{"id":3032,"date":"2022-12-18T16:47:22","date_gmt":"2022-12-18T16:47:22","guid":{"rendered":"https:\/\/www.sinoflex.com.my\/?page_id=3032"},"modified":"2022-12-18T17:29:19","modified_gmt":"2022-12-18T17:29:19","slug":"terms-and-definitions","status":"publish","type":"page","link":"https:\/\/www.sinoflex.com.my\/?page_id=3032","title":{"rendered":"Terms and Definitions"},"content":{"rendered":"

An Useful Information<\/p>

About Our Logistics Services<\/span><\/h1><\/div><\/header>
<\/div><\/div><\/div><\/div><\/div><\/div><\/div><\/section>

Terms and Definitions<\/span><\/h3><\/div><\/header><\/div><\/div><\/div>
  • General<\/span><\/li>
  • A<\/span><\/li>
  • B<\/span><\/li>
  • C<\/span><\/li>
  • D<\/span><\/li>
  • E<\/span><\/li>
  • F<\/span><\/li>
  • G<\/span><\/li>
  • H<\/span><\/li>
  • I-K<\/span><\/li>
  • L<\/span><\/li>
  • M-O<\/span><\/li>
  • P-R<\/span><\/li>
  • S<\/span><\/li>
  • T-V<\/span><\/li>
  • W-Z<\/span><\/li><\/ul>
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    FIOS (FREE IN, OUT, STOWED):<\/h6>\n

    It is most important to remember that the “Free” reference is viewed from the Ship Owners point of view – not the Shipper’s. Some Shippers get caught out when they read the word “Free” as they incorrectly believe that it refers to them. Freight rates quoted on a FIOS basis specifically exclude all aspects relating to cargo handling operations. The ship is only responsible for expenses arising as a result of the ship calling into the port, i.e. tugs, pilots and light dues etc. Another very important consideration when booking cargo on FIOS terms is that the ship does not bear any responsibility for the speed of loading or discharging. Usually the rate agreed includes a fixed “free” period of time for loading\/discharging operations, after which time a daily demurrage is incurred. Obviously this is of paramount importance where port congestion or stevedoring performance is uncertain. There are many overseas ports which fall into this category and particularly where vessel demurrage rates can vary significantly, depending on the size and type of ship nominated to undertake the particular project.<\/p>\n

    LINER TERMS – GENERAL STATEMENT:<\/h6>\n

    Liner Terms is a very ambiguous statement and can be interpreted in a variety of ways in different ports of the world and by different Ship Owners\/Agents. Personally we would prefer to clearly define the extent of responsibility when quoting on this basis.<\/p>\n

    LINER TERMS HOOK \/ HOOK:<\/h6>\n

    Given that this is a notional point in chartering terms, this is best described as the Shipper\/Receiver arranging for delivery\/receival of cargo to\/from directly under ships hook and the ship paying for the labour to stow the cargo in the vessels cargo holds, as well as on-board lashing & securing and provision of dunnage materials, and to discharge again over the ship’s side. Shore based stevedoring aspects remain the responsibility of the shipper\/receiver, however, there are some Owners that may incorporate these costs into their LTHH rate. Once again, ask Owners to clearly define this aspect. Wharfage charges\/dues\/taxes can be a contentious issue but are usually considered to be for the Shippers\/Receivers account and there may also be many other statutory levies on cargo or freight that may apply. Many Shippers\/Receivers are unaware of these additional costs and do not include them into their costing and consequently may be left with an unexpected considerable expense at the completion of a project.<\/p>\n

    FULL LINER TERMS:<\/h6>\n

    This is somewhat a vaguer term given different port practices. However, it generally implies that the freight amount provided includes both shore based and on-board stevedoring, lashing\/unlashing, dunnage materials, securing\/unsecuring and all costs of presenting to\/receiving the cargo from the ship’s side; with the shippers\/receivers just bearing the cost of discharging from\/reloading to the transport, along with the usual port charges\/levies\/taxes etc. Frequently the terms are varied at different ends of the voyage i.e. FILO (Free In\/Liner Out), LIFO (Liner In Free Out) or FIFO (Free In\/Free Out) etc. To be absolutely sure of all liabilities, it is always advisable to request that terms clearly and concisely indicate what is\/isn’t included in your particular contract – in layman’s terms.<\/p>\n<\/div>\r\n\t\t<\/div>

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    \n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n
    ABBREVIATION<\/strong><\/td>\nMEANING<\/strong><\/td>\n<\/tr>\n
    AA<\/td>\nAlways Afloat<\/td>\n<\/tr>\n
