Chapter 6 - References for Ship Operations

(related to Contracts)

Prepared on: November 25, 2001

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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 ship’s navigational areas to standard routes).

The contract may sometimes stipulate that the ship owner’s 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

ship’s 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, ship’s 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 ship’s 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 Vessel’s Personnel

If the charterer has reason to feel dissatisfied with the conduct of the vessel’s personnel, the

ship owner shall adequately examine the charterer’s 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 charterer’s

instructions at any safe port, anchorage, pier, seabed oil pipeline, service ship, etc.

(17) Ship’s Documents

The Master shall prepare an elaborate and accurate ship’s 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 owner’s side

b. Fire not caused intentionally or not due to the mistakes made by the ship owner’s

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

owner’s 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

charterer’s 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 Rate：Rate 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 owner’s 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 ship’s 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 ship’s 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 owner’s 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 charterer’s 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 charterer’s 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 owner’s 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 owner’s 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 ship’s 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 charterer’s inspector. Unless a mistake has been made on the ship owner’s

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 charterer’s instructions, the cargo shall be heated to a maximum of

_____ºF. The C/P form exists that clearly states that the ship owner is responsible for any

delay occurring due to the violation of the charterer’s 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 range stipulated in detail

Within the route covered by insurance. 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 WORLD SCALE is adopted.

Rate of hire per DWT per month, or charterage per day

Charter period － Contractual period indicated in detail.

Laytime Contractual total laytime stipulated. －

Demurrage Demurrage per day stipulated －

Expense allocation

Categorized as expenses for loading cargo and expenses for ship and crew

Categorized as operational expenses and ship expenses

Off-hire － Temporary halt in charterage payments depending on the cause

Dry-docking － Dry-docking interval stipulated and maintenance made obligatory

Guaranteed speed and fuel consumption

Although no stipulations made, quick dispatch required

Speed and fuel consumption to be guaranteed by ship owner

Salvage Ship owner to settle both expenses and profits

Split between charterer and ship owner

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.

Charterer’s 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 Ship’s figure. Comparison and calculation methods include the

method of using the actual volume (Standard) for comparison of the B/L figure and the

Ship’s figure and the method of using V.E.F. (Vessel Experience Factors). The Voyage Order

or the charterer’s 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 Ship’s 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 ship’s name and the Master’s 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- 2002/10 (Ver.1)

17

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 60ºF. On the B/L however (purchase contract on shore), Gross BBL refers to

the volume including impurities (water) converted to 60ºF, 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- 2002/10 (Ver.1)

18

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- 2002/10 (Ver.1)

19

* 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- 2002/10 (Ver.1)

20

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 charterer’s 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- 2002/10 (Ver.1)

21

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 ship’s 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- 2002/10 (Ver.1)

22

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

charterer’s 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- 2002/10 (Ver.1)

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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 ship’s 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 charterer’s 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- 2002/10 (Ver.1)

24

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 ship’s 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 ship’s 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- 2002/10 (Ver.1)

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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- 2002/10 (Ver.1)

26

3. Examples of Protest Letter

3.1 When the manifold pressure is not satisfied

Voy. No.: Date : Port : Messrs.

Dear sirs,

NOTE OF PROTESTNOTE OF PROTESTNOTE OF PROTESTNOTE 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- 2002/10 (Ver.1)

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3.2 When the cargo handling time is prolonged due to low discharging rate

Voy. No.: Date : Port : Messrs.

Dear sirs,

NOTE OF PROTESTNOTE OF PROTESTNOTE OF PROTESTNOTE 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- 2002/10 (Ver.1)

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3.3 When water is mixed in the cargo during loading

Voy. No.: Date : Port : Messrs.

Dear sirs,

NOTE OF PROTESTNOTE OF PROTESTNOTE OF PROTESTNOTE 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- 2002/10 (Ver.1)

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3.4 When delay has occurred before the discharge

Voy. No.: Date : Port : Messrs.

Dear sirs,

NOTE OF PROTESTNOTE OF PROTESTNOTE OF PROTESTNOTE 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- 2002/10 (Ver.1)

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3.5 When the volume of cargo loaded was short

Voy. No.: Date : Port : Messrs.

Dear sirs,

LETTER OF PROTESTLETTER OF PROTESTLETTER OF PROTESTLETTER 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

ship’s measurement.

Each figure was listed bellow,

B/L Figure： BBLS(AT 60F) M/TL/T

Ship’s 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- 2002/10 (Ver.1)

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3.6 When delay occurred because of slow loading

Voy. No.: Date : Port : Messrs.

