AT OR TOWARDS THE STERN OR AFTER END OF A SHIP.
ABEAM
ON A LINE AT RIGHT ANGLES TO A SHIP'S LENGTH.
AGENT
ONE WHO REPRESENTS A PRINCIPAL, OR BUYS OR SELLS FOR ANOTHER. (ACTUAL INCOME IS BASICALLY FROM THE COMMISSION GIVEN BY THE PRINCIPAL AND / OR SELLER).
AIR BAG
INFLATED BAG USED TO FILL GAPS BETWEEN GOODS WHEN STOWED IN RAILWAY WAGONS, TRUCKS, SHIPPING CONTAINERS OR IN SHIPS. IT IS A MEANS OF LOAD BRACING OR CUSHIONING, THE PURPOSE BEING TO PREVENT SHIFTING OF GOODS. IN A CONTAINER, FOR EXAMPLE, AIR BAGS ARE POSITIONED ACROSS THE LENGTH OR WIDTH AND THEN INFLATED TO BRACE THE LOAD AGAINST THE WALLS OR END OF THE CONTAINER. AIR BAGS ARE ALSO KNOWN AS INFLATABLE DUNNAGE.
AMIDSHIPS
AT OR IN THE MIDDLE OF A SHIP.
ANCHORAGE
PLACE WHERE SHIPS DROP ANCHOR, AWAY FROM SHIPPING LANES, TO WAIT UNTIL A LOADING OR DISCHARGING BERTH BECOMES AVAILABLE, OR TO TAKE BUNKERS FROM A BUNKER BARGE, OR TO DISCHARGE TO BARGES, OR WHEN LAID UP.
APRON
HARD-SURFACED AREA OF THE QUAY ON WHICH SHIPPING CONTAINERS ARE ASSEMBLED BEFORE LOADING TO, OR AFTER DISCHARGING FROM, THE OCEAN VESSEL.
ARTIFICIAL TWEEN DECK
CONSTRUCTION MADE BY PLACING SEVERAL PLATFORM FLATS END TO END IN A SHIP. THESE ARE EFFECTIVELY SHIPPING CONTAINERS WITHOUT SIDES, ENDS OR A ROOF. NORMALLY, PLATFORM FLATS ARE 20 OR 40 FEET LONG AND ARE USED TO HOLD AWKWARDLY SHAPED CARGOES WHICH CANNOT FIT ON OR IN ANY OTHER TYPE OF CONTAINER.
BALE OR BALE CAPACITY
TOTAL CUBIC CAPACITY OF A SHIP'S HOLDS AVAILABLE FOR THE CARRIAGE OF SOLID CARGO WHICH IS NOT CAPABLE OF FILLING THE SPACES BETWEEN THE SHIP'S FRAMES. IT IS EXPRESSED IN CUBIC FEET OR CUBIC METRES. (WHERE A CARGO IS FREE-FLOWING AND IS CAPABLE OF FILLING THE SPACES BETWEEN THE SHIP'S FRAMES, THE CORRESPONDING CUBIC CAPACITY IS KNOWN AS THE GRAIN OR GRAIN CAPACITY.)
BALLAST TANK
GENERAL TERM GIVENTO ANY TANK OR COMPARTMENT IN A SHIP WHICH IS USED FOR BALLAST WHEN THE SHIP IS NOT CARRYING CARGO. BALLAST IS A HEAVY WEIGHT, OFTEN SEA WATER, WHICH GIVES THE SHIP STABILITY AND IMPROVES HANDLING. COMPARTMENTS WHICH CAN BE USED FOR THIS PURPOSE INCLUDE THE DOUBLE-BOTTOM, DEEP TANK AND WING TANK. WHEN NOT BEING USED FOR BALLAST, THESE TANKS MAY CARRY FRESH WATER, FUEL OR EVEN CARGO DEPENDING ON THE TANK AND THE TYPE OF SHIP.
BARGE
FLAT-BOTTOMED VESSEL MAINLY USED ON RIVERS AND CANALS. SOME TYPES ARE SELF-PROPELLED WHILE THOSE WHICH ARE NOT TOWED OR PUSHED. BARGES ARE OFTEN LINKED TOGETHER AND TOWED IN A LINE KNOWN AS A STRING OR TRAIN.
BARREL HANDLER
ATTACHMENT TO A FORK-LIFT TRUCK WHICH IS SPECIALLY CONTRUCTED TO ENABLE IT TO LIFT BARRELS. IT HAS TWO SETS OF UPPER AND LOWER CLAMPS WHICH HOLD THE BARREL SECURELY. THESE ARE ALSO CAPABLE OF REVOLVING THROUGH 90 DEGREES SO THAT THE BARREL CAN BE HANDLED UPRIGHT OR ON THE ROLL.
BEAM
THE MAXIMUM BREADTH OF A SHIP. THIS IS SOMETIMES A FACTOR IN DETERMINING WHETHER A SHIP IS SUITABLE FOR A
BILL OF LADING
RECEIPT FOR GOODS SHIPPED ONBOARD A VESSEL SIGNED BY THE PERSON (OR HIS AGENT) WHO CONTACTS TO CARRY THEM AND STATING THE TERMS ON WHICH THE GOODS ARE CARRIED.
BLOCK
DEVICE, MADE OF WOOD OR METAL, WHICH IS PART OF LIFTING TACKLE EQUIPMENT. IT HAS ONE OR MORE SLOTS, EACH ONE TAKING A PULLEY WHEEL ROUND WHICH A ROPE PASSES. THE PULLEY WHEELS REVOLVE AROUND A CENTRAL PIN. BLOCKS ARE TYPICALLY USED WITH DERRICKS.
BLOCK STOWAGE
THE PLACING OF CARGO IN THE HOLD OF A SHIP IN STACKS OF EVEN LENGTH WITH NO PIECES PROTRUDING SO AS TO MAKE THE MOST EFFICIENT USE OF THE SPACE IN THE HOLD.
BERTH
PLACE ALONGSIDE A QUAY WHERE A SHIP LOADS OR DISCHARGES CARGO OR, IN THE CASE OF A LAY-BY BERTH, WAITS UNTIL A LOADING OR DISCHARGING BERTH IS AVAILABLE. THIS TERM IS ALSO FREQUENTLY USED TO SIGNIFY
BOTTOM
GOODS WHICH ARE STOWED AT THE BOTTOM OF A SHIP'S HOLD BECAUSE OF THEIR RELATIVELY HIGH DENSITY, THEIR ABILITY TO WITHSTAND OTHER CARGO BEING STOWED ON TOP OF THEM AND THE PROBABILITY THAT THEY WOULD DAMAGE OTHER GOODS IF STOWED ELSEWHERE.BOX
WIDELY USED TERM TO DESIGNATE A SHIPPING CONTAINER. FOR DETAILED DEFINITION, SEE CONTAINER.
BREAKBULK
RELATING TO DRY CARGO LIFTED ON AND OFF SHIPS ONE PIECE OR BUNDLE AT A TIME BY MEANS OF CRANES OR DERRICKS BUT NOT SHIPPED ON TRAILERS OR IN SHIPPING CONTAINER. SUCH GOODS MAY BE DESCRIBED AS BREAKBULK CARGO; THE SHIPS WHICH CARRY THEM ARE SOMETIMES REFERRED TO AS BREAKBULK SHIPS, WHICH, IF OPERATED ON A REGULAR BASIS BETWEEN ADVERTISED PORTS, PROVIDE A BREAKBULK SERVICE. THE TERM BREAKBULK IS OFTEN USED TO DENOTE THE OPPOSITE OF CONTAINERISED. ALSO REFERRED TO AS CONVENTIONAL.
BRIDGE CRANE
CRANE, NORMALLY A SHORE CRANE, WITH A WIDE SPAN, USED FOR MARSHALLING CONTAINERS AND FOR STACKING. SUCH CRANES OPERATE BY STRADDLING SEVERAL ROWS OF CONTAINERS, PLACING AND PICKING UP CONTAINERS AS NECESSARY. THEY CAN BE EITHER RAIL-MOUNTED OR RUBBER TYRED. THEY CAN ALSO BE FITTED TO CERTAIN SHIPS, SUCH AS SOME SELF-SUSTAINING CONTAINERSHIPS. THEY ARE ALSO KNOWN AS GANTRY CRANES.
BROKEN STOWAGE
AMOUNT OF UNUSED SPACE IN A SHIP OR A HOLD BY VIRTUE OF THE IRREGULAR SHAPE OF THE CARGO. FOR EXAMPLE, THE SPACE TAKEN UP BY A BUNDLE OF BARS OF IRREGULAR LENGTH WOULD BE CALCULATED ON THE BASIS OF THE LONGEST LENGTH, AS IF ALL THE BARS WERE OF THAT LENGTH.
BULK CARGO
HOMOGENEOUS UNPACKED DRY CARGO SUCH AS GRAIN, IRON
BULK CARRIER
SINGLE DECK SHIP DESIGNED TO CARRY HOMOGENEOUS, UNPACKED DRY CARGOES SUCH AS SUGAR OR CEREALS. SUCH SHIPS HAVE LARGE HATCHWAYS TO FACILITATE CARGO HANDLING, HOPPER SIDES AND WING TANKS. THE LATTER ARE USED EITHER FOR THE CARRIAGE OF GRAIN, OTHER BULK CARGOES OR WATER BALLAST. BULK CARRIERS, OR BULKERS AS THEY ARE SOMETIMES CALLED, ARE BUILT IN A
BULK CONTAINER
SHIPPING CONTAINER DESIGNED TO CARRY FREE-FLOWING CARGOES SUCH AS SUGAR, CEMENT, CEREALS OR FERTILISERS. THE CARGO IS LOADED THROUGH HATCHES IN THE ROOF OF THE CONTAINER AND DISCHARGED THROUGH HATCHES IN THE DOOR OR FRONT END BY TIPPING THE CONTAINER.