    AAAA<\/td>\nAlways Accessible Always Afloat<\/td>\n<\/tr>\n
    AAOSA<\/td>\nAlways Afloat or Safe Aground. Condition for a vessel whilst in port<\/td>\n<\/tr>\n
    AARA<\/td>\nAmsterdam-Antwerp-Rotterdam Area<\/td>\n<\/tr>\n
    ABAFT<\/td>\nToward the rear (stern) of the ship. Behind.<\/td>\n<\/tr>\n
    ABOARD<\/td>\nOn or within the ship<\/td>\n<\/tr>\n
    ABOVE DECK<\/td>\nOn the deck (not over it – see ALOFT)<\/td>\n<\/tr>\n
    ABT<\/td>\nAbout<\/td>\n<\/tr>\n
    ADCOM<\/td>\nAddress Commission<\/td>\n<\/tr>\n
    ADDENDUM<\/td>\nAdditional chartering terms at the end of a charter party<\/td>\n<\/tr>\n
    AFSPS<\/td>\nArrival First Sea Pilot Station (Norway)<\/td>\n<\/tr>\n
    AFFREIGHTMENT<\/td>\nThe hiring of a ship in whole or part<\/td>\n<\/tr>\n
    AFT<\/td>\nAt or towards the stern or rear of a ship<\/td>\n<\/tr>\n
    AGROUND<\/td>\nTouching or fast to the bottom<\/td>\n<\/tr>\n
    AGW<\/td>\nAll Going Well<\/td>\n<\/tr>\n
    AHL<\/td>\nAustralian Hold Ladders<\/td>\n<\/tr>\n
    AIDS TO NAVIGATION<\/td>\nArtificial objects to supplement natural landmarks indicating safe and unsafe waters<\/td>\n<\/tr>\n
    ALOFT<\/td>\nAbove the deck of the ship<\/td>\n<\/tr>\n
    AMIDSHIPS<\/td>\nIn or toward the centre of the ship<\/td>\n<\/tr>\n
    ANCHORAGE<\/td>\nA place suitable for anchorage in relation to the wind, seas and bottom<\/td>\n<\/tr>\n
    ANTHAM<\/td>\nAntwerp-Hamburg Range<\/td>\n<\/tr>\n
    APS<\/td>\nArrival Pilot Station<\/td>\n<\/tr>\n
    ARAG<\/td>\nAmsterdam-Rotterdam–Antwerp-Gent Range<\/td>\n<\/tr>\n
    ARBITRATION<\/td>\nMethod of settling disputes which is usually binding on parties. A clause usually in a charter party<\/td>\n<\/tr>\n
    A\/S<\/td>\nAlongside<\/td>\n<\/tr>\n
    ASBA<\/td>\nAmerican Shipbrokers Association<\/td>\n<\/tr>\n
    ASPW<\/td>\nAny Safe Port in the World<\/td>\n<\/tr>\n
    ASTERN<\/td>\nIn the back of the ship, opposite of ahead<\/td>\n<\/tr>\n
    ATDNSHINC<\/td>\nAny Time Day\/Night Sundays and Holidays Included<\/td>\n<\/tr>\n
    ATHWARTSHIPS<\/td>\nAt right angles to the centreline of the ship<\/td>\n<\/tr>\n
    ATUTC<\/td>\nActual Times Used to Count<\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n<\/div>\r\n\t\t<\/div>
    \r\n\t\t\t
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    ABBREVIATION<\/strong><\/td>\nMEANING<\/strong><\/td>\n<\/tr>\n
    BACKLETTER<\/td>\nWhere a seller\/shipper issues a ‘letter of indemnity’ in favour of the carrier in exchange for a clean bill of lading<\/td>\n<\/tr>\n
    BAF<\/td>\nBunker Adjustment Factor. A Fuel Surcharge expressed as a percentage added or subtracted from the freight amount, reflecting the movement in the market place price for bunkers.<\/td>\n<\/tr>\n
    BALE CAP.<\/td>\nCubic capacity of a vessels holds to carry packaged dry cargo such as bales\/pallets<\/td>\n<\/tr>\n
    BALLAST<\/td>\nHeavy weight, often sea water, necessary for the stability and safety of a ship which may or may not be carrying cargo. in order to safeguard stability of the vessel and to be able to correct heeling angles by pumping ballast from one tank to another. A “Ballast trip” is a trip where the ship does actually have no cargo on board, only ballast (water).<\/td>\n<\/tr>\n
    BALLAST BONUS<\/td>\nCompensation for relatively long ballast voyage<\/td>\n<\/tr>\n
    BAREBOAT CHTR.<\/td>\nBareboat Charter – Owners lease a specific ship and control its technical management and commercial operations only. Charterers take over all responsibility for the operation of the vessel and expenses for the duration.<\/td>\n<\/tr>\n
    BBB<\/td>\nBefore Breaking Bulk. Refers to freight payments that must be received before discharge of a vessel commences<\/td>\n<\/tr>\n
    BDI<\/td>\nBoth Dates Inclusive<\/td>\n<\/tr>\n
    BEAM<\/td>\nThe maximum breadth or the greatest width of a ship<\/td>\n<\/tr>\n
    BELOW<\/td>\nBeneath the deck<\/td>\n<\/tr>\n
    BENDS<\/td>\nBoth Ends (Load & Discharge Ports)<\/td>\n<\/tr>\n
    BI<\/td>\nBoth Inclusive<\/td>\n<\/tr>\n
    BIMCO<\/td>\nThe Baltic and International Maritime Council<\/td>\n<\/tr>\n
    BL1<\/sup><\/td>\nBale<\/td>\n<\/tr>\n
    BL2<\/sup><\/td>\n(Bill of Lading) A document signed by the carrier which acts as a Contract of Affreightment, a receipt and evidence of title to the cargo.<\/td>\n<\/tr>\n
    BM<\/td>\nBeam<\/td>\n<\/tr>\n
    BN<\/td>\nBooking Note<\/td>\n<\/tr>\n
    BOB<\/td>\nBunker on Board<\/td>\n<\/tr>\n
    BOFFER<\/td>\nBest Offer<\/td>\n<\/tr>\n
    BOW<\/td>\nThe forward part of a ship<\/td>\n<\/tr>\n
    BROB<\/td>\nBunkers Remaining on Board<\/td>\n<\/tr>\n
    BROKERAGE<\/td>\nPercentage of freight payable to broker (by owners in c\/p’s) or applicable to sale or purchase<\/td>\n<\/tr>\n
