based on the group, type of dangerous goods and transportation, it is proposed to apply the following specific shipping rules: – IMDG Code – Rules of Carriage Dangerous Goods Transport Regulations (ADR / RID) – DGR. These rules require shippers ?? shipper and carrier? Shipowners are subject to strict adherence to packaging, marking, handling, loading, handling and handling procedures. |
| Days on demurrage. (Demurrage days)Delayed loading / unloading | The date exceeds the number of days allowed for loading / unloading in accordance with the terms of the charterparty. The number of days of slow loading / unloading is calculated according to the number of normal days (Running days), which means working days, Sundays and holidays, regardless of whether the weather is good or bad. In some chartering contracts, the day of loading / unloading is limited to a specific length. Example: 10 days. If the loading / unloading day exceeds that quantity and at the request of the cargo owner, the vessel remains at the port for further handling, the lessee shall compensate the shipowner for any loss caused by the vessel. |
| Deadfreight
Blank charge |
It is the amount of freight that the charterer has agreed to hand over to the ship for shipment under the terms of the charter, but due to many factors in fact can not be sent, making the ability to specialize. Unloaded, unloaded and unloaded vessel capacity. Please note: Charges are the freight of the consignment which is not actually shipped and therefore the unloading / unloading charge must be deducted if the chartered contract has been signed prior to the calculation of the freight and loading / unloading charge. lump sum, according to the terms liner terms. |
| Deadweight
Ship’s tonnage |
Is the ship’s carrying capacity measured in tons? Metric tons = 1,000 kg, British tons (1016 kg) or US tons (US ton = 907.2 kg). There are two types of tonnage of the ship: – Gross weight or deadweight all told including: weight of cargo, weight of passengers and luggage (if any), weight of goods provided for the trip Fuel, grease, fresh water, food, spare parts, crew and baggage (DWT = DW.at). Cargo deadweight or cargo deadweight capacity: The gross tonnage of cargo shipped (DVCC). |
| Deadweight charterSubscriber payload | Is a dry cargo charterer based on the tonnage paid in tonnage of the ship (also known as the chartered vessel). The purpose of the charter subscriber is to be proactive in choosing the type and quantity of freight that is appropriate to the ship’s transport capacity. Subscriber will not pay the charge if the ship is not full. |
Group E
| Escalation clause
Price increase or price escalation |
The purpose of this clause is to protect the interests of the party (shipowner or shippers) from the effects of rising prices resulting in unexpected damages. The provision allows the person concerned to collect a surcharge to cover the loss or to allow the person concerned to refuse the payment of irregular expenses not in his or her responsibility. |
| Endorsement | 1. Endorsed Bills of Lading, Check or Insurance, which means the consignee whose name appears on the bill of lading (B / L), check holder or person insured named in the insurance contract exercises the right to own the property or its interests by signing on the back of the relevant documents to confirm the transfer to another person called the person Beneficial (Endorsee). There are two types of endorsement: Blank or general endorsement: On the voucher not bearing the endorsement, who has obtained this endorsement certificate, he or she has the right to enjoy the property or vested interests. – Full endorsement: on the voucher bearing the name of the signatory and this person is the beneficiary of the property or the right to transfer. 2. Supplementary insurance. |
| Even if (Eiu)
Whether used |
The term used in charter flights, means: the days are subtracted from the loading time unloaded if used in loading and unloading also do not count on the time of loading and unloading. |
| Exceptions clause
Exemption clause |
It is usually included in the chartering charter of a ship or a bill of lading for a cargo ship exempt from liability for damage caused by reasons such as: force majeure, captain,… |
| Excess landing
Overcoming the number |
Only cargo delivered ashore exceeds the amount stated in the ship’s manifest. |
| Ex ?? spinning
Delivery at the wharf |
An international sale condition whereby the seller delivers the goods to the buyer at the arriving berth specified in the contract. |
| Ex ?? Ship
Delivery at the ship (Arrival Port) |
An international sale condition whereby the seller delivers the goods to the buyer on board the vessel at the port of destination specified in the contract. |
| Ex ?? Works
Delivery at the workshop |
An international sale condition whereby the seller delivers to the buyer at his factory. |
Group F
| Free time
Delivery time |
It is the time that the carrier provides for the goods owner to receive and refund the container at the port of discharge. Delivery time is calculated from the day the vessel announces the container has arrived at the port of discharge. Example: Delivery time within 7 days … ?? If exceeding the prescribed time limits, the goods owners shall be liable to the overdue charge for storing containers. |
| Fridays and holidays excluded (FHEX)
Fridays and holidays are excluded |
Is a way to specify the time of loading and unloading does not include Friday in the week and holidays, because it is the holidays of the host country. This rule applies mainly to certain Arab countries which set the day off for the week of Friday as Islamic, unlike most other countries in the world that regulate the time of loading and unloading. Sundays and holidays (Sundays and holidays excluded). |
| Freight (Ocean freight) | I. Freight (Sea Freight) II. Cargo 1. The amount that the charterer must pay to the carrier for delivery to the destination and ready to be delivered to the recipient. Normally freight is based on the following factors: – Cargo: Number of volume, type, characteristics, economic value, packing method, loading factor … – Carrier route – distance of transportation, port situation loading / unloading, weather conditions … – Ship: Size of payload / capacity, depreciation, insurance, maintenance, fuel consumption, time to run the ship and park at the port, manage the exploitation … – Other incidents: crisis and economic competition, blockade, embargo, war … * Based on these factors that charges Carriage is made up of: – Fixed fees: Maintenance fees and crew insurance, wages and social insurance of crew members, administration fees, etc. – Variable charges: fuel and material costs, loading and unloading charges, port charges and taxes … * Freight charges are calculated in two ways: – Based on transportation: Get unit of weight (Weight) or unit of measurement (Measurement) as freight unit (Freight). – Based on the ship: Take the tonnage or tonnage unit of the ship as Lumpsum Freight. Depending on the mode and business characteristics of the ship, the freight can be classified into three categories: – Liner bound freight tariff – Tramp freight or open freight (Tramp freight or open freight): Include scheduled and scheduled freight. – Separate charges: Include container freight tariff, freighter, freight reefer … * Freight charges can be: – Prepay at port of loading (Freight prepaid or freight paid at port of loading) – Part of the freight is paid at the port of loading and the rest is paid at the port of loading. Due to the provisions in the bill of lading of the market or the agreement between the charterer and the carrier. 