ABBREVIATIONS

Question 1

ITC

Answer 1

The International Tonnage Certificate (1969) is an official document that states a ship’s:

Gross Tonnage (GT) – total internal volume

Net Tonnage (NT) – cargo-carrying capacity

It’s issued under the International Convention on Tonnage Measurement of Ships (1969) and is:

• Mandatory for ships 24 meters or longer
• Issued by the flag state or an authorized classification society
• Used for calculating port fees, safety rules, and international compliance
• Must be carried on board at all times

It ensures that all ships are measured using the same international standard, promoting fairness and consistency worldwide.
Before this was introduced, it was easy for open register vessels to avoid port tonnage tax and they would be surcharged by an average of 20% due to open registry countries applying an advantageous formulae when calculating ship’s register tonnage. This situation stopped happening since the coming into force of the International Tonnage Certificate in 1994.

Question 2

ITF

Answer 2

International Transport Workers’ Federation

The ITF is a global federation of transport workers’ unions, representing the interests of over 1 million seafarers worldwide. They advocate for better working conditions, rights, and protections for seafarers in the shipping industry. The ITF works to ensure fair labor practices, tackle issues like Flags of Convenience, and promote a sustainable future for the shipping industry.

Question 3

CIC

Answer 3

Concentrated Inspection Campaign

A CIC is a focused, time-limited inspection campaign launched by PSC regimes (like Paris MoU) to target specific areas of concern—often where compliance has been weak globally.

Purpose: Improve compliance in a targeted area (e.g., fire safety, MLC, ISPS).

Duration: Usually 3 months.

Scope: Same questionnaire/checklist used across member states.

Question 4

PSC

Answer 4

Port State Control is the inspection of foreign ships in national ports to verify that the ship’s condition and equipment comply with international regulations (like SOLAS, MARPOL, ISM, MLC), and that the ship is manned and operated properly.

For a VLCC arriving at Rotterdam, the Paris MoU applies, and inspectors will board the vessel under its authority.

Question 5

STCW

Answer 5

International Convention on Standards of Training, Certification and Watchkeeping for Seafarers

The STCW convention’s primary purpose is to ensure seafarers have the necessary competencies and skills to carry out their duties safely and effectively on board ship. The Convention seeks to achieve this by establishing minimum standards for training and certification, which must be met before a seafarer can serve on board a vessel.

For example, under the STCW, a deck officer must complete certified training in areas such as navigation, cargo handling, and emergency procedures before being licensed to stand watch on a commercial ship.

Question 6

COLREGS

Answer 6

COLREGS (International Regulations for Preventing Collisions at Sea) are rules established by the IMO to ensure safe navigation and prevent collisions. They cover conduct of vessels, right of way, navigation lights, and sound signals. aka “rules of the sea”.

Example: A power-driven vessel must give way to a sailing vessel under sail alone, as per Rule 18. This means the power-driven vessel is responsible for avoiding a collision and should take action to stay clear of the sailing vessel.

Question 7

MARPOL

Answer 7

MARPOL stands for the International Convention for the Prevention of Pollution from Ships, a key international treaty aimed at protecting the marine environment from ship-related pollution. It was adopted by the International Maritime Organization (IMO) in 1973 and subsequently amended in 19781, resulting in the commonly used name “MARPOL 73/78.” The convention covers various types of pollution, including oil, chemicals, sewage, garbage, and air emissions from ships. For example, under MARPOL Annex I, ships are required to have oil-water separators and follow strict procedures for the discharge of oily waste, ensuring that oil is not released into the sea in concentrations above legal limits. These measures have significantly reduced marine pollution from commercial shipping worldwide.

Question 8

SOLAS

Answer 8

SOLAS refers to the International Convention for the Safety of Life at Sea, a treaty setting minimum safety standards for merchant ships. It’s a key international treaty ensuring the safety of life at sea, regulating everything from ship construction to cargo carriage.

Example: SOLAS requires ships to have lifeboats, life jackets, fire safety systems, and regular safety drills.

Question 9

IACS

Answer 9

International Association of Classification Societies

A group of leading classification societies that set technical standards for ship design, construction, and maintenance.

is a technically based non-governmental organization that currently consists of twelve member marine classification societies. More than 90% of the world’s cargo-carrying ships’ tonnage is covered by the classification standards set by member societies of IACS.