BULK / CONTAINER CARRIER
MULTI-PURPOSE SHIP DESIGNED TO CARRY A FULL CARGO OF CONTAINERS OR DRY BULK SUCH AS GRAIN, COAL AND ORE. THIS CAPABILITY ENABLES THE SHIP TO OPERATE IN A WIDER
BAF
BUNKER ADJUSTMENT FACTOR
BUOY
SMALL FLOATING BODY, ANCHORED TO THE SEA BED, WHICH MARKS A CHANNEL OR ALERTS SHIPPING TO DANGERS, WRECKS OR OTHER OBSTRUCTIONS.
CAF
CURRENCY ADJUSTMENT FACTOR
CARGO CONSOLIDATION
WHEN SINGLE CONSIGNEE HAVE MORE THAN ONE SUPPLIER IN ONE PLACE, NORMALLY THE CONSIGNEE WILL ISSUE A INSTRUCTION TO THE SHIPPING COMPANY TO CONSOLIDATE MANY LOTS OF LCL SHIPMENTS WHICH THEIR SUPPLIERS HAVE DELIVERED, INTO ONE OR MORE FCL CONTAINERS, SO THAT, THEY HAVE BENEFIT OF RECEIVING FCL CONTAINERS INSTEAD OF LCL SHIPMENT.
CARGO HOOK
CURVED PIECE OF STEEL, FIXED TO THE END OF A CRANE OF DERRICK, TO WHICH THE ROPES, SLINGS OR OTHER LIFTING ACCESSORIES PLACED AROUND GOODS ARE ATTACHED FOR THE PURPOSE OF LIFTING. VARIATIONS IN THE DESIGN EXIST, FOR EXAMPLE, TO HELP PREVENT THE HOOK SNAGGING OR CATCHING ON ANYTHING WHILE IT IS BEING RAISED, OR TO STOP THE LOAD FROM SLIPPING.
CARGO PLAN
PLAN, IN THE FORM OF A LONGITUDINAL CROSS-SECTION OF A SHIP, WHICH IS DRAWN UP BEFORE LOADING COMMENCES. IT SHOWS SUGGESTED LOCATIONS IN THE SHIP OF ALL THE CONSIGNMENTS TAKING INTO CONSIDERATION THEIR
CELL
COMPARTMENT IN THE HOLD OF A CONTAINERSHIP INTO WHICH A SHIPPING CONTAINER FITS EXACTLY. ALSO REFERRED TO AS A SLOT.
CELLULAR CONTAINERSHIP
SHIP WHICH IS DEDICATED TO THE CARRIAGE OF SHIPPING CONTAINERS: IT IS FITTED WITH CELL GUIDES, UPRIGHTS WHCH PROVIDE A FRAMEWORK DESIGNED TO ACCOMMODATE STANDARD SIZE CONTAINERS IN SUCH
CFS RECEIVING CHARGES
CONTAINER FREIGHT STATION RECEIVING CHARGES
CHASSIS
TRAILER ON WHICH SHIPPING CONTAINERS ARE CARRIED WHEN MOVED BY ROAD. THERE ARE TWO COMMONLY AVAILABLE TYPES: ONE FOR TWENTY FOOT CONTAINERS, THE OTHER FOR FORTY FOOT CONTAINERS. SOME 40 FOOT CHASSIS ARE OPTIONALLY ABLE TO CARRY TWO 20 FOOT CONTAINERS.
CLEAN BILL OF LADING
BEARS NO SUPERIMPOSED CLAUSES EXPRESSLY DECLARING A DEFECTIVE CONDITION OF THE GOODS OR PACKAGING I.E. WHEN ACCEPTING CARGO IT IS THEREFORE IMPORTANT TO CHECK CAREFULLY WHETHER THE OUTWARD CONDITION OF THE GOODS GIVEN RISE TO ANY REMARKS. IF SO, THE CARRIERS WILL HAVE TO PROTECT THEIR POSITION BY INSERTING A CORRESPONDING REMARK IN THE RECEIPTS E.G. BURST CASE, SECOND-HAND BAG, ETC. AND THE BILL OF LADING WILL HAVE TO BE CLAUSED ACCORDINGLY. (IT IS TRUE, THE INCLUSIVE OF SUCH REMARKS WILL MAKE THE BILL OF LADING "UNCLEAN").
CLIP-ON UNIT
GENERAOR WHICH CAN BE ATTACHED TO A REFRIGERATED CONTAINER TO PROVIDE AUXILIARY POWER.
COLLAPSIBLE FLAT RACK
SHIPPING CONTAINER, CONSISTING OF A FLAT BED AND FOUR CORNER POSTS, DESIGNED TO CARRY CARGOES OF AWKWARD SIZE. WHEN THESE FLAT RACKS ARE EMPTY, THE ENDS ARE COLLAPSED AND SEVERAL FLAT RACKS MAY THEN BE INTERLOCKED IN A STACK WHICH HAS THE SAME DIMENSIONS AS A SINGLE STANDARD CONTAINER, ENABLING THEM TO BE TRANSPORTED IN THE SAME WAY.
CONTAINER
BOX, DESIGNED TO ENABLE GOODS TO BE SENT FROM DOOR TO DOOR WITHOUT THE CONTENTS BEING HANDLED. THERE ARE SEVERAL STANDARD SIZED USED WORLDWIDE SUCH THAT THE SAME CONTAINER MAY BE TRANSFERRED FROM ONE MODE OF TRANSPORT TO OTHER MODES IN THE COURSE OF A SINGLE VOYAGE. INDEED, SPECIALLY DESIGNED ROAD AND RAIL VEHICLES AND SPECIAL SHIPS ARE FREQUENTLY USED TO CARRY CONTAINERS. THE MOST COMMON SIZES OF CONTAINERS ARE THE 20 FOOTER, WHICH MEASURES ABOUT 20 FEET (6.1 METRES) LONG BY 8 FEET (2.4 METRES) WIDE BY 8 FEET 6 INCHES (2.6 METRES) HIGH AND THE 40 FOOTER, MEASURING ABOUT 40 FEET (12.2 METRES) LONG AND HAVING THE SAME WIDTH AND HEIGHT AS THE 20 FOOTER. TYPICALLY MADE OF STEEL, THERE ARE CONTAINERS OF SEVERALTYPES WHOSE USE DEPENDS PRINCIPALLY ON THE NATURE OF THE CARGO, FOR EXAMPLE, DRY BULK, LIQUID OR PERISHABLE CARGOES. THE CONTAINER IS WIDELY REFERRED TO AS A BOX.
CONTAINER
PLACE
CONTAINER CAPACITY
TOTAL NUMBER OF SHIPPING CONTAINERS, GENERALLY EXPRESSED AS A NUMBER OF T.E.U.'S (TWENTY FOOT EQUIVALENT UNITS) WHICH MAY BE ACCOMMODATED ON BOARD A SHIP.
CONTAINER FREIGHT STATION
PLACE WHERE CONSIGNMENTS ARE GROUPED TOGETHER AND PACKED INTO A SHIPPING CONTAINER, OR PLACE WHERE SUCH CONSIGNMENTS ARE UNPACKED OR A FACILITIES WHERE THE SHIPOWNER OF HIS AGENT RECEIVES / DELIVERS LCL CARGO, PACKS AND UNPACKS CONTAINERS.CONTAINER HEAD
THE END WITHOUT DOORS OF A SHIPPING CONTAINER.
CONTAINER TERMINAL
PART OF A PORT WHERE CONTAINERS ARE LOADED ONTO, AND DISCHARGED FROM, CONTAINERSHIPS.
CONTAINER
PLACE
SAID OF CARGO WHICH IS CAPABLE OF BEING LOADED INTO A SHIPPING CONTAINER.
CONTAINER / BARGE CARRIER
SHIP DESIGNED TO CARRY BARGES AND SHIPPING CONTAINERS AT THE SAME TIME. THE BARGES ARE FLOATED INTO THE SHIP THROUGH LARGE BOW DOORS. THE CONTAINERS ARE STOWED ON DECK.
CONTAINER / BULK CARRIER
MULTI-PURPOSE SHIP DESIGNED TO CARRY A FULL CARGO OF CONTAINERS OR DRY BULK SUCH AS GRAIN, COAL AND ORE. THIS CAPABILITY ENABLES THE SHIP TO COMPETE IN A
CONTAINER / PALLET CARRIER
SHIP DESIGNED TO CARRY SHIPPING CONTAINERS AND PALLETISED GOODS. ALTHOUGH THE SHIP IS CAPABLE OF CARRYING GENERAL CARGO, THE INTERIOR OF THE SHIP GENERALLY CARRIES PAPER PRODUCTS ON PALLETS. THESE ARE LOADED THROUGH A SIDE DOOR, TAKEN BY PALLET LIFT TO THE APPROPRIATE LEVEL AND THENCE BY FORK-LIFT TRUCK TO THE DESIRED POSITIONS. THE CONTAINERS ARE CARRIED ON DECK. THIS TYPE OF VESSEL IS SOMETIMES CALLED A PALLET CARRIER.