2. Cargo: Due to differences in packaging, is divided into: – Package freight – Bulk freight In addition, depending on the characteristics, the goods are divided into many categories to apply. Separate rates. – Perishable freight – Large size freight – Long freight Freight conference (shipping) Association of shipping companies based on the basis of a concession agreement on the joint business of the carrying of goods on a maritime route or zone in accordance with uniform transport conditions aimed at limiting internal competition for the protection of interests of the monarchy, maintaining a monopoly position and opposing external competition. The degree of linkage established by the agreement is low, flexible or strict depending on the agreement between the association members. a. Association of freight tariffs, freight rates and Freight conference b. The association is more co-operative based on the terms of the pool agreement, freight division or profit sharing based on the contribution (vessel, capital) of each member. * The focus of the reunion is on the following issues: – A uniform fee schedule, a reduced rate for each member to enforce. – Develop the terms and conditions of transport included in the bill of lading. – Set up business plan: Divide the number of trips, the number of freight and income. – Checking compliance with regulations and regulations of the association. – Application of competitive countermeasures of outsiders Given the peculiarities of the shipping industry, Maritime associations came into being in the late 19th century and so far there are over 200 organizations including liner freight conferences, container shipping associations, (Consortium) and the ?? pun ?? Shipping pools. This amount is often fluctuated by the dissolution, merger or establishment of new associations. * The leading shipping associations of the world today include: – European Association? Far East – Eastern Freight Conference – Far East? Far East / East Africa Freight Conference? Continent / Near-East Conference – Asia / North America Rate Agreement – Mitsui-OSK Line (including Kline, Safmarine, NYK Line, Nedlloyd Line) – Hiep New Global Alliance: |
| Freight rate
Rate |
It is the amount of freight that ships shipment units (tons or cubic meters) |
| Freighter (Cargo ship)
Cargo Ship |
Used to transport goods, other than the type of ship (passenger) |
| Freight payable at destination or freight to collect
Charges paid at destination or postage |
The term refers to the charterer who pays the freight at the destination of the cargo, which means paying the freight after the ship completes the transport. To be clearer, more precisely, the shipping contract sometimes includes: Before breaking bulk or after dis-charging at the port of destination. |
| Freight index
Charge index |
In the market study of the chartering market, it is often used to calculate the freight rates at one location or transport line at a time as the base charge and from which it compares and compares the volatility. The reduction of tariffs over a period of time should be considered as a basis to help predict the development of tariffs in the coming years. For example: – Liner freight index – Tramp freight index – Container freight index – |
| Freight note
Notice of charges |
As a document issued by the carrier or agent, the carrier’s agent sends to the owner or his agent, a notice of the amount of freight to be paid before delivery of the bill of lading at the port of loading or unloading port. |
| Freight payable on in-take quantity
Charges paid according to the volume of goods loaded onto the ship |
In bulk shipments, it is possible to take the loading volume at the port of shipment or take the loading volume ashore at the port of entry as a basis for freight calculation, depending on the shipowner and the charterer. upon. In practice, the shipowner usually requires the lessee to pay the freight charge at the port of shipment. |
| Freight ton (freight unit)
Tonight |
A common unit of measurement for a freight (usually tons or cubic meters) used as a basis for freight calculation. It should be noted that there are differences in units of measurement in some countries due to long tradition of use, so it is necessary to specify clearly the unit of measurement in the contract to avoid misunderstanding, causing controversy. challenge. |
| Frustration
Take effect |
The hiring contract loses its effect when it no longer achieves its desired economic purpose as the ship encounters an unexpected incident beyond its control and in addition to the responsibility of the parties to damage the proposed plan. For example, ships are damaged by severe storms and if they are repaired in order to continue their journey under the contract, they must prolong the time, increase the cost and the two parties will not achieve the economic purpose. Therefore, the charter party is placed in a state of inactivity, ie no longer exists and neither party is liable for failure to perform this contract. |
| Full and complete cargo
Full and complete |
Only full and complete tonnage for tonnage or cubic capacity of the ship. |
| Full container load (FCL )
Carrying container |
Used to indicate that a container is full and that the carrier will charge the container (CBR or FAK). |
Group G
| General average
Overall loss |
Is the loss due to general act ?? Caused for ship and cargo during a sea voyage, to protect the interests of all parties (shipowners, shippers). Particular average is the type of loss that is related only to the particular owner’s (Shipowner or Shipper) interests in the general trip. the sea and this person must suffer alone without asking other owners to contribute. General average losses include: 1. General average sacrifices: Physical damage of: – Ships: Due to the extinguishing of fire on the ship, torn equipment equipment debris, engines The ship is damaged due to running out of the limit allowed to pass dry, … – Goods: Thrown to lighten the ship, wetted by the fire on the ship, damaged when unloading at the port of refuge. .. |
| Tổng số trung cấp.
