Chapter 1:

Definition:
- Transportation -> Movement of cargo from place to place
Characteristic: (Midterm: Explain 4)
- Invisibility -> Sale and Marketing is difficult
VD: Hard to marketing -> TA is business and they only can see airplace, ship, means
of transport
ONE -> Make the cargo pink to diffirentiate
Evergreen
- Variability
- Inseparability: Provide and consume at the same time
VD: On the moverment from VN to Sin, The ship is lost -> Still pay the fee of
transportation because the provide and consume are happening at the same time.
- Perishability: Can not store the services for later use

There are 2 main factors defining the freight

- Distance of transportation
- The weight of cargo
Place of production: not fixed
Process of production: process of changing the place, not phýically changing the raw
materials
VD: If the distance is double and the fixed cost is not mentioned in the contract, the
freight is double
Product of production: invisible
Storage: Not
Modes and means of transport
- Means: related to the vehicle or tools (bus, train, truck,…)
- Modes: air, road, rail, pipeline, water (inland waterway, sea/ocean)
Charter/Freighter >< Passanger flight
-
Rail Road Pipeline Air Water
Door to door Yes No (Liquid Low
and gas)
Price High Low High Low
Compared to (expensive (very cheap)
air because we
can not take
the
advantage
of economy
of scale.
And we
operate one
way, not
 return way
in Vietnam)
Speed Based on High (2 pipes High Low
the distance and
determined
route)
Reliability Depended No High Carry large
on the big amount of
or small cargo
city (Giờ
cấm tải là 1
vấn đề lớn)
Pakaging Yes No Yes
needed
Risk of loss Low (no Low
loading and
unloading)
Flexibility Low (certain Low
commodities)
Environment High Low High
impact

Classify transportation:
- Unimodal transport
- Through transport include unimodal - Sử dụng ít nhất 2 phương tiện. Phải
chuyển tải từ tàu nhỏ sang tàu lớn and multimodal - Chuyển tải từ road sang
air, or air sang sea
- Combined transport (Nhiều hợp đồng)
- Multimodal transport (1 hợp đồng)

From country to country

Law applicable: International law
VD: Vietnam and Shenzhen (Thẩm Quyến)
1. Currency for culculating freight? -> Depended on the carrier
2. Incoterms can be applied? -> C, D, F, E
In Vietnam we can use sea transport, through transport
3. Modes of transport can be used? -> Based on the incoterms we use
4. Law can be used?
- In sale contract -> VN, China, third party
- International Contract of transportation (Liner booking) -> International law
- Domestic contract of transportation -> Domestic law

Relationship betweeen incoterms and transportation

-
- Country have different custome (For choosing mode of transport) -> Incoterms
can be applied to assist to choose modes of transport easily
 - Seller or buyer who arrange the shipment (Who has the right to choose mode of
transport and bear risk)

1. C and D
2. E and F
3. FOB, FAS, CNF (CFR), CIF
4. Any modals of transport -> EXW, FCA, CPT, CIP, DPU, DDP, DAP

Shipper (Sometimes Seller, sometimes buyers based on the Incoterms applied) ->
(Carriage contract) -> Carrier

When the buyer/seller hiring the means of transport

 Pay for the freight (Become the cost in the price in the sale contract)
 Right to choose the mode of transportation, and agency
 Have to sign the contract and pay that freight directly
 Arragnge the process of transport

Chapter 2: INTERNATIONAL SHIPPING TRANSPORTATION

Introduction
In container -> No use of charter -> We use liner service
Chartering (formal statement presenting the right of parties)
- Voyage chartering -> Voyage charter parties (document having terms and
conditions)
- Time chartering
- Bareboat chartering
Meaningful number
- 2 134 640 (Tổng số tấn chuyên chở hàng hoá bằng đường biển vào cuối năm
2021) fleet of vessel (Many vessel belonging to one company)
- 70-80% can be filled in cargo when shipping by sea
- Main bulk (Coal, Grain, Iron ore -> Large amount however low value): Loại
vận chuyển bằng đường biển nhiều nhất
- 5 to 9: average age of the ship/vessel
- Japan has Large a mount of ship

