Chapter 6 - References for Ship Operations

(related to Contracts)

Prepared on: November 25, 2001

1. Related to Charter Party (C/P)

1.1 Time Charter Party

Typical standard formats of Time Charter Party include STB TIME, SHELL TIME4 and
EXXONMOBIL TIME2000.
(1) Rate of Hire
Generally indicated as rate of hire per month per DWT or the charterage per day.
Example: For a 250,000 DWT ship with a rate of hire of $2.50/DWT, the charterage per
month becomes $2.50 x 250,000 DWT = $625,000.
(2) Guaranteed Speed and Fuel Consumption
Sometimes referred to as Spicon in Japanese.
The guaranteed speed is expressed in knots (OG) and the guaranteed fuel consumption as
the consumption per day. The guaranteed and actual values are compared, and the
charterage is calculated (performance calculation) based on the comparison.
(Some contracts may not include performance calculation; may include penalties only or
bonuses only.)
It is also customary to make a note of exceptions related to speed guaranteed when the ship
passes through narrow channels (Singapore, Malacca Straits, Uraga Channel, etc.).
Performance calculation (if required) shall be noted down in detail in the exceptional wind
force range, and efforts made to improve the performance calculation. Even if it is not
carried out, it is important to maintain the performance of the ship considering marketing
aspects, and similar measures are necessary.
(3) Charter Period
It is customary for the charterer to arbitrarily approve the increase/decrease of a fixed
number of days in the charter period (indicated by About in writing; 1 month, 14 days
etc., are decided separately).
(4) Cargo
The properties of cargo (indicated by Crude oil and/or its product) and number of grades of
cargo oil that can be loaded simultaneously (usually three grades) shall be specified.
(5) Trading Limits
It is agreed that Trading Limits fall within the Institute Warranties (navigational warranties
for use in policies restricting the ships navigational areas to standard routes).
The contract may sometimes stipulate that the ship owners authorization is required or the
charterer may have to bear the extra insurance for the ship to ply outside the Trading Limits.
(6) Laydays/ Canceling Date
A fixed period can be set for the laydays and this period is usually restricted to about 5 to 7

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days a month with an advance notice of one month.
(7) Delivery/Redelivery
The calculated price of fuel, the delivery/redelivery site are stipulated.
(8) Description / Condition of Ship
During the charter period, the ship owner guarantees the items mentioned in the list of
ships particulars attached to the contract and also guarantees to maintain the ship in
satisfactory condition during the contractual period.
(9) Payment of Hire
Generally, an advanced payment of one month, after deducting an amount equivalent to the
amount for off-hire and the payment for advances made to the ship owner, are approved.
In case of unpaid charterage, the ship owner shall have the right to withdraw the ship after
notifying the charterer.
(10) Expenses Borne by Owner (Owner Provides)= Ship Expenses
Expenses required for all foodstuffs, drinking water, equipment and materials, provisions,
daily necessities, ships insurance, crew wages, and expenses for crew shall be borne by the
ship owner.
(11) Expenses Borne by the Charterer (Charterer Provides) = Operating Expenses
Excluding the off-hire period, fuel oil, towing charges, pilotage, agency charges,
miscellaneous expenses associated with cargo handling, and miscellaneous expenses other
than expenses borne by ship owner shall be borne by the charterer.
(12) Dry-docking
The ship owner is obliged to dry-dock the ship at fixed intervals (generally 24 to 30
months), to bear the necessary costs (including time) for the same, and to maintain the ship
in a satisfactory condition.
(13) Off Hire
The causes for the ship to be considered Off Hire are stated here.
(Shortage of crew or stores, repairs, damage to machinery or boiler, collision, stranding,
accident or damage to the ship, and other causes that hinder work from being performed
effectively on the ship, such as strikes by crew members, detention of ship, violation of
orders, injuries and sickness)
However, stipulations also exist that do not treat the time within the stipulated hours in the
contract as Off-Hire. In such cases, it should be noted that even if the stipulated time
exceeds 1 minute, all the hours that have been delayed will become Off-Hire.
(14) Duties of the Master
It has been stipulated that the Master should start off on the voyage as early as possible,
strive to cooperate rationally with the charterer using the ships crew and equipment and

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adhere to the instructions of the charterer on matters related to operations of the ship.
(15) Conduct of Vessels Personnel
If the charterer has reason to feel dissatisfied with the conduct of the vessels personnel, the
ship owner shall adequately examine the charterers complaints, and if necessary, shall
change the personnel.
(16) Loading/ Discharging Location
Cargo handling operation of the ship shall be performed in accordance with the charterers
instructions at any safe port, anchorage, pier, seabed oil pipeline, service ship, etc.
(17) Ships Documents
The Master shall prepare an elaborate and accurate ships log. If requested by the charterer,
he shall submit documents such as copies of each log, cargo handling and voyage reports,
and other documents.
(18) Adjustment of Hire
The difference between guaranteed speed and actual speed shall be adjusted using the rate
of hire, and the difference between guaranteed fuel consumption and actual fuel
consumption adjusted using a special price (performance calculation). The guaranteed hours
and the guaranteed consumption shall also be set for discharging time and fuel consumption
for heating, and the said quantities calculated using the rate of hire and the fuel cost.
(19) Bill of Lading
The Master shall sign the specified Bill of Lading as instructed by the charterer. The Charter
Party shall remain in effect regardless of the Bill of Lading. The charterer shall compensate
the ship owner for any loss arising out of the inadequacy of documents under his
responsibility after the Master signs the Bill of Lading.
(20) Clause Paramount
The Bill of Lading shall remain in effect based on the laws and regulations of the Unified
Convention on Bill of Lading established in Brussels on August 25, 1924.
General Average
The General Average shall be calculated according to the York-Antwerp Rules
(established in 1974).
New Jason Clause
The ship owner can claim part of the damage to the hull, equivalent to the General
Average, from the shipper, regardless of whether the damage was due to a mistake
or not.
Both to Blame
If the ship collides with the other ship due to a mistake on the part of the other ship
or mistake/negligence in management or operation on the part of the same ship,

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 then the cargo owner shall compensate the transporter an amount that is equivalent
to the amount that the other ship has to pay to the cargo owner but not more than
the amount recovered by the freight forwarder from the other ship.
Exceptions
Unless a special contract is made in this Charter Party, the ship owner shall not
bear any responsibility for damage that occurs due to any of the reasons stated
below.
a. Damage due to any action during operation or management excepting due to negligence
or mistake made by the ship owners side
b. Fire not caused intentionally or not due to the mistakes made by the ship owners
personnel
c. Collision, grounding
d. Risks and accidents at sea
e. Explosion, rupture of boiler, shaft breakage, other latent flaws in hull, equipment and
machinery
f. Force majeure, act of war, hostile act, seizure according to law, constraints due to
quarantine, strike, riot, civil war, capture or detention by the ruler or by the people
Also, regardless of whether the pilot boards the ship, the ship shall be free to sail, tow a
vessel in distress or head for its rescue, deviate from its route to rescue life or property, or
go to the nearest port regardless of whether the port is on its route or not, for replenishing
fuel.
War Risks
The Master of the ship is not obliged to sign the Bill of Lading of the destination
which is a blockaded port or a port considered to be dangerous or impossible to
enter, as determined by the Master or the ship owner.
Also, if the loading/discharging site specified in the Bill of Lading or in the Charter
Party is blockaded, or if the entry into port is determined to be impossible because
of war, hostile action, action similar to war, civil war, revolution, or entry into force
of an international law, then the ship is not required to enter the said port.
Also, if the ship is reassigned to ports or areas having the risk of war mentioned
above, the increase in expenses (crew expenses, etc.) and the increase in insurance
premium incurred as a result of the reassignment are to be borne by the charterer.
Sub-Let
The charterer can sub-let the ship provided that the rights and obligations of the
Charter Party remain unchanged.
Final Voyage

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If the date of payment of charterage is reached en route the final voyage to the
redelivery port, the charterer can subtract the advances made to the ship owner and
the fuel charges estimated at the time of redelivery from the charterage and then
make the payment.
When the ship continues the voyage at the completion of the charter period,
charterage and conditions similar to the Charter Party shall be used for the
extension period during which the ship makes the voyage to the redelivery port.
Lay-up
The charterer can lay-up the ship, and expenses that the ship owner saves as a
result, can be deducted from the charterage.
Loss of vessel
If the vessel is lost or cannot be traced, the payment of hire stops until the loss
(sometimes until the noon of the day of loss), or until the final news of the loss has
been received (sometimes the noon of the day the final news is received). The part
of the advance payment that is unused, is to be returned to the charterer.
Lien
The ship owner shall have a lien upon the cargoes and freights for the pecuniary
claims in the Charter Party. The charterer shall have a lien on the vessel for money
not earned and advances, and for claims for damages due to violation of the ship
owners contract.
Requisition
If the ship is requisitioned by the government (flag state), the ship will be Off-hire
but the requisition period shall be regarded as a part of the charter period.
If the ship is requisitioned, the typical standard format for Time Charter Party (STB
Time) may be used.
Space available to Charterers
Except for appropriate and adequate space reserved for the crew members, the
whole volume of the vessel, the decks and passenger facilities shall be at the
charterers disposal. The ship owner shall not exceed the weight of shipboard
stores beyond the stipulated weight. Provided that the safety of the ship is not
endangered, the charterer can remove stays, ladders, etc. The charterer is obliged to
restore the original status at the time of redelivery.
Advances
If the Master claims advance payments from the charterer as part of routine
expenses, the charterer shall pay the advances and claim handling charges
(generally 2.5%) from the ship owner.

