- 43 Street 4, Thanh My Loi Ward, Thu Duc City, Ho Chi Minh City, Vietnam
- info@saamlogs.com
- Hotline: +31 (0)614 348 990
- Home|Specialized|Logistics terminology
Logistics terminology
Logistics terminology - Group A
Abatement Sự giảm giá (Hàng hóa, cước phí,…) |
Discounts (Goods, freight, etc.) |
Accept except Chấp nhận nhưng loại trừ |
A term used in a transaction by a charterer or chartering agent to indicate acceptance of certain terms or particulars but not of other parts excluded shall be set aside or modified as required. . |
Accomplished bill of lading Vận đơn đã nhận hàng |
The original bill of lading has been given to the carrier (Surrendered) at the port of destination and the goods have been received. |
Abandonment Sự khước từ: |
Is the refusal to perform an action. (abandonment of action). For example: Refusing to sue, prosecute, travel, or deliver goods for certain reasons. 2. Abandonment: Is the abandonment of an insured property (Abandonment of insured property) in case the property is lost as a total estimate (constructive total loss). The property owner must make a document relinquishing the property and transfer ownership of the property to the insurance company (company), so that this person can consider refusing or accepting compensation for the entire shipment. For example: The ship is sunk in the deep sea, salvage is difficult and expensive, so the ship owner declares abandonment of the ship, transferring ownership of the ship to the insurance company (company) to consider refusing or accepting compensation according to the law. insured value of the ship. If the insurer refuses to compensate for a total loss for a legitimate reason, they will compensate for partial loss. |
Aboard 1. Trên, lên (Tàu, xe lửa, máy bay) |
1. On, onto (Ship, train, plane) – Lighters aboard ship – Loading onto the ship (To get aboard) 2. With Prepositions used in terminology: Collision with a ship other (to fall aboard of a ship). A.B.S Abbreviation for: American Bureau of Shipping. (See: American Bureau of shipping) |
Accomplished bill of lading Vận đơn đã nhận hàng |
The original bill of lading has been given to the carrier (Surrendered) at the port of discharge and the goods have been received. |
Act of war Hành động chiến tranh |
Including wars between nations, civil wars, insurrections, rebellions, hostile acts such as destruction, sabotage, arrest, confiscation and other similar acts of war... In the insurance business, The risk of loss due to acts of war is insured under special, limited conditions, under the war risk insurance clause. |
Actual carrier or effective carrier Người chuyên chở đích thực |
A term used in the Consolidation operation to refer to the carrier whose ship is actually responsible for carrying the goods, as opposed to the nominal carrier under the transport contract who does not have a ship (NVOCC). Sign a transport contract, then have to hire a real carrier to transport the goods instead. (See: Consolidation or groupage) |
Actual total loss Tổn thất toàn bộ thực tế |
A term used in insurance operations to refer to an insured shipment that is completely lost in quantity or quality. (See: Total loss) |
Addendum Phụ lục |
Record of additions to a major legal document (agreement, contract, agreement...), forming an integral part of that document. (See: Rider) |
Additional charges Phụ phí |
It is an amount of money that must be paid in addition to the principal amount according to a certain regulation. For example: In transporting goods by market ship or container ship, there are cases where the charterer has to pay fuel surcharges (Bunker adjustment charges), currency depreciation charges (Currency adjustment charges), liquid charges. Lighterage... in addition to the original freight amount, according to the ship owner's regulations. |
Additional Premium Phụ phí bảo hiểm |
Is an additional amount of money that the insurer must pay in case the goods are insured under the original insurance terms B or C but want to expand some additional risks such as: risk of theft and/or non-delivery, water damage, etc. wet from rain or fresh water, torn, dirty due to grease, malicious or destructive behavior... In addition, some insurance companies require the insured to pay additional fees when using "old boats". ” (The ship is many years old). |
Address commission Hoa hồng người thuê tàu |
Is an amount of money calculated on a percentage of the total freight charged by the ship owner/carrier to the person who charters a ship for a trip or a time-limited ship to encourage this person to develop a transaction relationship between the two parties. In essence, it The ship embroiderer's commission is the amount of freight discount that the ship owner/carrier gives to the charterer |
Abandonment Sự khước từ |
Abandonment 1. Refusal: Is the refusal to perform an action. (abandonment of action). For example: Refusing to sue, prosecute, travel, or deliver goods for certain reasons. 2. Abandonment: Is the abandonment of an insured property (Abandonment of insured property) in case the property is lost as a total estimate (constructive total loss). The property owner must make a document relinquishing the property and transfer ownership of the property to the insurance company (company), so that this person can consider refusing or accepting compensation for the entire shipment. For example: The ship is sunk in the deep sea, salvage is difficult and expensive, so the ship owner declares abandonment of the ship, transferring ownership of the ship to the insurance company (company) to consider refusing or accepting compensation according to the law. insured value of the ship. If the insurer refuses to compensate for a total loss for a legitimate reason, they will compensate for partial loss. |