General loss action |
According to interpretation of Rule A York-Antwerp Rules 1994 is an internationally recognized common: Considered acting general average only when the act was intentional (Intentionally) and logical (Reasonably) for the general safety Common hazards have caused extraordinary sacrifices and costs to protect the property from the dangers of a sea voyage. Example: – Throw away cargo to lighten the ship. – Voluntary ship to land to avoid accidents. – Pump water into the cargo hold to extinguish the fire – Take the boat into the port of refuge for rescue … |
| General average clause
General casualty clause |
The clause in the charterparty or bill of lading stipulates the place and the rules for the general average (usually the York-Antwerp rule applies) |
| General average deposit
General average deposit |
In the case of general average, the shipowner is entitled to require the consignee to pay a certain amount of collateral before receiving the goods, as a basis for ensuring the payment of the general average contribution ). Deposits are entered into joint ventures of shipowners and shippers. The depositor will receive a deposit receipt. The deposit amount, including its interest, will be used by the average adjuster to pay for the general average and / or personal injury, and / or other fees. If the amount of the deposit exceeds the contribution, the excess will be refunded to the payer. In some cases, the shipowner accepts the consignee (or the insurance company for the shipment) as a guarantee of payment without a letter of guarantee. |
| General cargo
Grocery |
Common types of goods are packed in boxes, crates, boxes, bundles, baskets, jars, vats for loading and unloading, transportation is safe and convenient. Generally referred to as Generals, the loading and unloading method is very different from loading and unloading and Bulk Cargo is a bulk cargo container. More volume than the bulk container because it includes both the packaging and the Broken stowage. |
| General purpose container | Container variety, used to carry goods. |
| Gross charter or gross terms or liner terms
Ship hire on wide terms or chartered ship conditions |
In this way, the charterer will only have to pay the freight without incurring any additional charges. Shipowners will incur extra charges for the operation of the ship, loading and unloading charges, handling charges, port charges, etc. Leasing according to market conditions? In contrast to the broad-based method of renting by the narrow market (Net charter), the tenant has to pay for loading / unloading and loading (Free in and out of the ship). Including port fees. The terms Gross charter and Net charter ?? Only used in the United States. |
| Gross Tonnage (GT)
Total capacity |
Under Article 7 of the 1969 Tonnage Convention and effective from 1982, the full tonnage applicable to vessels of a length equal to or greater than 24m shall be substituted for the Gross Register Tonnage ) before and including the entire enclosed space of the vessel, as measured by the following formula: – Total cargo hold or passenger compartment capacity, if any. – Machine room capacity – Total volume of fuel storage, water and food. – The capacity of the dining room, the clubhouse, the crew. – Maritime space and information telegraph capacity, but not including cabin volume, toilets and walkways, capacity of double bottom. The tonnage measurement unit is m3 (units of the old registered capacity: 1RT = 100 cubic feet) |
| Gross weight
Weight (in bulk) |
Cargo gross weight including Cargo net weight and Cargo weight weight. |
| Groupage Bill of lading (Master bill of ladingk)
Bill of lading (actual carrier bill of lading) |
Is the bill of lading by the carrier for the forwarder and the consolidator has hired the full container to send the bulk of the goods to the same destination port. Each retail owner receives a separate bill of lading (House bill of lading) as proof of delivery. |
Group H
| Hague Rules
The Hague Rules |
It is the rule of law governing the carriage of goods by sea, which regulates the rights and responsibilities of ship owners and owners based on international conventions to unify some of the rules of law relating to bill of lading (The International Convention for the Unification of Laws of the Law, signed in Brussels, 25 August 1924. The rule has been adopted by more than 60 countries. |
| Hague Vixby Rules
Hague Rules? Vixby |
Is the Hague Rule supplemented and modified by the 1968 Protocol? (Protocol 1928) Basically, the terms of rights and responsibilities of shipowners, shippers in the Hague Rules? Vixby has nothing to do with the Hague rules. |
| Hamburg Rules
Hamburg rules |
The rule of law governing the maritime transport contract, based on the Hamburg Convention signed on 31 March 1978 in Hamburg and effective from 1 January 1992. paintings by a group of 77 developing countries for the purpose of replacing the Hague rule and making more progress and fairer judgments on the rights and responsibilities of shipowners and shippers. However, the Hamburg rules have not yet been approved and applied by a number of countries. |
| Harbor dues
Port charges |
The amount paid by the shipowner to the port manager for use of the port in business. |
| Hague Rules
The Hague Rules |
It is the rule of law governing the carriage of goods by sea, which regulates the rights and responsibilities of ship owners and owners based on international conventions to unify some of the rules of law relating to bill of lading (The International Convention for the Unification of Laws of the Law, signed in Brussels, 25 August 1924. The rule has been adopted by more than 60 countries. |
| Head Charter or Head Charter ?? Party
Original contract |
It is the first charter contract signed between the shipowner and the tenant. The term is used to distinguish the secondary charter contract between the charterer and the third party when subleasing the vessel. |
| Heavy lift
Overweight |
Only goods whose weight exceeds the normal lifting capacity specified by the vessel and are forced to use their own heavy lifting crane or heavy lift derrick. |
| Hire money or Hire
Time chartered vessels. |
Calculated on the basis of how much money / day for both ships or tons of tonne / month depending on the agreement and usually prepaid on a monthly or quarterly basis. |
| Hold (Cargo hold)
Confusion, cargo |
