What is Deadfreight in Dry Bulk Shipping?

What is Deadfreight in Dry Bulk Shipping?

When the Charterers fail to provide the Agreed Quantity of cargo the owners will typically be entitled to compensation for their loss of earnings which is known as Deadfreight.

Deadfreight in dry bulk shipping refers to the situation when a shipowner or charterer is unable to fully utilize the cargo capacity of a vessel. This can occur when the agreed-upon cargo is insufficient to fill the ship’s carrying capacity, resulting in unused or ‘dead’ space on the vessel.

In the context of a charter party agreement, where a shipowner leases the vessel to a charterer, deadfreight can have financial implications. Typically, the charterer is responsible for supplying the cargo, and if they fail to provide the agreed-upon amount, they may be required to compensate the shipowner for the unused capacity. This payment is called deadfreight and helps to offset the potential lost revenue due to the underutilization of the vessel.

Deadfreight can occur for various reasons, such as changes in market conditions, fluctuations in demand for specific goods, or logistical challenges in sourcing and loading cargo. To minimize the risk of deadfreight, parties involved in dry bulk shipping often strive to accurately forecast cargo volumes and make necessary adjustments in their charter party agreements.

 

Deadfreight Example in Dry Bulk Shipping

Where the cargo quantity has been described in the charterparty as: 50,000 mt 10% MOLOO (More or Less in Owners Option) the master will calculate the loadable quantity with reference to any draught restrictions at the intended ports, rivers and berths to be used, the vessel’s cubic capacity and SF of the cargo. Within the above cargo description, the Ship Master may call for any quantity between 45,000 mt and 55,000 mt. Suppose 52,000 mt is called for, but only 50,000 mt is supplied, the charterer will pay deadfreight on 2,000 mt shortfall. This is known as deadfreight.

Deadfreight Example in Dry Bulk Shipping

Suppose a charterer enters into a contract with a shipowner to transport 50,000 metric tons of coal from Port A to Port B. The shipowner provides a vessel with a carrying capacity of 55,000 metric tons. According to the charter party agreement, the charterer is obligated to load the vessel with the agreed-upon quantity of coal.

However, due to unforeseen circumstances at the loading port, such as issues with the coal supplier or loading equipment, the charterer is only able to supply 48,000 metric tons of coal. This leaves 7,000 metric tons of unused cargo capacity on the vessel.

As a result, the charterer is now responsible for paying deadfreight to the shipowner. The deadfreight payment is typically calculated based on the agreed-upon freight rate for the cargo and the unused cargo capacity. For example, if the freight rate is $10 per metric ton, the charterer would have to pay the shipowner $10 x 7,000 metric tons = $70,000 in deadfreight to compensate for the unused capacity.

This example illustrates how deadfreight can arise in dry bulk shipping due to factors such as logistical issues, supply chain disruptions, or changes in market conditions. To mitigate the risk of deadfreight, both shipowners and charterers should maintain clear communication, regularly assess cargo requirements, and make necessary adjustments to their agreements as needed.

 

Deadfreight Example in Dry Bulk Shipping

A charterer enters into a contract with a shipowner to transport 60,000 metric tons of grain from Port A to Port B. The shipowner provides a vessel with a carrying capacity of 65,000 metric tons. As per the charter party agreement, the charterer is responsible for loading the agreed-upon quantity of grain onto the vessel.

However, at the time of loading, the charterer discovers that due to a sudden drop in grain demand, they only need to transport 57,000 metric tons of grain. This results in 8,000 metric tons of unused cargo capacity on the vessel.

As per the charter party agreement, the charterer is now obligated to pay deadfreight to the shipowner for the unused cargo capacity. The deadfreight payment is usually calculated based on the agreed-upon freight rate for the cargo and the unused cargo capacity. For instance, if the freight rate is $15 per metric ton, the charterer would have to pay the shipowner $15 x 8,000 metric tons = $120,000 in deadfreight as compensation for the underutilized capacity.

This example demonstrates how deadfreight can occur in dry bulk shipping due to factors such as changes in market demand, fluctuations in commodity prices, or inaccurate forecasting of cargo requirements. To minimize the risk of deadfreight, both shipowners and charterers should closely monitor market trends, engage in effective communication, and ensure flexibility in their charter party agreements to adapt to changing circumstances.

Deadfreight Calculation Example in Dry Bulk Shipping

Deadfreight Calculation: Master declares vessel can load 52,000 mt. Charterers supply 50,000 mt. Freight rate $50 per mt. Owners will invoice for a total of 52,000mt as follows:

Freight (on cargo loaded) 50,000 mt x $50 per mt = $2,500,000
Deadfreight (on cargo not supplied) 2,000mt x $50 per mt = $100,000
Total = $2,600,000

 

Deadfreight Calculation Example in Dry Bulk Shipping

Suppose a charterer enters into a contract with a shipowner to transport 40,000 metric tons of iron ore from Port A to Port B. The shipowner provides a vessel with a carrying capacity of 45,000 metric tons. According to the charter party agreement, the charterer is obligated to load the agreed-upon quantity of iron ore onto the vessel.