CONTAINERSHIP
SHIP SPECIALLY DESIGNED TO CARRY SHIPPING CONTAINERS. SHE HAS CELLS INTO WHICH THE CONTAINERS ARE LOWERED AND WHERE THEY
CONVENTIONAL
RELATING TO DRY CARGO LIFTED ON AND OFF SHIPS ONE PIECE OR BUNDLE AT A TIME BY MEANS OF CRANES OR DERRICKS BUT NOT SHIPPED ON TRAILERS OR IN SHIPPING CONTAINERS. SUCH GOODS MAY BE DESCRIBED AS CONVENTIONAL CARGO; THE SHIPS WHICH CARRY THEM ARE SOMETIMES REFERRED TO AS CONVENTIONAL SHIPS WHICH, IF OPERATED ON A REGULAR BASIS BETWEEN ADVERTISED PORTS, PROVIDE A CONVENTIONAL SERVICE. ALSO REFERRED TO AS BREAKBULK.
CORNER CASTING OR CORNER FITTING
FITTING LOCATED AT EACH OF THE CORNERS OF A SHIPPING CONTAINER BY MEANS OF WHICH THE CONTAINER IS HANDLED AND LIFTED.
CORNER POST
STEEL SECTION WHICH RUNS ALONG THE EDGE OF A SHIPPING CONTAINER BETWEEN THE BOTTOM AND TOP RAILS; ONE AT EACH CORNER OF THE CONTAINER.
COST AND FREIGHT (C & F)
AT EXPORTERS (SELLERS) EXPENSES TO LOAD GOODS ONBOARD VESSEL AT THE
CRANE
MACHINE FOR LIFTING AND MOVING HEAVY WEIGHTS. CRANES MAY BE
CY/CY
CONTAINER YARD TO CONTAINER YARD
DANGEROUS GOODS
CARGO WHICH IS POTENTIALLY HAZARDOUS SUCH AS INFLAMMABLE OR TOXIC GOODS. SUCH CARGO MUST BE NOTIFIED BY THE SHIPPER TO THE SHIPPING COMPANY AS BEING DANGEROUS AND IS USUALLY CARRIED ON DECK.
DDC CHARGES
DESTINATION DELIVERY CHARGES
DEADWEIGHT OR DEADWEIGHT ALL TOLD
DIFFERENCE BETWEEN A SHIP'S LOADED AND LIGHT DISPLACEMENTS, CONSISTING OF THE TOTAL WEIGHT OF CARGO, FUEL, FRESH WATER, STORES AND CREW WHICH A SHIP CAN CARRY WHEN IMMERSED TO A PARTICULAR LOAD LINE, NORMALLY HER SUMMER LOAD LINE. THE DEADWEIGHT IS EXPRESSED IN TONS OR TONNES. ALSO REFERRED TO AS TOTAL DEADWEIGHT.
DEADWEIGHT CARGO
CARGO ONE TONNE OF WHICH MEASURES ONE CUBIC METRE OR LESS. FREIGHT ON DEADWEIGHT CARGO IS GENERALLY PAYABLE ON THE WEIGHT, THAT IS, PER TONNE OR PER TON. ALSO REFERRED TO AS WEIGHT CARGO.
DEADWEIGHT CARGO CAPACITY OR DEADWEIGHT CARRYING CAPACITY
WEIGHT OF CARGO WHICH A SHIP IS ABLE TO CARRY WHEN IMMERSED TO THE APPROPRIATE LOAD LINE, EXPRESSED IN TONNES OR TONS.
DECK
COVERING OF ALL OR PART OF THE
DECK CARGO
CARGO CARRIED ON THE OPEN DECK OF A SHIP. CARGOES TRADITIONALLY CARRIED IN THIS WAY INCLUDE DANGEROUS GOODS, TIMBER AND GOODS WHICH ARE TOO LARGE FOR THE HATCHWAYS. CONSIDERATIONS NEEDED WHEN CONTEMPLATING CARRYING CARGO ON DECK ARE : THE STRENGTH OF THE DECK, THE STRENGTH OF THE HATCH COVERS IF CARGO IS STOWED ON TOP OF THEM, THE SAFETY OF THE CREW AND THEIR ABILITY TO GO FROM ONE PART OF THE SHIP TO ANOTHER, THE NEED TO ENSURE THAT CARGO IS NOT STACKED SO HIGH AS TO IMPEDE NAVIGATION. DECK CARGO IS NORMALLY CARRIED AT THE RISK OF CARGO INTERESTS.
DERRICK
LIFTING EQUIPMENT ON BOARD A SHIP. IT CONSISTS OF AN UPRIGHT POST ATTACHED TO THE DECK AND AN INCLINED SPAR OR BOOM. THE BOOM IS SUPPORTED BY ROPES OR CHAINS, CALLED GUYS. CARGO IS LIFTED ON A HOOK SUSPENDED FROM A LINE TERMED A FALL. MANIPULATION OF LINES IS ACHIEVED BY WINCHES. TWO PRINCIPAL METHODS ARE ADAPTED FOR LIFTING CARGO : ONE IS THE USE OF TWO DERRICKS WHEREBY ONE IS LOCATED OVER THE HOLD, THE OTHER OVER THE QUAY OR LIGHTER; THIS IS KNOWN AS UNION PURCHASE. THE OTHER METHOD INVOLVES ONLY ONE DERRICK, A SWINGING DERRICK, WHICH IS SWUNG BETWEEN THE SHIP AND THE SHORE OR LIGHTER. DERRICKS HAVE A SAFE WORKING LOAD, VARYING FROM ONE DERRICK TO ANOTHER; THIS APPLIES TO THEIR USE SINGLY AND SHOULD NEVER BE EXCEEDED.
DIRECT BILL OF LADING
ACKNOWLEDGEMENT IN A BILL OF LADING THAT CARGO SHIPPED BETWEEN TWO SPECIFIED PORTS OF LOADING AND DISCHARGING.
DISPLACEMENT OR DISPLACEMENT TONNAGE
WEIGHT OF WATER DISPLACED BY A SHIP.
DOCUMENTARY LETTER OF CREDIT
DOCUMENT WHEREBY AT THE BUYER'S REQUEST THE IMPORTERS BANK AUTHORIES THE EXPORTERS TO DRAW A FINANCIAL AMOUNT BY A SPECIFIED DATE FOR A PARTICULAR SHIPMENT SUBJECT TO THE DETAILED DOCUMENTS BEING FORTH COMING.
DRAUGHT
DEPTH TO WHICH A SHIP IS IMMERSED IN THE WATER; THIS DEPTH VARIES ACCORDING TO THE DESIGN OF THE SHIP AND WILL BE GREATER OR LESSER DEPENDING NOT ONLY ON THE WEIGHT OF THE SHIP AND EVERYTHING ON BOARD, SUCH AS CARGO, BALLAST, FUEL AND SPARES, BUT ALSO ON THE DENSITY OF THE WATER IN WHICH THE SHIP IS LYING. A SHIP'S DRAUGHT IS DETERMINED BY READING HER DRAUGHT MARKS, A SCALE MARKED ON THE SHIP'S STEM AND STERN. THE TERM DRAUGHT IS ALSO COMMONLY USED TO DESCRIBE THE DEPTH OF
DRY DOCK
ASIN FROM WHICH ALL THE WATER IS PUMPED OUT TO ENABLE SHIPS TO BE SURVEYED AND REPAIRED WHILE OUT OF THE WATER. SHIPS OFFERED FOR
DRY FREIGHT CONTAINER
ALSO KNOWN AS A GENERAL PURPOSE CONTAINER, THIS IS THE MOST WIDELY USED SHIPPING CONTAINER. USED MAINLY FOR GENERAL CARGO, IT IS TYPICALLY MADE FROM STEEL, IS FULLY ENCLOSED AND IS LOADED AND DISCHARGED THROUGH A SET OF FULL HEIGHT REAR DOORS. THE FLOOR IS COVERED WITH TIMBER PLANKING OR PLYWOOD SHEETING AND CARGO IS SECURED TO LASHING POINTS NORMALLY ALONG THE SIDES AT FLOOR LEVEL. THE DRY FREIGHT CONTAINER IS MADE IN SEVERAL STANDARD SIZES, THE COMMONEST OF WHICH ARE 20 FEET AND 40 FEET LONG.
EXTENSION FORKS
FORKS, LONGER THAN THE
EXTREME BREADTH
MAXIMUM BREADTH OF A SHIP MEASURED FROM THE OUTSIDES OF HER PLATING.
FCL / LCL
CARGO PACKED INTO A CONTAINER BY THE SHIPPER AND UNPACKED BY THE SHIPPING COMPANY ON THEIR RESPECTIVE RESPONSIBILITY.
FIXED END FLAT RACK
FLAT RACK WHOSE ENDS ARE NOT COLLAPSIBLE. SINCE IT CANNOT MAKE USE OF THE SPACE-SAVING CAPABILITY OF A COLLAPSIBLE FLAT RACK, IT IS MOST SUITED TO A TRADE IN WHICH IT IS UNLIKELY TO BE EMPTY.