A place to store, store and store the ship’s goods during transportation. Depending on the nature of the cargo, the cargo holds are appropriately structured and equipped into dry cargo hold; Bulk cargo hold; Chilled, cold and deep-freeze hold, Insulated hold, Ore hold, … Equipment conditions, sanitation, ventilation, … good, bad is one of the factors that greatly affect the quality of goods in the process of transportation. |
| Hold cleaning
Clearing the hatchery |
Cleaning of the cargo holds is the task of the ship prior to loading and unloading. |
| Hull insurance
Hull insurance |
Hull insurance covers the following categories: Ship hull, ship’s machinery and equipment According to the Insurance Association of London, the main risks covered are: – Accident at loading / fuel. – Natural disasters such as earthquake, volcanic eruption, whirlwind, lightning strike … – Ship ran aground, overturned or sank, missing. – Ships colliding with other vessels or collision of fixed objects (harbor equipment … including icebergs) – Explosion on board, boiler explosion, breakage of the shaft or due to underground defects of the ship’s shell or engine. – Damage caused by negligence of the captain, officer, crew member, pilot or ship repairer who is not the insured person. – Contribution to sacrifice and general casualties. – Reasonable and necessary expenses to repair the ship and limit losses. But keep in mind: The loss is not caused by the lack of diligence of the insured, the shipowner or the ship manager. The cases where the insurer is exempt from compensation include: – Ship not fully marine features. – Malicious acts or careless negligence of the insured – War risks. – Risk of strikes. However, depending on your request, the insured person may modify or add to certain terms of the London Insurance Association, with the insurer’s agreement. for a period of 12 months or a voyage if the duration is less than 3 months. – Risk of strikes. However, depending on your request, the insured person may modify or add to certain terms of the London Insurance Association, with the insurer’s agreement. for a period of 12 months or a voyage if the duration is less than 3 months. – Risk of strikes. However, depending on your request, the insured person may modify or add to certain terms of the London Insurance Association, with the insurer’s agreement. for a period of 12 months or a voyage if the duration is less than 3 months. |
| Husband (Ship ?? s husband)
Carer |
As a substitute for the ship owner to take care of the ship (eg her husband? |
Group I
| ICC (International Chamber of Commerce)
International Chamber of Commerce |
A non-governmental international trade organization, established in 1919, has existed and evolved over many historical periods to date. Headquartered in Paris (France). The goal of the International Chamber of Commerce is to serve and promote the exchange of goods, services and capital among countries on the basis of fair competition, contributing to the building of international economic order. The scope of its activities covers many important areas such as foreign trade, tourism, international payment, competition, consumer protection, industrial property rights, arbitration. dispute resolution… |
| Ice Clause
Freezing Terms |
As stated in the bill of lading or the chartering contract, the charterer and the shipowner jointly agree on a solution to handle the unreachable vessel: For unloading or renting, choose to keep the ship waiting for ice or ice to be released and to accept a fine for shipment or storage if that happens. |
| Idle ship (Laid-up-ship)
The boat is not |
Only the ship has no job, must wait for some time. |
| IMDG Code (International Maritime Dangerous Goods Code)
International rules for the carriage of dangerous goods by sea |
Proposed by the International Maritime Organization (IMO) in 1965 to ensure safety during the carriage of dangerous goods by sea. The content of the rules includes: Classification of dangerous goods, packaging, labeling, handling, loading and handling measures during transport. Shippers are obliged to pack, label and report fully and accurately the goods situation, while the carrier is obliged to properly and appropriately carry out the above rules of carriage. According to the IMDG Code, dangerous goods are classified into 9 groups: – Group 1: explosives – Group 2: gases (compressed air, liquefied petroleum gas) which can cause explosion, toxic, corrosive. – Group 3: Flammable Liquids – Group 4.1: Flammable Solids – Group 4.2: Flammable Materials – Group 4.3: Extinguishing Media Flammable. – Group 5.1: Oxidising substances – Group 5.2: Organic peroxide – Group 6: Toxins cause injury or death in the course of gastrointestinal or respiratory tract or skin infection. – Group 7: radioactive substances – Group 8: corrosive substances – Group 9: other dangerous substances not included in the above headings. Each group is divided into several categories and each category is labeled with a color indicating danger, requiring separate requirements for loading, unloading, loading and transport. |
| Immediate rebate
Discount immediately |
Only the reduction of freight is made right when the goods are transported by the Association of freighters preferential, on the basis of the two parties signed a honest contract confirming the goods owner will entrust his entire volume of goods to the city. member of the Transportation Association. |
| In Bulk
Take off |
Only shipments of unpackaged, unpackaged, unloaded, bagged cargoes, such as grain, ore, coal, fertilizer, petroleum. |
| In case
Packing |
Only the status of the goods is contained in packaging in bales, boxes, boxes, boxes, etc. during storage or transportation. Packaged goods are mainly general cargo such as household appliances, machinery and components, transport means, textiles and foodstuffs. |
| Không tìm thấy dòng hay Non-confermce dòng
Independent shipping lines or carriers outside the shipping association |
Non-participating shipping lines, independent business. Competition between the shipping lines and the shipping lines of the Association of Freighters often occurs to gain business advantage on the same shipping route. |
| Inducement cargo
Minimum quantity of goods |
The minimum quantity ordered by the shipping company for ship acceptance or return at port to ensure business interests. |
| Indicative seal
Atmosphere |
Used to seal the container door, indicating whether the violation is open or not |
| Incentive
Incentive bonuses |
In transporting goods by cotnainer, the shipowner (Carrier) usually deducts from the freight income a small amount (less than 1%) to reward the shippers (Shippers) to encourage him to continue trading with the shipping line later. Incentive incentives may be considered as board rental commissions which the carrier pays to brokers in charter transactions (hiring, scheduled or market vessels). |