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 Applicable Laws
Applicable laws related to the Charter Party and rights and obligations of both
concerned parties shall be stipulated.
Arbitration
Each of the concerned parties shall select one arbitrator, and each of these
arbitrators in turn shall select one person. The judgment conferred by two out of
three persons is generally considered as final judgment.
* If the arbitration site is London, then judicial precedents are given serious
consideration, the results can be predicted to a certain extent. For this site, most of
the precedents are generally from the standpoint of protection of the ship owner. If
the arbitration site is New York, then the results differ vastly depending on the
opinion of each arbitrator. Moreover, it should be noted carefully that in case of
New York, a dispute for which an arbitration ruling has already been made, cannot
be brought to court again.
In case of Japan, no arbitration law has been established, therefore, stipulating only
Tokyo as the arbitration site is inadequate. For instance, the clause in accordance
with the Japan Shipping Exchange, Inc. should be clearly stated.

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1.2 Voyage Charter Party

The standard formats of Voyage Charter Party include SHELL VOY5, EXXONMOBIL
VOY2000, ASBATANK VOY and ASBA II.
(1) Freight
The World Scale for freight is generally indicated. Today, payment is generally made upon
completion of discharging.

* World Scale is a nominal tanker freight scale in dollars per ton. The freight for voyage
charter of tanker is generally calculated by the formulae given below.

Freight [(1) + (2)] formula =

Contractual weight x Flat Rate ($) x World Scale (%) ...... (1)
Increment in weight x Flat Rate ($) x World Scale (%) x Overage Rate (%) (2)

Contractual weight: Weight of cargo in the contract (MT)

Increment in weight: Loaded weight (Gross MT stated in the Bill of Lading) contractual
weight
Flat RateRate specified by the World Scale Association depending on the sequence and
combination of ports of call. Every year, the association examines the port charges at each
port through shipping companies affiliated to the association and issues a list of rates
reflecting the bunkering costs, etc.
World Scale: This is a freight scale and is the only variable in formula (1). Accordingly, this
is the most important figure for freight negotiations of voyage charter of tankers. The scale
varies according to the market situation. If suitable ships are not available in adequate
number at the time of shipment of crude oil from the oil-producing countries, the shipping
companies are in an advantageous position and the World Scale increases. Conversely, if the
number of suitable ships is in excess, the charterer is in an advantageous position and the
World Scale decreases. Although there are no upper and lower limits, provided the
difference in supply and demand for VLCC is not extreme, the figures are generally of the
order of two digits, at times exceeding 100%.
Overage: Increased freight rate for weight of cargo loaded in excess of the contractual
weight.
Generally, this figure is fixed at % of the freight.

Example:
The contractual weight in 1999 was 250,000 MT. In 1. Ras Tanura and 2. Ras al Khafji,

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270,000 tons of crude oil was loaded and discharged at Chiba. For this example, the freight
becomes the sum of (1) and (2) as indicated below.
250,000 MT $10.73 WS XXX (1)
20,000 MT $10.73 WS XXX Overage XX% (2)

If we assume tentatively that no tankers of the size suitable for loading such cargo are
available at the site at that time, then the shipping company is in an advantageous position. If
WS65 and Overage 50% are taken, the freight becomes:
a.250,000 MT $10.73 WS65% = $1,743,625
b. 20,000 MT $10.73 WS65% Overage 50%= $69,745
c. Total=$1,813,370

Conversely, if many suitable ships are available at that time, the shipping company is at a
disadvantage. Taking WS35, the freight becomes:
a.250,000 MT $10.73 WS35% =$938,875
b. 20,000 MT $10.73 WS35% Overage 50%= $37,555
c. Total=$976,430

Freight market conditions

Taking the example of VLCC, the market situation may be evaluated as:

WS less than 50 ------ Depression

Between 50 and 60 --- Rather unsatisfactory
Between 60 and 70 --- Bullish
Between 70 and 75 --- Fair
Above 75 -------------- Good.

Naturally, since the tanker market is a mix of old and new ships, low-cost ships and
high-cost ships, for the same freight rate, if there are ships that make profit, there are also
ships that make loss. Considering the Tanker Group of our Company, which owns vessels of
high cost that are comparatively new, the figures given above are generally valid.
* For Consecutive Voyages (CVS), the freight scale during the charter period is generally
decided.

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(2) Voyage
The loading and discharging ports are stipulated and indicated below.
The loading ports: 1/2 SP(S) IN AG = One or two safe ports, Arabian Gulf
The discharging ports 1/2 SP(S) IN JPN = One or two safe ports, Japan
1/2 SP(S) SPORE JPN RANGE = One or two safe ports,
Singapore to Japan
(3) Cargo
Same as Time Charter Party except when the loadable quantity has been specified (a
difference of 5% or 10% is generally at the ship owners discretion = the so-called
tolerance).
(4) Total Laytime
This is the laytime allowed for the charterer. Excess hours are calculated as demurrage.
Generally, the laytime is taken as 72, 84 and 96 hours as stipulated in the World Scale, but
since the laytime is associated with freight, the contract for laytime and freight should be
concluded simultaneously.
(5) Demurrage rate
Stated clearly in accordance with World Scale requirements, but sometimes indicated as
amount per day also. Currently, the lower limit is about $30,000 for VLCC and about
$16,000 for AFRA. These figures may vary depending on the market situation. This is to
allow the ship owner to negotiate so as to guarantee the ships operation cost when it is
detained.
(6) Laydays/Canceling Date
If the ship has not reached the loading site by the canceling date or even if it has reached the
site by the canceling date but the N/R cannot be submitted, then the charterer can cancel the
contract without compensation provided the charterer is not responsible for the delay.
Generally, Laydays and Canceling Date are stipulated in hours.
(7) Warranty
During the charter period, the ships seaworthiness shall be guaranteed by the ship owner.
(8) Loading/Discharging Place
Similar to the Time Charter Party.
(9) Naming the Loading/Discharging Port
Before sailing from the discharging port in the previous voyage, or at the time of signing,
the Charter Party (if the ship has already sailed from the discharging port in the previous
voyage), the loading port or the destination (for example, Little Quoin Island) shall be
specified. Additional costs incurred due to a change in the loading/discharging port are to be

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borne by the charterer.
(10) Dead Freight
If the charterer cannot arrange the full cargo (including the ship owners part for the
stipulated loadable quantity), the charterer shall pay the same rate as the contractual freight
for the difference from the agreed loadable quantity. Generally, the contractual weight is
agreed upon in metric tons (MT). If the contractual weight cannot be loaded even if the tank
capacity is full, the agreed freight shall have to be paid similarly. For the part exceeding the
agreed-upon loadable quantity (Overage), 50% of the freight rate is usually charged.
For instance, if the contractual weight is 250,000 MT and the charterer was able to arrange
only for a cargo weight of 240,000 MT, or was able to load only 240,000 MT which was the
upper limit of the tank capacity, then the freight shall be paid for 250,000 MT, as stated in
the contract.

* In time charter parties, the term contractual weight does not exist, and naturally it is not
calculated. However, the contract requires best performance, and thus the maximum
loadable quantity during the voyage is demanded unless special instructions require
otherwise.

(11) Notice of Readiness

As soon as the ship enters port, the Notice of Readiness shall be tendered to the charterer or
the charterers agent. The start of laytime (start of count of demurrage) is mostly taken as 6
hours after N/R is tendered or after the ship is berthed, whichever is earlier.
(This is described in minute details in SHELL VOY.)
With regard to this clause, there is also the C/P form that stipulates that the waiting time
after N/R until berthing of the ship due to circumstances beyond the control of the charterer
(waiting for tide or sunrise, etc., rough weather is generally half-demurrage) shall not be
counted in Laytime.
The timing for tendering the N/R of the first loading port based on the Voyage Charter Party
is generally specified by the charterer (the ship owner is obliged to arrange for the ship to be
at the place and on the date required by the charterer). However, for the second loading port
and later, the N/R shall be tendered on arrival, unless special instructions have been given
otherwise. If this is not done, and if the ship is detained at the second loading port (if the
voyage is on schedule but the ship is detained, the responsibility lies with the charterer) and
the N/R is not tendered, then the laytime cannot be deemed to have started, the charterer
need not pay the ship owner the demurrage. This results in an extremely disadvantageous
contract for the ship owner. Accordingly, the charterer has to arrange the cargo for the

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second and later loading ports to prevent the circumstances mentioned above. In case of
CVS, the N/R is tendered on arrival in principle, but if problems in calculations arise,
sometimes N/R timings may be specified for different ports (due to demurrage calculations
of the purchase contract between charterer and supplier), and the demurrage may be
calculated from the arrival time using the Time Sheet forming part of a separate contract
(demurrage calculations of charter contract between charterer and ship owner).

(For 3 loading ports sometimes, the Cargo Stem of each loading port may be specified
considering V/O of the charterer. Cargo Stem is basically the date when the cargo is ready
on the charterers side. N/R is to be tendered at the arrival time irrespective of the Cargo
Stem. However, in special cases, the person in charge on the ship owners side may specify
the date when the Cargo Stem cannot be adhered to when sending the V/O to the ship.
When the date is not clear, it should be confirmed from the ship.)

