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Chapter 2:
2. Crude oil types (1) Heavy and light (2) Sweet and sour( by the
quantity of hydrogen sulphide it contains, large amounts of H2S
would make a crude sour, little H2S is a sweet crude) (3) Yellow and
black in colour. P15
4. Upon discharging the tanker usually pumps the crude into storage
where it may be left to allow water to separate and be drawn off. This
process may also have been carried out prior to loading. P16
5. We need only look at whether the products is clean or dirty, which are
sometimes referred to as white oils or black oils.
Chapter 3
(8) Inert Gas System (IGS) a requirement for crude oil tankers over
100,000 dwt since 1975 and now required for all tankers.
(10) Fixed tank cleaning system, high pressure nozzles for Crude
Oil Washing( COW) and water washing tanks when empty.
(3) cargo tanks coated to control corrosion and assist in tank cleaning.
Great care is taken at the design stage to reduce the number of internal
structures within each tank
14. A vessel which is fitted with Clean Ballast Tanks( CBT), in this
configuration the ballast tanks will only ever carry clean ballast water
but the lines and pumps used will also be used for cargo so there is a
slightly higher chance of ballast water being contaminated with cargo
residues from the lines and pumps. P25
15. Ore/bulk/oil- OBO may carry crude oil, petroleum products, grain,
coal or iron ore P31
(3) Cargo pump room fitted between machinery space and aft cargo
space
(6) Heating coils will be removed from tank top and stored under
hatch cover or other accessible safe location
(7) Vapour lines fitted to each oil cargo space with pressure/vacuum
valves
17. Ballast spaces in double hull tankers have surface areas 250% greater
than those in single hull ships
(3) Light coloured ballast tank paint systems have proved effective in
facilitating inspections
(6) Raking damage could lead to the capsize of double hull tankers so
in 1992 IMO introduced raking bottom damage criterion to the
MARPOL convention. P34
(1) Crude oil washing (COW): the initial step of the tank cleaning
process is COW whereby after discharge has commenced a small
percentage (perhaps 10%). P35
(2) Inert gas system: tanks will be kept inerted at all times P36
Modern tankers are usually fitted with a direct pipeline system, the
tanks will be divided into groups with a different pump and line for
each.
Each tank will be fitted with a deepwell pump which only operates
in the one tank, through a dedicated line to the manifold.
Many tankers will have a separate system for removing the last few
barrels of oil out of the tank. Stripping systems are fitted with
smaller pumps and lines which could be rotary, reciprocating or
educators.
Deep Well Pumps are dedicated pumps for each tan so they will
not be fitted in a pumproom.
Chapter 4
23. 如果条款有变更(例如卸货港),要重新计算,看看船东是否有
额外的花费 P56
24. FOB: the buyer will be chartering the vessel, the shipper’s
responsibility is to supply the cargo within the agreed dates at the load
berth. The majority of the risk for the voyage is therefore transferred
to the buyer of the cargo. P57
25. Selling CIF means that the responsibility rests with the seller until the
cargo crosses the ships rail at the discharge port. Thus the operational
aspects of the voyage, the voyage orders, cargo nomination,
demurrage, etc are dealt with by the seller.
26. Under worldscale terms the charterers will pay a fixed differential.
P57
27. Within the lumpsum owners will need to specify the number of load
and discharge ports, as well as the rotation of calling at the ports and,
for estimating purposes, take the ship on the longest voyage possible.
P57
28. The date of the charter party is the date that all subjects are lifted and
all terms are agreed. P57
Chapter 5
32. Trans-shipment are: the place which is miles off the coast, where
large ships transfer all or part of their cargo to smaller vessels.
Worldscale includes a supplement of rates involving such places.
(1) It is assumed that the standard vessel can navigate the selected
route to reach and load or discharge at the selected ports
(3) Port time mentioned above, 4 days, includes the 72 hours laytime
(4) Rates are calculated for voyages with ports in whatever order is
requested even if that is not in geographical rotation
(5) No allowance is made for any tax on freight or income tax and no
provision is made as to whether these are for owner’s or
charterer’s account
40. Except as otherwise explained, the route used for a rate shown in the
schedule is that which produces the lowest rate for the voyage in
question at WS100. WS 中的航线是最为普遍的航线,但很多时候
这不是最短航线.
41. When assessing port costs for the standard vessel, certain assumptions
are made including: vessel proceeds direct to berth, any time related
costs are based on 48 hours, allowances for costs based on quantity of
cargo loaded or discharged is based upon full cargo, no matter how
many load/discharge ports are involved. Cost items which are assessed
as “single trip” or “multi trip” are based on “single trip”, deballasting
costs at certain nominated ports. No allowance for costs that would
not normally be incurred by a standard vessel. No allowance is made
for items or surcharges that are incurred at certain times of the year.
