Trong vận tải quốc tế người ta thường dùng rất nhiều các cụm từ viết tắt để áp dụng vào trong các hợp đồng vận chuyển như là một điều kiện giao hàng. Có rất nhiều người bị hiểu lầm các thuật ngữ trong hàng hải sang các ngành khác dẫn tới không đọc được hợp đồng vận tải để cuối cùng chịu những chi phí phát sinh trong việc giao nhận hàng hóa. Show Cũng như trong thương mại quốc tế thì trong hàng hải cũng có những thuật ngữ rất đặt trưng, được quy định vào trong hợp đồng, Door to Door Việt xin kể ra một số như sau: FIOS (Free In Out and Stowed): Điều kiện này có nghĩa là chủ tàu không chịu trách nhiệm về việc xếp hàng lên, dỡ hàng xuống và chằng buộc tại hai đầu cảng xếp và cảng dỡ.Nếu trong vận chuyển hàng container thì người gọi là “cước vận chuyển chưa có local charge hai đầu”, trong vận chuyển hàng rời thì gọi “cước vận chuyển chưa có xếp dỡ hai đầu và chưa có chằng buộc (lashing)”. FIFO (free in/free out): Nghĩa là chủ tàu không chịu trách nhiệm việc xếp và dỡ hàng hóa hai đầu cảng. Tương tự như FIOS như ở đây đã có phí chằng buộc trên tàu. Đối với cụm từ này người ta thường nhầm sang bên kế toán, thủ kho cho cụm từ FIFO – first in first out (nhập kho trước thì xuất kho trước). FiLO (free in/ liner out): Nghĩa là chủ tàu không chịu trách nhiệm xếp hàng lên tàu, chỉ chịu trách nhiệm dỡ hàng xuống tàu. Nghĩa là trong tiền cước vận chuyển chưa bao gồm việc xếp hàng lên tàu nhưng đã bao gồm việc hạ hàng xuống tàu. Cụm từ này cũng bị nhầm lẫn sang lĩnh vực kế toán, nhầm cho cụm tự FILO – First in last out (nhập kho trước thì xuất kho sau). LIFO (liner in /free out): Nghĩa là chủ tàu chịu trách nhiệm xếp hàng lên tàu, không chịu trách nhiệm cho việc dỡ hàng xuống. Cụm từ này cũng bị nhầm lẫn sang lĩnh vực kế toán LIFO – Last in first out (nhập kho trước thì xuất kho sau). LILO (liner in/liner out): chủ tàu chịu trách nhiệm cho việc xếp hàng lên và dỡ hàng xuống. Cụm từ này bị nhầm với từ LILO – last in last out (nhập kho sau thì xuất kho sau). FICY (free in/container yard): Chủ tàu không chịu trách nhiệm cho việc xếp hàng lên tại cảng xếp cũng như không chịu chi phí giao container đến bãi contaienr. LI-door (liner in/door): Chủ tàu chịu trách nhiệm xếp hàng lên và giao hàng đến tận kho khách hàng. Việc chịu chi phí xếp hàng và dỡ hàng nó không phải chỉ dừng lại ở việc chịu chi phí về cẩu hàng lên xuống khỏi tàu hai đầu cảng mà nó còn phải chịu thêm rất nhiều phí khác liên quan đến việc xếp dỡ hàng như: Phí cầu bến, phí buộc dây neo, phí lai dắt, cảng phí các loại, vận chuyển nội địa… Bài viết được dựa trên kinh nghiệm làm hàng thực tế của Door to Door Việt, chúng tôi rất mong nhận được sự góp ý của quý bạn đọc để bài viết thêm hoàn hảo hơn. Mọi góp ý, yêu cầu báo giá, yêu cầu tư vấn dịch vụ xin liên hệ về hotline hoặc hotmail của công ty chúng tôi. This is so given that this is a notional point in chartering terms, this is best described as the Shipper/Receiver arranging for delivery/receival of cargo to/from directly under ships hook and the ship paying for the labour to stow the cargo in the vessels cargo holds, as well as on-board lashing & securing and provision of dunnage materials, and to discharge again over the ship Free on Board. Seller sees the goods "over the ship’s rail" on to the ship which is arranged and paid for by the buyer. FREE IN, OUT, STOWED If a freight rate is quoted on FIOS basis, it means that the shippers are responsible for and bear the cost of the loading, discharging and stowing charges. The ship is responsible for and bears the cost of bringing in the vessel to port, the cost of pilotage, the cost of tug, etc. The loading and discharging rates are a worry only to the shipper and this is one of the things about which a shipper has to think carefully. If the vessel overstays the intended period, the shipper has to pay demurrage. Free In/Out and TrimmedAs per FIOS but