FLAT RACK
TYPE OF SHIPPING CONTAINER WHICH HAS NO SIDES OR TOP. THIS IS DESIGNED TO ACCOMMODATE IN CONTAINERSHIPS CARGOES, SUCH AS MACHINERY, VEHICLES OR FORESTRY PRODUCTS, WHOSE OVERALL DIMENSIONS EXCEED THOSE OF A GENERAL PURPOSE CONTAINER. THE FLAT RACK IS MADE UP OF A FLAT BED AND TWO UPRIGHT ENDS. THESE ENDS MAY BE FIXED OR COLLAPSIBLE, OR MAY SIMPLY FOLD FLAT, DEPENDING ON THE TYPE OF FLAT RACK. THE ADVANTAGE OF THE LATTER TWO IS THAT SEVERAL FLATS MAY BE STACKED ONE ON ANOTHER WHEN NOT CARRYING CARGO, THUS GREATLY REDUCING THE VOLUME WHICH THEY WOULD OCCUPY IN THE SHIP.
FOLDING FLAT RACK
SHIPPING CONTAINER, CONSISTING OF A FLAT BED AND SOLID ENDS BUT WITH OPEN SIDES, DESIGNED TO CARRY CARGOES OF AWKWARD SIZE. WHEN THESE FLAT RACKS ARE EMPTY, THE ENDS ARE FOLDED DOWN AND SEVERAL FLAT RACKS MAY THEN BE INTERLOCKED IN A STACK WHICH HAS THE SAME DIMENSIONS AS A SINGLE STANDARD CONTAINER, ENABLING THEM TO BE TRANSPORTED IN THE SAME WAY.
FORK
HORIZONTAL PRONG, OF WHICH TWO ARE FITTED TO A FORT-LIFT TRUCK. THESE PENETRATE SPECIAL POCKETS IN SHIPPING CONTAINERS OR THE UNDERSIDE OF PALLETS OR BETWEEN GOODS SEPARATED BY DUNNAGE, FOR THE PURPOSE OF LIFTING. THE FORKS ARE POWER DRIVEN AND CAN BE RAISED AND LOWERED AS REQUIRED.
FORK-LIFT POCKETS
OPENINGS IN, FOR EXAMPLE, A SHIPPING CONTAINER OR A PALLET INTO WHICH THE FORKS OF A FORK-LIFT TRUCK CAN BE INSERTED FOR LIFTING PURPOSES.
FORK-LIFT TRUCK
VEHICLE USED TO MOVE GOODS AROUND A PORT OR WAREHOUSE OR WITHIN A SHIP. IT IS FITTED WITH TWO PRONGS, KNOWN AS FORKS, WHICH ARE INSERTED INTO SPECIAL OPENINGS IN SHIPPING CONTAINERS OR THE UNDERSIDE OF PALLETS. THESE ARE THEN RAISED AND LOWERED AS REQUIRED SO THAT THE GOODS MAY BE LIFTED AND POSITIONED.
FORTY FOOT EQUIVALENT UNIT
UNIT OF MEASUREMENT EQUIVALENT TO ONE FORTY FOOT SHIPPING CONTAINER, NORMALLY ABBREVIATED TO F.E.U. THUS TWO TWENTY FOOT CONTAINERS COMPRISE AN F.E.U. THIS MEASUREMENT IS USED TO QUANTIFY, FOR EXAMPLE, THE CONTAINER CAPACITY OF A SHIP, THE NUMBER OF CONTAINERS CARRIED ON A PARTICULAR VOYAGE OR OVER A PERIOD OF TIME, OR IT MAY BE THE UNIT ON WHICH FREIGHT CHARGES ARE BASED.
FREE ON BOARD (F.O.B.)
EXPORTERS (SELLERS) DELIVERED THE GOODS ONBOARD THE VESSEL AT IMPORTERS (BUYERS) EXPENSES, WITHIN THE PERIOD STIPULATED IN THE CONTRACT E.G. LETTER OF CREDIT (L/C), WITHOUT PAYING ANY FREIGHT CHARGES.
FRUIT CONTAINER
INSULATED SHIPPING CONTAINER USED FOR THE CARRIAGE OF FRESH FRUIT. IT HAS THE SAME BASIC CHARACTERISTICS AS THOSE OF A STANDARD INSULATED CONTAINER BUT HAS LARGE INTERNAL DIMENSIONS TO ACCOMMODATE PARTICULAR SIZES OF PALLETS AND CASES OF FRUIT.
FAF
FUEL ADJUSTMENT FACTOR
FULL CONTAINER LOAD (FCL)
FULL CONTAINER PACKED OR UNPACKED BY SHIPPER ON HIS OWN RESPONSIBILITY.
GANTRY CRANE
SHORE CRANE WITH A WIDE SPAN, USED FOR MARSHALLING AND FOR STACKING. SUCH CRANES OPERATE BY STRADDLING SEVERAL ROWS OF CONTAINERS, PLACING AND PICKING UP CONTAINERS AS NECESSARY. THEY CAN BE EITHER RAIL-MOUNTED OR RUBBER-TYRED. GRANTRY CRANES ARE ALSO FITTED TO CERTAIN SHIPS, SUCH AS SOME SELF-SUSTAINING CONTAINERSHIPS.
GENERAL CARGO
CARGO CONSISTING OF GOODS SHIPPED UNPACKED OR PACKED, FOR EXAMPLE, IN CARTONS, CRATES, BAGS OR BALES, BUT SPECIFICALLY NOT CARGO SHIPPED IN BULK, ON TRAILERS OR IN SHIPPING CONTAINERS. A GENERAL CARGO SHIP IS ONE DESIGNED TO CARRY SUCH CARGO, OFTEN HAVING SEVERAL DECKS BECAUSE OF THE NUMBER OF PORTS SERVED AND THE
GENERAL PURPOSE CONTAINER
ALSO KNOWN AS A DRY FREIGHT CONTAINER, THIS IS THE MOST WIDELY USED SHIPPING CONTAINER. USED MAINLY FOR GENERAL CARGO, IT IS TYPICALLY MADE FROM STEEL, IS FULLY ENCLOSED AND IS LOADED AND DISCHARGED THROUGH A SET OF FULL HEIGHT REAR DOORS. THE FLOOR IS COVERED WITH TIMBER PLANKING OR PLYWOOD SHEETING AND CARGO IS SECURED TO LASHING POINTS NORMALLY ALONG THE SIDES AT FLOOR LEVEL. THE GENERAL PURPOSE CONTAINER IS MADE IN SEVERAL STANDARD SIZES, THE COMMONEST OF WHICH ARE 20 FEET AND 40 FEET LONG. OFTEN ABBREVIATED TO G.P. CONTAINER OR G.P. BOX.
GROSS TONNAGE OR GROSS REGISTER TONNAGE OR GROSS REGISTERED TONNAGE
THE TOTAL OF ALL THE ENCLOSED SPACES WITHIN A SHIP, EXPRESSED IN TONS EACH OF WHICH IS EQUIVALENT TO 100 CUBIC FEET.
HALF HEIGHT CONTAINER
OPEN TOP SHIPPING CONTAINER WHICH HAS A STANDARD LENGTH AND WIDTH BUT ONLY 4 FEET 3 INCHES (ABOUT 1.3 METRES) HIGH, HALF THE STANDARD HEIGHT. IT IS SUITABLE FOR THE CARRIAGE OF DENSE CARGOES, SUCH AS SCRAP METAL, STEEL BARS OR PIPES AND STONES, SINCE THESE TAKE UP RELATIVELY LITTLE SPACE IN RELATION TO THEIR WEIGHT. THE HALF HEIGHT CONTAINER IS ALSO SUITABLE FOR LOADING AND DISCHARGING IN PREMISES WITH INSUFFICIENT HEIGHT TO TAKE A FULL HEIGHT CONTAINER. TWO
HATCH OR HATCHWAY OR HATCH OPENING
OPENING IN THE DECK OF A SHIP THROUGH WHICH CARGO IS LOADED INTO, AND DISCHARGED FROM, THE HOLD. IT IS CLOSED OFF BY MEANS OF A HATCH COVER WHICH MAY BE OF VARIOUS KINDS. THE NUMBER OF HATCHES MAY CORRESPOND EXACTLY TO THE NUMBER OF HOLDS ALTHOUGH A SHIP MAY HAVE TWO HATCHES SERVING ONE HOLD, DIVIDING THE HOLD EITHER ALONG ITS LENGTH OR ITS WIDTH. LOADING HATCHES AND DISCHARGE HATCHES ARE TO BE FOUND IN BULK CONTAINERS : LOADING HATCHES ARE OPENINGS IN THE ROOF OF THE CONTAINER THROUGH WHICH THE CARGO IS LOADED BY GRAVITY; DISCHARGE HATCHES ARE OPENINGS IN THE DOOR OR FRONT END OF THE CONTAINER THROUGH WHICH THE CARGO IS UNLOADED WHEN THE CONTAINER TIPPED.
HIGH CUBE REEFER
VARIATION OF THE REFRIGERATED CONTAINER WHICH HAS A HIGHER CUBIC CAPACITY THAN THE STANDARD SIZE REEFER CONTAINER AND THUS CAN CARRY A GREATER VOLUME CARGO. THE EXTRA CAPACITY IS ACHIEVED EITHER BY INCREASING THE HEIGHT OF THE CONTAINER OR BY DESIGNING IT SO THAT THE SPACE TAKEN BY THE CLIP-ON DIESEL GENERATOR IS OVER AND ABOVE THE STANDARD DIMENSIONS OF THE CONTAINER.
HOLD
SPACE BELOW THE DECK OF A SHIP, USED TO CARRY CARGO. IF A SHIP HAS MORE THAN ONE HOLD, THEY ARE NUMBERED CONSECUTIVELY FROM ONE UPWARDS STARTING WITH THE FORWARD-MOST; THIS IS DONE FOR THE PURPOSES OF IDENTIFYING THE HOLDS AND LOCATING CARGO STOWED THEREIN.