    BSS<\/td>\nBasis<\/td>\n<\/tr>\n
    BSS 1\/1<\/td>\nBasis 1 Port to 1 Port<\/td>\n<\/tr>\n
    BT<\/td>\nBerth Terms<\/td>\n<\/tr>\n
    BULKHEAD<\/td>\nA vertical partition separating compartments<\/td>\n<\/tr>\n
    BUNDLING<\/td>\nThis is the assembly of pieces of cargo, secured into one manageable unit. This is relevant to items such as Structural Steel, Handrails, Stairways etc. Whilst this is a very flexible description, a rule of thumb is to present cargo at a size easily handled by a large (20 tonne) fork lift.<\/td>\n<\/tr>\n
    BUNKERS<\/td>\nName given for vessels Fuel and Diesel Oil supplies (Originates from coal bunkers)<\/td>\n<\/tr>\n
    BUOY<\/td>\nAn anchored float used for marking a position on the water or a hazard or a shoal and for mooring<\/td>\n<\/tr>\n
    BWAD<\/td>\nBrackish Water Arrival Draft<\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n<\/div>\r\n\t\t<\/div>
    \r\n\t\t\t
    \n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n
    ABBREVIATION<\/strong><\/td>\nMEANING<\/strong><\/td>\n<\/tr>\n
    CAF<\/td>\nCurrency Adjustment Factor<\/td>\n<\/tr>\n
    CBM<\/td>\nCubic Metres<\/td>\n<\/tr>\n
    CBFT (or CFT)<\/td>\nCubic Feet<\/td>\n<\/tr>\n
    CFR (or C&F)<\/td>\nCost and Freight<\/td>\n<\/tr>\n
    CHART<\/td>\nA map used by navigators<\/td>\n<\/tr>\n
    CHOPT<\/td>\nCharterers Option<\/td>\n<\/tr>\n
    CHTRS<\/td>\nCharterers<\/td>\n<\/tr>\n
    CIF<\/td>\nCost, Insurance & Freight. Seller pays all these costs to a nominated port or place of discharge.<\/td>\n<\/tr>\n
    CKD<\/td>\nCompletely knocked down<\/td>\n<\/tr>\n
    COA<\/td>\nContract of Affreightment – Owners agree to accept a cost per revenue tonne for cargo carried on a specific number of voyages.<\/td>\n<\/tr>\n
    CIP<\/td>\nCarriage and Insurance paid to…<\/td>\n<\/tr>\n
    COACP<\/td>\nContract of Affreightment Charter Party<\/td>\n<\/tr>\n
    COB<\/td>\nClosing of Business<\/td>\n<\/tr>\n
    COBLDN<\/td>\nClosing of Business London<\/td>\n<\/tr>\n
    COD<\/td>\nCash On Delivery<\/td>\n<\/tr>\n
    COGSA<\/td>\nCarriage of Goods by Sea Act<\/td>\n<\/tr>\n
    CONGESTION<\/td>\nPort\/berth delays<\/td>\n<\/tr>\n
    CONS<\/td>\nConsumption<\/td>\n<\/tr>\n
    C\/SNEE<\/td>\nCONSIGNEE. Name of agent, company or person receiving consignment<\/td>\n<\/tr>\n
    COP<\/td>\nCustom Of Port<\/td>\n<\/tr>\n
    CP (or C\/P)<\/td>\nCharter Party<\/td>\n<\/tr>\n
    CPD<\/td>\nCharterers Pay Dues<\/td>\n<\/tr>\n
    CPT<\/td>\nCarriage Paid To<\/td>\n<\/tr>\n
    CQD<\/td>\nCustomary Quick Despatch<\/td>\n<\/tr>\n
    CR<\/td>\nCurrent Rate<\/td>\n<\/tr>\n
    CROB<\/td>\nCargo Remaining on Board<\/td>\n<\/tr>\n
    CRN<\/td>\nCrane<\/td>\n<\/tr>\n
    CRT<\/td>\nCargo Retention Clauses, introduced by charterers based on shortage of delivered cargo because of increased oil prices<\/td>\n<\/tr>\n
    CST<\/td>\nCentistoke<\/td>\n<\/tr>\n
    CTR<\/td>\nContainer Fitted<\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n<\/div>\r\n\t\t<\/div>
    \r\n\t\t\t
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    ABBREVIATION<\/strong><\/td>\nMEANING<\/strong><\/td>\n<\/tr>\n
    DA<\/td>\nDisbursement Account<\/td>\n<\/tr>\n
    DAF<\/td>\nDeliver At Frontier<\/td>\n<\/tr>\n
    DAPS<\/td>\nDays all Purposes (Total days for loading & discharging)<\/td>\n<\/tr>\n
    DAMFORDET<\/td>\nDamages for Detention. Penalty if cargo is not ready when ship arrives for working (1st day of Laycan). This is not detention which is charged for ships time on delay. If the cargo is ready there is no DAMFORDET.<\/td>\n<\/tr>\n
    DDU<\/td>\nDelivered Duty unpaid.<\/td>\n<\/tr>\n
    DDP<\/td>\nDelivered Duty Paid.<\/td>\n<\/tr>\n
    DECK<\/td>\nA permanent covering over a compartment, hull or any part thereof<\/td>\n<\/tr>\n
    DEM<\/td>\nDemurrage (Quay Rent). Money paid by the shipper for the occupying port space beyond a specified “Free Time” period.<\/td>\n<\/tr>\n
    DEQ<\/td>\nDelivered Ex Quay<\/td>\n<\/tr>\n
    DES<\/td>\nDelivered Ex Ship<\/td>\n<\/tr>\n
    DESP<\/td>\nDespatch. Time saved, reward for quick turnaround- in dry cargo only<\/td>\n<\/tr>\n
    DET<\/td>\nDetention (See DAMFORDET)<\/td>\n<\/tr>\n
    DEV<\/td>\nDeviation. Vessel departure from specified voyage course<\/td>\n<\/tr>\n
    DFRT<\/td>\nDeadfreight. Space booked by shipper or charterer on a vessel but not used<\/td>\n<\/tr>\n
    DHDATSBE<\/td>\nDespatch Half Demurrage on All Time Saved Both Ends<\/td>\n<\/tr>\n
    DHDWTSBE<\/td>\nDespatch Half Demurrage on Working Time Saved Both Ends<\/td>\n<\/tr>\n
    DISCH<\/td>\nDischarge<\/td>\n<\/tr>\n