Question 10

ABS

Answer 10

American Bureau of Shipping (USA)

Question 11

BV

Answer 11

Bureau Veritas (France)

Question 12

CCS

Answer 12

China Classification Society (China)

Question 13

CRS

Answer 13

Croatian Register of Shipping (Croatia)

Question 14

DNV

Answer 14

Det Norske Veritas (Norway, merged with Germanischer Lloyd; often just called DNV)

Question 15

IRS

Answer 15

Indian Register of Shipping (India)

Question 16

KR

Answer 16

Korean Register (South Korea)

Question 17

LR

Answer 17

Lloyd’s Register (UK)

Question 18

NK

Answer 18

Nippon Kaiji Kyokai (Japan), also known as ClassNK

Question 19

TL

Answer 19

Türk Loydu (Turkish classification society)

Question 20

PRS

Answer 20

Polski Rejestr Statków (Poland)

Question 21

RINA

Answer 21

Registro Italiano Navale (Italy)

Question 22

ISM

Answer 22

International Safety Management Code

The ISM Code is an international standard for the safe management and operation of ships and for pollution prevention. A part of SOLAS, it ensures safe ship operations and pollution prevention through company Safety Management Systems (SMS).

The ISM Code, or International Safety Management Code, is a set of rules developed by the International Maritime Organization (IMO) to promote the safe operation of ships and the protection of the marine environment. It requires shipping companies and vessels to implement a Safety Management System (SMS), which includes procedures for safe operations, emergency preparedness, regular maintenance, and clearly defined responsibilities for both shipboard and shore-based personnel. The ISM Code applies to most commercial ships over a certain size, such as cargo ships, tankers, and passenger vessels. To comply, companies must obtain a Document of Compliance (DOC), while individual ships receive a Safety Management Certificate (SMC) after successful audits. By enforcing standardized safety practices and improving communication between ships and shore offices, the ISM Code helps reduce accidents and environmental risks in the maritime industry.

Question 23

ISPS

Answer 23

International Ship and Port Facility Security Code

The ISPS Code, or International Ship and Port Facility Security Code, is a global security framework established by the International Maritime Organization (IMO) to enhance the security of ships and port facilities. Introduced after the 9/11 attacks, it aims to detect and prevent security threats, such as terrorism or unauthorized access, in the maritime sector. The code applies to all passenger ships, cargo ships over 500 gross tonnage, and the port facilities serving them. It requires ship and port operators to conduct security assessments, implement security plans, assign trained personnel such as Ship Security Officers (SSOs) and Port Facility Security Officers (PFSOs), and maintain communication protocols. Compliance is verified through certification, including the International Ship Security Certificate (ISSC).

Question 24

NAABSA

Answer 24

NAABSA (Not Always Afloat But Safely Aground)

.NAABSA, short for “Not Always Afloat But Safely Aground,” refers to a practice in maritime shipping where vessels can lie safely aground at low tide, rather than remaining afloat throughout their stay in a port. This is possible in ports with suitable seabed conditions, where the bottom is flat, homogenous, and free of hard points, ensuring the vessel can rest on the ground without damage.
For example, the port of Goole in the United Kingdom is a well-known NAABSA port, where tidal variations mean that ships routinely settle on the mud bottom at low tide without compromising their structural integrity. This arrangement allows ports with limited depth to accommodate larger vessels safely, provided proper planning and precautions are taken.

Question 25

APS

Answer 25

Arrival pilot station Determines the location at which a vessel can be delivered to a time charterer on arrival. Arrival Pilot Station refers to the location near a port where a ship arrives and typically picks up a maritime pilot who will guide the vessel safely into the port. In the context of a time charter, this point is important because it often marks the moment when the charter period officially begins. When a charter party states that delivery occurs "on arrival at the pilot station," it means the ship is considered delivered to the charterer once it reaches that specific location — even before it enters the port or starts cargo operations. This location determines when responsibility and costs begin to transfer from the shipowner to the charterer.