Dear sirs,

NOTE OF PROTESTNOTE OF PROTESTNOTE OF PROTESTNOTE 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- 2002/10 (Ver.1)

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3.7 When flushing of the sea bed pipeline was demanded

Voy. No.: Date : Port : Messrs.

Dear sirs,

NOTE OF PROTESTNOTE OF PROTESTNOTE OF PROTESTNOTE 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 terminal’s 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- 2002/10 (Ver.1)

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3.8 Example of statement in case of deviation

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

STATEMENT OF FACTSTATEMENT OF FACTSTATEMENT OF FACTSTATEMENT 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- 2002/10 (Ver.1)

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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- 2002/10 (Ver.1)

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4. Glossary

SHIPPING ABBREVIATIONSSHIPPING ABBREVIATIONSSHIPPING ABBREVIATIONSSHIPPING ABBREVIATIONS

(A)(A)(A)(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/ca/ca/ca/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

AGAGAGAG Arabian Gulf

Agt. Agent, Against

AGTS Agents

AGWAGWAGWAGW 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

AOHAOHAOHAOH After Office Hours

A/P Additional Premium

APIAPIAPIAPI American Petroleum Institute

APPROXAPPROXAPPROXAPPROX Approximate

(Document)7- 2002/10 (Ver.1)

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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

ASAPASAPASAPASAP 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

ATTNATTNATTNATTN Attention

ATUTC Actual Time Used To Count

AUSTAUSTAUSTAUST Australia

Av.Av.Av.Av. Average

A.V. Ad Valorem

AVLBL Available

AWTG Awaiting

(B)(B)(B)(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/CB/CB/CB/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

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BE Both Ends

BENDS Both Ends

BGD Bagged

BIMCO The Baltic and International Maritime Conference

BIZBIZBIZBIZ Business

BL Bale

B/LB/LB/LB/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)(C)(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

CBMCBMCBMCBM Conventional Buoy Moorings, Cubic Meter

CBTCBTCBTCBT Dedicated Clean Ballast Tank

C.C. Civil Commotions, Continuation Clause

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C.& D. Collected and Delivered

CDPPCDPPCDPPCDPP 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. Cargo’s proportion of General Average

CGOCGOCGOCGO Cargo

CHABE Charterers agents both ends

CHOPTCHOPTCHOPTCHOPT Charterer’s Option

CHTRSCHTRSCHTRSCHTRS Charterers

C.I. Consular Invoice

C.I.E. Captain’s 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

CLSCLSCLSCLS Clause/Clauses

C/N Cover Note, Credit Note, Consignment Note

CNCLG Canceling

CPCPCPCP 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

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CONFI Confidential

CONSCONSCONSCONS Consumption

Cont. Continent of Europe

COP Custom of Port

C/OPTC/OPTC/OPTC/OPT Charterers’ Option

COU Condition Of Use

COWCOWCOWCOW Crude Oil Washing

CP Contingency Plan

C/PC/PC/PC/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)(D)(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

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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

DEMDEMDEMDEM Demurrage

DES Dispatch

DES., DEM Dispatch money, Demurrage

DETS Details

d.f. Dead freight

DFRTDFRTDFRTDFRT Dead Freight

DFTDFTDFTDFT Draft

D-GPS Differential GPS

DHD Demurrage Half Dispatch

DIN Deutsche (Industrie) Normen

DIO(DIOT) Daily Including Overtime

DIR Direction

DISBSDISBSDISBSDISBS Disbursements

DISCHDISCHDISCHDISCH Discharge

DISCR Discretion

Disponent KANRISENSHU(Time Chartered Owners is better than

Disponent Owners)

DISPTDISPTDISPTDISPT 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

DOLSPDOLSPDOLSPDOLSP Dropping Outward Last Sea Pilot

DOP Dropping Outward Pilot

D/P Document against Payment

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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

DWTDWTDWTDWT Deadweight Tonnage

(E)(E)(E)(E)

EC East Coast

ECDIS Electronic Chart Display and Information System

EDPEDPEDPEDP 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.E.T.A.E.T.A.E.T.A. Estimated Time of Arrival

ETA Emergency Towing Arrangements

E.T.B.E.T.B.E.T.B.E.T.B. Estimated Time of Berthing

E.T.C.E.T.C.E.T.C.E.T.C. Estimated Time of Completion

E.T.D.E.T.D.E.T.D.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

EXCLEXCLEXCLEXCL Excluding

Exd. Examined

EXP Expect

(F)(F)(F)(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

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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

FOLLFOLLFOLLFOLL 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

FPSOFPSOFPSOFPSO 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

FYGFYGFYGFYG For Your Guidance

(G)(G)(G)(G)

G Grain

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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