    DK<\/td>\nDeck<\/td>\n<\/tr>\n
    DLOSP<\/td>\nDropping Last Outwards Sea Pilot (Norway)<\/td>\n<\/tr>\n
    DO<\/td>\nDiesel Oil<\/td>\n<\/tr>\n
    DOLSP<\/td>\nDropping Off Last Sea Pilot (Norway)<\/td>\n<\/tr>\n
    DOP<\/td>\nDropping Outward Pilot<\/td>\n<\/tr>\n
    DOT<\/td>\nDepartment of Transport<\/td>\n<\/tr>\n
    DNRCAOSLONL<\/td>\nDiscountless and Non-Returnable Cargo and\/or Ship Lost or Not Lost<\/td>\n<\/tr>\n
    DRAUGHT (or DRAFT)<\/td>\nDepth to which a ship is immersed in water. The 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, but also on the density of the water in which the ship is lying.<\/td>\n<\/tr>\n
    DRK<\/td>\nDerrick<\/td>\n<\/tr>\n
    DUNNAGE<\/td>\nMaterials of various types, often timber or matting, placed among the cargo for separation, and hence protection from damage, for ventilation and, in the case of certain cargoes, to provide space in which the tynes of a fork lift truck may be inserted.<\/td>\n<\/tr>\n
    DWAT (or DWT)<\/td>\nDeadweight. Weight of cargo, stores and water, i.e. the difference between lightship and loaded displacement.<\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n<\/div>\r\n\t\t<\/div>
    \r\n\t\t\t
    \n\n\n\n\n\n\n\n\n\n\n\n
    ABBREVIATION<\/strong><\/td>\nMEANING<\/strong><\/td>\n<\/tr>\n
    EBB<\/td>\nA receeding current<\/td>\n<\/tr>\n
    EC<\/td>\nEast Coast<\/td>\n<\/tr>\n
    EIU<\/td>\nEven If Used<\/td>\n<\/tr>\n
    ELVENT<\/td>\nElectric Ventilation<\/td>\n<\/tr>\n
    ETA<\/td>\nEstimated Time of Arrival<\/td>\n<\/tr>\n
    ETC<\/td>\nEstimated Time of Completion<\/td>\n<\/tr>\n
    ETD<\/td>\nEstimated Time of Departure<\/td>\n<\/tr>\n
    ETS<\/td>\nEstimated Time of Sailing<\/td>\n<\/tr>\n
    EXW<\/td>\nEx Works<\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n<\/div>\r\n\t\t<\/div>
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    ABBREVIATION<\/strong><\/td>\nMEANING<\/strong><\/td>\n<\/tr>\n
    FAC<\/td>\nFast as can<\/td>\n<\/tr>\n
    FAS<\/td>\nFree Alongside Ship. Seller delivers goods to appropriate dock or terminal at port of embarkation and buyer covers costs and risks of loading<\/td>\n<\/tr>\n
    FCA<\/td>\nFree to Carrier. A modern equivalent of FAS used in intermodal transport where goods are transferred at a nominated forwarders premises, depot or terminal but not actually on board vessel.<\/td>\n<\/tr>\n
    FD (FDIS)<\/td>\nFree Discharge<\/td>\n<\/tr>\n
    FDD<\/td>\nFreight Demurrage Deadfreight<\/td>\n<\/tr>\n
    FDESP<\/td>\nFree Despatch<\/td>\n<\/tr>\n
    FDEDANRSAOCLONL<\/td>\nFreight Deemed Earned, Discountless And Non-Returnable (Refundable) Ship And Or Cargo Lost Or Not Lost<\/td>\n<\/tr>\n
    FENDER<\/td>\nA cushion, placed between ships, or between a ship and a pier, to prevent damage<\/td>\n<\/tr>\n
    FEU<\/td>\nStandard 40?Container<\/td>\n<\/tr>\n
    FHEX<\/td>\nFridays\/Holidays Excluded<\/td>\n<\/tr>\n
    FHINC<\/td>\nFridays\/Holidays Included<\/td>\n<\/tr>\n
    FILO<\/td>\nFree In\/Liner Out. Seafreight with which the shipper pays load costs and the carrier pays for discharge costs.<\/td>\n<\/tr>\n
    FIO<\/td>\nFree In\/Out. Freight booked FIO includes the seafreight, but no loading\/discharging costs, i.e. the charterer pays for cost of loading\/discharging cargo.<\/td>\n<\/tr>\n
    FIOS<\/td>\nFree In\/Out Stowed. As per FIO, but excludes stowage costs.<\/td>\n<\/tr>\n
    FIOST<\/td>\nFree In\/Out and Trimmed. Charterer pays for cost of loading\/discharging cargo, including stowage and trimming.<\/td>\n<\/tr>\n
    FIOT<\/td>\nFree In\/Out and Trimmed. As per FIOS but includes trimming, e.g. the levelling of bulk cargoes. FIOS includes seafreight, but excludes loading\/discharging and stowage costs.<\/td>\n<\/tr>\n
    FIT<\/td>\nFree In Trimmed<\/td>\n<\/tr>\n
    FIW<\/td>\nFree In Wagon<\/td>\n<\/tr>\n
    FIXING<\/td>\nChartering a Vessel<\/td>\n<\/tr>\n
    FIXTURE<\/td>\nConclusion of shipbrokers negotiations to charter a ship – an agreement<\/td>\n<\/tr>\n
    FLATPACKING<\/td>\nCargo to be presented stacked and secured as an integral unit.<\/td>\n<\/tr>\n
    FLT<\/td>\nFull Liner Terms<\/td>\n<\/tr>\n
    FMC<\/td>\nFederal Maritime Commission<\/td>\n<\/tr>\n
    FME<\/td>\nForce Majeure Excepted<\/td>\n<\/tr>\n
    FMS<\/td>\nFathoms<\/td>\n<\/tr>\n
    FO1<\/sup><\/td>\nFor Orders<\/td>\n<\/tr>\n
    FO2<\/sup> (IFO)<\/td>\nFuel Oil\/Intermediate FO<\/td>\n<\/tr>\n
    FO3<\/sup><\/td>\nFree Out<\/td>\n<\/tr>\n
    FOB<\/td>\nFree on Board. Seller sees the goods “over the ship? rail” on to the ship which is arranged and paid for by the buyer<\/td>\n<\/tr>\n
    FOFFER<\/td>\nFirm Offer<\/td>\n<\/tr>\n
    FOG<\/td>\nFor Our Guidance<\/td>\n<\/tr>\n