| Insitute clauses
Insurance Policy of the London Insurance Association |
Are the conditions insured by the Technical Committee and terms ?? of the London Underwriters Association, approved by the Lloyd’s Insurance Association. The Institute Cargo Clauses issued on January 1, 1963 include: Free from particular average, Condition with WA average, war insurance, strike conditions. Beginning January 1, 1982, the London Insurance Association repaid and supplemented, issued new insurance conditions, including: C (Institute Cargo Clauses C) replaced the FPA, conditional Insurance B (Institue Cargo Clauses B) replaces the WA condition, A (Institute Cargo Clauses A) replaces Institute War Clauses Cargo, Institute Strikes Clauses Cargo conditions. These conditions of insurance are widely applied in the UK and are used by many other countries around the world. Instituter Cargo Clauses (A) Goods Insurance Terms (A) by the British Association. A.According to this insurance, the insurer is liable for: 1. any risk of loss or damage of the insured object except for exemption. 2. General casualty and salvage charges are calculated and determined in accordance with the charter party and / or the rules governing them. 3. Expand the compensation to the insured part of the responsibility under the terms ?? Two ships collide the same fault ?? of the charter party. B. Exclusions of condition (A) include: 1. Loss or expense which may be attributable to the intentional misconduct of the Insured; normal leakage, conventional loss and normal wear of the subject of insurance? Loss due to packaging deficiencies, or inappropriate? losses and expenses due to inherent defects of the insured object ?? the most recent loss or expense due to delays regardless of whether the delay originates from a covered risk? loss or expense due to insolvency or financial shortage of the shipowner, charterer or operator? losses and costs due to nuclear weapons or radioactivity. 2. Loss or damage caused by the ship’s inadequate marine capacity, not suitable for safe container transport. 3. Loss or expense caused by civil war, revolutionary war, rebellion or mass violence or hostile behavior by or by a militant force? arrest, confiscation, detention or arrest, or consequence of such plot (except pirate) ?? by mines, mines or other weapons. 4. Loss or expense caused by: strikes, lockouts of workers? violence, riots of the masses ?? the actions of terrorists or those derived from political motives. |
| Institue Cargo Clauses (B )
Cargo Insurance Terms (B) of the British Association |
A. Under this insurance, the insurer is responsible for: 1. Loss or damage reasonably attributed to: Fire or explosion? Ship or vessel stranded, capsized or sank? train rails, automobile overturned? Piercing other ships or objects outside the water? Unloading at port of accident? earthquakes, volcanic eruptions or lightning strikes. 2. Loss or damage of the subject-matter insured due to general sacrifice? throw in the sea or sea water? penetration of seawater, river water into cargo hold or storage place. 3. The total loss of lost or stolen cargoes. 4. General casualty and salvage charges are calculated and determined in accordance with the charterparty and / or the adjustment rules. 5. Extend the compensation to the insured part of the liability under the terms ?? Two ships collide the same fault ?? of the charter party. B. Exclusions of Condition (B) include: 1. Loss or expense attributable to the intentional misconduct of the Insured? normal leakage, conventional loss, normal wear and tear of the insured object ?? Loss due to missing or inadequate packaging? loss or recent loss due to delay whether derived from the risk of being covered? loss or expense due to the insolvency or lack of financial capacity of the shipowner, tenant, operator? losses and costs due to nuclear weapons or radioactivity. 2. Loss or damage caused by the ship’s inadequate marine capacity, not suitable for safe container transport. 3. Loss or expense caused by civil war, revolutionary war, insurrection or mass riot or hostile act by or by a militant force? arrest, confiscation, detention or arrest or the consequences of such deception. 4. Loss or expense due to: strike or lockout of workers? violence, mass riots? the actions of terrorists or those derived from political motives. |
Group J
| Jettison
Thrown into the sea |
It is an act of deliberately throwing goods away from the ship to avoid a real danger threatening life and property on board. Rule 2 of York-Antwerp 1994 states: Loss of ship and / or cargo due to shipment Going to sea for general safety including the loss of sea water entering the cargo hatch when throwing cargoes into the sea is also accepted as general loss. However, goods disposed of in the sea and received as general casualties must be goods loaded in accordance with the technical regulations in the cargo hold. If the cargo is decked, this cargo must also conform to the customary practice of boarding on board that is considered to be a general loss. Particularly for cargo disposed of in the sea due to the inherent defect of the cargo or Due to the shortcomings of the shipper, the shipper (quality change threatens the common safety) will not be accepted as general average |
| Joint service
Joint ventures |
It is the joint business of transport on a specific route of two or more shipping lines by each party contributing a number of ships into operation but not share capital such as the Cong-xo-xiômk (Consortiums ). |
Group K
| Keel
Live the ship |
The lowest structure to support the skeleton of the ship |
| Knot (Kn)
The nautical mile / hour (minute) |
Is the speedometer of the boat. International nautical knot is 1,852 m / h. |
Group L
| Labels of dangerous goods
Dangerous goods |
Used in the transportation of goods to express its dangerous nature with drawings and special symbols. According to the IMDG Code, the owner of the goods is responsible for affixing the dangerous goods label correctly and in the correct form at one or two of the most visible places on the package. or container to warn of the transportation, storage and loading of goods must be very careful and take appropriate measures. |
| Lashings
Flexes, ligaments. |
Used to keep goods or containers out of the way. |
| Latent defect
Hidden Hides (hidden) |
Only defects or omissions of ships that are not detected even though due diligence review. According to the 1924 Hagues rule, when a ship does not have enough maritime features due to latent defects, the carrier is exempt from liability for damages. |