GRTGRTGRTGRT Gross Registered Tonnage

GSA Geographic Specific Appendix

g.s.m. Good, sound and merchantable

GT Gaz Transport, Gross Tonnage

GTEE Guarantee

guar.guar.guar.guar. Guaranteed

Guid Guidance

(H)(H)(H)(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

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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

HWVRHWVRHWVRHWVR However

(I)(I)(I)(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 Longshoremen’s Association(USEC)

ILOHC In Lieu Of Hold Cleaning

ILWU International Longshoremen’s & Warehousemen’s

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

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IMPOSS Impossible

Ince Insurance

INCLINCLINCLINCL Including/Include

INCLOT Including Overtime

INDI Indicate/Indication

INDO Indonesia

INFOINFOINFOINFO Information

INMARSATINMARSATINMARSATINMARSAT 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

ISGOTTISGOTTISGOTTISGOTT 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

ITOPFITOPFITOPFITOPF 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)(J)(J)

J/A Joint Account

JIS Japanese Industrial Standards

JPNJPNJPNJPN Japan

JPNSE Japanese

j.& w.c. Jettison and washing overboard

(K)(K)(K)(K)

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KEYWEST Florida, most Southern place in mainland USA

K.I.D. Key industry Duty

KP Keep

KT Kilo Tons

(L)(L)(L)(L)

l. Lightning

L./A. Lloyd’s Agent, Landing Account, Letter of Authority

L.A.T. Linseed Association Terms

LAY/CANLAY/CANLAY/CANLAY/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

LDGPTLDGPTLDGPTLDGPT 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.L.O.A.L.O.A.L.O.A. Length Over All

LOF Lloyd’s Open Form

L/G Letter Of Guarantee

LOI(L/I)LOI(L/I)LOI(L/I)LOI(L/I) Letter Of Indemnity

LO LO Lift On Lift Off

LOOP Louisiana Offshore Oil Port

LOTLOTLOTLOT Load On Top

LPG Liquid Petroleum Gas

LPP Crude Oil Lower Pour Point Crude Oil

LPSM/L/SLPSM/L/SLPSM/L/SLPSM/L/S Lumpsum

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LR Lloyd’s Register of Shipping

L.S. Lumpsum, Locus Sigilli(Place of the seal)

LSA Life Saving Appliance

LS Crude Oil Low Sulfur Crude Oil

LSWRLSWRLSWRLSWR Low Sulfur Waxy Residue

L/T Long Ton

LTERMS Liner Terms

LTSBE Laytime Saved Both Ends

LYCANLYCANLYCANLYCAN Laydays and Canceling

(M)(M)(M)(M)

MARPOL International Convention For The Prevention of Pollution

MARVS Maximum Allowable Relief Valve Setting

MB Moulded Breadth

MBLMBLMBLMBL 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

MDOMDOMDOMDO Marine Diesel Oil

MED Mediterranean

MEG Mooring Equipment Guidelines

MENAS Middle East Navigation Aid Service

MEPC Maritime Environmental Protection Committee

MIN/MAXMIN/MAXMIN/MAXMIN/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 Owner’s Option

MOS Month

MSC IMO Committee

MSG Message

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MSL Mean Sea Level

MS/T Measurement Ton(s)

M/TM/TM/TM/T Metric Ton(s)

(N)(N)(N)(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

NEGONEGONEGONEGO 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

NKNKNKNK Nippon Kaiji Kyokai

N/m. No mark/s

NOMNOMNOMNOM Nominee

nom.std. Nominal standard

n.o.p. No otherwise provided

NOR Normal Rating

NORNORNORNOR Notice Of Readiness

NPA Naphtha

NPAC or NOPAC North Pacific

n.r. No risk, Nett register

N/RN/RN/RN/R Notice of Readiness

n.r.a.d. Not risk after discharge

NRTNRTNRTNRT Net Registered Tonnage

n/s.n/s.n/s.n/s. Not sufficient

n.s.p.f. Not specially provided for

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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)(O)(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

OCIMFOCIMFOCIMFOCIMF Oil Companies’ International Marine Forum

OCS Outer Continental Shelf

O/d On demand

O/DO/DO/DO/D Owner’s Disbursement

ODM Oil Discharging Monitor

O/O Ore/Oil Carrier

O/o Order of

OO or O/OPT Owners’ Option

O.P. Open Policy

OPA90OPA90OPA90OPA90 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

OPTOPTOPTOPT Option

O.R. Owner’s Risk

OSRO Oil Spill Removal Organization

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OT Overtime

O/t. Old terms

OWS/OWNS Owners

(P)(P)(P)(P)