    FOQ<\/td>\nFree On Quay<\/td>\n<\/tr>\n
    FOR<\/td>\nFree On Rail<\/td>\n<\/tr>\n
    FORCE MAJEURE<\/td>\nClause limiting responsibilities of the charterers, shippers and receivers of cargo.<\/td>\n<\/tr>\n
    FORE-AND-AFT<\/td>\nIn a line parallel to the keel<\/td>\n<\/tr>\n
    FORWARD<\/td>\nToward the bow of the ship<\/td>\n<\/tr>\n
    FOT<\/td>\nFree On Truck<\/td>\n<\/tr>\n
    FOW1<\/sup><\/td>\nFirst Open Water<\/td>\n<\/tr>\n
    FOW2<\/sup><\/td>\nFree On Wharf<\/td>\n<\/tr>\n
    FP<\/td>\nFree Pratique. Clearance by the Health Authorities<\/td>\n<\/tr>\n
    FR<\/td>\nFirst Refusal. First attempt at best offer that can be matched<\/td>\n<\/tr>\n
    FREEBOARD<\/td>\nThe minimum vertical distance from the surface of the water to the gunwale<\/td>\n<\/tr>\n
    FRT<\/td>\nFreight. Money payable on delivery of cargo in a mercantile condition<\/td>\n<\/tr>\n
    FREE DESPATCH<\/td>\nIf loading\/discharging achieved sooner than agreed, there will be no freight money returned.<\/td>\n<\/tr>\n
    FREE EXINS<\/td>\nFree of any Extra Insurance (Owners)<\/td>\n<\/tr>\n
    FREE OUT<\/td>\nFree of discharge costs to owners. Includes seafreight only.<\/td>\n<\/tr>\n
    FRUSTRATION<\/td>\nCharterers when cancelling agreement sometimes quote ‘doctrine of frustration’ i.e. vessel is lost, extensive delays.<\/td>\n<\/tr>\n
    FWAD<\/td>\nFresh Water Arrival Draft<\/td>\n<\/tr>\n
    FWDD<\/td>\nFresh Water Departure Draft<\/td>\n<\/tr>\n
    FYG<\/td>\nFor Your Guidance<\/td>\n<\/tr>\n
    FYI<\/td>\nFor Your Information<\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n<\/div>\r\n\t\t<\/div>
    \r\n\t\t\t
    \n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n
    ABBREVIATION<\/strong><\/td>\nMEANING<\/strong><\/td>\n<\/tr>\n
    GA<\/td>\nGeneral Average<\/td>\n<\/tr>\n
    GEAR<\/td>\nA general term for ropes, blocks, tackle and other equipment<\/td>\n<\/tr>\n
    GLS (GLESS)<\/td>\nGearless<\/td>\n<\/tr>\n
    GNCN<\/td>\nGencon (GENERAL CONDITIONS)<\/td>\n<\/tr>\n
    GN (or GR)<\/td>\nGrain (Capacity)<\/td>\n<\/tr>\n
    GO<\/td>\nGas Oil<\/td>\n<\/tr>\n
    GP<\/td>\nGrain Capacity. Cubic capacity in ‘grain’<\/td>\n<\/tr>\n
    GR<\/td>\nGeographical Rotation. Ports in order of calling<\/td>\n<\/tr>\n
    GRD<\/td>\nGeared<\/td>\n<\/tr>\n
    GRT<\/td>\nGross Registered Tonnage<\/td>\n<\/tr>\n
    GSB<\/td>\nGood, Safe Berth<\/td>\n<\/tr>\n
    GSP<\/td>\nGood, Safe Port<\/td>\n<\/tr>\n
    GTEE<\/td>\nGuarantee<\/td>\n<\/tr>\n
    GUNWALE<\/td>\nThe upper edge of a ship’s sides<\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n<\/div>\r\n\t\t<\/div>
    \r\n\t\t\t
    \n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n
    ABBREVIATION<\/strong><\/td>\nMEANING<\/strong><\/td>\n<\/tr>\n
    2H<\/td>\nSecond Half<\/td>\n<\/tr>\n
    HA<\/td>\nHatch<\/td>\n<\/tr>\n
    HAGUE RULES<\/td>\nCode of minimum conditions for the carriage of cargo under a Bill of Lading<\/td>\n<\/tr>\n
    HATCH<\/td>\nAn opening in a ship’s deck fitted with a watertight cover<\/td>\n<\/tr>\n
    HBF<\/td>\nHarmless Bulk Fertilizer<\/td>\n<\/tr>\n
    HDLTSBENDS<\/td>\nHalf Despatch Lay Time Saved Both Ends<\/td>\n<\/tr>\n
    HDWTS<\/td>\nHalf Despatch Working (or Weather) Time Saved<\/td>\n<\/tr>\n
    HHDW<\/td>\nHandy Heavy d.w. (Scrap)<\/td>\n<\/tr>\n
    HIRE<\/td>\nT\/C Remuneration<\/td>\n<\/tr>\n
    HMS<\/td>\nHeavy Metal Scraps<\/td>\n<\/tr>\n
    HO<\/td>\nHold<\/td>\n<\/tr>\n
    HOLD<\/td>\nA compartment below deck in a large vessel, used solely for carrying cargo<\/td>\n<\/tr>\n
    HULL<\/td>\nThe main body of a ship<\/td>\n<\/tr>\n
    HW<\/td>\nHigh Water<\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n<\/div>\r\n\t\t<\/div>
    \r\n\t\t\t
    \n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n
    ABBREVIATION<\/td>\nMEANING<\/td>\n<\/tr>\n
    ICW<\/td>\nIntercoastal Waterway : bays, rivers, and canals along the
    \ncoasts (such as the Atlantic and Gulf of Mexico coasts),
    \nconnected so that vessels may travel without going into the
    \nsea<\/td>\n<\/tr>\n
    IMDG<\/td>\nInternational Maritime Dangerous Goods Code<\/td>\n<\/tr>\n
    IMO<\/td>\nInternational Maritime Organisation<\/td>\n<\/tr>\n
    IN &\/OR OVER<\/td>\nGoods carried below and\/or on deck<\/td>\n<\/tr>\n
    IND<\/td>\nIndication<\/td>\n<\/tr>\n
    INTERMODAL<\/td>\nCarriage of a commodity by different modes of transport,
    \ni.e. sea, road, rail and air within a single journey<\/td>\n<\/tr>\n
    INCOTERMS<\/td>\n(Refer to comments in covering statement on front page
    \nA-F)<\/td>\n<\/tr>\n
    ITF<\/td>\nInternational Transport Workers Federation (Trade Unions).