- Why low price? -> Take advantage of economy of scale

- Other mode can not replace sea transport because of large quantity it can carry
Why?
- Bigger vessel come to the market day by day
- Speed increase (Tàu container chạy nhanh nhất, Tàu to nhất – tàu dầu sẽ chạy
chậm nhất)
- Loading factor decreases
- Time in port decreases
- Ship age decreases

4 sub markets:
- New building market (New vessels to be ordered)
- Second hand market (Sale and buy old vessels)
- Freight market (Liner traden and tramp)
- Demolition market (damaged vessels) -> Bangladesh, China, India
1. Ship owner
2. Shipper (consigner and consignee)
3. Cargo
4. Charter party (Gencon – General, Sugarvoy – Sugar, Fertivoy – Fertilizer,…)
5. Shipping line
6. Port – ICD – Inland port sea
7. Charterer (CHR – CR)
8. Cargo owner
9. Freight
10. Broker

Ship owner
- Effective owner (Chủ tàu thật) (Lend it, ship your cargo, ship the cargo owned
by the others)
- Hire to operate: Disponent ship owner (Chủ tàu danh nghĩa)
Financial institution: Ship owner have not enough money to pay to the bank ->
The bank take the ship because of its high value -> Become the new owner and
then lend this vessal

Ship yards (New building market): Person, company building the ship (Produce
vessel in advance first and after that you can lend them money unurgently) (Đóng
tàu trước và trả tiền dần dần sau)

Effective SO –(Charter party)-> Disponent SO –(Different Charter party)-> Cargo

SO
Shipowner (Tại sao người thuê tàu có thể là chủ tàu):
- Disponent SO ký hợp đồng thuê tàu (Charter party) với Effective ship owner.
Ở đây DSO là charter.
- Sau đó ký hợp đồng khác để cho thuê lại con tàu đó. Ở đây DSO là SO còn
Cargo owner là charter

Broker: Cò
Fixtures: Hợp đồng thuê tàu vắn tắt
Thay vì ký 50 trang thì chỉ ký những điều khoản quan trọng
What is the most important?
- Freight
- Delivery time
How many percent of commission for broker: It depended (1,25% - 3.75%)

1. Shipping facilities
1.1 Vessels (Particular of the vessel)
- Capacity
- Name
- Length of the draft
- Year built
- Quality of the vessel (Affect directly to the safe of the goods)
- Owner of the vessel
- Flag of the ship
- Register of the ship
- Tonnage (Sức trọng tải)
 GRT: Gross registered tonnage
NRT: Net registered tonnage
Stowage: (Chở chất hàng)

VD: MV(Motor vessels) Hoa Sen 01

Flag:
- Normal flag: Vietnam with Vietnam Flag for example
- FOC (Flag of convenience: Panama, Liberia, Marshell Ieland) Reduce paper
work, more flexible, easily go in and out other countries, freely hiring the low
cost sailor, grews, seamen around the world (Philipinese has the largest number
of grews)
- If you want to use FOC -> Have to find country with open register system
- Land-locked country: Laos, Mongolia
- Beam: Chiều rộng
- Draft: Mớn nước (Độ ngập nước)
- Loaded draught: Chở đầy hàng
TF: Tropical fresh water load line
F: Fresh water load line
T: Tropical load line
S: Summer load line
W: Winter load line
WNA: Winter North Atlantic load line

Why the draft can be changed (Depend on the weight of the cargo)
If the draft is over loadline -> Overload
If the draft is very little -> Lật tàu -> When no cargo -> Carry ballast water (Nước
dằn tàu) to make the ship stable
Quan tâm mức nước của tàu:
- Con tàu chở nhiều hay ít hàng để điều chỉnh (Nhiệm vụ của shipping line)
- Tools for weghting the cargo

- Bunker (FO: Fuel oil, DO: Diezel oil)

- Lubricant oil
- Fresh water: For drinking and bathing, cooking,

DWCC: weight of the cargo only

DWT: Deadweight tonnage
1000 MT of rice
A: 1100 DWT (Deadweght tonnage: trọng tải thực chở) -> Only 100 for techincal
and other things (Bunker, grew,…) -> Not ok
DWT = DWCC + Supply + Equipment + Boil + …
Net Tonnage:

Gross tonnage: entire volume of the enclosed spaces of the ship

Gross: Cân cả con tàu

Net: Bản thân của tàu khi không chở hàng
DWT: Tất cả mọi thứ trên tàu không bao gồm con tàu
DWCC: Chỉ hàng thôi (Không có techincal, equipment và con tàu)
Cargo owner quan tâm DWT and DWCC
Care DWT and Capacity (Bale capacity for bulk and Grain capacity có khả năng tự
lấp đầy do chở chất lỏng)
 Ro-Ro vessel: Use people to load and unload
Reefer vessel: Use for one type of good only because of setting 1 temperature
Reefer container vessel: usualy white however not all the cases
Call sign: Hô hiệu: contact with other vessels through radio. Mỗi tàu sẽ có 1 call sign
khác nhau..
Year of Build ( or Year Build)
Registry number: → register at the port: số đăng kí, nếu muốn lưu hành ở biển nên phải
đăng kiểm tàu thì mới đi được.
VR: tổ chức đăng kiểm lớn ở Việt Nam.
IMO No: provided by IMO.
GRT / NRT → GT / NT.
KNOTS / Unit: → measuring the distance.
M/E: Main Entrance
Derrick = Ship’s gear: Cẩu tàu.
Nil = No =)))))))))))))))))))) / Or gearless: không có cầu tàu.
Hold (hầm hàng)/Hatch: the place that we can put the cargo inside, hatch (nằm hầm) is
the cover of the hold: 1 hold and 1 hatch.

→ dimension (kích thước) of the hold and hatch

Study by heart
VLOC: Chuyên chở các loại quặng, siêu to khổng lồ
VLCC:
ULCC:

Use ram (Đường dẫn) thay vì dùng Derrick (cẩu)

Slide quan trọng

At Transhipment Port (Cảng chuyển tải), Tàu nhỏ (feeder) sẽ được chuyển lên tàu
lớn (Megaship or Mother vessel)
General cargo (Hàng bách hoá): with mark and count (Tally man: chuyên đếm vd:
bao gạo)
Break bulk
 Bags
 Barrels: Thùng phi
 Drums: Thùng trống, thùng giống cái trống (bia, rươụ, nước trái cây)
 Pallets: Miếng lót dưới hàng
 Boxes
 Crates: Tấm để hàng bằng kim loại
Neobulk: Gỗ, ô tô, bó sắt

Bulk cargo (Hàng rời, hàng xá): Can not count (Gạo) (depend on the draft of the
vessel)
Why do we have the pier and the quay: Because of the draft of the vessels

Habor of refuge: Cảng trú ẩn (Storm)

In Cai Mep, we have a lot of international ports:
 CMIT (Terminal)
 SPCT
 Gemalink
 TCCT
TCIT
TCTT
 LINER SERVICE

 A
 Liner (service): Bus or air service -> For container
 Voyage (chartering: nghiệp vụ): Taxi service Nghiệp vụ thuê tàu chuyến
 Time: Thuê xe theo time có tài xế
 Bareboat: Thuê xe theo time không tài xế
 Factors Characteristics
The schedule Fixed
Route Fixed (Hành trình, cảng đi, cảng đến,…)
Number of shipper Thousand
In one container we have 2 – 3 shipper
Quantity per shipper Small amount
If have small MT -> combine with
others to pack in 1 container
Freight Published on website
Higher freight (for Load and Unload)
Higher compare to voyage
Higher than tramp trade
Wait for cargo No
If vessel comes to port at 9, we have to
bring our cargos to the port before
closing time (1 – 2 days)
Transport document (B/L) Important
In liner service we do not have charter
party (Because of the schedule, freight,
route are fixed > have not to negotiate >
No need charter party)
The risk in liner
Have not enough cargo to fulfill the vessel > Not take the economy of scale
Loading and unloading are always included in the freight -> In all case the carrier will
do that (Vì many shipper and the principle first in last out to arrange the cargo) >
Freight is higher (In voyage, not all the case)