includes trimming, e.g. the leveling of bulk cargoes. FIOS includes sea freight, but excludes loading/discharging and stowage costs. Free In and Out Stowed and TrimmedCharterer pays for cost of loading/discharging cargo, including stowage and trimming. FREE IN, FREE OUTThe shippers are responsible for and bear the cost of the loading and discharging. The stowage charges will be covered by the ship. LINER TERMS HOOK / HOOKIf a freight rate is quoted on LINER TERMS HOOK / HOOK basis, it means that the ship is responsible for and bear the cost of the loading, discharging and stowing charges. The loading and discharging rates are a worry only to the ship. The Shipper/Receiver arranges for delivery or receipt of cargo to/from directly under ships hook. Shore-based stevedoring remains the responsibility of the shipper/receiver. A shipper, therefore, has to consider carefully when signing a contract and should know that costs just before the goods are loaded (or just before the ship’s crane’s hook lifted it – so to speak) or just after they are discharged (or just after the ship’s crane’s hook released it – so to speak) are for his/her account. Free In Liner OutThe shippers are responsible for and bear the cost of the loading; the ship is responsible for and bears the cost of the discharging. Liner In Free OutThe shippers are responsible for and bear the cost of the discharging; the ship is responsible for and bears the cost of the loading. These terms may be used in different combinations and to be absolutely sure of all liabilities, it is always advisable to request that terms clearly and concisely indicate what is/isn’t included in your particular contract - in layman’s terms. OTHER TERMSThe following terms can be encountered in times of chartering, booking cargoes, receiving shipping notes, etc. Only what are essential in the context of Ethiopian business is put here. However, the list may not be inclusive of all the terms that are essential to the Ethiopian context and hence the terms will be updated from time to time. ABT About ADDENDUM Additional chartering terms at the end of a charter party AFFREIGHTMENT the hiring of a ship in whole or part AGW All Going Well ANCHORAGE When a vessel is near a port or coast (in a suitable place for anchorage) laying anchors and not sailing (either for purpose of repairs or waiting for clearance/ space availability from the port). A/S Alongside ASPW Any Safe Port in the World ATDNSHINC Any Time Day/Night Sundays and Holidays Included: Such Kind of clauses are inserted in charter parties or shipping contracts to indicate the time/period the vessel will be loading or discharging ATUTC Actual Times Used to Count BAF (Bunker Adjustment Factor) A Fuel Surcharge expressed as a percentage added or subtracted from the freight amount, taking into account the change of price for bunkers (fuel oil). BALE CAPACITY Cubic capacity of a vessel’s holds to carry packaged dry cargo such as bales/pallets BALLAST Heavy weight, often sea water, necessary for the stability and safety of a ship which is not carrying cargo BALLAST BONUS Compensation for relatively long ballast voyage BAREBOAT/ Demise Charter The owner gives ‘possession’ of the ship to the charterer and the charterer hires its own master and crew. Charterers take over all responsibility for the operation of the vessel and expenses for the duration. BDI Both Dates Inclusive BENDS Both Ends (Load & Discharge Ports) BI Both Inclusive BIMCO The Baltic and International Maritime Council BL (Bill of Lading) A document signed by the carrier which acts as a Contract of Affreightment, a receipt and evidence of title to the cargo. The BL in many cases is a negotiable document. BN Booking Note BOB Bunker on Board BOFFER Best Offer BROB Bunkers Remaining on Board BUNKERS Name given for vessels Fuel and Diesel Oil supplies CAF