Accept except
Chấp nhận nhưng loại trừ |
A term used in a transaction by a charterer or chartering agent to denote acceptance of certain terms or particulars but not of other parts excluded shall be omitted or modified as may be required. bridge. |
Accomplished bill of lading
Vận đơn đã nhận hàng |
The original bill of lading has been given to the carrier (Surrendered) at the port of discharge and the goods have been received. |
Act of God or natural calamity Thiên tai |
Unexpected disasters caused by natural disasters beyond human control such as earthquakes, lightning strikes, volcanic eruptions, floods, storms, tornadoes, tsunamis Natural disasters are forces that are difficult to prevent, so it is customary to International law considers that in the event of a natural disaster causing loss of property, life, or hindering or eliminating the obligations of a party involved in a contract or commitment, then that party is exempted. liability due to force majeure. However, in the insurance business, natural disasters are a type of insured risk and the insured will be compensated for property loss caused by natural disasters. |
Act of state or Act of prince Hành vi nhà cầm quyền |
Including orders and directives on suspension, prohibition, obstruction of trading, transportation, cooperation, investment, causing property loss or hindering or abolishing obligations of a party as prescribed by a certain contract or commitment, the party involved is exempted from liability due to force majeure. In the insurance business, the risk of loss due to government actions is an excluded risk. |
Act of war Hành động chiến tranh |
Includes wars between nations, civil wars, insurrections, rebellions, hostile acts such as destruction, sabotage, capture, confiscation and other similar acts of war In the insurance and risk business The risk of loss due to acts of war is insured under special, limited conditions, under the war risk insurance clause. |
Actual carrier or effective carrier Người chuyên chở đích thực |
A term used in the Consolidation operation to refer to the carrier whose ship is actually responsible for carrying the goods, as opposed to the nominal carrier under the transport contract who does not have a ship (NVOCC). Sign a transport contract, then have to hire a real carrier to transport the goods instead. (See: Consolidation or groupage) |
Actual total loss Tổn thất toàn bộ thực tế |
A term used in insurance operations to refer to an insured shipment that is completely lost in quantity or quality. (See: Total loss) |
Addendum Phụ lục |
Record of additions to a major legal document (agreement, contract, agreement), forming an integral part of that document. (See: Rider) |
Additional charges Phụ phí |
It is an amount of money that must be paid in addition to the principal amount according to a certain regulation. For example: In transporting goods by market ship or container ship, there are cases where the charterer has to pay fuel surcharges (Bunker adjustment charges), currency depreciation charges (Currency adjustment charges), liquid charges. (Lighterage) added to the original freight amount, according to the ship owner's regulations. |
Additional Premium Phụ phí bảo hiểm |
Is an additional amount of money that the insurer must pay in case the goods are insured under the original insurance terms B or C but want to expand some additional risks such as: risk of theft and/or non-delivery, water damage, etc. wet from rain or fresh water, torn, dirty due to grease, malicious or destructive behavior In addition, some insurance companies require that the insured person must pay an additional fee when using an old ship (Boat). many years old). |
A dress commission Hoa hồng người thuê tàu |
Is an amount of money calculated on a percentage of the total freight charged by the ship owner/carrier to the person who charters a ship for a trip or a time-limited ship to encourage this person to develop a transaction relationship between the two parties. In essence, it The ship embroiderer's commission is the amount of freight discount that the ship owner/carrier gives to the charterer. But there are also some shipowners/carriers who do not accept the charterer's commission by writing in the charter contract an exemption from the charterer's commission (Free of Address Commisson). |
Ad – hoc Arbitration committee Hội đồng trọng tài vụ việc |
Created to adjudicate a certain dispute and will cease to exist after the adjudication. |
Adjustment of Average Tính toán tổn thất / Bảng tính tổn thất |
(See: General average) |
Ad – valorem freight Cước theo giá trị |
A type of freight set and collected by the carrier (ship owner) for high-value goods such as gold, silver, gems, and famous works of art. |
Advance freight Cước trả trước |
Is a portion of the total freight that the shipowner and charterer agree to pay before the ship arrives for delivery at the destination port. |
Advance on freight Tiền tạm ứng trên cước |
