Cargo Notes 1. Tons Please remember that a short ton is 2,000 pounds. A long ton is 2,240 pounds. A metric ton is equal to 1,000 kilograms or 2204.6 pounds. Under voyage charters, the term "about" generally means 5% more or less. Therefore, "about 10,000 metric tons" will mean 9,500 to 10,500 metric tons. The fixture normally provides who has the option. For example, "about 10,000 metric tons moloo" (more or less owner's option) or chopt (charterer's option). 2. Stowage Factor Problems and Broken Stowage The stowage factor of a cargo is defined as the number of cubic feet required to stow one long ton of a cargo. Stowage factors can also be described in terms of the number of cubic meters required to stow one metric ton of the cargo. Broken stowage refers to the space not occupied by cargo in a cargo space. It is caused by fittings in the ship, such as stanchions, web frames etc., It is also caused by the non uniform shape of cargo. It represents lost carrying space and therefore lost earning capacity. In sum, it decreases the cubic space that is available. At best, one can only best estimate a cargo's broken stowage based upon experience. Problem: A cargo has a stowage factor of 65. The Chief Officer allows 15% for broken stowage. How many long tons of the cargo can be loaded into a space with a volume of 55,000 cubic feet? 55,000 cubic feet x 85% available = 46,750 cubic feet. 46,750 divided by 65 = 719 long tons. Problem: Bales of wool having a stowage factor of 100 are to be loaded in the vessels number 3 cargo hold. The bale cubic of the hold is 72,000 cubic feet. How may tons of the wool be able to be loaded into the hold assuming a broken stowage of 10%? 72,000 cubic feet x 90% available = 64,800 cubic feet. 64,800 cubic feet divided by 100 = 648 long tons 3. Timber / Board Foot Problem Timber cargoes are measured routinely in "board feet". For example, a consignment of lumber is to be loaded, each piece measuring 3 inches thick, 12 inches wide and 16 feet long. There are 30,000 pieces listed in the shipment. How many board feet would be listed on the bill of lading? Board Feet = Width (feet)  x Length (feet)  x Thickness (inches) 1 x 16 x            3  x 30,000 Answer = 1,440,000 Board feet. 4. Stowage of Live Animals This is not that uncommon, especially in Australia and Southeast Asia. Please note that according to the Hague Rules, Hague as amended by Visby, and /or US COGSA, live animals DO NOT qualify as goods. Hague Rules  Article 1( section C ). Goods includes goods, wares, merchandise, and articles of every kind whatsoever except live animals, and cargo which by the contract of carriage is stated as being carried on deck and is so carried? Therefore, the compulsory liability regime for cargo loss or damage set forth in the rules do not automatically apply. The carrier and shipper are completely free to agree to the terms and conditions of carriage. Some contacts of carriage for live animals will have the Hague Rules apply by agreement (see for example CONLINE Bill of Lading). Shipments of live animals such as livestock, circus animals and racehorses are therefore carried under contracts of carriage which typically exclude liability for illness, injury, and death. It is always recommended that the carrier contact its insurer / P and I Club before agreeing to carry this type of cargo for advice on carriage and contract terms. Take a look at the Hamburg Rules. Do they apply automatically to the carriage of animals? 5. Deck Cargo Many cargoes are stowed on deck because of their size or their weight. Cargo stowed on deck is not considered goods within the meaning of the Hague Rules, Hague as amended by Visby, or US COGSA. Thus, this type of cargo is not automatically governed by these legal regimes. Once again, this means that the shipper and carrier are free to negotiate terms and conditions of carriage. It also must be understood that a carrier can only stow cargo on deck lawfully under two conditions. First, an express agreement between the shipper and the carrier in which it is agreed that the cargo can be stowed on deck (for example, in exchange for a reduced freight rate). Second, if it is customary in the trade to stow the particular type of cargo on deck. A carrier that unlawfully stows cargo on deck has committed an "on deck" deviation, which strips the carrier of the protections it would ordinarily enjoy under the contract of carriage. The carrier will usually be liable for the cargo loss to cargo that has unlawfully been stowed on deck. This "on deck" or "quasi" deviation is very serious and is considered a fundamental breach of the contract. Please note that P and I Clubs will not cover the vessel for this cargo loss (however see below). What do the Hamburg Rules say about deck cargo? 6. Deviation Insurance P and I Clubs, however, may provide special "deviation insurance" that will cover the shipowner against loss or damage to cargo carried on deck absent an agreement, or if against customary practice. It is issued, only in isolated situations and not as a means of institutionalizing breach of contracts. The carrier will need to contact the Club before it stows the cargo on deck and seek the cover, often in exchange for an additional premium. The Clubs provide this cover for various reasons including the fact that they realize that carriers are often reluctant to leave a cargo on the dock when it is possible to carry it on deck and earn freight. It is one of the benefits that shipowners enjoy under the "mutual" aspects of P and I. 7. Carriage of Paper Shipment of paper and other similar products in rolls have caused problems in that the rolls have little if any packing which is adequate in relation to the weight, value, and vulnerability of the cargo. The liability exclusion under COGSA concerning "insufficiency of packing" should apply and offers the carrier some protection against cargo liability. Much of the paper shipments are concentrated in Scandinavia. Once again, the carrier should contact its insurer / P and I Club for advice. 8. Dangerous Cargo in Packages The carrier must comply with the provisions of the International Maritime Dangerous Goods Code (IMDG Code) which was established by the IMO. It applies to dangerous cargo shipped in packages. This Code contains information as to the characteristics and requirements of dangerous cargo in packed form. This includes specific cargo labeling and manifest requirements. Please note that P and I Clubs will not provide cover or protection to a carrier that fails to comply with the IMDG Code. As discussed previously, the IMO has also established a Code of Safe Practices for Solid Bulk Cargo. 9. Angles of Repose When bulk cargoes are loaded by pouring onto a flat surface, the cargo forms an angle between the slope of the cone of the cargo and the horizontal flat plane. This is the angle of repose. A low angle of repose indicates that the bulk cargo is prone to shifting at sea. The IMO Code of Sate Practices for Bulk Cargoes separates cargoes having an angle of repose less then and greater then 35 degrees. For a cargo with a small angle of repose, the Code recommends level trimming and filling in of all spaces in which the cargo is loaded. There are many books that describe the nature of cargoes carried at sea. Some look at cargoes generally - others concentrate on one cargo family, for example Sparks on the Carriage of Steel. JW