* If the N/R is tendered before the date of the Laydays, and when the date is not adhered to,
it might lead to a problem in the purchase contract between charterer and supplier, and
moreover, lead to a loss of the ship owners trust. If the date is not adhered to, although the
ship owner may not suffer losses directly, the contract may be canceled. In such a case, the
ship owner will have to negotiate other contracts, resulting in further delays. The final result
is that the ship owner may incur non-operating losses equivalent to a sizable amount.
* In case of a Time Charter Party, problems arise in the purchase contract between charterer
and supplier, therefore, the timing for tendering the N/R (when the Cargo Stem is not
adhered to) needs to be confirmed from the charterer by the ship.

(12) Hours for Loading and Discharging

Laytime is stipulated as the time allowed for loading and discharging cargo. Delays due to
the ships side or delays due to prohibition of cargo handling at night by the ship owner or
the port authority, time required for shifting from anchorage to the berth, and time required
for ballasting cannot be considered in Laytime. Laytime shall be considered as completed
when the cargo hose is disconnected.
Note carefully that the range of start/end timings of Lay Time at the loading site (called
Lay Can) is also fixed. (This is indicated by date, which does not imply that the time is
00:00 hours. The time may even be 0600, 1200 or 1600 hours.)
* In a Voyage Charter Party, when the cargo work is completed at night time and the ship
sails after sunrise, if the cargo hose is disconnected immediately after the completion of
cargo work, the Lay Time will be treated as being completed, therefore the profitability will

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become worse.
However, not disconnecting the cargo hose immediately is also a safety problem. Although,
this matter is to be negotiated with the berth master, in most cases, the decision made by the
berth master has to be adhered to. Also, two to three hours of wait time for receipt of
documents after disconnecting the cargo hose are generally considered in the calculation of
Lay Time for normal C/P. In such cases, the Time Sheet should always be recorded so that
the number of hours can be considered in the Lay Time.
(13) Demurrage
This is the fixed damage amount that the charterer has promised to pay the ship owner for
violating the contract by not completing the loading/discharging of cargo within the
agreed-upon Lay Time. Calculation of demurrage shall be made for the number of hours the
stipulated Lay time has been exceeded. Generally, the demurrage for the detention time
caused by waiting for tides, strikes by workers or rough weather is taken as half the
demurrage.
(14) Pumping in and out
The cargo shall be loaded on the ship under the responsibility and expenses of the charterer,
and shall be discharged from the ship under the responsibility and expenses of the ship
owner.
(15) Cargo Hose/Sea Terminal
The cargo hoses for cargo handling shall be arranged for by the shore terminal. The
connection and disconnection work shall be performed by the ship owner or the charterer.
(16) Dues and Other Charges
Dues and other charges imposed by loading cargo shall be borne by the charterer, while
those imposed on the ship shall be borne by the ship owner.
(17) Cleaning
The ship owner shall ensure that the lines, pumps and cargo tanks are cleaned to the
satisfaction of the charterers inspector. Unless a mistake has been made on the ship owners
side, the ship owner shall not bear any responsibility whatsoever for mixing of two different
grades of cargo, contamination of cargo with impurities or degradation of properties of the
cargo.
(18) Heating
According to the charterers instructions, the cargo shall be heated to a maximum of
_____F. The C/P form exists that clearly states that the ship owner is responsible for any
delay occurring due to the violation of the charterers instructions.
* Always confirm that the specified heating temperature is suitable for the grade of cargo oil,
and discuss with the charterer if necessary.

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A high heating temperature may not always be good. If the temperature is too high, vapor
lock may occur because of evaporation. Past records shall be examined and information
acquired from the berth to overcome such problems.
(19) Bill of Lading
Clause Paramount
General Average
New Jason Clause
Both to Blame
Exceptions
War Risks
Sub-Let
Law
Arbitration
Lien
The contents for the above are the same as for Time Charter Party.
(20) Deviation Clause
The ship shall be free to deviate from its original route for replenishing fuel, or for rescue of
lives or property in case of a shipwreck or if person/s on board has to go on shore because
of sickness.
* Clean Sea
Discharge of oil overboard is prohibited. The maximum amount of water shall be
discharged from slop by tank cleaning, and collected in one slop tank. The quantity of slop
shall be less than 1% of the DWT of the ship.

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 1.3 Differences between Voyage Charter Party and Time Charter Party

Voyage Charter Party Time Charter Party

Route Loading/discharging port or its Within the route covered by insurance.
range stipulated in detail However, Communist Bloc nations are
excluded.
Loading weight Contractual loading weight Only the total weight of DWT and
stores of the ship stated. Details of
loading weight are not stated.
Charterage Freight per MT of cargo; generally Rate of hire per DWT per month, or
WORLD SCALE is adopted. charterage per day
Charter period Contractual period indicated in detail.
Laytime Contractual total laytime stipulated.
Demurrage Demurrage per day stipulated
Expense Categorized as expenses for loading Categorized as operational expenses
allocation cargo and expenses for ship and and ship expenses
crew
Off-hire Temporary halt in charterage payments
depending on the cause
Dry-docking Dry-docking interval stipulated and
maintenance made obligatory
Guaranteed Although no stipulations made, Speed and fuel consumption to be
speed and fuel quick dispatch required guaranteed by ship owner
consumption
Salvage Ship owner to settle both expenses Split between charterer and ship owner
and profits

1.4 Accounting work

1.4.1 Time Charter Party

(1) Charterage: In principle, the charterage decided in the contract is to be paid in advance
in month units.
(2) Off-hire: When the ship is off-hire, the charterage for the off-hire period and the charges
for fuel consumption and boiler water consumption in that period shall be repaid to the
charterer by the ship owner.
(3) Ship performance: Periodically estimate the difference in the guaranteed and actual
speed and fuel consumption of the ship.
(4) Handing over/redelivery of the ship: Estimate the inventory on board the ship of fuel at
the start and completion of charter.

1.4.2 Voyage Charter Party

(1) Freight: The ship owner shall pay the charterer freight equivalent to the weight of cargo
oil carried on the voyage at the time of completion of loading or discharging of cargo.

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 (2) Dead Freight: If dead freight arises because of the inability of the charterer to supply the
full cargo, then the charterer shall pay freight equivalent to the dead freight to the ship
owner.
(3) Demurrage: If the cargo work is not completed within the Total Laytime, then
demurrage equivalent to the excess hours incurred shall be paid by the charterer to the ship
owner.
(4) Dispatch Money: If the cargo work is completed within the Total Laytime, then the ship
owner shall pay the charterer Dispatch Money equivalent to the reduction in the number of
hours. Except in special cases, Dispatch Money is not stipulated in tanker contracts.

1.5.1 Format of contract

RECAP: Essence of contract - shows the principal particulars (charterage, Lay/Can, loading
/discharging ports, etc.) of the contract. This is generally a Telex/Fax consisting of two to
three pages.
Proper C/P: Regular contract. Generally, RECAP stipulates the form to be used.
Charterers Clause: Most charterers have their own proprietary contract clauses. In such
cases, the relevant clauses are added to the regular CP, which includes the basic clauses.

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2. Actual Operations

2.1 Loading site port

2.1.1 Difference in loading weight at loading site port

Protest Letter shall be issued in accordance with the Voyage Order if a difference arises in the
B/L loading figure and the Ships figure. Comparison and calculation methods include the
method of using the actual volume (Standard) for comparison of the B/L figure and the
Ships figure and the method of using V.E.F. (Vessel Experience Factors). The Voyage Order
or the charterers instructions shall be followed.
* If the B/L figure is divided into Gross Volume and Net Volume, the Protest shall be made
for the Gross Volume after comparing the Net Volume of the Ships figure. Simultaneously,
Protest shall be made if water is found in the cargo. In Time Charter Party, the response to the
above shall be made according to the instructions of the charterer.

2.1.2 Differences in the contents of B/L and the Voyage Order

The contents in the B/L include the B/L date / Consignee, etc., in addition to the grade and
volume of oil.
If difference exists in the contents of the B/L and Voyage Order for each lot, the Master shall
contact the person in charge of operation and confirm the contents before affixing the
signature. Care should be taken because even a small mistake may often develop to a major
problem. It should also be noted that recovery of a B/L that has already been issued is
extremely difficult. When the contents of the B/L are acquired, the points below shall be
checked and signature affixed if there is no EDP. If there is EDP, then the agent may be
authorized to give the signature.

Checking Procedure
(1) Confirm that there is no difference from the Voyage Order.
Gross loading volume (B/L figure) shall be within the tolerance specified by
charterer.
There shall be no mistake in the ships name and the Masters name.
The B/L date shall be the same as the loading completion date.
If several B/Ls exist for the same cargo, each B/L figure shall be within the
tolerance specified by the charterer.
The Shipper/Consignee shall be as specified by the charterer.
(2) If instructions for changing the Voyage Order have been received beforehand from the
charterer, confirm that the contents of the B/L are the same as the changed contents of the

(Document)7- 16
2002/10 (Ver.1)
 new Voyage Order.
* If loading information different from the Voyage Order is acquired from the Loading
Master or Pilot at the loading port, the information should be confirmed with the person in
charge of operation, as necessary.
(3) In the event of differences in the contents of the B/L, the person in charge of operation
shall be notified the differences and instructions received from him.

* Difference in the meaning of GROSS and NET on the ship and on the B/L
On board the ship, Gross BBL (barrels) refers to the volume as observed at the
temperature/API of the cargo at that time, while Net BBL refers to the volume after
conversion to 60F. On the B/L however (purchase contract on shore), Gross BBL refers to
the volume including impurities (water) converted to 60F, whereas Net BBL refers to the
volume equivalent to the Gross BBL minus the impurities (water).