    \nComplies on crewing<\/td>\n<\/tr>\n
    ITINERARY<\/td>\nRoute.Schedule<\/td>\n<\/tr>\n
    IU<\/td>\nIf Used<\/td>\n<\/tr>\n
    IUHTAUTC<\/td>\nIf Used, Half Time Actually To Count<\/td>\n<\/tr>\n
    IWL<\/td>\nInstitute Warranty Limits<\/td>\n<\/tr>\n
    \"\"<\/td>\n<\/tr>\n
    KEEL<\/td>\nThe centreline of a ship running fore and aft; the backbone
    \nof a vessel<\/td>\n<\/tr>\n
    KNOT<\/td>\nA measurement of speed equal to one nautical mile (6,076
    \nfeet) per hour<\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n<\/div>\r\n\t\t<\/div>
    \r\n\t\t\t
    \n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n
    ABBREVIATION<\/strong><\/td>\nMEANING<\/strong><\/td>\n<\/tr>\n
    LANE METER<\/td>\nA method of measuring the space capacity of Ro\/Ro ships whereby each unit of space (Linear Meter) is represented by an area of deck 1.0 meter in length x 2.0 meters in width.<\/td>\n<\/tr>\n
    LASH<\/td>\nTo hold goods in position by use of Ropes, Wires, Chains or Straps etc.<\/td>\n<\/tr>\n
    LAT<\/td>\nLatitude. The distance north or south of the equator measured and expressed in degrees.<\/td>\n<\/tr>\n
    LAYCAN<\/td>\nLaycan (Layday Cancelling Date)<\/td>\n<\/tr>\n
    LAYTIME<\/td>\nTime at Charterers disposal for purpose of loading\/discharging<\/td>\n<\/tr>\n
    L\/C<\/td>\nLetter of Credit<\/td>\n<\/tr>\n
    LCR<\/td>\nLowest Current Rate<\/td>\n<\/tr>\n
    LEE<\/td>\nThe side sheltered from the wind<\/td>\n<\/tr>\n
    LEEWARD<\/td>\nThe direction away from the wind. Opposite of windward<\/td>\n<\/tr>\n
    LEEWAY<\/td>\nThe sideways movement of the ship caused by either wind or current<\/td>\n<\/tr>\n
    LF<\/td>\nLoad Factor. Percentage of cargo or passengers carries e.g. 4,000 tons carried on a vessel of 10,000 capacity has a load factor of 40%<\/td>\n<\/tr>\n
    LIEN<\/td>\nRetention of property until outstanding debt is paid<\/td>\n<\/tr>\n
    LNG<\/td>\nLiquefied Natural Gas<\/td>\n<\/tr>\n
    LOA<\/td>\nLength Overall of the vessel<\/td>\n<\/tr>\n
    LOAD LINE<\/td>\nSEE PLIMSOLL LINE<\/td>\n<\/tr>\n
    <\/td>\n<\/tr>\n
    LOF<\/td>\nLloyds Open Form<\/td>\n<\/tr>\n
    LOG<\/td>\nA record of courses or operation. Also, a device to measure speed<\/td>\n<\/tr>\n
    LOI<\/td>\nLetter of Indemnity<\/td>\n<\/tr>\n
    LONGITUDE<\/td>\nThe distance in degrees east or west of the meridian at Greenwich, England<\/td>\n<\/tr>\n
    LOW<\/td>\nLast Open Water<\/td>\n<\/tr>\n
    LS (or LUMPS)<\/td>\nLumpsum Freight. Money paid to Shipper for a charter of a ship (or portion) up to stated limit irrespective of quantity of cargo<\/td>\n<\/tr>\n
    LSD<\/td>\nLashed Secured Dunnaged<\/td>\n<\/tr>\n
    LT1<\/sup><\/td>\nLiner Terms<\/td>\n<\/tr>\n
    LT2<\/sup><\/td>\nLong Ton = 1,016.05 kilogram (2,240 lbs)<\/td>\n<\/tr>\n
    LTHH<\/td>\nLiner Terms Hook\/Hook<\/td>\n<\/tr>\n
    LW<\/td>\nLow Water<\/td>\n<\/tr>\n
    LYCN<\/td>\nLaycan (Layday Cancelling Date)<\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n<\/div>\r\n\t\t<\/div>
    \r\n\t\t\t
    \n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n
    ABBREVIATION<\/td>\nMEANING<\/td>\n<\/tr>\n
    MANIFEST<\/td>\nInventory of cargo on board<\/td>\n<\/tr>\n
    MB<\/td>\nMerchant Broker<\/td>\n<\/tr>\n
    MDO (DO)<\/td>\nMarine Diesel Oil<\/td>\n<\/tr>\n
    MIDSHIP<\/td>\nApproximately in the location equally distant from the bow
    \nand stern<\/td>\n<\/tr>\n
    MIN\/MAX<\/td>\nMinimum\/Maximum (cargo quantity)<\/td>\n<\/tr>\n
    MOA<\/td>\nMemorandum of Agreement<\/td>\n<\/tr>\n
    MOLCHOPT<\/td>\nMore or Less Charterers Option<\/td>\n<\/tr>\n
    MOLOO<\/td>\nMore or Less Owners Option<\/td>\n<\/tr>\n
    MOORING<\/td>\nAn arrangement for securing a ship to a mooring buoy or
    \npier<\/td>\n<\/tr>\n
    MT<\/td>\nMertic Tonne (i.e. 1,000 kilos)<\/td>\n<\/tr>\n
    M\/V<\/td>\nMotor Vessel \/ Merchant Vessel<\/td>\n<\/tr>\n
    \"\"<\/td>\n<\/tr>\n
    NAABSA<\/td>\nNot Always Afloat But Safely Aground<\/td>\n<\/tr>\n
    NM<\/td>\nNautical Mile. One minute of latitude; approximately 6,076
    \nfeet – about 1\/8 longer than the statute mile of 5,280
    \nfeet<\/td>\n<\/tr>\n
    NAVIGATION<\/td>\nThe art and science of conducting a ship safely from one
    \npoint to another<\/td>\n<\/tr>\n
    NCB<\/td>\nNational Cargo Bureau<\/td>\n<\/tr>\n
    NESTING<\/td>\nImplies that cargo is presented stacked in the contour of
    \nsimilarly shaped cargo, it may be likened to a stack of plates.
