General terms of carriage for bulk carriers

1. Liner Terms (FLT) Full Liner Terms (Full Liner Terms), also known as Berth Terms or Gross Terms (Gross Terms), means that the owner of the ship is responsible for hiring stevedores, and is responsible for paying for loading, unloading and stowage. cost.

Specifically, at the loading port, the charterer is only responsible for delivering the goods to the wharf, the side of the ship, and placing them under the ship’s hook, while the shipowner receives the goods at the unloading port where the ship’s hook reaches. The owner is responsible for delivering the goods under the ship’s hook, and the charterer receives the goods under the ship’s hook. As for the division of expenses, this is also the standard. In shipping practice, some people mistakenly believe that as long as the contract has a liner clause, such transportation should be carried out completely in accordance with the conditions of liner transportation, but it is not. The so-called liner clause merely imitates the liner approach on the issue of the sharing of loading and unloading costs, that is, the shipowner shall bear the loading and unloading costs without involving other rights and obligations.

II. The lessor does not bear the loading cost clause (FREE IN, in fact, we generally use it as FILO, which is FREE IN & LINER OUT, commonly known as "tube unloading regardless of loading") The lessor does not bear the loading cost clause (FI ), also known as the in-cabin receipt clause. Under this clause, the owner of the ship is only responsible for receiving the cargo in the cabin at the port of loading, the cost of loading is borne by the charterer, and the cost incurred at the port of discharge is borne by the owner of the ship.

3. Pipe loading and unloading (F.O.) This clause is also known as the delivery clause (F.O.). According to this clause, the shipowner pays the loading fee at the port of loading, and the shipowner is only responsible for delivering the cargo in the cabin at the port of discharge, while the discharge fee is borne by the charterer.

4. Regardless of loading and unloading (F.I.O) The lessor does not bear the loading and unloading fee clause (F.I.O.), also known as the in-cabin receipt and delivery clause. Under this clause, the owner of the ship is only responsible for receiving and delivering the cargo in the cabin, and the charterer hires stevedores in the loading and unloading ports, and bears the loading and unloading costs.

5. Regardless of the terms of loading, unloading, stowage and trimming fees (F.I.O.S.T.), the lessor is not responsible for the terms of loading, unloading, stowage and trimming fees (F.I.O.S.T.), which is also known as the terms of receipt, delivery and stowage fees. This clause is completely opposite to the liner clause. The shipowner is not responsible for all costs related to loading and unloading. All hired stevedores and related loading and unloading costs shall be borne by the charterer. Under this clause, the lashing fees and lashing materials required for the shipment of bulky goods should also be borne by the lessee. However, in order to avoid unnecessary disputes, when transporting bulky cargo, the contract should specify the words "Lashed" to indicate that the ship owner is not responsible for the lashing fee. Similarly, if the word "Dunnages" is added after the above regulations, it means that the lessor is not responsible for the above costs, but also does not bear the cost of dunnage.

Steel pipes are generally used for FILO, if it is Southeast Asia and Brazil, generally use FIO terms, and the Middle East and other regions generally use FILO terms

The key words of bulk cargo charter transportation are as follows: The key words of bulk cargo charter transportation are as follows:

Shipping terms:

A) FO=Free Out Regardless of unloading, if the price clause we signed with the customer is CFR FO, it means that we are not responsible for unloading.

B) LO=Liner Out tube unloading, if the price clause we signed with the customer is CFR LO, it means that we are responsible for unloading.

C) FIO = F ree In& Out, regardless of loading or unloading;

D) FILO=Free In Liner Out regardless of pipe loading and unloading;

E) LIFO = Liner In Free Out pipe loading and unloading; this clause is rarely used, these clauses are the most basic bulk cargo transportation clause, of course, if there are many things in the charter, such as lashing, dunnage, etc. cost.

F) FLT=Full Liner Terms=BT=Berth Terms (LT=BT) tube loading and unloading, or full liner terms

The full name of CQD in English is CUSTOMARY QUICK DESPATCH, and the Chinese is based on port speed. It is a term in the chartering business, and it belongs to the content of the loading and unloading rate clause.

Generally, shipowners are unwilling to accept this clause because they have to take a lot of risk. For example, when the port is suppressed, only the shipowner will bear the loss of the schedule. Therefore, shipowners generally insist on a loading and unloading rate. However, if the cargo owner or charterer does not understand the loading rate or the unloading rate, or wants to pass the risk to the owner, then stick to this clause.

However, the shipowner will know the loading or unloading situation at this port beforehand, and will also consider this factor in the quotation provided.

Corresponding to this term is DETENTION, that is, under the CQD clause, if the shipping schedule is affected because the cargo is not ready, the shipowner or charterer shall be compensated for loss according to DETENTION.

Unless the shipowner knows the loading and unloading port and the route very well, and the cargo itself is very attractive and the charterer is assured of CQD, it will generally not be accepted. Generally speaking: CDQ is a clause that kills shipowners.