2.1.3. Slow Loading

The maximum loading rate of the ship shall be passed on as terminal request by the ship.
However, if the pump (or gravity) loading rate of the terminal is abnormally low (sometimes
the pumps may be operating for loading in parallel with another ship, thereby resulting in a
low loading rate), and if there is a delay in the cargo handling time, it should be reported in
the Protest Letter.

2.1.4 Mixing of water in cargo

If water is found at the time of the measurement of free water in cargo after cargo loading, it
should be reported in the Protest Letter.

2.1.5 Occurrence of dead freight

If the cargo API or temperature is different from the anticipated value, and if dead freight or
loss in loading weight is anticipated to occur, the person in charge of operation shall be
notified immediately. If the above is anticipated at the planning stage itself, naturally a
remark to that effect should be made in the plan.

2.1.6 Difference between the loading volume in the Voyage Order and the Nomination volume
If there is a difference between the cargo volume/tolerance in the Voyage Order and the
Nomination volume/tolerance at the loading port (including Telex before the ship enters port),
the person in charge of operation shall be notified immediately. Two cases may be anticipated
loading in excess of anticipated volume (Example ORDER: MAX/-5%; loading site: 5%)

(Document)7- 17
2002/10 (Ver.1)
 and only loading lower than the anticipated volume (Example ORDER: 5%; loading site:
MAX/-5%). The ship shall not make a judgment unconditionally, but shall offer the
information to the charterer and await judgment. (Considering ship assignment/continuation
of purchase)

2.1.7 Outside the cargo tolerance range

If the B/L volume is judged to be outside the range of cargo tolerance specified in the Voyage
Order, the person in charge of operation shall be notified immediately. (If EDP is adopted,
the volume will be notified by Telex after the ship sails, therefore the check shall be made
immediately.) Moreover, if the possibility of falling outside the tolerance range is anticipated
at the planning stage, then cargo loading shall be planned ensuring that the volume always
falls within the range of tolerance even if a slight loss occurs or that the loss is minimized
even if the volume is over the range of tolerance. This check shall be made by the person in
charge of operation.
In principle, volume within the range of tolerance shall be strictly adhered to.
* Example of expressing tolerance and description
< When the standard volume is 500,000 BBLS >
+5% / MIN. 525,000 500,000BBLS
MAX. / -5% 500,000 475,000BBLS
+ / -5% 525,000 475,000BBLS
EXACT 500,000BBLS
(ABOUT: Generally considered as 5%)

2.1.8 E.D.P.
* Operation:
Provided that the laytime is not specially decided, the laytime is assumed to be completed
when the cargo handling hose is disconnected. Therefore, EDP is used as far as possible at
ports where it can be used for enhancing profitability. Later, the agent shall notify the volume
on the shore side. The B/L shall be checked to confirm that all shippers and consignees are
the same as those on the Voyage Order, and the volume assigned to each B/L lies within the
tolerance of the volume in the Voyage Order. Subsequently, the agent shall be authorized to
give the signature. Normal formalities shall be completed by Telex with a copy being sent to
the operator also. If differences exist in the contents of the B/L and the Voyage Order, the
authorization to sign shall not be given and the person in charge of operation shall always be
made to perform the check.

(Document)7- 18
2002/10 (Ver.1)
 * Blank B/L
In many of the ports in UAE, the Master is required to sign a blank B/L when using the EDP.
In recent years, the trend is to make it clear in the Charter Party that the ship owner is exempt
from damages that could occur from signing a blank B/L. However, for ships on long-term
contracts, it has been observed that the charterer often refuses to take a risk again over the
long term. However, in practice, it is difficult to refuse to sign a blank B/L during operations
and yet remain within the port. Therefore, even if the exemption of the ship owner is not
clearly stated in the Charter Party, the signature on a blank B/L by the Master is unavoidable.
If signature on a blank B/L is demanded in spite of there being no requirement in the Charter
Party, the person in charge of operation shall be consulted.
* Particular care is required during SPOT voyage charter or when ship is sub-let.

2.1.9 Dry Certificate

To certify that all cargo tanks and pipelines are dry, the person in charge on shore or the
surveyor shall be requested to perform the dry check. The Dry Certificate shall be prepared
and the signature of the relevant person shall be taken on the certificate. In most cases, the
relevant person may not sign on the certificate. In such cases, a remark that the signature has
not been given shall be made on the certificate.
* In principle, persons other than Surveyor do not sign at the loading site. Moreover, the
Surveyor also generally replaces the Dry Certificate with Empty Certificate and signs it.

2.1.10 Permission for commingled cargo

At Ras Tanura and some other ports, an agreement with the consignee is necessary for
loading commingled cargo. Accordingly, the person in charge of operation shall be notified to
commingle the cargo beforehand.

2.1.11 Arrival information

INMARSAT A or B with Answer-Back capability shall be used to notify the loading site the
Pre-Arrival Information or ETA before the arrival. Copies of the important communications
such as standard messages shall be sent to the agent so that the receipt of communications by
the shipper can be confirmed by the agent. This is to ensure that the supplier at the loading
port is not made to lie and state that communications about the arrival have not been received
from the ship for avoiding payment of demurrage for non-arrangements of cargo or port
congestion.

(Document)7- 19
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2.2 Discharging Site Port

2.2.1. Slow Discharging

Restrictions on discharging time (although the contents may differ depending on the form in
the C/P, the discharging time, exemption in time for COW and exemption in time for
stripping) are usually set in the Pumping Clause of the Charter Party. The manifold pressure
(generally 100 psi) is also set.
If the cargo handling operation cannot be completed by the specified time in spite of the
adequate pump capacity on the ship because of rate restrictions of the terminal or back
pressure, then a Protest Letter shall be issued to prove that the responsibility does not lie with
the ship. To endorse the above, the Pumping Record shall be prepared and signature of the
person in charge of the terminal shall be taken on the record. (If the equipment on the ship
cannot be used to their full capacity because of rate restrictions of the terminal or back
pressure, then a statement to that effect should always be noted in the Remarks column.)

* Precautions
(1) Manifold pressure shall satisfy the berth requirements.
Generally, measurement and recording is performed once every hour, but considerations
shall be given to measurement after pressure adjustment. If the required manifold pressure
cannot be satisfied because of instructions from the shore, then a statement to this effect
shall be noted in the Remarks column.
(2) Any suspension of cargo handling (berthing/unberthing of another ship or changeover of
cargo/shore tank) operation as required by the shore shall be noted in the Remarks column.
(3) Frequency of COW and stripping start time shall also be noted in the Remarks
column.
(4) It should be noted that suspension of cargo handling operation under the responsibility
of the ship in case of Time Charter will basically be Off-hire. If no safety problems exist,
cargo handling should be continued in principle, even if the loading rate is low.
It should be noted that for Voyage Charter also, when the cargo handling operation is
suspended and when the rate is low, the evaluation by the terminal side varies considerably.
* When a long-term contract ship has discharged cargo at the charterers own terminal,
Protest Letter is generally not issued for the sake of convenience. Claims in discharging
performance are handled with the Pumping Record.
If the ship on SPOT Charter or long-term contract has been sub-let, the implementation of
protest and the preparation of Pumping Record need to be made by both sides because these
items shall always be considered during the settlement.

(Document)7- 20
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2.2.2 Dry Certificate
To certify that all cargo tanks and pipelines are dry, the person in charge on shore or the
surveyor shall be requested to perform the dry check. The Dry Certificate shall be prepared
and the signature of the relevant person shall be taken on the certificate. If the certificate is
not signed, a statement to that effect should be noted in the Remarks column. If a very small
quantity of remaining oil is found during the dry check after the final stripping, that amount
of remaining oil may sometimes be noted in the Remarks column of the ships Dry
Certificate. A note to the effect that this oil could not be discharged shall be made and a
remark such as Un-pumpable shall be entered. Sometimes the protest regarding the
remaining oil quantity may be made to the ship by the terminal (consignee/charterer) with a
claim for settlement. Thus, a separate statement shall be prepared to the effect that the
remainder in the tank is un-pumpable sludge, and the signature of the person in charge at
the shore shall be taken on the document.
* Dry Certificate is issued to T/C ships in EXXONMOBIL, but ROB Report is issued instead
of Dry Certificate to SPOT ships. If the ship is chartered for a long period by another
charterer, and EXXONMOBIL enters by Sub-Let, then the problems mentioned below may
occur. Thus, care shall be taken to gain the understanding of the charterer beforehand.
(1) Signature cannot be given on the Dry Certificate to the charterer when demanded.
(2) If ROB occurs from EXXONMOBIL to the Berth Master of the EXXONMOBIL
terminal, then it may not be possible to write Un-pumpable as instructions for prohibiting
the writing of Un-pumpable would have been issued beforehand.

2.2.3 Shore line flushing work

Shore line flushing may sometimes be required after completion of discharging work in the
Charter Party. Before the agreement, the following procedure shall be adopted as part of the
sales response:
(1) Deletion of the shore line flushing clause --> Flushing of the GS Line --> Shore line
flushing using the cargo system pump (FM Ballast Tank --> FM Sea Chest: However, only
after discharging the entire volume). All possible efforts shall be made to delete this clause
from the contract, but sometimes it may not be possible to delete it especially when
considering the overall effects including profitability and safety of the ship. In such a case,
after considering the safety of work, negotiations may be made on using the GS Line, but if
a connection cannot be made between the GS line and the shoreside hose or the Chiksan
hose, or if the flushing volume or rate is large, then the use of the cargo system pump for
performing this work may be unavoidable. To cope with such problems, the work procedure,
shore line flushing volume and rate, etc., shall be confirmed before entering the port. Protest

(Document)7- 21
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 shall be made related to the responsibility of shore line flushing work after entering port.
(Refer to the example of the Protest Letter given later.)
If shore line flushing is to be performed from the ballast tank, the fitting of a spill piece may
be demanded during the discharging work for shortening the work time at the terminal. This
procedure however, is not approved according to NK classification rules. This point shall be
explained and the demand for the fitting of the spill piece shall be not be complied with.