HOPPER
CONTAINER WITH A FUNNEL AT ITS BASE, OR AN ANGLED CONSTRUCTION, TO PERMIT FEEDING BY GRAVITY OF A FREE-FLOWING SUBSTANCE SUCH AS GRAIN INTO ANOTHER CONTAINER BELOW. FOR EXAMPLE, IT MAY BE CONVENIENT TO DISCHARGE SUGAR IN BULK BY MEANS OF A GRAB WHICH DEPOSITS ITS LOAD INTO A CISTERN-LIKE HOPPER FROM WHICH IT IS FED BY GRAVITY ON TO A HORIZONTAL CONVEYOR.
INSULATED CONTAINER
SHIPPING CONTAINER WHICH IS LINED, NORMALLY WITH PLYWOOD, SO AS TO MINIMISE THE EFFECTS OF CHANGES IN TEMPERATURE ON THE CARGO AND TO REDUCE CONDENSATION. THIS CONTAINER IS SUITABLE FOR PERISHABLE GOODS AND OTHER CARGOES WHICH REQUIRE PROTECTION FROM TEMPERATURE CHANGES WITHOUT THE NECESSARY OF REFRIGERATION. THE INSIDE DIMENSIONS OF AN INSULATED CONTAINER ARE LESS THAN THOSE OF A GENERAL PURPOSE CONTAINER BECAUSE OF THE LINING. IN TRADES WHERE THERE IS AN IMBALANCE IN ONE DIRECTION OF CARGO REQUIRING INSULATED CONTAINERS, THESE MAY BE USED ON THE RETURN LEG TO CARRY CLEAN GENERAL CARGO.
INTERMODAL
CARRIAGE BY DIFFERENT MODES OF TRANSPORT I.E. ROAD, RAIL, SEA, AIRCRAFT, ETC.
LASHING POINT
POINT ON THE DECK OF A SHIP, OR ON A VEHICLE OR INSIDE A SHIPPING CONTAINER TO WHICH WIRES, CHAINS, ROPES OR STRAPS ARE ATTACHED WHICH ARE USED TO HOLD GOODS IN POSITION.
LASHINGS
DEVICES, OFTEN WIRES, CHAINS, ROPES OR STRAPS, USED TO SECURE A CARGO ON A SHIP, TRUCK OR RAILWAY CAR, OR INSIDE A SHIPPING CONTAINER. WHEN CARRIED ON THE DECK OF A SHIP, THE CONTAINER THEMSELVES ARE LASHED. THE LASHINGS ARE ATTACHED TO FITTING ON OR IN THE VEHICLE OR ON THE SHIP AND OFTEN STRETCHED TIGHT BY MEANS OF TENSIONERS. THE PURPOSE OF LASHING CARGO IS TO PREVENT IT FROM MOVING DURING TRANSIT WHICH COULD RESULT IN LOSS OR DAMAGE.
LCL / FCL
CARGO PACKED INTO CONTAINER BY THE SHIPPING COMPANY AND UNPACKED BY THE CONSIGNEE ON THEIR RESPECTIVE RESPONSIBILITY.
LESS THAN CONTAINER LOAD (LCL)
SMALL
LETTER OF INDEMNITY
A DOCUMENT INDEMNIFYING THE SHIPOWNER OR AGENT FROM ANY CONSEQUENCES, RISKS OR CLAIMS WHICH MAY ARISE THROUGH "CLEAN" B/L BEING IRREGULARLY ISSUED.
LIFT-ON / LIFT-OFF
SYSTEM OF LOADING AND DISCHARGING WHEREBY CARGO IS LIFTED ON AND OFF A SHIP BY THE USE OF CRANE. IT IS NORMALLY SAID OF SHIPPING CONTAINERS.
LIGHTER
TYPE OF BARGE USED TO CARRY TO A PORT PART OF A CARGO OF AN OCEAN SHIP. THIS OPERATION IS CARRIED OUT, FOR EXAMPLE, WHEN THE DRAUGHT OF A SHIP IS TOO DEEP TO REACH THE PORT, SUFFICIENT CARGO BEING DISCHARGED TO LIGHTERS TO REDUCE THE DRAUGHT.
MANIFEST
DOCUMENT CONTAINING A FULL LIST OF A SHIP'S CARGO, EXTRACTED FROM THE BILL OF LADING. A COPY, KNOWN THE OUTWARD MANIFEST, IS LODGED WITH THE CUSTOMS AUTHORITIES AT THE
MARKS & NUMBERS
MARKINGS DISTINCTLY DISPLAYED ON GOODS BEING SHIPPED, OR ON THEIR PACKAGING, FOR EASE OF IDENTIFICATION, THESE INCLUDE THE
MOBILE CRANE
GENERAL PURPOSE CRANE CAPABLE OF BEING MOVED FROM PLACE TO PLACE, FOR EXAMPLE, FROM ONE PART OF A PORT TO ANOTHER. IT MAY BE ON WHEELS OR MOUNTED ON CRAWLERS AND USED FOR LIFTING, GRABBING OR DRAG LINE WORK. SOME TYPES ARE CAPABLE OF LIFTING UNUSUALLY HEAVY LOADS; SUCH VESSELS ARE OFTEN HIRED BY THE DAY TO LOAD OR DISCHARGE A SMALL NUMBER OF LIFTS TOO HEAVY FOR SHORE CRANES OR SHIP'S GEAR.
MUTLI-PURPOSE CARGO SHIP
SHIP CAPABLE OF HANDLING SEVERAL TYPES OF CARGO, EITHER IN COMBINATION WITH EACH OTHER OR AS FULL CARGOES. THERE ARE SEVERAL DIFFERENT MULTI-PURPOSE SHIPS, SUCH AS
NET TONNAGE OR NET REGISTER TONNAGE OR NET REGISTERED TONNAGE
THE TOTAL OF ALL ENCLOSED SPACES WITHIN A SHIP AVAILABLE FOR CARGO, EXPRESSED IN TONS EACH OF WHICH IS EQUIVALENT TO 100 CUBIC FEET.
O.C.P.
OVERLAND COMMON POINT
OPEN SIDED CONTAINER OR OPEN SIDE CONTAINER
SHIPPING CONTAINER WHOSE SIDE IS OPEN TO GIVE UNRESTRICTED ACCESS FOR LOADING AND DISCHARGING. THE SIDE OF THE CONTAINER HAS REMOVABLE STEEL GRILLS OR GATES AND MAY HAVE DROP DOWN DOORS COVERING THE LOWER PART. THE SIDE IS COVERED BY A TARPAULIN OR TILT IN TRANSIT. THIS TYPE OF CONTAINER HAS TWO USES : FOR VENTILATION WHEN CARRYING CERTAIN PERISHABLE GOODS AND FOR LOADING AND DISCHARGING AT PREMISES WHERE SIDE ACCESS IS PREFERRED. THE OPEN SIDED CONTAINER IS ALSO KNOWN AS A PRODUCE CARRIER.
OPEN TOP CONTAINER
TYPE OF SHIPPING CONTAINER WHICH HAS AN OPEN TOP COVERED BY A TARPAULIN INSTEAD OF THE SOLID ROOF FOUND ON GENERAL PURPOSE CONTAINERS. THIS IS TO ENABLE CARGOES TO BE CARRIED IN CONTAINERS, AND HENCE ON CONTAINERSHIPS, WHICH CANNOT EASILY BE LOADED THROUGH END DOORS AND NEED TO BE LOADED FROM THE TOP. TIMBER AND SCRAP METAL ARE SOMETIMES SHIPPED IN THIS WAY. CARGOES WHICH ARE TOO HIGH FOR GENERAL PURPOSE CONTAINERS CAN ALSO BE SHIPPED IN OPEN TOP CONTAINERS, OR OPEN TOPS AS THEY ARE OFTEN CALLED. THESE CONTAINERS NORMALLY HAVE END DOORS TO GIVE FLEXIBILTY TO LOADING AND DISCHARGING OPERATIONS.
OPTIONAL CARGO
CARGO WHICH IS DESTINED FOR ONE OF THE SHIP'S
OUTREACH
MAXIMUM DISTANCE TO WHICH LOADING OR DISCHARGING EQUIPMENT CAN EXTEND OUTWARDS TO LIFT CARGO. THERE ARE VARIOUS POINTS FROM WHICH THIS DISTANCE MAY BE MEASURED, FOR EXAMPLE, FROM THE QUAY WALL OR FENDERING, OR THE LANDSIDE END OF THE JIB OF A SHORE CRANE. ALSO KNOWN AS THE REACH. THE OUTREACH CAN ALSO DESCRIBE THE DISTANCE BETWEEN SHIP AND SHORE WHICH A
OVERALL LENGTH
MAXIMUM LENGTH BETWEEN EXTREME ENDS, FORWARD AND AFT, OF A SHIP. THIS MEASUREMENT IS OFTEN REQUIRED TO DETERMINE, FOR EXAMPLE, WHETHER A SHIP CAN NEGOTIATE A PARTICULAR LOCK OR WHETHER SHE CAN BE ACCOMMODATED AT A SPECIFIC BERTH. ALSO REFERRED TO AS THE LENGTH OVERALL.
OVERHEIGHT CARGO
CARGO IN AN OPEN TOP SHIPPING CONTAINER WHICH IS HIGHER THAN THE TOP RAILS OF THE CONTAINERS. SUCH CARGO IS OFTEN DIFFICULT TO ACCOMMODATE IN A CONTAINERSHIP AS IT CANNOT BE OVERSTOWED. AS A TYPE OF OUT OF GAUGE CARGO, IT NORMALLY ATTRACTS AN EXTRACT CHARGE ON THE FREIGHT.
