国际航运业务英语与函电 (2)

Lesson 10 shipping documents

The circulation of the relevant shipping documents can be illustrated as follows:

1. The shipper (or consignor) makes an application to a shipping company or its agent for the shipment of goods by filling up a booking note

2. After the acceptance of booking note, the shipping company issues a shipping order(S/O)to the shipper, advising him of when and where to deliver the goods alongside the named ship 3. The shipper, on the strength of the S/O, goes through the customs declaration formalities for outward goods and gets the goods ready for shipment

4. The agent prepares a loading list for the ship according to the S/O(counter-foil)

5. The chief officer works out a stowage plant. A number of copies are sent to the tally company and stevedoring company through the agent for the arrangement of loading and discharge

6. The chief tallyman checks all goods loaded on board against the tally sheets and signs the S/O

7. The chief officer, by reference to the tally, endorses the S/O, which then automatically becomes the mate`s receipt

(M/R) to be issued to the shipper after loading

8. After paying for the freight(prepaid), the shipper turns over the M/R to the shipping company or agent in exchange for the B/L

9. The shipper sends the B/L and other relevant documents to the bank for negotiation of payment 10.

The agent makes out for the ship a suitable number of

copies of the export manifest (M/F) and freight manifest(F/M), which are required by the customs at the local port as well as other port of call 11.

The consignee secures the B/L form the bank by effecting

the payment for goods 12.

The consignee presents the B/L to the shipping company

or agent in exchange for the delivery order(D/O), by which he takes delivery of goods at the warehouse

Lesson 11 collision of ships

1. Collision of ships, in term of fault liability, can be classified into three categories: collision caused by fault of one party, collision caused by mixed fault and collision caused by no fault

2. A collision report including the following items: 1) The exact time of collision

2) The position, heading, and speed of each vessel at the time of collision

3) Weather conditions(e.g. visibility, wind, sea and swell, ect,)

4) An estimate of angle of collision to the other vessel 5) What actions taken by own vessel to avoid collision 6) The extent of damage caused to both vessels and the cargo as far as known

7) The names of witness to the collision

8) General information (e.g. name, nationality, port of registry, voyage, ect.) of both vessels

Lesson 13 charter party

1. Charter parties are diversified into three principal categories: voyage charter, time charter and bareboat (demise) charter

2. The voyage charter is, in essence, a contract of affreightment covering the movement a particular cargo from one designated port to another, at a stipulated rate of freight (charter hire) for each ton of the goods actually transported. The shipowner is responsible for all details of vessel operation. The charterer, in addition to putting the cargo within reach of the loading gear, must arrange for

the berthing places at port of loading and discharge, and quite often also must contract with stevedores to handle the cargo. Payment for the ship`s services must be made in accordance with the provisions of the charter-party 3. The time charter is one under which the shipowner places the services of a ship at the disposal of the charterer for a specified period of time, or rather hires out to the charterer the entire shipping space of a ship for the carriage of cargo on time basis, Unlike the revenue earned under the voyage charter, which is calculated on the tonnage value of the cargo, the time charter hire is calculated on the carrying capacity of the ship plus running cost of the ship, excluding wages. So the larger the ship, the more the charterer pays

4. The bareboat (demise) charter is one under which the shipowner transfers operational control of the ship to the charterer. The vessel must be seaworthy and full equipped at the time she is delivered to the charterer. During the chartering period, the burden and responsibility of operation are assumed by the charterer. The shipowner periodically receives the agreed payment which, as in the time charter, is based upon the deadweight tonnage of the

ship

Lesson 14 sea protest and general average

1. A note of sea protest is a declaration or deposition by the master, made under oath, giving full particulars regarding heavy weather or other incident, which may have caused damage to the vessel or cargo during the voyage.

2. A ship has met with any of the following circumstances in the course of the voyage, it is advisable for the master to note a sea protest:

1) Whenever during the voyage ship encounters conditions of wind and sea, which may result in damage to cargo 2) When form any cause ship is damaged, or feared to be damaged

3) When through stress of weather it has not been practicable to adopt normal precautions in the matter of ventilation of perishable cargo

4) When cargo is shipped in such a condition as likely to suffer deterioration during the voyage (but, in this case, protest will not be effective unless B/L was endorsed to show the condition of cargo at the time of shipment) 5) In all case of General Average

3. A general average acts when, and only when, any

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