2.2.4 Discharging Certificate

In ports like Qatar, the submission of Discharging Certificate for cargo is obligatory.
Sometimes this form is retained on board together with the cargo loading documents at the
loading site and the loading operation is performed. In such cases, the signature of the
consignee and its return should be requested at the discharging site, in accordance with the
charterers instructions at the discharging site. Generally, the above-mentioned request is
made by the agent at the discharging site, but sometimes the ship may directly instruct the
charterer to dispatch the same.

(Document)7- 22
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2.3 Bunkering site

2.3.1 Stand-by due to delay of Bunker Barge

If it is evident that the Bunker Barge will be delayed (by more than two hours), the person in
charge of operation shall be notified that this delay will affect the ETA of the
loading/discharging port. It should be borne in mind that pressure can be applied from the
shore side too. If the arrival of the barge is delayed, Protest shall be made. If delay in the
arrival of the barge is evident, and if the question on whether to wait for the barge or cancel
the operation is received from the barge or the local supplier, and if the answer given is
Wait for the barge, then the following statement shall be inserted to simplify the processing
of claims at a later stage: However, Owners reserve their right to claim any loss of time or
any damage incurred from the delay of the barge.
* If only Wait for barge is notified, then such a statement might be interpreted to mean that
the expenses for the wait will be borne by the ship.

2.3.2. Short Bunker

Problems such as deficiencies in the volume of fuel oil received by the ship during
bunkering often arise. It is advisable to continue loading without affecting the ships
schedule, but it this is not possible, the measures below shall be adopted and reported to the
fuel team promptly. (The key point here is to document all actions and record them.)

(1) The volume of fuel oil received shall be entered as remark on the Bunker Delivery
Receipt (BDR).
(2) If (1) above is not possible, a Protest Letter indicating the volume of fuel oil received
by the ship and the barge replenishing volume shall be prepared and signed by both the
ship and the barge.
(3) If the personnel on the barge refuse to sign the Protest Letter, then the statement
Refuse to Sign shall be acquired on the Protest Letter from the barge personnel.
(4) If (3) is also not possible, a statement shall be prepared to the effect that the barge
personnel have refused to give the signature.
(* The above procedure is to be adopted for V/C ships; for T/C ships, the charterers
instructions are to be adhered to.)

2.3.3. Over Bunkering

Over Bunkering may sometimes occur in case of Line Bunkers from the shore because of the
carelessness of workers. During the meetings before the start of bunkering, discussions shall
be held bearing in mind the responsibility required in the STOP ORDER and the bunkering
volume. For instance, even if the Stop Order is Shore, measures shall be adopted to prevent
mistakes by predicting the expected ullage and performing checks. It should also be noted
carefully that Over Bunkering is associated with the cargo loading volume.

(Document)7- 23
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2.4 Underway

2.4.1. Speed Claim

When performance calculation exists in the Time Charter Party, the OG Speed needs to be
calculated.
(Check the C/P for details of calculation area. For instance, the area exempted is:
Singapore/Malacca Straits). The ship shall navigate at full power unless special orders have
been given otherwise, and it shall stop if time permits. Such a performance is demanded of
the ship. Exemptions are also set depending on the weather conditions. The fine divisions of
NORMAL/ROUGH for entering the AB LOG are also important. Even if performance
calculations are not required, the ships main particulars are generally entered in the C/P. If
the performance as clearly stated in the main particulars is not obtained, claims may be made.
Therefore, it is important to note the performance carefully, and report to the ship owner, if
necessary.

2.4.2 Transportation Loss

Some charter parties may include the calculation clause for transportation loss. One such
example is If the cargo loss during transportation exceeds 0.5% of the gross cargo volume,
then the crude oil cost of the excess shall be subtracted from the freight. In such cases, more
importance shall be given to implementing deck water spraying (for reducing vapor loss)
during voyage, or implementing adequate stripping at the discharging site than during normal
voyages.
Transportation loss shall include all of the following: (1) Loading loss (mainly the difference
between B/L figure and ships figure; measure: PROTEST), (2) Transportation loss (mainly
the vapour loss during voyage; measure: spray water on deck), and (3) discharging loss
(mainly the vapour loss during COW or ROB due to discharging; measure: promote
stripping). In other words, it is the difference between the B/L figure at the loading port and
the volume received at the discharging port.

(Document)7- 24
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 2.4.3 Measures against deviation
In Time Charter Party, if the ship deviates from its route under instructions from the ship
owner, then the calculation method for the deviation shall be negotiated between the
charterer and the ship owner. The basic method is as given below.

A. Original route B

Change in route

C
A: Point at which deviation started
B: Point at which ship rejoined original route
C: Destination of deviated route

Loss in time = Actual required time (A-C-B) distance (A-B) / Estimated Speed (A B)
Fuel loss = Actual fuel consumption Fuel consumption estimated in the above formula

The two kinds of losses mentioned above need to be calculated.

A statement shall be prepared that includes the calculation of the losses mentioned above by
the calculation method specified by the operator.

(Document)7- 25
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3. Examples of Protest Letter
3.1 When the manifold pressure is not satisfied

Voy. No.:
Date :
Port :
Messrs.

Dear sirs,

NOTE OF PROTEST
(Re : Pumping Restriction)

On behalf of the Owners and Charterers, I, Master of , hereby Note Protest

concerning pumping restrictions encountered by my vessel at your discharging
facility.

Vessel pumping capability/pressure

Shore receiving capability/pressure
Remarks :

On behalf of my principals I hold you responsible for all costs and delays
attributable to the restrictions stated above. I reserve the rights of my principals to
extend this Protest as may be required.

Yours faithfully,

_______________________
Master of M.T.

Terminal Representative

(Document)7- 26
2002/10 (Ver.1)
 3.2 When the cargo handling time is prolonged due to low discharging rate

Voy. No.:
Date :
Port :
Messrs.

Dear sirs,

NOTE OF PROTEST
(Re : Discharging Rate)

This is to put on record that my vessel has 4 x 16 manifold connections available for
discharging with 3 cargo oil pumps, each rated KL/hr at a head of m.

The terminal provided the vessel with only 1 x 16 manifold connection, and the vessel
was restricted to the use of only one manifold, cargo pump and cargo line due to
grades of Crude oil being carried, resulting in excessive time being used for the
discharge of about KL of Crude Oil. The average discharge rate achieved was only
KL/hr.

In view of the excessive time used, on behalf of the Owners and Charterers, I, Master
of
, wish to lodge protest and hold you responsible for all costs and consequences arising
thereof and also reserve their rights to extend the protest at a later date if deemed
necessary under the terms and conditions of the governing charter party.

Yours faithfully,

Master of M.T.

Terminal Representative

(Document)7- 27
2002/10 (Ver.1)
 3.3 When water is mixed in the cargo during loading

Voy. No.:
Date :
Port :
Messrs.

Dear sirs,

NOTE OF PROTEST
(Re : The Water Contents)

I, Master of , hereby inform you that, upon completion of loading of the cargo of,
Crude Oil , vessel unable to check water contents in the cargo, due to insufficient
time for settling.

In view of the eventual findings of water contents in the cargo loaded, on behalf of
the Owners and Charterers, I wish to lodge protest and hold you responsible for all
costs and consequences arising thereof and also reserve their rights to extend the
protest at a later date if deemed necessary under the terms and conditions of the
governing charter party.

Yours faithfully,

Master of M.T.

Terminal Representative

(Document)7- 28
2002/10 (Ver.1)
 3.4 When delay has occurred before the discharge

Voy. No.:
Date :
Port :
Messrs.

Dear sirs,
NOTE OF PROTEST
(Re : Delay Before Discharge)

I, the undersigned Master of , hereby Note Protest concerning delay before

commencement of discharging operation due to awaiting terminal readiness.

The tank survey was completed at 1230hrs on the 15th of February 1999, but
discharge operation was commenced at 1510 15thFebruary 1999 due to awaiting
terminal readiness. In this respect my vessel suffered a delay.

On behalf of the Owners and Charterers, I hereby reserve their rights in any future
litigation that they may deem necessary in respect of this matter.

Yours faithfully,

Master of M.T.

Terminal Representative

(Document)7- 29
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 3.5 When the volume of cargo loaded was short

Voy. No.:
Date :
Port :
Messrs.

Dear sirs,

LETTER OF PROTEST
(Re : Cargo Discrepancy)

This is to inform you that upon completion of loading

CRUDE OIL at the port of on,
the discrepancy of the cargo quantity was found between the Bill of Lading and
ships measurement.
Each figure was listed bellow,

B/L Figure BBLS(AT 60F) M/TL/T

Ships Figure BBLS(AT 60F) M/TL/T

Difference BBLS(AT 60F) M/TL/T

Therefore, on behalf of the Owners and Charterers, I, the Master of M/V

wish to lodge this protest on the difference of the above figures, and reserve the
right to take all such further action as may be considered necessary to protect the
interests of those concerned parties.