Question 26

CHOPT

Answer 26

Charterer's option This is included when the charter has an option under the CP i.e. for more than one berth load, or a margin on cargo intake

Question 27

DOP

Answer 27

Dropping outward pilot refers to the moment when the pilot who guided the ship out of a port disembarks from the vessel as it leaves. This moment is significant because it usually marks the point at which the ship is considered officially delivered to the charterer, and the charter period (or hire) begins. For example, if a vessel departs from Rotterdam and the outward pilot leaves the ship at 14:00, then the charter officially begins at 14:00 — even if the ship continues sailing for some time after that. This timing is important for calculating hire charges and responsibilities under the charter party.

Question 28

DLOSP

Answer 28

Dropping Last Outward Sea Pilot Often found in time charters. This means the moment the last sea pilot disembarks when the vessel is redelivered to the owner by the charterer at the end of the charter. It marks the end of the charter period and hire stops from that point. Example: A vessel being returned to its owners at the port of Gibraltar has its last outward pilot disembark at 11:30 — that is when the time charter ends.

Question 29

dwcc

Answer 29

Deadweight Cargo Capacity (DWCC) refers to the total weight of cargo a ship can carry, exlcuding cargo, fuel, passengers, crew, and other provisions.

Question 30

ETA

Answer 30

estimated time of arrival

Question 31

ETD/ETS

Answer 31

estimated time of departure/expected time of sailing ETD (Estimated Time of Departure) refers to the predicted time when a vessel is expected to depart from a port. ETS (Estimated Time of Sailing) is a similar term but refers to the time when the vessel is expected to leave the port and enter the open sea, considering pilotage and other factors. Example: The ship's ETD from Port of Rotterdam is 1800 hrs on June 7th. The ETS from Port of Rotterdam is 1900 hrs on June 7th.

Question 32

FIO

Answer 32

free in and out This term means that the charterer is responsible for the cost of loading and unloading the cargo. The shipowner does not cover these expenses. Example: The charterer will pay for the handling of cargo at the port, and the shipowner is not responsible for any costs related to the loading or unloading process.

Question 33

FIOS

Answer 33

like FIO, (Free In and Out Stowed) but the shipper must also pay for stowing the cargo in the ship, covering the entire operation even after crossing the ship's rail This term means that the charterer is responsible for the costs of loading, unloading, and stowing the cargo inside the ship. Example: The charterer will pay for the loading, unloading, and securing of the cargo, while the shipowner is responsible for the rest.

Question 34

FIOT

Answer 34

Free In and Out Trimmed Used for bulk cargoes indicating that shippers are to pay for trimming the cargo. Trimming is the task of levelling the pile of material so that it does not remain in a cone shope

Question 35

HWOST

Answer 35

high water on ordinary spring tide

Question 36

LWOST

Answer 36

low water on ordinary spring tide

Question 37

LAT

Answer 37

lowest astronomical tide This refers to the lowest tide level recorded at a specific location. It is used to determine the minimum depth of water required for a ship to safely navigate in a port or along a channel. Example: The ship's draft must be less than or equal to the depth at LAT to avoid grounding in shallow waters.

Question 38

LI

Answer 38

LINER IN The owner is responsible for loading the cargo. It typically means the cost of loading is included in the freight. The charterer delivers the cargo to the port, and the shipowner handles loading it onto the vess

Question 39

min/max

Answer 39

minimum/maximum followed by a number of tonnes. This indicates that a cargo is a fixed quantity without any margin, plus or minus

Question 40

MOL

Answer 40

more or less

Question 41

MOLCO/MOLOO

Answer 41

As in more or less but clarifies that is in the charterer's option or owner's option. This is generally preferred by owners because it allows for variations in the amount of stores and bunkers on board.

Question 42

NAABSA

Answer 42

Not always afloat but safely aground. Permits the vessel to safely sit aground at the berth if necessary. Example: Used for ports with tidal access—vessels may touch the bottom without damage or breach of contract.

Question 43

NOR

Answer 43

notice of readiness A formal notification from the Master to the charterer/agent that the ship is ready to load or discharge. Example: Once NOR is tendered and valid, laytime countdown begins (subject to terms).

Question 44

ROB

Answer 44

Remaining on board Refers to quantity of cargo or bunkers still on board at a specific point, often during surveys. Example: Used in on-hire/off-hire or bunker adjustment calculations.

Question 45

SHEX

Answer 45

Sundays and holidays excepted Laytime excludes Sundays and holidays unless cargo work is done. Example: A ship discharging cargo on a Monday will not have Sunday count toward laytime unless SHEX is overridden.