OVERSTOW (TO)
TO
PALLET
FLAT TRAY, GENERALLY MADE OF WOOD BUT OCCASIONALLY OF STEEL OR OTHER MATERIALS, ON WHICH GOODS, PARTICULARLY THOSE IN BOXES, CARTONS OR BAGS, CAN BE STACKED. ITS PURPOSE IS TO FACILITATE THE MOVEMENT OF SUCH GOODS, MAINLY BY THE USE OF FORT-LIFT TRUCKS. THERE ARE SOME VARIATIONS IN THE DESIGN OF THE PALLET.
PAPER / CONTAINER CARRIER
SHIP DESIGNED TO CARRY SHIPPING CONTAINERS AND PAPER, THE LATTER NORMALLY IN THE FORM OF ROLLS. SHE HAS BOX-SHAPED HOLDS SUITABLE FOR THE STOWAGE OF CONTAINERS, A DEHUMIDIFYING SYSTEM TO REMOVE MOISTURE FROM THE HOLDS, SINCE DRY CONDITIONS ARE NECESSARY WHEN CARRYING PAPER. THE ROLLS ARE LOADED THROUGH DOORS IN THE SIDE OF THE SHIP.
PERISHABLE GOODS
GOODS, NOTABLY FOODSTUFFS, WHICH ARE LIABLE TO DECAY IF THE CONDITIONS WITHIN THE SHIP OR SHIPPING CONTAINER IN WHICH THEY ARE BEING CARRIED ARE NOT STRICTLY CONTROLLED OR, IN SOME CASES, IF THE VOYAGE TIME IS UNDULY EXTENDED. PERISHABLE GOODS REQUIRE EITHER REFRIGERATION OR VENTILATION OR BOTH.
PIGGY-BACK
THE CARRIAGE OF ROAD TRAILERS ON SPECIAL RAIL WAGONS.
PIGGY-BACK HATCH COVER
ARRANGEMENT OF WEATHER DECK HATCH COVERS WHEREBY ONE PANEL OF A TWO-PANEL HATCHCOVER IS STOWED ON TOP OF THE OTHER WHEN OPENED. HYDRAULICALLY OPERATED, ONE PANEL IS RAISED VERTICALLY AND THE SECOND PANEL SLIDES UNDERNEATH IT; BOTH PANEL ARE THEN ROLLED TO THE SIDE ON THE END OF THE HATCHWAY, DEPENDING ON THE DESIGN OF THE SHIP. THIS TYPE OF HATCH COVER IS FOUND ON BULK CARRIERS AND MULTI-PURPOSE SHIPS.
PILOTAGE
THE ACT, CARRIED OUT BY A QUALIFIED PERSON KNOWN AS A PILOT, OF ASSISTING THE MASTER OF A SHIP IN NAVIGATION WHEN ENTERING OR LEAVING A PORT OR IN CONFINED WATERS. THE TERM PILOTAGE IS ALSO SOMETIMES USED AS AN ABBREVIATED FORM OF PILOTAGE DUES, THE FEE PAYABLE BY THE OWNER OR OPERATOR OF A SHIP FOR THE SERVICES OF PILOT. THIS FEE IS NORMALLY BASED ON ONE OF THE SHIP'S REGISTERED TONNAGES.
PLATFORM
FLAT SURFACE IN A SHIP ON WHICH VEHICLES CAN BE MOVED FROM ONE LEVEL TO ANOTHER, FOR EXAMPLE, FROM THE TWEEN DECK TO THE WEATHER DECK. UNLIKE RAMPS, PLATFROMS ARE RAISED AND LOWERED HORIZONTALLY. THIS IS EFFECTED BY HYDRAULICS, EITHER WITH WIRES OR CHAINS.
PLATFORM FLAT
EFFECTIVELY A SHIPPING CONTAINER WITHOUT SIDES, ENDS OR A ROOF. NORMALLY 20 OR 40 FEET LONG, THEY ARE USED FOR AWKWARDLY SHAPED CARGOES WHICH CANNOT FIT ON OR IN ANY OTHER TYPE OF CONTAINER. THEY ARE SOMETIMES TERMED AN ARTIFICIAL TWEEN DECK AS THIS IS WHAT IS ACHIEVED WHEN SEVERAL PLATFORM FLATS ARE PLACED END TO END IN A SHIP.
POWER PACK
TRANSPORTABLE, SELF-CONTAINED, REFRIGERATION, UNIT POWER BY ITS OWN GENERATOR. IT IS DESIGNED TO PROVIDE POWER FOR REFRIGERATED SHIPPING CONTAINERS WHERE THERE IS INADEQUABLE ELECTRICAL POWER, WHETHER IN PORT OR AT SEA. IT IS BUILT INTO A TWENTY FOOT CONTAINER THUS ENABLING IT TO BE CARRIED AND HANDLED IN THE SAME WAY.
QUAY
SOLID STRUCTURE ALONGSIDE A NAVIGABLE WATERWAY TO WHICH SHIPS ARE MOORED FOR THE PURPOSES OF LOADING AND DISCHARGING.
RECEIPT FOR SHIPMENT B/L
A BILL OF LADING ACKNOWLEDGE RECEIPT OF CARGO AWAITING SHIPMENT.
REEFER (SHIP)
FOR DEFINITION, SEE REFRIGERATED SHIP.
REEFER CONTAINER, REEFER BOX, REEFER
SEE REFRIGERATED CONAINER
REEFER PLUG
ELECTRICAL POINT ON A CARGO VESSEL INTO WHICH REFRIGERATED CONTAINERS ARE CONNECTED TO PROVIDE POWER FOR REFRIGERATING.
REFRIGERATED CARGO PALLET CARRIER
VESSEL USED FOR THE CARRIAGE OF REFRIGERATED CARGOES IN INSULATED HOLD SPACES WHICH CAN ALSO BE USED TO CARRY PALLETISED GOODS.
REFRIGERATED CONTAINER
INSULATED SHIPPING CONTAINER USED FOR THE CARRIAGE OF GOODS REQUIRING REFRIGERATION IN TRANSIT, SUCH AS FRUIT, VEGETABLES, DAIRY PRODUCTS AND MEAT, IT IS FITTED WITH A REFRIGERATION UNIT WHICH IS CONNECTED TO THE CARRYING SHIP'S ELECTRICAL SUPPLY. WHILE THE CONTAINER IS ON THE ROAD, IT CAN BE FITTED WITH A DEMOUNTABLE GENERATOR. THE REFRIGERATED CONTAINER IS ALSO KNOWN AS REEFER CONTAINER, REEFER BOX OR SIMPLY REEFER. A VARIATION OF THE REFRIGERATED CONTAINER IS THE HIGH CUBE REEFER WHICH HAS A HIGHER CUBIC CAPACITY THAN THE STANDARD SIZE REEFER CONTAINER AND THUS CAN CARRY A GREATER VOLUME OF CARGO. THE EXTRA CAPACITY IS ACHIEVED EITHER BY INCREASING THE HEIGHT OF THE CONTAINER OR BY DESIGNING IT SO THAT THE SPACE TAKEN BY THE CLIP-ON DIESEL GENERATOR IS OVER AND ABOVE THE STANDARD DIMENSIONS OF THE CONTAINER.
REFRIGERATED SHIP
SHIP EQUIPPED WITH A REFRIGERATING SYSTEM FOR CARRYING PERISHABLE GOODS, SUCH AS FRUIT, VEGETABLES, MEAT AND FISH. BASIC CONSTRUCTIONAL FEATURES ARE SIMILAR TO THOSE OF A GENERAL CARGO SHIP. REFRIGERATION OF CARGO SPACES IS EFFECTED BY CIRCULATING COOL AIR AT THE TEMPERATURES APPROPRIATE TO THE PARTICULAR CARGO. THE CARGO SPACES ARE INSULATED, NORMALLY WITH ALUMINIUM OR GALVANISED STEEL, TO ASSIST IN MAINTAINING THE DESIRED TEMPERATURE. WHEN DEDICATED TO THE FRUIT TRADE, THE TYPE OF SHIP IS SOMETIMES CALLED A FRUIT CARRIER.
REFRIGERATED TRAILER VESSEL
VESSEL WITH DECKS ON WHICH REFRIGERATED TRAILERS ARE CARRIED. ESSENTIALLY SHE IS A ROLL-ON / ROLL-OFF SHIP WITH A LARGE NUMBER OF ELECTRICAL SOCKET CONNECTIONS TO ENABLE THE TRAILERS' REFRIGERATION UNITS TO BE OPERATED. WHEN CARRYING SHIPLOADS OF BACON, THESE SHIPS ARE REFERRED TO AS REFRIGERATED MEAT CARRIERS.
ROLL-ON / ROLL-OFF
SYSTEM OF LOADING AND DISCHARGING A SHIP WHEREBY THE CARGO IS DRIVEN ON AND OFF ON RAMPS. A SHIP DESIGNED TO HANDLE CARGO IN THIS WAY IS KNOWN AS A ROLL-ON / ROLL-OFF SHIP OR RO-RO SHIP.
RO-RO / CONTAINER VESSEL
SHIP WHICH CARRIES SHIPPING CONTAINERS AND HAS CELL GUIDES WITHIN WHICH TO ACCOMMODATE THEM; SHE ALSO HAS DECKS TO TAKE ROLL-ON / ROLL-OFF CARGO. ALSO KNOWN AS A CON-RO SHIP.