Yours faithfully,

_____________________
Master of M.T.

Terminal Representative

(Document)7- 30
2002/10 (Ver.1)
 3.6 When delay occurred because of slow loading

Voy. No.:
Date :
Port :
Messrs.

Dear sirs,

NOTE OF PROTEST
(Re : Slow Loading Rate)

On behalf of the Owners and Charterers, I, Master of _________hereby Note Protest

against the slow loading rate at this terminal.

Although ship requested loading rate was BBLS per hour, the terminal noticed
that the maximum loading rate available is BBLS per hour due to shore side
reason.

I hold you fully responsible for any delay may occur by the reason of this slow
loading rate.

Yours faithfully,

Master of M.T.

Terminal Representative

(Document)7- 31
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 3.7 When flushing of the sea bed pipeline was demanded

Voy. No.:
Date :
Port :
Messrs.

Dear sirs,

NOTE OF PROTEST
(Re : Water Flushing)

On behalf of the Owners and Charterers, I, Master of ,hereby Note Protest

concerning the following operation required by your terminal.
Vessel was requested by your terminal to carry out water flushing through the
SBM hoses after completed discharge. This is considered not a normal tanker
discharge operation and this operation is carried out at your terminals request.
On behalf of my Principals I hold you responsible for all costs and delays
attributable to the restrictions / conditions stated above. Also Vessel, Master and
Owner of the vessel shall not be responsible for any oil pollution and / or cargo /
lines contamination caused by the above mentioned operation. I reserve the rights
of my Principals to extend this Protest as may be required.

Yours faithfully,

Master of M.T.

Terminal Representative

(Document)7- 32
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 3.8 Example of statement in case of deviation

Voy. No.:
Date :
Port :
To Whom it may concern,

STATEMENT OF FACT
(Re : Deviation)

On the XX -bound voyage, the vessel left for

At , drawing meters fore and meters aft. with
M/T of Crude Oil in bulk.
En route to , at the vessel has deviated from original route
because of .
The vessel returned to original route at .

Detail of deviation

A : Commencement of deviation, time, date / position / R.O.B.

Time, Date :
Position:
R.O.B. :F.O. MT, D.O. MT

B : Return to original route, time, date / position / R.O.B.

Time, Date :
Position:
R.O.B. :F.O. MT, D.O. MT

C : Way point, time, date / position / R.O.B.

Time, Date :
Position:
R.O.B. :F.O. MT, D.O. MT

D : Estimated original passing time, date / position / R.O.B. before deviation

(Document)7- 33
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Time, Date :
Position:
R.O.B. :

E : Based data
Distance A to B : miles
Distance A to C : miles
Distance C to B : miles
Estimated speed A to B : knots
Estimated consumption : F.O. MT, D.O.MT

F : Excess running distance : miles

G : Excess running hours: hours

H : Excess consumption : F.O. MT, D.O. MT

I hereby certify that the above statement is true and correct.

Yours faithfully,

__________________________
Master of M.T.

(Document)7- 34
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4. Glossary

SHIPPING ABBREVIATIONS

(A)
a.a. Always afloat, Always Accessible
a.a.r. Against all risks
A.B. Able-Bodied seaman, American Bureau of Shipping
ABS absolutely
abt. About
abv. Above
a/c Account, Altered course
A.C. Account Current
Acc. Accepted, Acceptance
A/d After date
ADCOM Address Commission
Add. Additional, Addressed
Ad.val. Ad valorem
ADV Advise
A.F. Advanced Freight
AFRA Average Freight Rate Assessments
AFSPS Arrival First Sea Pilot Station
AG Arabian Gulf
Agt. Agent, Against
AGTS Agents
AGW All Going Well
A/H Antwerp-Hamburg
AHPS Arrival Harbor Pilot Station
ALT Alternatively/Alteration
ALTHOU Although
AMSULPH Ammonium Sulphate (Sulfate)
ANSI American National Standard Institute
AOB As On Board
AOH After Office Hours
A/P Additional Premium
API American Petroleum Institute
APPROX Approximate

(Document)7- 35
2002/10 (Ver.1)
APS Arrival Pilot Station
ARPA Automatic Radar Plotting Aid
ARA Amsterdam/Rotterdam/Antwerp
A.R. All Risks
ARPA Automatic Radar Plotting Aid
A/S After Sight, Alongside
ASA American Standard Association
ASAP As Soon As Possible
ASBA American Ship Brokers Association
ASEAN the Association of South East Asian Nations
ASTM American Society for Testing and Materials
ATDN Anytime Day or Night
ATDNSHINC Any Time Day And Night Sunday Holiday Including
ATTN Attention
ATUTC Actual Time Used To Count
AUST Australia
Av. Average
A.V. Ad Valorem
AVLBL Available
AWTG Awaiting

(B)
B Bale cubic feet
B39 BALTIME 39
BAF Bunker Adjustment Factor
BA Sets Breathing Apparatus Sets
BB Bill Book, Below Bridges, Ballast Bonus
BBB Before Breaking Bulk
B.B.Clause Both to Blame Collision Clause
B/C Bareboat Charter
BC Bulk Carrier
B.C. British Colombia
BC Code Code of Safe Practice for Solid Bulk Cargoes
BCH Code Code for the Construction and Equipment of Ships
Carrying Dangerous Chemicals in Bulk
B/D Barrels per Day

(Document)7- 36
2002/10 (Ver.1)
BE Both Ends
BENDS Both Ends
BGD Bagged
BIMCO The Baltic and International Maritime Conference
BIZ Business
BL Bale
B/L Bill of Lading
BLG IMO Committee
BLK Bulk
BLT Built
BM Beam
B.O. Buyers Option, Branch Office
BOD Bunkers On Delivery
B.P.R. Bank Post Bill
BR British
Brl. Barrel
B.S. Balance Sheet
B/S Bill of Sale, Bill of Store
B/St. Bill of Sight
BTERMS Berth Terms
B.T.U. British Thermal Unit
BV Bureau Veritas

(C)
c.a. Current account
CABA Compressor Compressor for Cylinder Air of Breathing Apparatus
CAF Currency Adjustment Factor
C/AGTS Charterers Agents
CAP Condition Assessment Programme
CARIBS Caribbean Sea
CASA Casablanca
C/B Charter Base
CBM Conventional Buoy Moorings, Cubic Meter
CBT Dedicated Clean Ballast Tank
C.C. Civil Commotions, Continuation Clause

(Document)7- 37
2002/10 (Ver.1)
C.& D. Collected and Delivered
CDPP Clean / Dirty Petroleum Product
CEFIC European Chemical Industry Council
c.f. Carried forward, Cubic feet
C+F Cost and Freight
C.f.o. Coast for orders, Channel for orders
CFR Code of Federal Regulations
CFT Cubic Feet
C.G.A. Cargos proportion of General Average
CGO Cargo
CHABE Charterers agents both ends
CHOPT Charterers Option
CHTRS Charterers
C.I. Consular Invoice
C.I.E. Captains Imperfect Entry
CIF Cost insurance and freight
c.i.f.& e. Coast, Insurance, Freight and Exchange
Ck. Cask
c/l Craft Loss
CLC International Convention on Civil Liability for Oil Pollution
Damage
Cld. Cleared
CLS Clause/Clauses
C/N Cover Note, Credit Note, Consignment Note
CNCLG Canceling
CP Charter Party
C/O Case Oil, Certificate of Origin, Cash Order
COA Contract of Affreightment
C.O.D. Cash On Delivery
COFR Certificate Of Financial Responsibility
COGSA Carriage of Goods by Sea Act.
COLREGS Convention Of International Regulations for Preventing
Collisions at Sea
COM/CWM Coal Oil / Water Mixture
COMM Commission
COMSAR IMO Committee

(Document)7- 38
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CONFI Confidential
CONS Consumption
Cont. Continent of Europe
COP Custom of Port
C/OPT Charterers Option
COU Condition Of Use
COW Crude Oil Washing
CP Contingency Plan
C/P Charter Party, Custom of Port
C.P.D. Charterers Pay Dues
CPP Clean Petroleum Products, Controllable Pitch Propeller
CPS Corrosion Protection System
C.P.S.C. Certificate of Proficiency in Survival Craft
CQD Customary Quick Dispatch
C.R. Current Rate, Carriers Risk
CR Cranes
C/R Charterers
CRISTAL Contract Regarding an Interim Supplement to Tanker
Liability for Oil Pollution
c.t.l.o. Constructive Total Loss Only
CTS Central Terminal System
CUD Could
CVC Consecutive Voyage Charter
CVS Consecutive Voyages
C.W. Commercial Weight

(D)
D/A Discharge Afloat, Days after Acceptance, Documents
against Acceptance, Deposit Account
DAP Days all purposes
D.B. Double Bottom/s/ed, Deals and Battens, Donkey Boiler
D.B.B. Deals, Battens and Boards
Dbk. Draw back
DBT Double Bottom Tank
D/C Deviation Clause, Direct Continuation
DD Dry Dock