Question 46

SHINC

Answer 46

Sundays and holidays included Laytime includes Sundays and public holidays, but excludes Saturdays (unless specified). Example: Cargo operations on a Sunday will still reduce laytime used.

Question 47

SSHEX

Answer 47

Saturdays, Sundays and Holidays excepted Laytime does not count during weekends or holidays unless cargo work is performed. Example: If the ship is idle over a public holiday, that time is not deducted from laytime.

Question 48

SSHINC

Answer 48

Saturday, Sundays and holidays included Laytime will run continuously, including weekends and holidays. Example: If loading takes place over a weekend, that time counts against laytime.

Question 49

SWL

Answer 49

safe working load The maximum load that equipment (e.g., cranes, slings) can safely handle. Example: Exceeding the SWL can lead to equipment failure and safety violations.

Question 50

TIP

Answer 50

taking inward pilot The point at which a vessel picks up a pilot to navigate into port. Example: Often used to mark the ship's arrival for NOR purposes.

Question 51

WCCON

Answer 51

whether customs cleared or not NOR may be valid even if customs clearance is pending. Example: Vessel can start laytime before full customs clearance is completed.

Question 52

WIBON

Answer 52

whether in berth or not NOR can be tendered even if the vessel has not reached the berth. Example: Ship waiting at anchorage for berth access can start laytime.

Question 53

WIFPON

Answer 53

whether in free pratique or not NOR can be given even if health clearance (free pratique) has not yet been granted. Example: Ship awaiting a health inspection may still tender NOR under this clause.

Question 54

WIPON

Answer 54

whether in port or not Notice of Readiness (NOR) can be tendered even if the vessel is outside port limits. Example: A ship anchored outside the port due to congestion can still start laytime.

Question 55

WW

Answer 55

weather working Laytime counts only during periods when the weather permits cargo operations. Example: If heavy rain stops loading, that time is not counted.

Question 56

WWWW

Answer 56

When a charter party includes the combination of WCCON, WIBON, WIFPON, and WIPON, it is setting flexible conditions for when laytime (the time allowed for loading or discharging cargo) begins. Together, these clauses mean that: WCCON (Whether Customs Cleared Or Not): The vessel can start counting laytime even if it hasn’t cleared customs. WIBON (Whether In Berth Or Not): Laytime can start even if the ship is not physically at the berth. WIFPON (Whether In Free Pratique Or Not): Laytime starts even if the vessel hasn’t been granted free pratique (health clearance). WIPON (Whether In Port Or Not): The vessel can tender Notice of Readiness (NOR) even if it’s not yet inside port limits. Combined, these terms allow the ship to tender NOR and potentially start laytime as soon as it reaches a customary waiting area (like an anchorage), even if it's not inside port limits or fully cleared by port authorities yet. This is particularly important when port congestion or delays might prevent immediate berthing. Example: A bulk carrier arrives at a busy port and anchors outside port limits, waiting for a berth. If these clauses are included in the charter party, the ship can still tender NOR and start counting laytime, reducing the risk of delay costs for the owner.

Question 57

CFR

Answer 57

previously C&F = cost and freight 🔹 Meaning: The seller pays for the cost and freight to bring goods to the port of destination, but the buyer assumes risk once goods are on board. 🔹 Agent's Relevance: Must know who is responsible for freight arrangements and cargo handling — helps clarify who instructs and pays for port services.

Question 58

CIF

Answer 58

cost, insurance and freight 🔹 Meaning: Similar to CFR, but the seller also pays for insurance up to the destination port. Risk still transfers once goods are on board. 🔹 Agent's Relevance: May need to liaise with insurers or confirm coverage; helps determine liability and document responsibilities during loading/discharge.

Question 59

FAS

Answer 59

free alongside 🔹 Meaning: The seller delivers goods alongside the vessel (e.g., on the quay). Buyer is responsible once cargo is next to the ship. 🔹 Agent's Relevance: Involved in coordinating timing and location of delivery; ensures smooth cargo transfer to ship and updates SOF.

Question 60

FOB

Answer 60

free on board 🔹 Meaning: The seller is responsible for getting the goods on board the vessel. Risk transfers to the buyer once cargo crosses the ship’s rail. 🔹 Agent's Relevance: Coordinates with both seller and buyer for cargo readiness and loading; ensures correct documentation and timelines.