SEAL (OF A CONTAINER)
SECURITY DEVICE ATTACHED TO THE DOORS OF A SHIPPING CONTAINER. IF IT IS INFACT ON ARRIVAL AT DESTINATION, THIS IS VIRTUAL PROOF THAT THE CONTAINER HAS NOT BBEN OPENED WHILE IN TRANSIT SINCE THE SEAL WOULD NEED TO BE BROKEN AND VISIBLY DAMAGED IN ORDER TO GAIN UNAUTHORISED ACCESS TO THE CONTAINER THROUGH THE DOORS.
SECURE (TO)
TO PREVENT A CARGO FROM SHIFTING IN TRANSIT BY LASHING IT TO THE SHIP OR TO THE SHIPPING CONTAINER OR VEHICLE BY MEANS OF WIRES, CHAINS, ROPES OR SLINGS.
SELF-PROPELLED BARGE
MANNED BARGE WHICH HAS ITS OWN MOTOR AND MEANS OF CONTROL. SUCH BARGES TEND TO OPERATE SINGLY FOR THE PURPOSE OF CARRYING CARGO BY CONTRAST WITH THE SO-CALLED DUMB BARGES WHICH HAVE NO ENGINE AND WHICH ARE TOWED OR PUSHED TOGETHER WITH OTHERS IN A STRING OR TRAIN. SELF-PROPELLED BARGES HAVE THE DISADVANTAGE OF HAVING LESS USABLE CARGO SPACE THAN DUMB BARGES.
SELF-SUSTAINING SHIP
CONTAINERSHIP WHICH HAS HER OWN CRANE OR CRANES FOR LOADING AND DISCHARGING SHIPPING CONTAINERS, ENABLING THE SHIP TO SERVE PORTS WHICH DO NOT HAVE ADEQUATE, OR INDEED ANY, LIFTING EQUIPMENT.
SHIPPING MARK
MARKINGS DISTINCTLY DISPLAYED ON GOODS BEING SHIPPED, OR ON THEIR PACKAGING, FOR EASE OF IDENTIFICATION WHEN STOWING GOODS IN A SHIP AND WHEN DELIVERING THE GOODS TO THEIR DESTINATION. THESE MARKINGS INCLUDE THE
SHIP'S GEAR
CRANE(S) OR DERRICK(S) FIXED TO THE DECK OF A SHIP FOR LOADING AND DISCHARGING CARGO AND / OR STORES AND SPARES. IT IS USED FOR CARGO AT PORTS WHERE THERE ARE NO SHORE CRANES OR WHERE THE SHORE CRANSE ARE INEFFICIENT OR OF INADEQUATE LIFTING CAPACITY.
SHIP'S TACKLE
SHIP'S EQUIPMENT, SUCH AS ROPES AND PULLEYS, USED FOR LIFTING.
SHIP USED TO CARRY GOODS INTERNATIONALLY BUT OVER RELATIVELY SHORT DISTANCES. THIS TERM IS OFTEN USED SYNONYMOUSLY WITH THE COASTER WHICH CARRIES CARGOES BETWEEN PORTS ON THE SAME COAST OR BETWEEN PORTS OF THE SAME COUNTRY. THERE IS NO REAL DISTINCTION IN TERMS OF CONSTRUCTION BETWEEN THE TWO; SHIPS IN EITHER TRADE ARE OF VARY VARIED TYPE : THEY MAY HAVE ONE DECK OR MORE THAN ONE DECK, THEY MAY BE GEARED OR GEARLESS, THEY MAY HAVE ONE HATCH OR SEVERAL, AND MAY BE FITTED TO CARRY SHIPPING CONTAINERS. AS A RULE, THEY ARE SMALL IN RELATION TO OCEAN-GOING VESSELS.
SIDE DOOR CONTAINER
SHIPPING CONTAINER WHOSE DOORS ARE ON ONE OR BOTH SIDES RATHER THAN AT THE REAR. THESE CONTAINERS ARE USED WHEN ACCESS TO REAR DOORS FOR LOADING OR DISCHARGING WOULD BE DIFFICULT, FOR EXAMPLE, WHEN THEY ARE CARRIED ON RAILWAY WAGONS.
SLOT
COMPARTMENT IN THE HOLD OF A CONTAINERSHIP INTO WHICH A SHIPPING CONTAINER FITS EXACTLY. IT IS USED IN PREFERENCE TO THE ALTERNATIVE TERM "CELL" WHEN REFERRING TO THE NUMBER OF SUCH COMPARTMENTS ON A SHIP AND THE ARRANGEMENTS SOMETIMES MADE BETWEEN DIFFERENT SHIPPING LINES TO POOL CAPACITY OF BETWEEN A SHIPPING LINE AND A GROUPAGE OPERATOR OR NON VESSEL OPERATING CARRIER (N.V.O.C.) TO MAKE USE OF SPACE ON THE SHIP.
SOCKET
POINT OF A SHIP'S ELECTRICAL SUPPLY TO WHICH A REFRIGERATED CONTAINER CONNECTED.
STACKABLE FLAT
FLAT RACK WHICH, WHEN EMPTY, MAY BE INTERLOCKED WITH OTHER SIMILAR EMPTY FLAT RACKS INTO A STACK WHICH HAS THE SAME DIMENSIONS AS A SINGLE STANDARD SHIPPING CONTAINER, ENABLING THEM TO BE TRANSPORTED IN THE SAME WAY. FLATS WHICH ARE STACKABLE IN THIS WAY ARE KNOWN AS COLLAPSIBLE FLAT RACKS WHEN THEY HAVE CORNER POSTS WHICH ARE COLLAPSED WHEN NOT IN USE, AND FOLDING FLAT RACKS WHEN THEY HAVE ENDS WHICH ARE FOLDED DOWN. BOTH TYPES ARE DESIGNED FOR THE CARRIAGE OF CARGOES OF AWKWARD SIZE.
STEM
FORWARD-MOST PART OF A SHIP AT THE POINT WHERE THE SHIP'S SIDES MEET AT THE BOWS.
STERN
THE REAR OF THE SHIP. ALSO KNOWN AS THE AFTER END.
STEVEDORE
PERSON RUNNING A BUSINESS WHOSE FUNCTIONS ARE TO LOAD,
STOWAGE
THE PLACING OF GOODS IN A SHIP IN SUCH A WAY AS TO ENSURE, FIRST, THE SAFETY AND STABILITY OF THE SHIP NOT ONLY ON A SEA OR OCEAN PASSAGE BUT ALSO IN BETWEEN PORTS WHEN PARTS OF THE CARGO HAVE BEEN LOADED OR DISCHARGED, AS THE CASE MAY BE; SECONDLY, THE SAFETY OF THE INDIVIDUAL CONSIGNMENTS WHICH SHOULD NOT BE DAMAGED OR CONTAMINATED BY BEING IN PROXIMITY TO GOODS WITH WHICH THEY ARE NOT COMPATIBLE; THIRDLY, THE ABILITY TO UNLOAD GOODS AT THEIR PORT OF DISCHARGE WITHOUT HAVING TO MOVE GOODS DESTINED FOR OTHER PORTS. TO STOW GOODS IS TO ARRANGE OR POSITION THEM IN A SHIP FOR THEIR CARRIAGE TO THE
STOWAGE FACTOR
RATIO OF A CARGO'S CUBIC MEASUREMENT TO ITS WEIGHT, EXPRESSED IN CUBIC FEET TO THE TON OR CUBIC METRES TO THE TONNE. THE STOWAGE FACTOR IS USED TO CONJUNCTION WITH A SHIP'S GRAIN CAPACITY OR BALE CAPACITY, DEPENDING ON THE PROPERTIES OF THE CARGO, TO DETERMINE THE TOTAL QUANTITY OF CARGO WHICH CAN BE LOADED.
STOWAGE PLAN
PLAN, IN THE FORM OF A LONGITUDINAL CROSS-SECTION OF A SHIP, WHICH SHOWS WHERE IN THE SHIP ALL THE CONSIGNMENTS ARE STOWED. IT IS FREQUENTY COLOUR-CODED TO HIGHLIGHT THE DIFFERENT PORTS OF DISCHARGE. THE STOWAGE PLAN IS OFTEN SENT TO THE STEVEDORES AT EACH OF THE DISCHARGE PORTS TO ASSIST THEM IN PLANNING THE UNLOADING.
STRADDLE CARRIER
WHEELED VEHICLE DESIGNED TO LIFT AND CARRY SHIPPING CONTAINERS WITHIN ITS OWN FRAMEWORK. IT IS USED FOR MOVING, AND SOMETIMES STACKING, CONTAINERS AT A CONTAINER TERMINAL.
STRIP (TO)
TO UNLOAD A SHIPPING CONTAINER. ALSO KNOWN AS TO DESTUFF.
STUFF (TO)
TO LOAD A SHIPPING CONTAINER.
TACKLE
COLLECTION OF WIRES AND ROPES USED WITH A SHIP'S DERRICK TO LIFT GOODS. ALSO USED TO DESCRIBE THE METHOD OF RIGGING A DERRICK CONSISTING OF TWO BLOCKS WITH A ROPE OR WIRE PASSING THROUGH THEM IN A PARTICULAR CONFIGURATION.