| Lay / can (laydays / cancelling date)
Date of arrival at the port of loading / cancellation date |
Only ships must enter the port to be ready to receive the goods on the agreed day (Layday not to commence before …) and the charterer must have the goods ready for delivery at that time. If the vessel arrives earlier, the charterer is not responsible for the goods being not ready. If for any reason the vessel arrives later than the cancellation date, the tenant is entitled to unilaterally cancel the contract without incurring any liability. In the case of chartering, it is often the task of separating the ship from the port of shipment and the cancellation of the contract into two separate clauses, to clarify the responsibility of the shipowner to take the vessel to port. Receiving goods on time and the right of the charterer to cancel the contract of carriage if the ship does not arrive at the port on the specified date. From Layouts, in addition to the above, |
| Laydays or laytime
Days of loading / unloading or loading / unloading time |
It is the number of days or times a charter party is allowed to use for loading and discharging the vessel at the port of entry (Time allowed for loading and discharging). Depending on the agreement between the shipowner and the tenant, the time of loading and unloading may be twofold: 1. General, not definitive. For example: – With customary quick despatch (CQD) – Fast loading / unloading according to ship’s ability to receive and deliver. This method is not accompanied by the penalty for fast loading / unloading. 2. Clearly specify the time of loading and unloading on a number of days or how many tons / day of loading / unloading. For example: – Loading time is 10 days … (10 running days for loading). – The daily shipment charge is 800 MT (Loading at a rate of 800 metric tons per day and ship). – The loading level per day is 100 MT (Loading at a rate of 100 metric tons per day and hatch). This regulation is often accompanied by regulations on rewarding loading, unloading, slow loading. The date of loading / unloading depends on the agreement in the charter party which may be calculated by: a. Consecutive or running days: Long 24 hours starting from 0 midnight until midnight, regardless of working days, holidays or holidays. . This calculation is beneficial to the shipowner because it shortens the loading / discharging time of the vessel at the port of loading / unloading. b. Working days are imposed by the local authorities or by the Port Authority, which excludes non-working days and holidays excluded. Normally, the majority of ports in the world stipulate a 24-hour working day starting from 0 midnight until midnight after any unloaded or unloaded work. . But there are also a number of ports that work less than 24 hours a day, for example: In Central America, working days of ports are eight hours from Monday to Friday and only four hours on Saturday because of the weekend starting at 11am on the seventh day. Therefore, it is stipulated that “24 hours a day” is to have a unified view, avoid misunderstanding. In addition, one can make additional arrangements: “Working days of 24 consecutive hours”. This means that the day of loading and unloading is a 24-hour day, and loading / unloading is carried out day and night. c. Bad weather also affects the loading / unloading time. Therefore, it is stipulated that: Weather permitting days are included in the loading time. Bad weather interferes with loading / unloading such as rain, storms, winds, waves, earthquakes … then the time will not count on the number of loading / unloading days. In the charter party, there should be clear and precise regulations on loading / unloading time as it is closely related to the interests of the shipowner and tenant. For example: – Goods are unloaded and unloaded within 20 good weather days (allowed), not including Sunday, Holidays on two ends unless used (Sundays holidays excluded unless used). – Goods are loaded at 2500 MT and unloaded at 2100 MT for each working day of good weather, excluding Sundays and holidays, regardless of use (Cargo to be loaded at a rate of 2100 MT and discharged at a rate of 2100 MT per working day, Sundays holidays excepted even if used). |
| Lease contract or Lease
Lease agreement |
A tenancy agreement is a legal document signed between the lessee and the Lessee. A lease contains the usual terms of an economic contract that defines the obligations and responsibilities of the two parties, the tenant may be the town house, the land, the means of production, the instrument transportation including containers, … |
| Tín quá thời (LOA)
Total length (of vessel) |
The distance from the tip of the nose to the rear end of the boat. |
| Less than a container load (LCL)
Retail containers |
The shipment does not have enough capacity or weight to fully rent a container, so it must be combined with other lots to be packed in a container shipment. This method is called container shipping. |
| Letter of indemnity
Guarantee – Guarantee |
A written third party (outsider) who is outside the relationship of a contract that commits indemnity to a party of the risk of loss to that party. Guarantees or guarantees are usually required in the following cases: – Commitment to receive a clean bill of lading (perfect): Upon delivery of goods for export, The bill of lading may become unclean and may not be accepted by the bank. The shipper is obliged to negotiate with the master and make a guarantee, pledging to pay damages. the carrier if the consignee complies with the cargo as stated on the bill of lading. However, this guarantee is not widely recognized by international courts as legitimate, Commitment can cause severe consequences so the shipper should carefully consider. – Guarantee for receiving goods: Because the bill of lading needs to be presented to the ship to receive the goods but did not arrive in time when the ship arrived delivery, the recipient was forced to request bank support as a guarantee to be able to receive goods from the carrier (Banker’s indemnity). – Assurance of general average contribution: According to the York-Antwerp 1990 rule, the owner of the property on board a general average must sign a commitment of average bond and pay into the joint account. To make a general damage fund, to receive their goods still on the train. But if the goods have been insured, the owner will require the insurer to issue a letter of indemnity or letter of