However, at the time of loading, the charterer is only able to supply 38,000 metric tons of iron ore due to issues at the mine. This leaves 7,000 metric tons of unused cargo capacity on the vessel (45,000 metric tons capacity – 38,000 metric tons supplied).

To calculate the deadfreight payment, we need to know the agreed-upon freight rate for the cargo. Let’s assume that the freight rate is $12 per metric ton.

Deadfreight payment = Unused cargo capacity x Freight rate

Deadfreight payment = 7,000 metric tons x $12 per metric ton

Deadfreight payment = $84,000

In this example, the charterer would have to pay the shipowner a deadfreight payment of $84,000 to compensate for the unused cargo capacity. This payment helps the shipowner offset the potential lost revenue due to the underutilization of the vessel.

To minimize the risk of deadfreight, both shipowners and charterers should maintain clear communication, accurately assess cargo requirements, and make necessary adjustments to their charter party agreements as needed.

 

Deadfreight Calculation in Tanker Shipping

In the tanker trades, the quantity is often described as a minimum quantity with charterers having the option to load up to a full cargo. To reduce the risk of paying deadfreight a clause such as follows may be agreed: ‘Minimum 50,000 mt, charterers option up to full cargo, no deadfreight for charterers account provided minimum quantity supplied.’

For example, the Ship Master calls for 52,000 mt, however only 50,000 mt is supplied, no deadfreight is payable because the minimum cargo has been supplied. Under this clause deadfreight is only payable when a quantity less than 50,000 mt is supplied. Thus where 48,000 mt is loaded deadfreight would be payable on the 2,000 mt shortfall.

Freight Calculation: overage at 50%. In the tanker trades where a minimum cargo quantity has been agreed, for example: ‘minimum 130,000 mt, 1-2 grades no heat crude oil, within vessel’s natural segregation, charterers option up to full cargo, no deadfreight for charterers account provided minimum quantity supplied.’

There is often a phrase included in the freight payment clause which in total will state Freight WS120, overage at 50%. This means that supposing the vessel loads 140,000mt, the freight on 130,000mt will be at WS120 (120% of the Worldscale Flat Rate) and the freight on the ‘overage’ (i.e. 10,00 mt) will be at 50% of WS120 (i.e. WS60). Supposing therefore that the Flat Rate is US$12.50 per mt the freight will be calculated on the quantity loaded as follows: Flat Rate US$12.50 per mt and WS120 = US$15.00 per mt therefore WS60 = US$7.50 per mt therefore rate payable = $15.00 per mt x 130,000mt = $1,950,000.00 overage 10,000mt x WS60 = $7.50 = $75,000.00  Total Freight payable =$2,025,000.00.

The reason why ‘overage at 50%’ is included is probably to encourage the charterer to supply more cargo if that can be arranged. The charterer has the benefit of a reduced freight rate on the additional cargo and the owner will earn additional freight over the minimum originally anticipated.

The carrier must take care when it appears that all the cargo will not be provided by the shippers, leading to the possibility of a deadfreight claim. The charterer must be made aware of the situation, so that, perhaps, more cargo can be produced from another source.

If possible the Ship Master should, enter a remark on the bills of lading, to the effect that deadfreight will be payable so that a third party bill of lading holder, who may be paying the freight, will be aware that freight will be payable on a quantity greater than that shown on the bill of lading.

 

 

What is a Deadfreight Statement in Dry Bulk Shipping?

A deadfreight statement in dry bulk shipping is a formal document issued by the shipowner to the charterer, outlining the details of the deadfreight incurred due to the underutilization of the vessel’s cargo capacity. The statement typically includes information such as the agreed-upon cargo quantity, the actual cargo loaded, the unused cargo capacity, the freight rate, and the total deadfreight payment due.

The purpose of the deadfreight statement is to clearly communicate the financial implications of the deadfreight and serve as a basis for settling the payment between the shipowner and the charterer. It helps ensure transparency and accuracy in the calculation and payment of deadfreight, thus minimizing disputes between the parties involved.

The deadfreight statement usually contains the following information:

  1. Name of the vessel and its owner
  2. Name of the charterer
  3. Voyage details (origin and destination ports)
  4. Description of the cargo
  5. Agreed-upon cargo quantity as per the charter party agreement
  6. Actual cargo loaded onto the vessel
  7. Unused cargo capacity (agreed-upon cargo quantity minus actual cargo loaded)
  8. Freight rate per metric ton
  9. Total deadfreight payment due (unused cargo capacity multiplied by the freight rate)

Once the deadfreight statement is issued, the charterer is typically required to make the payment within a specified time frame as per the terms and conditions of the charter party agreement. To avoid deadfreight and the associated costs, both shipowners and charterers should work closely to accurately estimate cargo requirements and make necessary adjustments to their agreements as needed.

 

How is deadfreight calculated in dry bulk shipping?

Deadfreight is calculated in dry bulk shipping by determining the unused cargo capacity of the vessel and multiplying it by the agreed-upon freight rate per metric ton. The unused cargo capacity is the difference between the agreed-upon cargo quantity in the charter party agreement and the actual cargo loaded onto the vessel.