P71
43. Places other than those listed in WS may be designated as TSA and
rates involving these as “SOLE”load/discharge places are available
from the associations and will be regarded as official rates. However
where such unlisted areas involve PARTIAL load or discharge these
will be regarded as special rates and their use will be dependant upon
agreement between the contracting parties.---- worldscale Hours
Terms Conditions and Special Rates to apply P71
(3) Port and terminal combinations: simply put a list of ports in certain
geographical areas, which are regarded as “berths within a single
port ” for demurrage and laytime purposes. Worldscale has no
terms and conditions relating to shifting costs---these will be
settled as dictated by the terms of the governing charter party
(4) Owner’s account: dues and other charges which are levied upon
or against the vessel, even when assessed on the quantity of cargo
loaded or discharged, shall be paid by owners and be for owner’s
account.
(5) Charterer’s account: dues and /or other charges which are levied
upon or against the cargo shall be paid by charterers and shall be
for charterers’ account.
45. If the vessel is fixed at WS50 then the demurrage rate applicable
would be 50% of the rate listed P73
46. Fixed rate differentials: there are differentials, stated in US$ per tone
or perhaps per GT, to be included as part of the freight payment, as a
fixed amount, in respect of costs incurred, by owners. Typically fixed
differentials apply to canal transits, seaway transits, tonnage dues
assessed on the quantity of cargo loaded or discharged, way leave
charges, conservancy dues and oil pollution insurance. P7
47. Variable rate differentials: the amount paid is varied according to the
WS rate agreed. In practice the variable differential will be added, or
subtracted, to the flat rate before the cost per tone is calculated. P74
例子!!!
48. They are unique in being the only assessments of their kind to be
recognised by taxation authorities as an acceptable method of charging
freight between affiliated companies of multi-national groups. AFRA
results are also used by oil traders and government agencies to assess
the freight element in various types of oil sale agreements.
The monthly rates are calculated from the 16th of one month
through to the 15th of the following month inclusive and are the average
cost of commercially chartered tonnage employed in international
transportation of oil during the given period.
http://wiki.answers.com/Q/What_are_average_freight_rates_assessment
50. (1) Capital costs are incurred by the owner whether or not the ship is
trading. These are the cost of the vessel plus any charges
(2) Operating costs include crew costs, stores, H&M insurance, P&I,
survey/dry dock repair, maintenance, management, and marketing.
These costs are incurred when the vessel is trading, but regardless of
whether or not the vessel is employed.
(3) Voyage costs are those which are incurred to carry out the voyage
in question, such as bunkers, tank preparation, port charges, canal
dues, heating, the cost of fuel for driving the pumps whilst
discharging, and sometimes insurances costs. These insurance costs
are those relating to the particular voyage such as breaking Institute
Warranty Limits(IWL) or calling at a war risk area ( in practice it is
not necessary to include the operating costs in a voyage estimate when
we are calculating the time charter equivalent) P83
(3) Voyage legs: each leg of the voyage is entered with the
mileage( but the distances from WS book are the round voyage
distances). Having obtained the distances you should consider
whether allowance needs to be made.
(4) Bunkering port: (1) heating may involve maintaining the cargo at
its loaded temperature or upgrading the cargo from the loaded to its
required discharge temperature, it could involve heavy
consumption of fuel oil as well as perhaps some time at the
discharge port while the vessel upgrades the cargo temperature. (2)
In certain trades, time may be required for cleaning between
discharging one cargo and loading the next in order to prepare the
tanks for the next intended cargo to avoid contamination ( e.g.
white oils). (3) canal transit and anticipated waiting time needs to
be allowed for, together with the relevant consumptions ( laytime
does not run during the transit) for tankers, the laytime will be
72h plus 6h notice of readiness at each port.
(7) Port disbursements; distinguish voyage cost and running cost; the
owner may protect himself by assuming a cost and stipulating this
as a maximum for owner’s account when offering p88
Chapter 7
53. Time charter: the owner earns hire from which he pays his operating
cost whilst the charterer is responsible for the voyage costs. It is quite
likely that the charterer will re-let the ship at some stage during a
timecharter and is then the disponent owner. It is essential to ensure
that, regardless of the number of sub-charterers there may be, the first
charterer, remains responsible to the owner for the payment of hire
and operation of the vessel. P96
54. Voyage charters: one or more load ports to one or more discharge
ports. The owner will be paid freight either calculated per tonne of
cargo loaded or a lumpsum. Charterers could favour the lumpsum
freight where they are not certain as to the exact quantity of cargo they
are likely to load. The freight is paid at the discharge port.
The shipowner is responsible for the operating costs and voyage
expenses which are paid prior to receiving the freight P97
55. The voyages will be considered as separate entities for the calculation
of freight and laytime but the owner may need to incorporate a clause
to cover bunker price escalation or additional insurance costs such as
war risk premium during the agreed period. The laycan for the second
and subsequent voyage may be based upon the vessel’s service speed
from the previous discharge port with an allowance for bad weather.
P98
57. Parcel tankers, having the ability to carry many small parcels ,are
frequently carrying cargoes that are fixed under different charter party
contracts. P99
58. Under UK law, the vessel may tender its notice of readiness prior to
the commencing date without charterer’s prior consent.