Buổi 6 (Chartering)
There are two main model: Hub and Port model in Liner
Liner alliances (2M, Ocean Alliance, THE)
VD: 2013 we have P3 (MSC, Maersk, CMA-CGM) alliance however it lasted only 6
months
China say no if P3 established, they will compete with China shipping line
If EU and US say yes, is it Ok? No, because China is very big (70%)

There are at least 3 parties: Ship owner will sign the contract with Charterer via
Ship broker
Charterer will pay the freight (voyage)/hire (Time and Bareboat) to Ship owner based
on the negotiation
Form of Charter Parties
Voyage: Gencon, Fetivoy, Grainvoy
Time: Gentime, Balltime, NYPE
Bareboat: Barecon

How to negotiate the form (stand out of standard form)

We can change the form -> Use pen to delete and add into the Rider clauses (Điều
khoản mới)

If you have a vesel what would you do business with it?

 Liner trade
 Tramp trade
 Time charter
Based on 2 factors (Type of vessel - Amount of cargo)
Example:
 Tenker -> Large amount of oil -> Tramp
 Container -> Liner trade

Focus on Specific ship and Particular cargo (Nhận tàu, hàng cho đúng, nếu hong
đúng tàu, hàng thì hợp đồng fail)
COA: Contract of Affreightment (You can sign the contract now without name of
ship, port, date… 1 month later we can fill in this form) -> Để linh hoạt hơn trong việc
thuê tàu chuyến
 Factors Characteristics
The schedule Flexible based on the
requirement/route/negotiation of the
Shipper (Negotiation)
Route Flexible based on the
requirement/route/negotiation of the
Shipper (Negotiation)
Number of shipper Under 10
Quantity per shipper Large amount of cargo
Freight Negotiation
Unit counted by MT, CBM, Ad valorem
Wait for cargo We can wait (Negotiation)
Detention freight (Phạt nếu không mang
hàng đến đúng hạn)
P and I club who can give advise by
paper
Transport document Charter party: Contract of carriage (Ship
owner and Charterer/Shipper (Cargo
owner -> Seller or Buyer)
VD: The seller will sign the contract
When come to Port of Destination, the
buyer see the damage
The buyer want to claim -> They need to
have the B/L
Bill of lading: Document of title
Demurrage: Tiền phạt làm hàng chậm (Ship owner phạt charterer thuê cảng đó mà
không theo sát nên chậm trễ làm tàu chạy trễ)
Despatch: Tiền thưởng làm hàng nhanh (Ship owner thưởng cho người thuê tàu thuê
cảng làm hàng nhanh)

Most important condition: Freight

Freight = BOF (Basis ocean freight and for transport only) + Loading and Unloading
cost
There are 4 cases in Loading and Unloading:
 Free In (FI)
 Free Out (FO)
 Free In and Out (FIO)
 Liner term

The most expensive: Liner term because they pay for FOB and loading and unloading
The cheapest: FIO
FI: 440
FO: 450
Liner term: 490
The ship owner will

Báo dzay là hong tính được nè

B and C have the same cost

Depend on you are Buyer or Seller
Carrier A: When I do not have much experience and have a lots of money
Carrier B:
Lumpsum freight: Thuê bao
Vessel with 10 000 MT
- Charterer 9 000 MT -> Call someone to combine the cargo to reduce cost (You
have to follow other cargo owner -> Risky) or pay lumpsum (Cước thuê bao
cả tàu)
Example: 10 USD/MT -> Pay 100 000 thounsand to hire entire ship
Dead freight = (10 000 – 9000)*10 – (10 000 – 9000)*1(Unloading and
Loading freight of hàng thiếu hụt so với dung lượng tàu)= 9 000 (Cước khống)

-Charterer 5 000 MT (But you bring to the port only 4 800 MT) -> Have to pay
for 5000 MT because of signing the contract of 5 000 MT (Thuê bao hàng)
Number of cargo for calculating freight
Time for payment of freight