    \nThis is particularly relevant in the presentation of tankage
    \nstrakes for transport<\/td>\n<\/tr>\n
    NON-REVERSIBLE<\/td>\n(Detention). If loading completed sooner than expected,
    \nthen saved days will not be added to discharge time
    \nallowed.<\/td>\n<\/tr>\n
    NOR<\/td>\nNotice of Readiness<\/td>\n<\/tr>\n
    NRT<\/td>\nNet Registered Tonnage<\/td>\n<\/tr>\n
    NYPE<\/td>\nNew York Produce Exchange<\/td>\n<\/tr>\n
    \"\"<\/td>\n<\/tr>\n
    OO<\/td>\nOwners Option<\/td>\n<\/tr>\n
    OBO<\/td>\nOre\/Bulk\/Oil Vessel<\/td>\n<\/tr>\n
    OSH<\/td>\nOpen Shelter Deck<\/td>\n<\/tr>\n
    OVERBOARD<\/td>\nOver the side or out of the ship<\/td>\n<\/td>\n<\/tr>\n
    OWS<\/td>\nOwners<\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n<\/div>\r\n\t\t<\/div>
    \r\n\t\t\t
    \n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n
    ABBREVIATION<\/td>\nMEANING<\/td>\n<\/tr>\n
    P&I<\/td>\nProtection and Indemnity Insurance<\/td>\n<\/tr>\n
    PASTUS<\/td>\nPast Us<\/td>\n<\/tr>\n
    PC<\/td>\nPeriod of Charter<\/td>\n<\/tr>\n
    PCGO<\/td>\nPart Cargo<\/td>\n<\/tr>\n
    PCT<\/td>\nPercent<\/td>\n<\/tr>\n
    PDPR<\/td>\nPer Day Pro Rata<\/td>\n<\/tr>\n
    PERDIEM<\/td>\nBy the Day<\/td>\n<\/tr>\n
    PER SE<\/td>\nBy Itself<\/td>\n<\/tr>\n
    PHPD<\/td>\nPer Hatch Per Day<\/td>\n<\/tr>\n
    PLIMSOLL MARK
    \nalt.
    \nPLIMSOLL LINE
    \nalt.
    \nLOAD LINE<\/td>\n    		An internationally recognised line painted on the side of
    \nmerchant ships. When a ship is loaded, the water level must not
    \ngo above the line. Water can reach different parts of the line
    \nas its temperature and saltiness varies with the season and
    \nlocation.<\/td>\n<\/tr>\n
    \"\"<\/td>\n<\/tr>\n
    PORT<\/td>\nThe left side of a ship looking forward. A harbour.<\/td>\n<\/tr>\n
    PRATIQUE<\/td>\nLicence or permission to use a port<\/td>\n<\/tr>\n
    PREAMBLE<\/td>\nIntroduction to a charter party<\/td>\n<\/tr>\n
    PROFORMA<\/td>\nEstimated Account<\/td>\n<\/tr>\n
    PUS<\/td>\nPlus Us<\/td>\n<\/tr>\n
    PWWD<\/td>\nPer Weather Working Day<\/td>\n<\/tr>\n
    <\/td>\n<\/tr>\n
    RCVR<\/td>\nReceiver<\/td>\n<\/tr>\n
    RECAP<\/td>\nRecapitulation of the terms and conditions agreed<\/td>\n<\/tr>\n
    REVERSIBLE<\/td>\n(Detention). If loading completed sooner than expected at
    \nload port, then days saved can be added to discharge
    \noperations.<\/td>\n<\/tr>\n
    ROB<\/td>\nRemaining On Board<\/td>\n<\/tr>\n
    RT<\/td>\nRevenue Tonne (i.e. 1.0 metric tonne or 1.0 cubic meter,
    \nwhichever greater). The overall RT is calculated on a line by
    \nline basis of the Packing List using the largest amount. The
    \noverall freight liability is calculated on the total RT amount,
    \nmultiplied by the freight rate.<\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n<\/div>\r\n\t\t<\/div>
    \r\n\t\t\t
    \n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n
    ABBREVIATION<\/td>\nMEANING<\/td>\n<\/tr>\n
    SATPM<\/td>\nSaturday P.M.<\/td>\n<\/tr>\n
    SB<\/td>\nSafe Berth<\/td>\n<\/tr>\n
    SD (or SID)<\/td>\nSingle Decker<\/td>\n<\/tr>\n
    SEAFREIGHT<\/td>\nCosts charged for transporting goods over the sea. This
    \ndoes not cover haulage or loading\/discharging costs but the sea
    \ntransport only<\/td>\n<\/tr>\n
    SEAWORTHINESS<\/td>\nStatement of condition of the vessel (valid certificates,
    \nfully equipped and manned etc.)<\/td>\n<\/tr>\n
    SELFD<\/td>\nSelf Discharging<\/td>\n<\/tr>\n
    SEMI-TRAILERS<\/td>\nAre usually 12.0 meter flat bed road trailers<\/td>\n<\/tr>\n
    SF<\/td>\nStowage Factor. Cubic space (measurement tonne) occupied by
    \none tonne (2,240 lbs\/1,000 kgs) of cargo<\/td>\n<\/tr>\n
    SHINC<\/td>\nSundays\/Holidays Included<\/td>\n<\/tr>\n
    SHEX<\/td>\nSundays\/Holidays Excluded<\/td>\n<\/tr>\n
    SKIDS<\/td>\nAre bearers (timber or steel) positioned under the cargo to
    \nenable forklift handling at port, and for ease of rigging and
    \nlashing on board ship.<\/td>\n<\/tr>\n
    SN<\/td>\nSatellite Navigation – A form of position finding using
    \nradio transmissions from satellites with sophisticated on-board
    \nautomatic equipment<\/td>\n<\/tr>\n
    SOC<\/td>\nShipper Owned Container<\/td>\n<\/tr>\n
    SOF<\/td>\nStatement of Facts<\/td>\n<\/tr>\n
    SP<\/td>\nSafe Port<\/td>\n<\/tr>\n
    SPIDERING<\/td>\nIs the strengthening of circular tanks for transport, this
    \nprevents the tanks from becoming warped. The tanks are
    \nstrengthened with steel or wood crossbeams giving a “spider”
    \nappearance<\/td>\n<\/tr>\n
    SRBL<\/td>\nSigning and Releasing Bill of Lading<\/td>\n<\/tr>\n
    SSHEX<\/td>\nSaturdays, Sundays, Holidays Excluded<\/td>\n<\/tr>\n
    SSHINC (or SATSHINC)<\/td>\nSaturdays, Sundays, Holidays Included<\/td>\n<\/tr>\n
    STABILITY<\/td>\nIt is paramount that a vessel is stable in all aspects at
    \nall times. When cargo is loaded\/discharged, the stability is
    \nmonitored by a computer, which takes into account the weight
    \nand position of cargo within the vessel.<\/td>\n<\/tr>\n
    STARBOARD<\/td>\nRight side of a ship when facing the front or forward
    \nend.<\/td>\n<\/tr>\n
    STEM<\/td>\nSubject to Enough Merchandise (Availability of cargo).