P102( laydays B)
59. Typically there will be given as a range of ports, such ranges will
often include 2 named ports at the extremities of the range-ensure that
it is clear whether or not these ports are to be included as an option—
any excluded ports should be stipulated. P102( discharge port )
60. The cargo description should cover quantity, type, number of grades
and heating requirement P102(cargo E)
61. If co-mingling is not possible then the ship has to shut out the
additional cargo because it cannot segregate within the tanks on board.
The charterer will be liable for any deadfreight that results from such
as a shut out. The grades will normally be described as loaded “within
vessel’s natural segregation” (WVNS). In the products trade this will
be taken to mean double valve segregation with independent lines and
pumps for each grade to prevent contamination. P103( number
of grades)
66. Under worldscale there are voyages where a fixed differential is paid
by charterers which is intended to reimburse the owner for actual costs
of transiting the canal. BROKER 佣金包不包括 deviation 和 cannal
transits 应提前谈好 P106
67. Tovalop:油船船东自愿承担油污责任协定(已不用).
ITOPF: international tanker owners pollution federation, so we should
confirm vessesl’s membership of ITOPF P106
70. The charterer shall have the option of cancelling the charter by giving
the owner 24 hours notice 24hours after such cancellation date:
otherwise the charter remains in full force and effect. P107
72. When delay is caused to a vessel arriving at a berth after giving after
giving notice of readiness for any reason over which the charterer has
no control, such delay shall not count as used laytime. P108
73. Any delay caused by the ship shall not count in laytime. Time spent
shifting in and out of first berth is not to count as laytime but any
subsequent shifting for additional berthing operations is for charter’s
account. P108
If the port or ship prohibits night loading, such time is not to count as
laytime, but note this is not the same issue as berthing at night
The charterer shall not be liable for any demurrage for delay caused by
strike, lockout, stoppage or restraint of labour for master, officers and
crew of the vessel, tugboat or pilots.
76. Pumping: this clause states that the cargo is to be loaded at charterer’s
expense and discharged at owner’s expense, the owner being
responsible for cargo up to the ship’s rail. P109
77. When sea terminals are used the ship is to provide the hoses which at
other places would be provided by charterers.
78. Time lost at a port due to quarantine restriction will only count as
laytime if the quarantine restrictions were known before the start of
the voyage..
79. The vessel is not responsible for any cargo damage unless it was
caused by (1) lack of seaworthiness discoverable by due diligence at
the time of loading or the inception of the voyage (2) error or fault of
the servants of the owner in the loading care or discharge of the cargo.
P110
80. Any time lost due to faults in the IG system not to count as laytime.
P111
83. Exception clause: the master and owner shall not be responsible for
loss or damage to the cargo resulting from: any act or default of the
master or servants of the owner in the navigation or management of
the vessel; fire unless caused by the personal design or neglect of the
owner; collision, stranding or peril of the sea or navigable waters; or
from explosion, bursting of boilers or latent defects in hull equipment
or machinery P112
86. Overage: any additional premium for cargo insurance incurred due to
vessel’s age is to be for owner’s account. This clause is usually
amended to limit the maximum premium payable by owner’s and that
same should be payable against presentation of proper documentation.
P113
87. Clean seas clause: the charterers shall pay freight on any slops which
are carried, up to 1% of the vessel’s deadweight. The charterer will
also pay deadfreight if he does not want to cargo loaded on top of the
slops.
Chapter 9
无提单,和提单上收货人不一样时,此款要有
90. Cargo retention: crude oil contains a lot of sediment and foreign
matter in suspension during loading, that is not liquid. In the clean
trades we can readily understand that the residues of cargoes are
liquid.
91. In-transit loss clause: in transit loss not to exceed 0.5% of the bill of
lading quantity. P133
92. Reduced speed means that the operating speed is less than the service
speed recorded in Lloyd’s register.
Speed-up clause gives the charterer the right to instruct the vessel to
speed-up, the vessel will consume more bunkers at the higher speed
and the owners should be compensated for the additional expense.
P135
Chapter 10
98. Under the majority of tanker charter party forms, if the vessel anchors
because the berth is occupied, time starts 6 hours after NOR, whereas
if the vessel proceeds directly to the berth without any waiting time,
time will start on berthing or on commencement of loading or
discharging, depending on the charter party form. P150
99.In practice, without anything to the country in the charter party, under
a berth charter party the risk of delay, for any reason is borne by the
shipowner P151
100. Laytime will not start before the start of the laydays without
charterers agreement. The last day of the laydays is the cancelling
date.
101. Many demurrage claims are for periods of less than 24 hours and it
is more cost effective to factor the additional 24 hours into the freight
than employ their claims executives to check and chase up relatively
small amounts of money.
102. Conoco weather clause: it divides time lost due to bad weather
equally between shipowners and charterers.
104.
105.
106.
107.
108.
109.