Is the amount of money that the shipper advances to the Captain to pay expenses at the port (not prepaid freight) and will then be deducted when paying the freight. Prepaid freight usually accounts for about 1/3 of the total freight and depending on the agreement, the charterer can receive a fixed interest rate on the prepaid amount (about 3%). Prepaid freight is not a loan from the ship owner (Loan) and the ship owner usually stipulates in the payment terms: Prepaid freight percent when signing the bill of lading, non-deductible and non-refundable whether the ship and/or or the goods are lost or not lost. (The freight to be paid in on signing Bills of Lading, discountless and non returnable, ship and/or cargo lost or not lost). |
Affreightment (Chartering) Việc thuê tàu |
The charterer / cargo owner (Affreighter / Cargo Owner) who needs to transport negotiates and signs with the charterer / shipowner (Carrier / Ships owner) a charter contract (contract of affreightment) under which the carrier The charterer commits to transport goods or provide part or all of the ship for the charterer to use to transport goods and the charterer must pay a certain amount of freight agreed in advance. The charter contract includes provisions regulating the rights and obligations of the charterer and the lessor; is a Voyage or time Charter-Party contract, Bill of Lading and Booking note. |
Agency Agreement Hợp đồng đại lý |
Is a contract in which the principal (Principal) authorizes the agent (Agent) to perform some specified work on his behalf and for that service the agent receives some remuneration called is the agency commission. In maritime transport, agency contracts are commonly signed between shipowners and shipowners agents, but in other cases, shipowners often appoint temporary agents by telegram or Telex with the following content: concise mandate. The main provisions in the shipowner agency contract include: - Appointment of agents and agent areas. – Scope of agency work (arranging procedures for ships entering and leaving the port, loading, unloading and delivering goods, checking freight collection and payment, paying fees according to the ship owner's instructions) – Rights and responsibilities of 2 sides. – Agent commission – Dispute handling – Contract validity and termination conditions |
Agency fees Đại lý phí |
Is the remuneration that the ship owner pays to the shipping agent (Ship-agent) for the services performed while the ship is operating at the port: Carrying out port entry and exit procedures, contacting places and monitoring loading and unloading goods. , calculate loading and unloading rewards, take care of supplies, arrange for crew to go ashore size, nature, and volume of goods loaded and unloaded. Sometimes, to simplify work, the shipowner requires the agent's fee to be included in the total commission amount stated in the charter contract that the shipowner will pay. Particularly in transporting market ships, in addition to the usual agency fees, market ship owners sometimes also deduct a portion of the freight as a commission on imported and exported goods. This is not a common practice in transporting goods by ship, although ship owners sometimes allow agents to receive a commission on the total amount of freight collected. |
Advice of shipment of Advice of despatch Giấy báo gởi hàng |
The customer/customer knows the status of the goods being dispatched and relevant details. In import and export sales, timely notification of goods holding is the responsibility of the seller. |
All in rate Cước toàn bộ |
Is the total amount including: Ship rental fee, surcharges and other unusual fees that the charterer must pay to the carrier. For example, commercial ships often apply full freight when carrying for hire. |
All risks (A.R.) Bảo hiểm mọi rủi ro |
|
All time saved both ends Toàn bộ thời gian bốc dỡ tiết kiệm được ở 2 đầu |
A term used in charter contracts that stipulate rewards and penalties in a compensatory manner (Reversible laydays). Meaning: The charter contract stipulates that the charterer can calculate the total loading and unloading time saved at both ends of the port for quick loading and unloading (Despatch money). This calculation is more beneficial to the charterer than the separate calculation of rewards and penalties at each end of the port (Separate laydays). For example: A ship charter contract stipulates the loading and unloading time in a compensatory manner including 10 good working days excluding Sundays and holidays, even if done, the late loading and unloading fine is 5,000 USD for the whole ship/day. Fast loading and unloading bonus is equal to ½ of the fine. In fact, the charterer spent 4 days loading at the dispatch port and 3 days unloading at the destination port. So the total time saved at both ends of the port is 3 days and the fast loading bonus received is: 2,500 USD x 3 = 7,500 USD (See: Laydays) |
All told Toàn phần |
The term placed after the word Deadweight refers to the total tonnage of the ship (Deadweight all told), including: Weight of goods, weight of items supplied for the trip (fuel, water, food, supplies). dunnage material, spare parts), crew weight and luggage. |
Always accessible Luôn luôn tiếp cận được |
(See: reachable on arrival) |
Always safely afloat Luôn luôn nổi an toàn |