Currency Adjustment Factor: A surcharge on the freight amount, taking into account the costs that are incurred arising from the constant changes of the exchange rates between the US dollar and other currencies. CBM (Cubic Metres) used as a means of charging freight especially when a cargo’s volume in cubic meters exceeds its weight in metric tones. CBFT (or CFT) Cubic Feet CFR or (C&F) Cost and Freight Seller pays the FOB cost and the freight cost to a nominated port or pace of discharge. CHOPT Charterers Option CHTRS Charterers CIF (Cost, Insurance & Freight) Seller pays all these costs to a nominated port or place of discharge. COB Close of Business COBLDN Close of Business London C/SNEE or CONSIGNEE: Name of agent, company or person receiving consignment COP Custom of Port CP or C/P Charter Party CQD (Customary Quick Despatch) indicates the loading or discharging rate customary at a certain port. That means there is no special obligation to whoever is responsible for the loading and discharge rates as long as they maintain the customary rate. DAPS Days all Purposes (Total days for loading & discharging) DAMFORDET Damages for Detention Penalty if cargo is not ready when ship arrives for working (1st day of Laycan). This is not detention which is charged for ships time on delay. DESP Despatch Time saved, reward for quick turnaround - in dry cargo only DET Detention (See DAMFORDET) DFRT Dead freight Space booked by shipper or charterer on a vessel but not used DRAUGHT (or DRAFT) Depth to which a ship is immersed in water. The depth varies according to the design of the ship and will be greater or lesser depending not only on the weight of the ship and everything on board, but also on the density of the water in which the ship is lying (sea water is denser than fresh water). DUNNAGE Materials of various types, often timber or matting, placed among the cargo for separation, and hence protection from damage, for ventilation and, in the case of certain cargoes, to provide space in which the tynes of a fork lift truck may be inserted. DWAT (or DWT) Deadweight Weight of cargo, stores and water, i.e. the difference between lightship and loaded displacement. ETA Estimated Time of Arrival (of a ship at a certain port) ETC Estimated Time of Completion (of loading or discharging of a ship at a certain port) ETD Estimated Time of Departure (of a ship from a certain port) ETS Estimated Time of Sailing (of a ship from a certain port) EXW (Ex Works) The buyer pays for the cost of the goods, the transportation from the factory (hence ex works) and the insurance. In other words, the seller’s responsibility ends at his own factory/warehouse. FENDER A cushion (like old tires), placed between ships, or between a ship and a pier, to prevent damage FEU Standard 40’ Container (or Forty Equivalent Unit) FHEX Fridays/Holidays Excluded FHINC (Fridays/Holidays Included) Such Kind of clauses are inserted in charter parties or shipping contracts to indicate the time/period the vessel will be loading or discharging. (The ‘Fridays’ clause is especially applicable in Muslim countries where Friday is a holiday instead of Sunday) FME Force Majeure Excepted FOB Free on Board. Seller sees the goods "over the ship’s rail" on to the ship which is arranged and paid for by the buyer. FORCE MAJEURE Clause limiting responsibilities of the charterers, shippers and receivers of cargo. FYG For Your Guidance FYI For Your Information GNCN Gencon (GENERAL CONDITIONS) GRT Gross Registered Tonnage GSB Good, Safe Berth GSP Good, Safe Port HA Hatch (See Hold) HMS Heavy Metal Scraps HO (Hold) A compartment below deck in a large vessel, used solely for carrying cargo IMDG International Maritime Dangerous Goods Code IMO International Maritime Organisation INTERMODAL Carriage of a commodity by different modes of transport, i.e. sea, road, rail and