    \nAlso, the forward most part of the bow.<\/td>\n<\/tr>\n
    STERN<\/td>\nThe aformost or after part of a ship<\/td>\n<\/tr>\n
    SUB<\/td>\nSubject (to). Depending upon as a condition<\/td>\n<\/tr>\n
    SUPERCARGO<\/td>\nPerson employed by a ship owner, shipping company,
    \ncharterer of a ship or shipper of goods to supervise cargo
    \nhandling operations. Often called a port captain.<\/td>\n<\/tr>\n
    SWAD<\/td>\nSalt Water Arrival Draft<\/td>\n<\/tr>\n
    SWDD<\/td>\nSalt Water Departure Draft<\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n<\/div>\r\n\t\t<\/div>
    \r\n\t\t\t
    \n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n
    ABBREVIATION<\/td>\nMEANING<\/td>\n<\/tr>\n
    THWARTSHIPS<\/td>\nAt right angles to the centreline of the ship<\/td>\n<\/tr>\n
    TIDE<\/td>\nThe periodic rise and fall of water level in the
    \noceans<\/td>\n<\/tr>\n
    TIME BAR<\/td>\nTime after which legal claims will not be entered<\/td>\n<\/tr>\n
    TBN<\/td>\nTo Be Named \/ To Be Nominated<\/td>\n<\/tr>\n
    TC<\/td>\nTime Charter – Owners agree to hire a particular ship for a
    \nset length of time and provide technical management, crewing
    \netc.<\/td>\n<\/tr>\n
    TCP<\/td>\nTime Charter Party<\/td>\n<\/tr>\n
    TEU<\/td>\nStandard 20′ Container<\/td>\n<\/tr>\n
    TOPSIDES<\/td>\nThe sides of a ship between the waterline and the deck;
    \nsometimes referring to onto or above the deck<\/td>\n<\/tr>\n
    TRIM<\/td>\nFore and aft balance of a ship<\/td>\n<\/tr>\n
    TTL<\/td>\nTotal<\/td>\n<\/tr>\n
    TW<\/td>\nTween Decker<\/td>\n<\/tr>\n
    \"\"<\/td>\n<\/tr>\n
    USC<\/td>\nUnless Sooner Commenced<\/td>\n<\/tr>\n
    UU<\/td>\nUnless Used<\/td>\n<\/tr>\n
    UUIWCTAUTC<\/td>\nUnless Used In Which Case Time Actually Used To Count<\/td>\n<\/tr>\n
    \"\"<\/td>\n<\/tr>\n
    VPD<\/td>\nVessel Pays Dues<\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n<\/div>\r\n\t\t<\/div>
    \r\n\t\t\t
    \n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n
    ABBREVIATION<\/td>\nMEANING<\/td>\n<\/tr>\n
    WATERLINE<\/td>\nA line painted on a hull which shows the point to which a
    \nship sinks when it is properly trimmed<\/td>\n<\/tr>\n
    <\/td>\n<\/tr>\n
    WAY<\/td>\nMovement of a ship through water such as headway, sternway
    \nor leeway<\/td>\n<\/tr>\n
    WCCON<\/td>\nWhether Customs Cleared Or Not<\/td>\n<\/tr>\n
    WIBON<\/td>\nWhether In Berth Or Not<\/td>\n<\/tr>\n
    WIFPON<\/td>\nWhether In Free Pratique Or Not<\/td>\n<\/tr>\n
    WINDWARD<\/td>\nToward the direction from which the wind is coming<\/td>\n<\/tr>\n
    WIPON<\/td>\nWhether In Port Or Not<\/td>\n<\/tr>\n
    WLTOHC<\/td>\nWater Line-To-Hatch Coaming<\/td>\n<\/tr>\n
    WOG<\/td>\nWithout Guarantee<\/td>\n<\/tr>\n
    WP<\/td>\nWeather Permitting. That time during which weather prevents
    \nworking shall not count as laytime<\/td>\n<\/tr>\n
    WPD<\/td>\nWeather Permitting Day<\/td>\n<\/tr>\n
    \"\"<\/td>\n<\/tr>\n
    WWD<\/td>\nWeather Working Day<\/td>\n<\/tr>\n
    WRIC<\/td>\nWire Rods In Collis<\/td>\n<\/tr>\n
    WWR<\/td>\nWhen, Where Ready<\/td>\n<\/tr>\n
    WWWW<\/td>\nWibon, Wccon, Wifpon, Wipon<\/td>\n<\/tr>\n
    \"\"<\/td>\n<\/tr>\n
    YAR<\/td>\nYork Antwerp Rules<\/td>\n<\/tr>\n
    YAW<\/td>\nTo swing or steer off course, as when running with a
    \nquartering sea<\/td>\n<\/tr>\n
    \"\"<\/td>\n<\/tr>\n
    Z<\/td>\nUTC = GMT<\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n<\/div>\r\n\t\t<\/div><\/div><\/div><\/div><\/div><\/div><\/div><\/div><\/div><\/section><\/div>","protected":false},"excerpt":{"rendered":"","protected":false},"author":1,"featured_media":0,"parent":0,"menu_order":0,"comment_status":"closed","ping_status":"closed","template":"","meta":{"footnotes":""},"class_list":["post-3032","page","type-page","status-publish","hentry"],"_links":{"self":[{"href":"https:\/\/www.sinoflex.com.my\/index.php?rest_route=\/wp\/v2\/pages\/3032","targetHints":{"allow":["GET"]}}],"collection":[{"href":"https:\/\/www.sinoflex.com.my\/index.php?rest_route=\/wp\/v2\/pages"}],"about":[{"href":"https:\/\/www.sinoflex.com.my\/index.php?rest_route=\/wp\/v2\/types\/page"}],"author":[{"embeddable":true,"href":"https:\/\/www.sinoflex.com.my\/index.php?rest_route=\/wp\/v2\/users\/1"}],"replies":[{"embeddable":true,"href":"https:\/\/www.sinoflex.com.my\/index.php?rest_route=%2Fwp%2Fv2%2Fcomments&post=3032"}],"version-history":[{"count":31,"href":"https:\/\/www.sinoflex.com.my\/index.php?rest_route=\/wp\/v2\/pages\/3032\/revisions"}],"predecessor-version":[{"id":3064,"href":"https:\/\/www.sinoflex.com.my\/index.php?rest_route=\/wp\/v2\/pages\/3032\/revisions\/3064"}],"wp:attachment":[{"href":"https:\/\/www.sinoflex.com.my\/index.php?rest_route=%2Fwp%2Fv2%2Fmedia&parent=3032"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}