The term means that the bottom of the ship never touches the ground when entering or leaving or parking at the wharf, ensuring the safety of the ship. The ship owner puts this term into the charter contract to place the responsibility on the charterer to choose a deep-water port to ensure the ship does not touch the bottom when entering or leaving as well as when handling cargo at the port. However, in some ports where the wharf depth is somewhat limited or affected by the tide but the bottom soil is muddy, the charterer can request the shipowner's approval: The ship does not always float but touches the bottom. safe (not always afloat but safely aground). (See: arrived ship) |
American Bureau of shipping (A.B.S) Tổ chức đăng kiểm tàu Hoa Kỳ |
Has the function of registering and issuing registration certificates to ships operating in business, in accordance with the regulations and conditions prescribed by A.B.S of the United States. |
Anchorage dues Thuế neo tàu |
The amount of money that the port requires that ships anchored in or outside the port area must pay. |
Antedated bill of lading Vận đơn ký lùi ngày cấp |
Signing back the date of issuance of the bill of lading (Antedating) is normally requested by the shipper to comply with the delivery time specified in the sales contract or the validity period of the letter of credit. It has been condemned by international arbitrators and courts as dishonest and fraudulent and can therefore have disastrous consequences for the exporter delivering the goods as well as the carrier who backdated the bill of lading. |
Arbitration Sự phân xử của trọng tài |
Is a method of resolving disputes by bringing the dispute before an arbitrator (Arbitrator) for adjudication and decision, when the two parties involved cannot resolve it by negotiation but do not want to take the issue to court. . Arbitration award has the same legal effect as a court judgment. Normally, each party appoints its own arbitrator to consider and agree, then the parties must appoint a third arbitrator or appoint an arbitrator to decide (Umpire). The deciding arbitrator is the person who has the right to make the final decision on issues that the other arbitrators have not yet agreed upon. |
Arbitrator or arbiter Trọng tài viên, Người phân xử |
(See: arbitration) |
Arrest or seizure Việc bắt giữ – Việc sai áp |
When the ship owner or cargo owner violates local laws and customs or harms local interests, based on the prosecution or lawsuit, the local government will order the arrest, garnishment of the ship or Temporary goods to wait for trial according to law. For example: Ship However, if the ship owner requests and is willing to pay bail for compensation, the ship can be released and continue to do business. |
Arrived ship Tàu đã đến (cảng) |
According to the charter contract, the ship is called Arrival Ship when it meets the following 3 conditions: 1. The ship must actually enter the wharf or wharf of the loading and unloading port named in the contract. 2. The ship must be truly ready in all aspects to load and unload goods. 3. Appropriate written notice of readiness for loading and unloading must be given to the shipper or consignee. In the charter contract, there are regulations on loading and unloading bonuses and penalties. The above term is closely related to calculating loading and unloading time and calculating loading and unloading bonuses and penalties. Therefore, the lessee should specifically state the wharf name of the port where the ship must arrive, enter the wharf to load and unload goods, avoid stating the general name of the destination port because the port area is quite large, the ship arrives at the port but has not yet entered the wharf. the right to give notice of readiness for loading and start calculating loading and unloading time. Often, ship owners do not like this specific regulation because they are afraid of encountering difficulties when the ship enters the wharf (for example, due to port congestion) and they do not have the right to give notice of readiness for loading and unloading but must anchor and wait. bridge. Therefore, they require the contract to stipulate whether the ship has arrived whether the ship has entered the berth or not (Whether in berth or not), whether it has entered the port or not (Whether in port or not), whether quarantined or not. Not yet (Whether in free pratique or not) and Whether customs clearance has been completed or not (Whether in customs clearance or not). The contract for chartering the grain carrier Baltimore, form C, has similar provisions as follows: If when arriving at the unloading port, the ship cannot enter due to congestion, the ship still has the right to give notice of readiness for loading and unloading immediately upon arrival. also anchor at a location outside the port designated by the port and start calculating loading and unloading time regardless of whether the ship has entered the wharf or not, entered the port or not, has been quarantined or not, and has completed customs procedures or not. The time the vessel leaves the anchorage to enter the wharf will not be included in the loading and unloading time (If on arrival at port of discharge, vessel is unable to enter a port due to congestion, vessel to be allowed to tender notice of readiness upon arrival off the port at the place appointed by the Harbor Master and time to commence as per charter whether vessel in berth or not, whether in port or not, whether entered at Customs or not. Time used in shifting from anchorage to berth not count as laytime” ). The above provisions in the charter contract put the charterer at a disadvantage. Ship embroiderers need to carefully consider the current situation of the port of destination, the local situation, and transportation requirements to strive to reach fair and reasonable agreements. |