(Document)7- 39
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D.D. Damage Done
D/D Days after Date, Demand Draft, Delivered at Dock
d.d. Delivered
DD Crude Direct Deal Crude
DE IMO Committee
DEF Definite/Definitely
DEL Delivery
DELY Delivery
DEM Demurrage
DES Dispatch
DES., DEM Dispatch money, Demurrage
DETS Details
d.f. Dead freight
DFRT Dead Freight
DFT Draft
D-GPS Differential GPS
DHD Demurrage Half Dispatch
DIN Deutsche (Industrie) Normen
DIO(DIOT) Daily Including Overtime
DIR Direction
DISBS Disbursements
DISCH Discharge
DISCR Discretion
Disponent KANRISENSHU(Time Chartered Owners is better than
Disponent Owners)
DISPT Discharging Port
d.l.o. Dispatch loading only
DLOSP Dropping Last Outward Sea Pilot
DLY Daily
D/N Debit Note
DOC Document of Compliance
D/O Delivery Order, Diesel Oil
DOHP Dropping Outward Harbor Pilot
DOLSP Dropping Outward Last Sea Pilot
DOP Dropping Outward Pilot
D/P Document against Payment

(Document)7- 40
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DPP Dirty Petroleum Products
D/R Deposit Receipt
D.R. Dead Reckoning
D/S Days after Sight
DSC IMO Committee, Digital Selective Call
DT Deadweight Tonnage
D.T. Deep Tank
DTD Dated
DUR Duration
DWAT Deadweight All Told i.e. max weight vsl can load incl bulkers,
stores + fresh water
D.W./d.w. Deadweight, Dock Warrant
dwc. Deadweight capacity
DWCC Deadweight Cargo Capacity
DWT Deadweight Tonnage

(E)
EC East Coast
ECDIS Electronic Chart Display and Information System
EDP Early Departure Procedure
E.E. Errors Excepted
e.g. Ejusdem generis (of the same kind)
EGC Enhanced Group Call
EIU Even If Used to load/discharge
EM Effective Mooring
E.& O.E. Errors and Omissions Excepted
e.o.h.p. Except otherwise herein provided
E.P. Estimated Position
EPIRB Emergency Position Indicating Radio Beacon
est. Estimated
E.T.A. Estimated Time of Arrival
ETA Emergency Towing Arrangements
E.T.B. Estimated Time of Berthing
E.T.C. Estimated Time of Completion
E.T.D. Estimated Time of Departure
E.T.R. Estimated Time of Readiness

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E.T.S. Estimated Time of Sailing
EUR Europe
Ex. Excluding, Out of, Without, Examined, Exchange, Executed
EXC Except
EXCL Excluding
Exd. Examined
EXP Expect

(F)
f.a. Free alongside
f.a.a. Free of all average
FAL IMO Committee
f.a.q. Fair average quantity
f.a.s. Free alongside ship
FC Full Cargo, Fund Convention
FC(FUND), 1971 International Convention on the Establishment of an
International Fund For Compensation For Oil
FCC First Class Charterers
f.c.&/s/ Free of capture and seizure
f.c.s.r.c.c. Free of capture, seizure, riots and civil commotions
FD Free Discharge
F.D. Forced Draught
f.d. Free discharge, Free delivery, Free dispatch, Free docks
F. & D. Freight and Demurrage
FERTS Fertilizer
FE Far East
FEU Forty foot Equivalent unit
f.f.a. Free from alongside, Free foreign agency
FFA Fire Fighting Appliances
F.G.A. Foreign General Average
FH First Half
FI Free In
f.i.a. Full interest admitted
f.i.b. Free into barge, Free into bunkers
FILO Free In Liner Out
f.i.o. Free in and out

(Document)7- 42
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FIOSPT Free in/out spout trimmed
FIOT Free In, Out and Trimmed
f.i.t. Free of income tax
F.L.N. Following Landing Numbers
FLT Full Liner Terms
FLWG Following
FMC Federal Maritime Commission
f.o. For orders, Firm offer, Fuel oil
f.o.b. Free on board
f.o.c./FOC Free of charge, Free on car, Flag Of Convenience
f.o.d. Free of damage
FOLL Following
f.o.q. Free on quay
f.o.r. Free on rail
FOSFA Federation of Oil, Seeds and Fats Association
f.o.t. Free on truck
f.o.w. First open water
FP Floating Policy, IMO Committee
F.P.A. Free from Particular Average
FPSO Floating Production Storage and Offloading Facility
F/R Freight Release
FRATE Freight Rate
f.r.& c.c. Free of riots and civil commotions
f.r.o. Fire risk on freight
frt. Freight
FSI IMO Committee
f.t. Full terms
F.T.W. Free Trade Wharf
FW Fresh Water
FWA Fresh Water Allowance
f.w.d. Fresh water damage
F.X. Forecastle
FYG For Your Guidance

(G)
G Grain

(Document)7- 43
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G/A/GA General Average, General Arrangement
G/A con. General Average contribution
G/A dep. General Average deposit
G.C.B.S. General Council of British Shipping
G.F. Government Form
g.f.a. General fair average
G.G.Crude Government to Government Deal Crude
GIB Gibraltor
GLAKES Great Lakes
GLESS Gearless
GLR German Liberty Replacement
g.m.b. Good merchantable brand
GMDSS Global Maritime Distress and Safety System
g.m.q. Good merchantable quality
g.o.b. Good ordinary brand
GOVT Government
GPS Global Positioning System
GRD Geared
GRN Grain
GRP Glass Re-enforced Plastic
GRT Gross Registered Tonnage
GSA Geographic Specific Appendix
g.s.m. Good, sound and merchantable
GT Gaz Transport, Gross Tonnage
GTEE Guarantee
guar. Guaranteed
Guid Guidance

(H)
HA Hatch(es)
H/B Hire Base
H.C. Head Covered, Heating Coil
H/H Holds & Hatches
hhd. Hogshead
HHDS Heavy Handy Deadweight Scrap
HL Heavy Lift

(Document)7- 44
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H.L./h.l. Hawser laid
HO Hold(s)
HPP Crude Oil High Pour Point Crude Oil
HR or HRDS Hampton Roads
HS Crude Oil High Sulphur Crude Oil
HSFO High Sulphur Fuel Oil
HSS Heavy Grain, soya beans, sorghums
H.T. Home Trade, Half time survey
HV Have
HVF Heavy Viscosity Fuel
H.W.M. High Water Mark
HWVR However

(I)
IACS International Association of Classification Societies
I.A.L.A. International Association of Lighthouse Authorities
IAPH International Association of Port and Harbor
I.B. In Bond, Invoice Book
IBC Code International Code for the Construction and Equipment of
Ships Carrying Dangerous Chemical in Bulk
I.C.& C. Invoice Cost and Charge
ICS International Chamber of Shipping
IFO Intermediate Fuel Oil
IGC CODE International Code For a Construction & Equipment of Ships
Carrying Liquefied Gases in Bulk
IGS/IGG Inert Gas System/Generator
I.H.B. International Hydrographical Bureau
ILA International Longshoremens Association(USEC)
ILOHC In Lieu Of Hold Cleaning
ILWU International Longshoremens & Warehousemens
Union(USWC)
IMCO Inter-Governmental Maritime Consultative
I.M.D.G. International Maritime Dangerous Goods Code
I.M.F. International Monetary Fund
IMMD Immediate/Immediately
I.M.O. International Maritime Organization

(Document)7- 45
2002/10 (Ver.1)
IMPOSS Impossible
Ince Insurance
INCL Including/Include
INCLOT Including Overtime
INDI Indicate/Indication
INDO Indonesia
INFO Information
INMARSAT International Maritime Satellite
INT Interest
INTERTANKO International Association of Independent Tanker Owners
IOPP Certificate International Oil Pollution Prevention Certificate
IPIECA International Petroleum Industry Environmental Care
Association
IPTA International Parcel Tanker Association
I.R. Inland Revenue, Industrial Relations
IS Intrinsically Safe
ISGOTT International Safety Guide for Oil Tankers and Terminals
ISMA International Ship Managers Association
ISM CODE International Safety Management Code
ISO International Standardization Organization
ITB Integrated Tug Barge
ITF International Transport Workers Federation
ITOPF International Tanker Owners Pollution Federation Limited
ITSA the Independent Tank Storage Association
i.v. Invoice value, Increased value
IWL Institute Warranties Limits
IWRC Independent Wire Rope Core

(J)
J/A Joint Account
JIS Japanese Industrial Standards
JPN Japan
JPNSE Japanese
j.& w.c. Jettison and washing overboard

(K)

(Document)7- 46
2002/10 (Ver.1)
KEYWEST Florida, most Southern place in mainland USA
K.I.D. Key industry Duty
KP Keep
KT Kilo Tons

(L)
l. Lightning
L./A. Lloyds Agent, Landing Account, Letter of Authority
L.A.T. Linseed Association Terms
LAY/CAN Laydays/Canceling Date
LBP/LPP Length Between Perpendicularity
L.C./L/C London Clause, Label Clause, Letter of Credit
LD Load
ldg. Loading, Leading
Ldg.& Dely. Loading and Delivery
LDGPT Loading Port
LDN London
lds. Loads
LEG IMO Committee
LEL Lower Explosive Limit
LFL Lower Flammable Limit
L/G Letter of Guarantee
L/I Letter of Intent
Lkg.& bkg. Leakage and breakage
L.L.T. London Landed Terms
LNG Liquefied natural gas
L.O.A. Length Over All
LOF Lloyds Open Form
L/G Letter Of Guarantee
LOI(L/I) Letter Of Indemnity
LO LO Lift On Lift Off
LOOP Louisiana Offshore Oil Port
LOT Load On Top
LPG Liquid Petroleum Gas
LPP Crude Oil Lower Pour Point Crude Oil
LPSM/L/S Lumpsum