Freight In factor party

 FIO
  11,5
Case 1:
Freight = 4980*11,5=57 270 USD
Adress commission = 57 270*2,5% = 1431,75 USD
Per brokerage = 57 270*1,25% = 715,875 USD
Per CR’s broker = 57 270*1,25% = 715,875 USD

Case 2:
Freight = 4930*11,5% = 56 695 USD
Dead freight = (5000-4930-25)*11,5 = 45*11,5
Adress com=
FO (SO -> Load cargo; CR -> discharge cargo)
C/P 5 days
Actual 6 days
 Dem = 1 day = 2000*1
PDPR/DHD -> Des =1/2 Dem =1000
Freight =4930*11,5 = 56 695 USD
Dead freight=45*(11,5-2)=427,5
Total freight = freight + Dead freight + Dem

In case there is des, we see dem = 0 and not to mention it into the dead freight
formular

 Single voyage chartering

 Return voyage chartering
 Consecutive single voyage chartering
 Consecutive single voyage chartering
Which one do you like?
4 because we have the cargo already, we dont have to pay many commission

Chartering procedure
S1: Quote/Inquiry: CHR/broker -> SO (Thư hỏi tàu)
S2: Offer: Letter from SO to CHR/Broker (Reply) (Thư chào tàu)
S3: Counter offer: CHR/Broker -> SO (Bargaining)
Firm offer: SO -> CHR/Broker
S4: Acceptance: SO -> CHR/Broker
S5: Fixture note -> Sign the Charter Party
Have to check the name, address and telephone of Ship Owner

1. Ship particular
2. Cargo and quantity of cargo
3. Layday+cancelling
4. Port of loading
5. Port of Discharge
6. Loading rate
7. Discharge rate
8. Freight rate

11 – 14: Laytime
15: owner agent
16: B/L

17: Laytime

Capacity -> Grain and Bale

4 Derrick (4 cái cẩu có sức nâng là 15 tấn)
4 hold
2

Laycan: 26th of April -> 6th of May

11 laydays: Những ngày mà tàu phải có mặt tại cảng để phục vụ công tác nhập
hàng
Cancel the contract if the ship come later than 6th of May

Laycan là khoảng thời gian

Layday là những ngày tàu có thể đến
Cancelling date
Stowage factor: 15 000*52
1SP: Safe port
1SB: Safe berth
1SBP: safe berth and port (1 port have many berths)
1SAP: safe and afloat port
1SAB: safe and afloat berth
Anchorage: Place that the ship come and stay stable
FIOST: The SO free from in – out – stow – trim the cargo
BSS 1/1: we just care a cargo prom 1 port to another 1 port. Not transhipment
Payment of freight:
 Time for payment: Pay 50% in advance after vessel arrived loading port 3
days àn 50% balance with Dem/des at loading port to be paid … within 3
banking days
 Document: Invoice, B/L
 Before breaking bulk (Trước khi dở hàng): We have the characteristic of
sea transport is comsumption and production occurring at the same time.

Loading/Discharging rate
PWWD: Per weather working day
VD:
8000 MT PWWD: If the weather okay, we can load 8000 MT
Rain 13h-15h: We can not load 8000 MT because we can not load from 13h-15h

SHINC: Sunday and Holiday Included (giống nhau)

Laytime = Q/loading rate = 46 000/8000 = 5 days and 18 hours
If the vessel loading at 8AM on Friday
 Time expire: 2 AM on Thursday
The SO like this one
SH EX EU: Sunday, Holiday excluded even if used (Chủ nhật và ngày lễ không
tính và dù cho có làm vẫn không được tính)
 Time expire: 2 AM on Friday
If you stop at 2AM on Thursday -> Pay demarrage
The CTR like this one
SH EX UU bot: Unless used, but only time used to count : Nếu không làm CN và lễ
không làm thì không tính nhưng có làm bao nhiêu thì tính bấy nhiêu
SH: 0 – 6; 7 - 13; 14 – 24
Expire time: Thursd 4 AM
SH EX UU boh: Làm bao nhiêu tính có ½ thoi
Expire time: 3PM Thursday (Used only 11 hours on Charter party)