P46 Produce 46

P.A. Particular Average, Power of Attorney

P AND I CLUBP AND I CLUBP AND I CLUBP AND I CLUB Protection And Indemnity Club

PAJ Petroleum Association of Japan

PAPTICS Particulars

PASTS (Commissions) Past us

PC Part Cargo

P+CP+CP+CP+C Private and Confidential

P/C Petty Cash, Price Current, Per Cant

PCM Per Calendar Month

PCT Percent

PDPRPDPRPDPRPDPR Per Day Pro-Rata

PE Port Elizabeth

PEL Permissible Exposure Limits

PGPGPGPG Persian Gulf

PHOS Phosphate Rocks

P.I.P.I.P.I.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

PLSPLSPLSPLS 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

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P.O.D. Pay On Delivery

POSNPOSNPOSNPOSN 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

PREFPREFPREFPREF 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)(Q)(Q)(Q)

QI Qualified Individual

QTG Quoting

QTR Quarter

Q’TYQ’TYQ’TYQ’TY Quantity

(R)(R)(R)(R)

RB Redelivery Bonus

R.& C.C. Riots and Civil Commotions

RCVDRCVDRCVDRCVD Received

r.d. Running days

R.D. Reserve Decoration

R.D.C. Running Down Clause

RDYRDYRDYRDY Ready

RECV Receive

REDEL Redelivery

REQ Require

REQMNTREQMNTREQMNTREQMNT Requirement

R.I. Re-Insurance

r.o.b.r.o.b.r.o.b.r.o.b. Remaining on board

Rotn.No. Rotation Number

RO/RO Roll On Roll Off

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R/p. Return of post for orders

R.P. Return Premium

RPLATE River Plate

R/V Round Voyage

RVP Reid Vapour Pressure

RVTGRVTGRVTGRVTG Reverting

(S)(S)(S)(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/SPMSPMSPMSPM Single Buoy/Point Moorings

SBTSBTSBTSBT 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.S.O.F.S.O.F.S.O.F. Statement Of Fact

SOLASSOLASSOLASSOLAS International Convention of Safety of Line at Sea

SOPEP Shipboard Oil Pollution Emergency Plan

SP(S)SP(S)SP(S)SP(S) Safe Port(s)

S+P Sales and Purchase

SPD Speed

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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

SWADSWADSWADSWAD Salt Water Arrival Draft

(T)(T)(T)(T)

TBNTBNTBNTBN To Be Nominated or To Be Narrowed

T/CT/CT/CT/C Time Charter

TCT Time Charter Trip

TEU Twenty foot equivalent unit

THFR Therefore

THOU Though

TIP Taking Inward Pilot

TKSTKSTKSTKS Thanks

TLXTLXTLXTLX Telex

TMRWTMRWTMRWTMRW Tomorrow

TPI(C)TPI(C)TPI(C)TPI(C) Ton Per Inch(Centimeter)

T/T Turn Time

TTLTTLTTLTTL Total

TT STR Tank Top Strength

TVEL Tank Vessel Examination Letter (OPA 90)

TWEEN Tween Decker

TWN Tween Decker i.e. 2 decks

(U)(U)(U)(U)

UKCM UK/Cont/Med

ULCCULCCULCCULCC Ultra Large Crude Oil Carrier

UP Union Purchase

USD United States Dollar

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USG US Gulf

USNH US North of Hatteras

USSH US South of Hatteras

UTCUTCUTCUTC Universal Time

UU Unless used to load/discharge

(V)(V)(V)(V)

VANC Vancouver BC

VAOCLONL Vessel And/Or Cargo Lost Or Not Lost

V/CV/CV/CV/C Voyage Charter

VIZAG Vizagapatnam, India

VLCCVLCCVLCCVLCC Very Large Crude Oil Carrier

VOYVOYVOYVOY Voyage

VOYSVOYSVOYSVOYS Voyages

VRP Vessel Spill Response Plan

VSLVSLVSLVSL Vessel

VU View

(W)(W)(W)(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

WSNPWSNPWSNPWSNP Within Ship’s Normal Power

WSNPWSNPWSNPWSNP Weather and Safe Navigation Permitting

WUD Would

WVNSWVNSWVNSWVNS With Vessel’s Natural Segregation

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WWD Weather Working Day

WWDSHEX Weather Working Day Sundays, Holidays Excepted

WWDSHINC Weather Working Day Sundays, Holidays Included

WWIDEWWIDEWWIDEWWIDE World Wide

WWRWWRWWRWWR When and Where Ready

WSWSWSWS World Scale

(Y)(Y)(Y)(Y)

YD Yard

YDY Yesterday

YR Your/Year

YRSYRSYRSYRS Yours/Years