(Document)7- 47
2002/10 (Ver.1)
LR Lloyds Register of Shipping
L.S. Lumpsum, Locus Sigilli(Place of the seal)
LSA Life Saving Appliance
LS Crude Oil Low Sulfur Crude Oil
LSWR Low Sulfur Waxy Residue
L/T Long Ton
LTERMS Liner Terms
LTSBE Laytime Saved Both Ends
LYCAN Laydays and Canceling

(M)
MARPOL International Convention For The Prevention of Pollution
MARVS Maximum Allowable Relief Valve Setting
MB Moulded Breadth
MBL Maximum Breaking Load
MBM Multi Buoy/Point Mooring, Millenery board measure
MCR Maximum Continuous Rating
MCT Moment to Change Trim
MD Moulded depth
M.D. Memorandum of Deposit, Months after Date
M/d. Months after date
MDO Marine Diesel Oil
MED Mediterranean
MEG Mooring Equipment Guidelines
MENAS Middle East Navigation Aid Service
MEPC Maritime Environmental Protection Committee
MIN/MAX Minimum & Maximum
MITE Might
MKT Market
M/L More or Less
m.m. Made merchantable
MOLCO More Or Less Charterers Option
MOLOO More Or Less Owners Option
MOS Month
MSC IMO Committee
MSG Message

(Document)7- 48
2002/10 (Ver.1)
MSL Mean Sea Level
MS/T Measurement Ton(s)
M/T Metric Ton(s)

(N)
N/A. No advice, No account
NAABASA Not Always Afloat But Always Safety Aground
NAABSA Not Always Afloat But Safety Lie Aground
NAV IMO Committee
NAVTEX Navigation Telex
NB Newbuildings
NBDP Narrow Band Direct Printing Equipment
N/C New Charter
NCB National Cargo Bureau
N.C.V. No Commercial Value
n.e. Not excluding
NEGO Negotiate/negotiable/negotiation
n.e.p./s. Not elsewhere provided/stated
NEWCI Not East Of West Coast Italy
N/f. No funds
NIOP National Institute of Oil Seed Products
NK Nippon Kaiji Kyokai
N/m. No mark/s
NOM Nominee
nom.std. Nominal standard
n.o.p. No otherwise provided
NOR Normal Rating
NOR Notice Of Readiness
NPA Naphtha
NPAC or NOPAC North Pacific
n.r. No risk, Nett register
N/R Notice of Readiness
n.r.a.d. Not risk after discharge
NRT Net Registered Tonnage
n/s. Not sufficient
n.s.p.f. Not specially provided for

(Document)7- 49
2002/10 (Ver.1)
N/t. New terms
N/T Net Tonnage
NV Norske Veritas
NY New York
NYK Nippon Yusen Kaisha or New York
NYPE New York Produce Exchange

(O)
o.a. Over all
OA Over Age
O/AGTS Owners Agents
OAHPS On Arrival Harbor Pilot Station
OAPS On Arrival Pilot Station
OBO Carrier Ore/Bulk/Oil Carrier
OBS Ore/Bulk/Oil Carrier
OBTNBL Obtainable
O/C Open Charter, Old Charter, Open Cover
O/c Overcharge
OCCP Owners Current Contract Price
OCIMF Oil Companies International Marine Forum
OCS Outer Continental Shelf
O/d On demand
O/D Owners Disbursement
ODM Oil Discharging Monitor
O/O Ore/Oil Carrier
O/o Order of
OO or O/OPT Owners Option
O.P. Open Policy
OPA90 Oil Pollution Act of 1990
OPEC Organization of Petroleum Exporting Countries
OPN Open
OPRC Convention International Convention on Oil Pollution Preparedness
Response and Co-operation
OPT Option
O.R. Owners Risk
OSRO Oil Spill Removal Organization

(Document)7- 50
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OT Overtime
O/t. Old terms
OWS/OWNS Owners

(P)
P46 Produce 46
P.A. Particular Average, Power of Attorney
P AND I CLUB Protection And Indemnity Club
PAJ Petroleum Association of Japan
PAPTICS Particulars
PASTS (Commissions) Past us
PC Part Cargo
P+C Private and Confidential
P/C Petty Cash, Price Current, Per Cant
PCM Per Calendar Month
PCT Percent
PDPR Per Day Pro-Rata
PE Port Elizabeth
PEL Permissible Exposure Limits
PG Persian Gulf
PHOS Phosphate Rocks
P.I. Protection and Indemnity(insurance),
Philippine Islands
PICO Port In Charterers Option
PIMA Petroleum Industry Marine Association of Japan
Pkge. Package
P/L Partial Loss, Position Line
P.& L. Profit & Loss
plc Public limited company
PLS Please
pm. Premium
PMO Passing Muscat Outbound
PMQS Provided Minimum Quantity Supplied
P.N./P/N Promissory Note
PNW Pacific Northwest
P.O. Petty Officer

(Document)7- 51
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P.O.D. Pay On Delivery
POSN Position
p.p. Picked ports, Per pro (on behalf of)
P.P.I./ p.p.i. Policy Proof of Interest
PPM Planned Prevention Maintenance Programme
ppt. Prompt
PRD Period
PREF Prefer
PRES Present
PSSG Passing
PSW Pacific Southwest
p.t. Private terms
PTERMS Private Terms
P/V Breaker/Relief Valve Pressure/Vacuum Breaker/Relief Valve
(Q)
QI Qualified Individual
QTG Quoting
QTR Quarter
QTY Quantity

(R)
RB Redelivery Bonus
R.& C.C. Riots and Civil Commotions
RCVD Received
r.d. Running days
R.D. Reserve Decoration
R.D.C. Running Down Clause
RDY Ready
RECV Receive
REDEL Redelivery
REQ Require
REQMNT Requirement
R.I. Re-Insurance
r.o.b. Remaining on board
Rotn.No. Rotation Number
RO/RO Roll On Roll Off

(Document)7- 52
2002/10 (Ver.1)
R/p. Return of post for orders
R.P. Return Premium
RPLATE River Plate
R/V Round Voyage
RVP Reid Vapour Pressure
RVTG Reverting

(S)
s/a. Safe arrival
s.a.n.r. Subject to approval no risk
SAR International Convention for Search And Rescue at Sea
SAS Safe Anchorage or Anchorages
SB Safe Berth(s)
SBS Safe Berth(s)
SBM/SPM
SPM Single Buoy/Point Moorings
SBT Segregated Ballast Tank
S.C. Salvaged Charges
S.D. Sea Damaged, Single Decker
S.d. Short delivery
SD BC Single Deck Bulk Carrier
S.D.R. Special Drawing Rights I.M.F.
SF Stowage Factor
S.& F.A. Shipping and Forwarding Agents
SH Second Half
SHEX Sunday Holidays Excepted
SHINC Sundays and Holidays Included
SI Statutory Instrument
SITN Situation
SMC Safety Management Certificate
SNST Soonest
S.O.F. Statement Of Fact
SOLAS International Convention of Safety of Line at Sea
SOPEP Shipboard Oil Pollution Emergency Plan
SP(S) Safe Port(s)
S+P Sales and Purchase
SPD Speed

(Document)7- 53
2002/10 (Ver.1)
SPEC Specification
SPRODS Steel Products
SPS Safe Port(s)
SRNMBP Sufficient to reach nearest main bunkering port
SSW Summer Salt Water
STBC Self Trimming Bulk Carrier
STEM(STEMMED) Readiness of cargo, bunker
SUB Subject
SUBDETS Subject details
SUD Should
SWAD Salt Water Arrival Draft

(T)
TBN To Be Nominated or To Be Narrowed
T/C Time Charter
TCT Time Charter Trip
TEU Twenty foot equivalent unit
THFR Therefore
THOU Though
TIP Taking Inward Pilot
TKS Thanks
TLX Telex
TMRW Tomorrow
TPI(C) Ton Per Inch(Centimeter)
T/T Turn Time
TTL Total
TT STR Tank Top Strength
TVEL Tank Vessel Examination Letter (OPA 90)
TWEEN Tween Decker
TWN Tween Decker i.e. 2 decks

(U)
UKCM UK/Cont/Med
ULCC Ultra Large Crude Oil Carrier
UP Union Purchase
USD United States Dollar

(Document)7- 54
2002/10 (Ver.1)
USG US Gulf
USNH US North of Hatteras
USSH US South of Hatteras
UTC Universal Time
UU Unless used to load/discharge

(V)
VANC Vancouver BC
VAOCLONL Vessel And/Or Cargo Lost Or Not Lost
V/C Voyage Charter
VIZAG Vizagapatnam, India
VLCC Very Large Crude Oil Carrier
VOY Voyage
VOYS Voyages
VRP Vessel Spill Response Plan
VSL Vessel
VU View

(W)
WC West Coast
WIBON Whether In Berth Or Not
WICCON Whether incustoms clearance or not
WIFPON Whether in free pratique or not
WIPON Whether in port or not
WK Week/Work
WKG Working
WL Will
WLG Willing
WLTHC Water Line to Top of Hatch Coaming
WOG Without Guarantee
WP Weather Permitting
WSHTC World Scale Hours Terms Conditions
WSNP Within Ships Normal Power
WSNP Weather and Safe Navigation Permitting
WUD Would
WVNS With Vessels Natural Segregation

(Document)7- 55
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WWD Weather Working Day
WWDSHEX Weather Working Day Sundays, Holidays Excepted
WWDSHINC Weather Working Day Sundays, Holidays Included
WWIDE World Wide
WWR When and Where Ready
WS World Scale

(Y)
YD Yard
YDY Yesterday
YR Your/Year
YRS Yours/Years

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