As agent only Chỉ nhân danh đại lý |
This term is noted under the signature to prove that the person signing the document (For example: Bill of lading, air waybill, charter contract) the signature as a legal entity is the person authorized by another person. authorize to perform or confirm a thing or a number of things and bear only limited liability within the scope of that authorization. |
Assortment Việc phân loại, xếp hạng hàng hóa |
|
Assurer (Insurer) Người bảo hiểm |
Is the person who insures the interests of the customer (the Insured) according to the prescribed insurance rules and conditions, has the right to collect insurance premiums and is responsible for compensating for losses due to insured risks. Subject matter caused to the insured subject. |
Assured (Insured) Người được bảo hiểm |
The term is used to refer to the person whose interests are insured (Goods, ships, other assets) and not the insured person himself (Except life insurance). |
At and from
Tại và từ |
Term used in insurance voyage policy: At and from a specified port. This means that the Insurance is valid from the time the ship arrives at the specified port and throughout the subsequent voyage. But if the insurance contract is signed and the ship has not yet arrived at the specified port, the insurance contract will take effect when the ship arrives at that port. It should be distinguished from the term From a certain port, which means that the insurance is only valid when the ship begins its trip from that port. |
Attorney Người được ủy quyền |
Full-power representative is a person appointed by another person (Author) to act on that person's behalf to resolve and handle a certain matter. For example: A lawyer is authorized by a client to appear in court to defend the rights in a lawsuit (altorney – at – law); A shipping agent authorized by the ship owner to liquidate the ship's miscellaneous charges after a shipwreck. The authorization must be written in writing called a Warrant or power of attorney or a letter of attorney. |
Australian Grain Charter (Austrai) Hợp đồng thuê chở ngũ cốc Úc |
Type of grain charter contract drafted and applied by the Chamber of Shipping of the United Kingdom and the Australian Grain Shippers Association for the carriage of grain from Australia. |
Autonomous port Cảng tự quản |
Type of port in France that is built and managed by a Board of Directors consisting of representatives of the host government, port workers, and freight forwarders. |
Average Tổn thất |
Damage to the ship and/or cargo during a voyage as well as extraordinary expenses incurred in connection with a maritime incident. By habit, the word "average" is also used to refer to "particular average". (See: General average and Particular average) |
Average adjuster Chuyên viên tính tổn thất (Lý toán viên tổn thất) |
Experienced experts are trusted to calculate the loss, damage and expenses of parties with interests in the sea voyage and determine whether they are separate or general losses. Calculating losses and dividing the contributions of the parties in the case of general average and in the case of two ships colliding are quite delicate and complicated tasks, so people often entrust them to loss calculation experts. Honest and experienced to solve the problem. |
Average bond Bản cam kết |
Commitment to contribute to general average When a general average case occurs, the captain (Carrier) sends the cargo owners on the common sea voyage a commitment to contribute to general average, requesting signatures to confirm the commitment. general average contribution according to the corresponding ratio as the loss adjusters will determine later. Only when the goods owner agrees to commit or the representative of the goods owner (Insurance Company) agrees to sign the commitment will the goods be unloaded and delivered to the consignee. Along with signing the commitment, the shipper will have to advance a deposit amount equivalent to the General average deposit, unless the carrier accepts otherwise. (See: Average and General Average). |
Average guarantee Giấy bảo lãnh đóng góp tổn thất chung |
Established by the insurance company, confirming its guarantee to the shipowner that it will pay the contribution and/or salvage money allocated by the loss expert to the relevant insured goods. to general loss. If there is no guarantee from the Insurance Company, the goods owner must sign a commitment to contribute to general average and deposit a deposit before the ship will accept the goods. |
Average Statement Bản phân bố tổn thất chung |
A detailed presentation of the general average contribution of each party with an interest on the ship in proportion to the value of that asset. The general average distribution is prepared by general average adjusters and distributed to all parties to the joint voyage, immediately after they have completed their calculations. |