guarantee to the carrier to be able to return the goods quickly. As the bill of lading needs to be presented to the ship to receive the goods but does not arrive in time for delivery, the recipient is required to request a bank guarantee to receive the goods from the carrier (Banker’s indemnity) . – Assurance of general average contribution: According to the York-Antwerp 1990 rule, the owner of the property on board a general average must sign a commitment of average bond and pay into the joint account. To make a general damage fund, to receive the goods still on the ship. But if the goods have been insured, the owner will require the insurer to issue a letter of indemnity or letter of guarantee to the carrier to be able to return the goods quickly. As the bill of lading needs to be presented to the ship to receive the goods but does not arrive in time for delivery, the recipient is required to request a bank guarantee to receive the goods from the carrier (Banker’s indemnity) . – Assurance of general average contribution: According to the York-Antwerp 1990 rule, the owner of the property on board a general average must sign a commitment of average bond and pay into the joint account. To make a general damage fund, to receive the goods still on the ship. But if the goods have been insured, the owner will require the insurer to issue a letter of indemnity or letter of guarantee to the carrier to be able to return the goods quickly. The recipient is required to request a bank guarantee as a guarantee to receive the goods from the carrier (Banker’s indemnity). – Assurance of general average contribution: According to the York-Antwerp 1990 rule, the owner of the property on board a general average must sign a commitment of average bond and pay into the joint account. To make a general damage fund, to receive the goods still on the ship. But if the goods have been insured, the owner will require the insurer to issue a letter of indemnity or letter of guarantee to the carrier to be able to return the goods quickly. The recipient is required to request a bank guarantee as a guarantee to receive the goods from the carrier (Banker’s indemnity). – Assurance of general average contribution: According to the York-Antwerp 1990 rule, the owner of the property on board a general average must sign a commitment of average bond and pay into the joint account. To make a general damage fund, to receive the goods still on the ship. But if the goods have been insured, the owner will require the insurer to issue a letter of indemnity or letter of guarantee to the carrier to be able to return the goods quickly. Owners of goods on board vessels in general average must sign a commitment to contribute average loss and pay money into a joint account to fund the general average to receive their goods. on the train. But if the goods have been insured, the owner will require the insurer to issue a letter of indemnity or letter of guarantee to the carrier to be able to return the goods quickly. Owners of goods on board vessels in general average must sign a commitment to contribute average loss and pay money into a joint account to fund the general average to receive their goods. on the train. But if the goods have been insured, the owner will require the insurer to issue a letter of indemnity or letter of guarantee to the carrier to be able to return the goods quickly. |
| Letter of reservation
Letter of resistance |
It is the document of the consignee who informs the master of his reservation, reserves the right to complain about the loss of cargo to the carrier upon discovery of the goods which show signs of damage but are unclear (Damages non-apparent). ) can not immediately make damage certificate or damage assessment report in the field. According to Article 3 of the 1924 Brussels Convention on Bills of Lading, Letters of Resistance for Damaged Goods are not clear (Shredded, stained, stacked upwards, …) must be made and handed over to the master or his representative within 3 days of receiving the goods, before bringing the goods. Otherwise, the carrier will refuse to consider compensation for lost goods. |
| Lift on / lift off container (LO-LO container ship)
Container loading and unloading vessels |
Is a typical container vessel, using a crane equipped on board or shore cranes to load or unload cargo across the board. |
| Light cargo
Light goods |
Density, which weighs more than 50 cubic feet or 1,415 m3, is so lightweight that its maximum safe tonnage has not been used. . For example: buckwheat, plastic nuts, feathers, etc. Therefore, in order to take advantage of the capacity and tonnage of the ship to achieve the highest economic efficiency, Lightweight with Heavy Cargo (Heavy Cargo) under permitted conditions. |
| Light displacement
Ship displacement |
It is the weight of the ship itself when not loaded, taking the lowest draft of the summer (Light draft) as the standard. Displacement of hulls includes: – Body weight. – Ship weight. – Weight of ship’s equipment and spare parts. – Boiler weight – Remaining fuel weight in ship engine and pipeline. – Weight of water left in boilers and pipes. – Weight of ballast water left in ballast. |
| Lighterage | 1. Liquidation. 2. Liquid charge. It is a way of loading or unloading when the ship does not directly approach the wharf, must anchor the wharf and use the Lighter to transport goods onto the ship. Lack of cargo occurs when the draft does not allow the ship to safely berth or when the wharf is jammed or when the vessel carrying special cargo that the port management agency forced the vessel to be loaded or unloaded on the wharf. Loose cargo will increase the cost of loading or unloading (liquid cargo), which is higher than the normal loading / unloading charge. Generally speaking, in many charterers or sea freight, the shipowner usually determines if liquid cargo occurs, the charterer (cargo owner) must bear the liquid charge, including the risks caused by liquid cargo. |
| Lighter aboard ship (Lash) or lighter carrier
Barges |
A specially designed vessel with a large tonnage and capacity (20000 – 30000 DWT) is equipped with a specialized crane to lift the cargo barge up and down the ship. These barges are quite large, the tunnel is covered and not equipped with self-propelled engines that rely on the tow boat towed to the landing site for loading or unloading ashore. |
| Limitation of liability
Limit of compensation |