air within a single journey ITINERARY Route, Schedule KNOT A measurement of speed equal to one nautical mile (1.85200 kilometers) per hour LASH To hold goods in position by use of Ropes, Wires, Chains or Straps etc. LAYCAN or Laycan (Layday Cancelling Date) LAYTIME Time at Charterers disposal for purpose of loading/discharging L/C Letter of Credit LEEWARD The direction away from the wind. Opposite of windward LEEWAY The sideways movement of the ship caused by either wind or current LOI Letter of Indemnity LS (or LUMPS) Lumpsum Freight Money paid to Shipper for a charter of a ship (or portion) up to stated limit irrespective of quantity of cargo LSD Lashed Secured Dunnaged MANIFEST Inventory/list of cargo on board MT Metric Tonne (i.e. 1,000 kilos) NOR Notice of Readiness (such as given by the master of a ship to indicate that his ship is ready to enter a port) P&I Protection and Indemnity Insurance PCT Percent PERDIEM By the Day PER SE By Itself PORT The left side of a ship looking forward. Also a harbor PWWD Per Weather Working Day SEAFREIGHT Costs charged for transporting goods over the sea. This does not cover haulage or loading/discharging costs but the sea transport only. SEAWORTHINESS Statement of condition of the vessel (valid certificates, fully equipped and manned etc.) SF (Stowage Factor) Cubic space (measurement tonne) occupied by one tonne 1,000 kgs of cargo this is useful when calculating the freight to be paid, as freight is usually quoted as USD (amount)/ WM, which means the stated amount per weight or measurement is whichever is higher. SHINC Sundays/Holidays Included SHEX Sundays/Holidays Excluded SSHEX Saturdays, Sundays, Holidays Excluded SSHINC (or SATSHINC) Saturdays, Sundays, Holidays Included Such Kind of clauses are inserted in charter parties or shipping contracts to indicate the time/period the vessel will be loading or discharging. SOC Shipper Owned Container, this is mentioned when quoting freights. If it’s SOC, the freight is usually less. STABILITY It is very important that a vessel is stable in all aspects at all times. When cargo is loaded or discharged, the stability is monitored taking into account the weight and position of cargo within the vessel. STARBOARD Right side of a ship when facing the front or forward end. STEM Subject to Enough Merchandise (Availability of cargo). SUB Subject (to). Depending upon as a condition SUPERCARGO Person employed by a ship owner, shipping company, charterer of a ship or shipper of goods to supervise cargo handling operations. TBN To Be Named / To Be Nominated TC Time Charter - Owners agree to hire a particular ship for a set length of time and provide technical management, crewing etc. Liner terms Hook tô Hook là gì?Theo điều kiện Full Liner Terms, người vận chuyển hàng hóa sẽ chịu trách nhiệm đối với các hoạt động liên quan đến vận chuyển hàng hóa từ cảng xuất phát đến cảng đích. Điều này bao gồm đóng gói, vận chuyển, bốc dỡ hàng hóa, lưu kho, bảo quản, bảo hiểm và các thủ tục hải quan liên quan. Tàu chuyên tuyến là gì?Tàu hàng chuyên tuyến: là đoàn tàu có quy định cụ thể về thành phần đoàn tàu, số lượng, chủng loại toa xe, tổng trọng cụm xe, có hành trình, lịch trình chạy tàu cố định vận chuyển hàng hóa hai chiều thu cước trọn gói. Liner trong vận tải là gì?Liner Service hay dịch vụ tàu chuyên tuyến là dịch vụ vận tải đường biển với tuyến và lịch trình cố định với thời gian và danh sách các cảng ghé qua được công bố trước. Liner service thường đáp ứng đúng lịch trình trừ trường hợp bất khả kháng do tự nhiên hoặc do con người gây ra. Liner trong logistics là gì?Liner (Tàu chợ – tàu định tuyến): Là loại tàu có từ 2 boong trở lên, kinh doanh chở thuê hàng hóa trên một tuyến vận chuyển cố định, ghé qua những cảng bốc/dỡ hàng theo một lịch trình chạy tàu đều đặn được công bố trước. Tàu được trang bị tốt và tốc độ khá cao. |