TANK CONTAINER
SHIPPING CONTAINER DESIGNED FOR THE CARRIAGE OF LIQUIDS. IT CONSISTS OF A CYLINDRICAL TANK MADE OF STAINLESS STEEL SURROUNDED BY A FRAMEWORK WHICH GIVES IT THE SAME OVERALL DIMENSIONS AS THOSE OF A STANDARD DRY CARGO CONTAINER, ENABLING IT TO BE CARRIED AND HANDLED IN THE SAME WAY. PRODUCTS CARRIED IN
TARE
WEIGHT OF WRAPPING OF PACKING. THIS IS ADDED TO THE NET WEIGHT OF A CARGO TO DETERMINE ITS GROSS WEIGHT. IN THE CASE OF SHIPPING CONTAINERS, THE TARE REPRESENTS THE WEIGHT OF THE CONTAINER WITHOUT ITS CONTENTS.
THROUGH BILL OF LADING
COVERING SHIPMENTS FROM OR TO PORTS INVOLVING TRANSPORT BY MORE THAN ONE STEAMSHIP LINE, E.G. CARGO SHIPPED FROM
TIER LIMIT OR TIER LIMITATION
MAXIMUM NUMBER OF LEVELS OF A COMMODITY WHICH MAY BE STOWED ON TOP OF EACH OTHER WITHOUT SUFFERING DAMAGE FROM COMPRESSION.
TONNAGE (1)
QUANTITY OF CARGO, NORMALLY EXPRESSED AS A NUMBER OF TONNES OR TONS.
TONNAGE (2)
CUBIC CAPACITY OF A SHIP.
TONNAGE (3)
CARGO CAPACITY OF ALL THE SHIPS OF A COUNTRY OR OF A PARTICULAR TRADE, DEPENDING ON THE CONTEXT IN WHICH IT IS USED.
TONNAGE MARK
MARK PAINTED ON THE SIDE OF A SHELTER-DECK SHIP WHICH, DEPENDING ON WHETHER IT IS SUBMERGED OR NOT, DETERMINES WHETHER THE SHIP'S LARGER OR SMALLER REGISTER TONNAGE APPLIES
TONNAGE OPENING
PERMANENT OPENING IN THE SHELTER-DECK OF A SHIP WHICH IS DESIGNED SUCH THAT HER REGISTERED TONNAGE WOULD NOT INCLUDE THE SHELTER-DECK SPACE ALTHOUGH THIS SPACE IS CAPABLE OF CARRYING CARGO.
TOP OFF (TO)
TO FILL A SHIP WHICH IS ALREADY PARTLY LOADED WITH CARGO. THIS OPERATION OCCURS WHEN THERE IS A DRAUGHT LIMITATION AT THE
TOP
GOODS WHICH ARE STOWED ON TOP OF ALL OTHERS IN A SHIP'S HOLD BECAUSE OF THEIR RELATIVELY LOW DENSITY AND THE PROBABILITY THAT THEY WOULD BE DAMAGED IF OVERSTOWED. BY DEFINITION, GOODS PLACED AT THE TOP OF THE CARGO BECAUSE THEY ARE FOR DISCHARGE AT THE
TOTAL DEADWEIGHT
DIFFERENCE BETWEEN A SHIP'S LOADED AND LIGHT DISPLACEMENTS, CONSISTING OF THE TOTAL WEIGHT OF CARGO, FUEL, FRESH WATER, STORES AND CREW WHICH A SHIP CAN CARRY WHEN IMMERSED TO A PARTICULAR LOAD LINE, NORMALLY HER SUMMER LOAD LINE. THE DEADWEIGHT IS EXPRESSED IN TONS OR TONNES. ALSO REFERRED TO AS DEADWEIGHT OR DEADWEIGHT ALL TOLD.
TRACTOR
SELF-PROPELLED VEHICLE USED FOR TOWING TRAILERS. IN PORTS, TRACTOR MAY BE USED TO
TRANSHIPMENT
TRANSFER OF GOODS FROM ONE VESSEL TO ANOTHER. THIS TRANSFER MAY BE DIRECT OR IT MAY BE NECESSARY TO DISCHARGE THE GOODS ONTO THE QUAY PRIOR TO LOADING THEM ONTO THE SECOND VESSEL, OR ONTO A VEHICLE SHOULD THE SECOND VESSEL BE LOADING AT A DIFFERENT BERTH. ALTERNATIVE SPELLINGS ARE TRANSHIPMENT AND TRANS-SHIPMENT.
TRANSPORTER CRANE
TYPE OF CRANE USED FOR HANDLING SHIPPING CONTAINERS. TYPICALLY, IT IS A ROPE-HOISTING, ROPE-TRAVERSING CRANE WHICH OPERATES BY LIFTING THE CONTAINER (HOISTING) AND MOVING IT ALONG A TROLLEY (TRAVERSING) BEFORE LOWERING IT INTO POSITION. THE CRANE MOVES ALONG THE LENGTH OF THE QUAY ON RAILS. IT IS EQUIPPED WITH A SPREADER BEAM WHICH ATTACHES TO THE CORNER CASTINGS OF THE CONTAINER TO ENABLE IT TO BE LIFTED.
TUG
SMALL, POWERFUL VESSEL USED FOR TOWING OR PUSHING SHIPS IN PORTS, TOWING OR PUSHING BARGES ALONG RIVERS OR TOWING, FOR EXAMPLE, OIL RIGS OUT TO SEA.
TWEEN DECK
DECK WHICH SEPERATES THE HOLD OF A SHIP INTO TWO, MAKING AN UPPER HOLD AND A LOWER HOLD. ITS PURPOSE IS TO PROVIDE TWO SEPARATE LEVELS OF STOWAGE FOR THE CARGO, GIVING EASE OF ACCESS AND HELPING TO AVOID COMPRESSION OF CARGO CAUSED BY DIRECT OVER-STOWAGE.
TWENTY FOOT EQUIVALENT UNIT (T.E.U.)
UNIT OF MEASUREMENT EQUIVALENT TO ONE TWENTY FOOT SHIPPING CONTAINER, NORMALLY ABBREVIATED TO T.E.U. THUS ONE FORTY FOOT CONTAINER IS EQUAL TO TWO T.E.U.'S. THIS MEASUREMENT IS USED TO QUANTIFY, FOR EXAMPLE, THE CONTAINER CAPACITY OF A SHIP, THE NUMBER OF CONTAINERS CARRIED ON A PARTICULAR VOYAGE OR OVER A PERIOD OF TIME, IT MAY BE THE UNIT ON WHICH FREIGHT IS PAYABLE.
VENTILATED CONTAINER
SHIPPING CONTAINER WHICH RESEMBLES A GENERAL PURPOSE CONTAINER BUT WHICH IS DESIGNED TO PROVIDE CONTINUOUS VENTILATION FOR CARGOES REQUIRING IT, IN PARTICULAR COFFEE. THIS IS ACHIEVED BY A SERIES OF HOLES ALONG THE TOP AND BOTTOM SIDE RAILS OF THE CONTAINER WHICH PROVIDE VENTILATION THROUGHOUT.
VENTILATION
THE INTRODUCTION OF FRESH AIR INTO THE HOLD OF A SHIP. THE PURPOSE IS TO WARM OR COOL THE CARGO SO AS TO PREVENT LARGE DIFFERENCES OCCURRING BETWEEN THE TEMPERATURE OF THE CARGO AND THAT OF THE SHIP'S ENVIRONMENT WHICH WOULD GIVE RISE TO CONDENSATION. VENTILATION IS EFFECTED BY MEANS OF VENTILATORS OF VARIOUS TYPES ATTACHED TO THE DECK OF A SHIP, OR IN FINE WEATHER BY OPENING THE HATCHES, OR BY A MECHANICAL SYSTEM WHICH FORCES AIR INTO THE HOLD. VENTILATION IS ALSO USED IN CERTAIN TYPES OF SHIPPING CONTAINER.
VENTILATOR
DUCT ATTACHED TO THE DECK OF A SHIP WHICH ALLOWS FRESH AIR TO ENTER THE HOLD. VENTILATORS ARE OF VARIOUS TYPES, THE MOST COMMON OF WHICH IS THE COWL TYPE WHICH CAN BE SWIVELLED TO VARY THE RATE OF AIR FLOW INTO AS WELLAS OUT OF THE HOLD.
WEIGHT CARGO
CARGO ONE TONNE OF WHICH MEASURES ONHE CUBIC METRE OR LESS. FREIGHT ON A WEIGHT CARGO IS GENERALLY PAYABLE ON THE WEIGHT, THAT IS, PER TONNE OR PER TON. ALSO REFERRED TO AS DEADWEIGHT CARGO.
WEIGHT / MEASUREMENT RATIO
RATIO OF A CARGO'S WEIGHT TO ITS CUBIC MEASUREMENT, EXPRESSED IN CUBIC FEET TO THE TON OR CUBIC METRES TO THE TONNE. THIS RATIO CAN BE USED IN CONJUNCTION WITH A SHIP'S BALE CAPACITY OR GRAIN CAPACITY, DEPENDING ON THE PARTICULAR CARGO, TO DETERMINE THE MAXIMUM QUANTITY OF CARGO WHICH CAN BE LOADED IN A SHIP.
WHARF
STRUCTURE BUILT ALONGSIDE THE WATER WHERE SHIPS BERTH FOR LOADING OR DISCHARGING GOODS. THE PERSON WHO OWNS OR OPERATES A WHARF IS KNOWN AS A WHARFINGER. THE CHARGE PAYABLE BY CARGO INTERESTS FOR THE USE OF A WHARF ARE CALLED WHARFAFE OR WHARFAGE CHARGES.
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