Used to indicate the maximum amount that the carrier must compensate the charterer / owner of the bill of lading for the loss of cargo for which he is liable pursuant to the contract of carriage, calculated on the basis of the packing unit, tons of tonne … The amount of compensation is set by the two parties agreed in the contract or according to the rules of the law. |
| Liner
Ship Market (Ship routing) |
A type of ship with two or more berths, a business of renting goods on a fixed shipping route, arriving at ports of loading / unloading on a regularly scheduled schedule. The ship is well equipped and the speed is quite high. The goods are mainly parcels, bales, number of many less optional. Freight is built into Liner freight tariffs for each type and item, relatively stable over voyage charter freight rates and under control or The impact of the shipping transports on the market or Congolese. The ship’s bill of lading is evidence of the contract of carriage signed between the carrier and the charterer at the same time as the receipt of the cargo and the document confirming the ownership of the named cargo. in the bill of lading. |
| Liner freight tariff
Freight chart |
Listed in the order of A, B, C … or according to the characteristics of the goods, the rate of the market ship assigned by the shipping company unilaterally to collect charges for each type or item of carriage. Liner freight rate is calculated on the basis of the actual transportation cost and expected interest to be collected. The cost of freight transport is the total cost that the carrier must pay for the carriage of the cargo and includes: – Depreciation, repair and insurance charges for ships. – Wages and social insurance of crew members. – Charges for the supply of articles (fuel, food, supplies, supplies, spare parts …) – Charge and unloading fee (according to loading / unloading conditions) … – Management fees, administration. In addition to specifying the rate for each type or item, the carrier must also consider the loading factor, The transportation costs and transport market situation are also determined by the Surcharges, which are related to costs and income such as: Banker adjustment charges (BAC) , currency adjustment charges (CAC), port congestion surcharges, in case of fluctuations. However, in contrast, the shipping market also implemented a policy of discount (Rebate) to attract customers, improve their competitiveness. in case of fluctuations. However, in contrast, the shipping market also implemented a policy of discount (Rebate) to attract customers, improve their competitiveness. in case of fluctuations. However, in contrast, the shipping market also implemented a policy of discount (Rebate) to attract customers, improve their competitiveness. |
| Liner terms of berth terms
Conditions for loading and unloading the market |
Liner freight convention (maritime convention) is a co-operative form of joint shipping companies operating in one area or on a transport route, in the first place. 19th century and flourished in the twentieth century. The purpose of establishing the Association of Freight Transporters is by regulating, applying uniform policies and tariffs in the region, the Association will eliminate the competition. unhealthy among members, anti-corporate interests Association against the intrusion of business out of the Outsiders. Currently, over the world’s major shipping lines are over 400 shipping associations The trading volume is often fluctuating due to many factors causing the disintegration of some hills This is the birth of some other associations. The well-known merchant shipping associations include: |
| Lloyd’s register of shipping
Lloyd’s Ship Registry Company |
The British ship registration and classification institute, formally established in 1760, derives from the requirements of the shipping industry, where the information center was originally the cafe of Edward Lloyd (London ). Lloyd’s has been rated and rated ships of 100 BRT or more for British and foreign shipping. Control inspections start from the moment the ship is designed to the project until it is launched and tested. Lloyd’s will base its assessment on Lloyd’s Rules and Regulations, which classify and issue a certificate of ship’s class. Later, the name and specifications of the ship will be recorded in Lloyd’s Register book of shipping issued annually. Lloyd ‘ The highest grade is 100 A1 for ordinary ships, oil tankers and specialized ore ships that are built in accordance with “Lloyd’s Rules and Technical Standards. Range 100 refers to the body, shell and engine (main engine, auxiliary machine, boiler, important equipment, pump system, electrical system) meet the technical requirements of Lloyd’s. No. 1 refers to the anchor, cable, anchor in good working conditions. For ships whose equipment is not fully compliant with the specified technical standard that Lloyd’s considers acceptable, grade 100A and replace No. 1 with a horizontal line. For ships of poor quality and lack of equipment, after re-inspection (4 years / times) will be excluded from the list of three registry. From July 1949, “Lloyd’s Rules and Standards” be modified. Serial No. 100A is issued to regular cargo ships and passenger ships. The 100A1 mark with distinctive black cross indicates the ships under control, Lloyd’s special inspection. LMC’s (Lloyd’s Machinery Certificate) designation with distinctive red cross for vessel design was manufactured under the special inspection of Lloyd’s. |
| Lloyd’s Underwriters Association
Lloyd’s Insurance Coalition |
The common name of the UK insurers comes from the name of a cafe owner, Edward Lloyd, in London in the late 18th century. Lloyd’s Coffee is a place to meet, inform and exchange information. change charterers and marine insurance. In 1727, the Lloyd’s Insurance Union officially established and traded insurance operations in England and around the world. Lloyd’s Insurance Group has a strong influence on the worldwide insurance market in terms of regulation, insurance conditions and sales volume. Lloyd’s has a network of skilled insurance agents that serve the most important ports in the world. |
| Lumpsum charter
Subscription (ship) |
Unlike the normal way a pay is paid based on the actual weight or weight of the carrier, the subscription is how the trip is charged and paid based on tonnage or tonnage. of the ship was hired (Lumpsum freight). The subscriber has the right to load and ship a quantity of cargo at his own discretion, provided he does not exceed the safe tonnage of the ship and is not subject to a penalty of inadmissibility if the carriage does not. full of ships. In the way the subscriber, the tenant himself incur the charge for loading or unloading. |