Laytime: Thời gian cho phép người thuê tàu làm hàng

Liner: SO do all so do not mention about laytime

Voyage: Khi nào người thuê tàu phải xếp và dở (FI: Laytime at port of loading
only because the charterer will load the cargo) (FO: Laytime at port of discharge)
(FIO: Laytime at Port of loading and discharge)
Liner terms: Same to Liner
Why do not apply to Time and Bareboat: The time for lending vessel is fixed, they
care only about after fixed time, the vessel is back to them (They care only the
time)
Calculating laytime
Mv Heron discharged bags of flour
Discharging rate: 175 MTs/hatch per day
 Quantity of cargo: 7000 MTs
Number of holds: 5
Laytime = 8 days = 7000/(175*5)

The largest quantity in 1 hold: 1575 MTs

Laytime = 1575/175 = 9 days (Nếu có hầm to nhất thì phải tính theo cái này)

Commercement of laytime: We have two conditions:

- Ship arrived
- Ship is ready in all aspects:
Legal document (Port authority, enter to custom house or not,…)
Physical: Holds are clean and gears are ready
- If the ship is ready -> Send NOR (Notice of readiness) is tendered
If chuẩn bị hàng trước 12 tiếng, tàu đến lúc chiều, thì có được start luôn không hay
chờ đến sáng hôm sau? -> Được start và laytime vẫn tính là thời gian chuẩn bị trước
đó
VD
Laycan: 3/3 – 10/3/23
Nếu tàu đến và ready in all aspect 1/3 -> Vẫn trao NOR
Commencement of laytime là từ 0h 3/3/23 (Ngày đầu tiên của layday)

Nếu tàu đến và ready in all aspect 12/3 -> Có quyền cancel hợp đồng

Interruption:
Bad weather (Thời gian bad weather không tính vào laytime)

Shore carries breakdown (Cẩu hư) (5 cẩu đang làm thì 1 cẩu hư) (Cẩu bờ bị hư coi
như không hư vì CTR thuê nên tự chịu trách nhiệm nên laytime vẫn tính bình thường)
CTR gây ra thì laytime tính như bình thường
SO gây ra thì không tính laytime

Đình công:
- CTR thuê công nhân cảng, CNC đình công: Laytime vẫn tính như bình thường
- Thuỷ thủ tàu đình công thì không tính laytime
Dem/Des rule
1. Despatch for
- All time saved (Thưởng cho toàn bộ thời gian tiết kiếm được) 24h
- Working time saved (Thưởng cho working time tiết kiếm được) 22h
Nhưng nếu ngày mưa thì trừ thời gian mưa ra. Thường sẽ xét thời gian CN
2. Once on dem, always on dem (Một khi bị phạt thì luôn tính là bị phạt)
0h wed: Laytime commented
0h Sun: Laytime expired
Laytime: 4 days
0h Tue: Stop working
Bị phạt 2days
10h Tue: Stop do mưa
Bị phạt thêm 10 tiếng nữa
3. Des is half off dem
DHD

SO will pay the salary and wage

Manned ship: SO provide ship with time rule
TCT Time Charter on trip basic >< Voyage chartering

Voyage charterer Time charterer Bareboat charterer

Cost SO CHR SO CHR SO CHR
Fixed cost x x x
Variable cost x x x
Freight Hire Hire
Provision: Sự cung cấp dưỡng chất …

Time Charter on trip basic or Voyage Chartering

- Ship operation capability, on TCT you have to pay the variable cost (Bunker,
Port fee,
- Freight on VC based on the MT, The higher, the lower
- Hire based on day/month
Bareboat chartering
Form chartering: BARECON (Only)

DO/FO: Diezel Oil/Fuel Oil -> Xăng (Đi xa thì tốn hơn)
LO: Lubrican Oil -> Nhớt (Nửa năm 1 lần)
Fresh warter:
- For SO: Crew, cooking, bathing
- For CHR: Clean the hold
Time chartering:
- SO: 16 500
- CHR: 50 500
Bareboat chartering:
- SO:
- CHR:

Bill of Lading

Definition

Receipt for the goods shipped:

Người vận chuyển đồng ý vận chuyển đơn hàng này với số lượng và chất lượng như
trên vận đơn.
When the cargo damaged: The carrier will bear the risk and have some compensation
Evidence of the contract:
If you have the name on the contract, you have the right to claim
Document of title:
Ownership of the goods -> Can receive the goods at PoD, sell the goods, mortgage
Use BL to transfer to customer B to sell the goods in case the goods on the sea

Date of issued
Laden on board date
Declared value
Vận đơn đích danh
Vận đơn theo lệnh
Vận đơn vô danh
In consignee box we can see the name of consigness
Không xấu nhưng ghi vào để thông báo cho consignee biết, này là lỗi của shipper chứ
không phải của carrier -> Bảo vệ quyền lợi của mình
Receive money

Unclean B/L
Receive no money from bank
All the cargos are loaded on board
On board: Date
Shipped on board: Date
Clean on board: Date
Clean shipped on board: No date
The date is important? Need the date

In which case have the date? Normally

In which case not have the date? For voyage charter party (Mặc định ngày phát
hành bill là ngày hàng lên tàu bởi vì phương thức giao nhận là Port to Port)
Ngược lại, container nhận hàng ở nhiều nơi nên phải rõ ngày vào
Midterm
24 MC
3 short question
1 tính voyage freight
One vessel only

At least 2 vessels
Multimodal: At least 2 modes of transport
Through = Transshipment + Multimodal

Shipping Line –> Freight forwarder (Combine cargo into 1 container) -> SO
Master B/L (Vận đơn chủ) -> Shipping Line
House B/L (Vận đơn thứ cấp) -> SO
NVOCC -> Non vessel operation common carrier (Same Freight fowarder – who
combines cargos into 1 container)
To increase competitiveness by allowing to change some information in BL
 Can change the name of the cargo? No, except the cargo having different
name
 Can change the quantity of the cargo? No but we can change the tollerance
 Can change the Port? Yes
L/C expiring on 10th March 2023
Laden on board date 12th March 2023
You ask to sign on 9th March 2023 để fit với hạn của L/C -> Lùi quá xa không thể
chấp nhận được (ideally 2-3 ngày)
Chap 3

3 most common standard

TEU = Twenty foot equivalent units
FEU = Forty foot equivalent units
Benefit:
- Safety (Protect the cargo)
- Environment friendly
- Efficiency (Standardization, save time)
- Flexible (Can combine many cargo)
- Saving time
- Cost saving because of reuse container many time. No mention about freight
- Standardization, very flexible (road, air, sea,…) Easily cotrol the process
Drawback:
- Size constraint
- Non availability
- Risk of pilferage and loss (ăn trộm)
- High freight rate
U: Open Top
R: Refer container
G: Gernal
Shipping line do not care weight of container and how full it is. They care the
maximum weight of the cargo only.
Full weight or full container first?
- Payment is made on the basis of a full container -> Care full con
 Thu tiền trên số lượng container

Pros of FCL:
- Chearper per cbm
- Reduce risk of damage
- Quicker than LCL
Cons of FCL:
- Import/Export a large amount of stock
- Consignor mus do some procedures for renting contrainer

Thu tiền dựa trên tấn, khối, giá trị

Ai trả chi phí đóng hàng và rút hàng: Freight forwader

When apply this delivery terms

Where to receive and deliver the cargo
Who will stuff and unstuff cargo
Chapter 4
IATA Goal:
- Increase the passenger convenience
- Reducing costs and improve efficiency

Vietnam become the member of IATA: 2006

ICAO

Differences of ICAO and IATA?

Who issues AWB? Normally the carrier
 The carrier keeps the green one
 The consignee keeps the pink one
 The shipper keeps the blue one
At least we have 6, at max we have 14 -> Should remember the color

- Who issues AWB? Forwarder or agent (Different people, not shipper, carrier)
-
Dim weight -> weight related to dimension = L*B*H/6000
Volume weight ->
Gross weight = weight of the cargo
Chargable weight = compare the Gross and Dim, which is higher (Chọn cái này)

Chapter 6