Stowage

For the purpose of shipping, based on its density, each cargo has its stowage factor which used to be expressed in cubic feet per ton (cuft/ton). The capacity of ships till the middle of 20th century used to be defined as 40 cubic feet per ton.

Consequently cargoes with a stowage factor of around 40 cuft/ton were referred to as ‘deadweight cargo’. Light cargoes, conversely are referred to as ‘measurement cargo’.

In recent times most countries have adopted the metric system. Wheat for example has a stowage factor between 40 and 44 cubic feet/tonne and the equivalent in metric is 1.133 to 1.246 m3/tonne. However many shipbrokers all around the world still use cubic feet when quoting stowage factors mainly because it is easier to work with.

The general-purpose ships now tend to have higher cubic capacity close to 50 than 40 cuft/ton. So with a wider range of cargoes a ship can be ‘full and down’, an expression used to refer to a ship which has its holds full to the top and the water line level with its load line.

Stowage factors – While it is not required to memorise the stowage factors of different materials, when actively involved it is beneficial to have a ready reference for commonly handled items.

Cargo characteristics – Crucial characteristics about cargoes need particular consideration as tendency to spontaneous combustion, a tendency to contaminate the holds, or the need to take special care to keep the cargo dry, cool, well ventilated etc.

Ocean Shipping Procedure

In the context of shipping goods by ocean freight a set of procedures needs to be followed for cost-efficient operations. For a These are summarised as follows.

• The exporters or shippers contact their agent for removal of goods.
• The agent arranges to have a shipping line place an empty container at the shipper’s premises for loading and also book space on the next vessel to the destination port
• The agent will send the details to the shipping line for issue of Bill of Lading
• The shipping line will issue an Ocean Bill of Lading
• with the agent as the shipper at the originating port and the consignee being his agent at the destination port, or
• with the exporter as the shipper at the originating port and the consignee being the importer at the destination port, and will notify the party being the agent at the destination port

If first option is used then the agent will raise a House Bill of Lading with the shipper being his client and the consignee being the importer at the destination port

• After the shipment has sailed, the agent will send to his agent at the destination port a pre-alert which will consist of: Ocean Bill of Lading, House Bill of Lading (if applicable), an invoice and any other supporting documents
• On arrival at the destination port, the shipping line may send arrival notice to agent or consignee
• The agent an the port of destination will take control of the consignment and arrange for customs clearance and delivery to the importer
• The agent may use a road transporter to get the container delivered.