Here’s the step-by-step process for calculating deadfreight in dry bulk shipping:

  1. Determine the agreed-upon cargo quantity as per the charter party agreement.
  2. Determine the actual cargo loaded onto the vessel.
  3. Calculate the unused cargo capacity by subtracting the actual cargo loaded from the agreed-upon cargo quantity.
  4. Determine the agreed-upon freight rate per metric ton as per the charter party agreement.
  5. Calculate the total deadfreight payment by multiplying the unused cargo capacity by the freight rate per metric ton.

Deadfreight Calculation Formula:

Deadfreight payment = Unused cargo capacity x Freight rate per metric ton

Example:

Let’s assume a charterer agreed to load 30,000 metric tons of soybeans onto a vessel with a carrying capacity of 32,000 metric tons. However, they were only able to load 28,000 metric tons of soybeans. The agreed-upon freight rate is $20 per metric ton.

  1. Agreed-upon cargo quantity: 30,000 metric tons
  2. Actual cargo loaded: 28,000 metric tons
  3. Unused cargo capacity: 30,000 – 28,000 = 2,000 metric tons
  4. Freight rate per metric ton: $20
  5. Deadfreight payment: 2,000 metric tons x $20 per metric ton = $40,000

In this example, the charterer would be responsible for paying the shipowner a deadfreight payment of $40,000 to compensate for the unused cargo capacity. To minimize the risk of deadfreight, both shipowners and charterers should maintain clear communication, accurately assess cargo requirements, and make necessary adjustments to their charter party agreements as needed.

 

Deadfreight Sample Clauses

Below are some sample clauses that can be included in a charter party agreement to address deadfreight in dry bulk shipping. These clauses are meant to provide a general idea and should be adapted to fit the specific needs of the parties involved in each shipping transaction.

  1. Deadfreight Clause:

In the event the Charterer fails to supply the agreed-upon quantity of cargo as per this Charter Party Agreement, the Charterer shall be liable to pay deadfreight for the unused cargo capacity. The deadfreight shall be calculated based on the difference between the agreed-upon cargo quantity and the actual cargo loaded, multiplied by the freight rate per metric ton as specified in this Agreement.

  1. Deadfreight Payment Clause:

If deadfreight is incurred, the Charterer shall pay the deadfreight to the Shipowner within [insert number of days] days from the date of the ship’s departure from the loading port or as otherwise agreed between the parties. The Shipowner shall provide the Charterer with a deadfreight statement detailing the calculation of the deadfreight payment. Any disputes regarding the deadfreight payment shall be resolved in accordance with the dispute resolution provisions set forth in this Agreement.

  1. Cargo Shortage Clause:

If, at any time prior to the commencement of the loading, the Charterer anticipates that the actual cargo quantity to be loaded will be less than the agreed-upon quantity, the Charterer shall promptly notify the Shipowner in writing. The parties shall then discuss and agree on any necessary adjustments to the freight rate or other terms of this Agreement. The Charterer shall remain liable for any deadfreight resulting from the cargo shortage, as calculated in accordance with the Deadfreight Clause.

  1. Cargo Increase Clause:

If the Charterer wishes to increase the cargo quantity to be loaded, such increase shall be subject to the Shipowner’s approval and the availability of the vessel’s cargo capacity. Any increase in the cargo quantity shall be accompanied by a proportional increase in the freight payment, and the parties shall promptly amend this Agreement accordingly. The Charterer shall not be liable for deadfreight if the increased cargo quantity is fully loaded and transported in accordance with this Agreement.

These sample clauses are intended to provide a framework for addressing deadfreight in a charter party agreement. It is essential to consult with legal professionals to draft an agreement that adequately covers the specific needs and circumstances of the parties involved in the shipping transaction.

 

Deadfreight Clause in GENCON Charter Party Form

The GENCON (General Charter Conditions) Charter Party Form is a widely used standard contract for the chartering of vessels, primarily for dry cargo shipments. The GENCON form does not have a specific deadfreight clause, but the concept of deadfreight is generally addressed under the “Freight” clause, which deals with freight payment and cargo quantities.

In the GENCON form, the “Freight” clause typically includes details of the freight rate per metric ton, the agreed-upon cargo quantity, the method of freight payment, and the consequences of not loading the full cargo quantity.

Here’s a sample of how deadfreight could be addressed in the “Freight” clause of a GENCON Charter Party Form:

“Freight shall be paid at the rate of [insert rate] per metric ton on the total quantity of cargo loaded aboard the vessel, payable in [insert currency] within [insert number of days] days after the vessel’s departure from the loading port or as otherwise agreed between the parties. In the event the Charterer fails to provide the full cargo quantity as per this Agreement, the Charterer shall be liable to pay deadfreight for the unused cargo capacity. The deadfreight shall be calculated based on the difference between the agreed-upon cargo quantity and the actual cargo loaded, multiplied by the freight rate per metric ton as specified in this Agreement.”

It is important to note that the GENCON form is customizable, and parties may negotiate and include additional clauses or provisions to address deadfreight more explicitly or comprehensively. To ensure that the agreement adequately covers the specific needs and circumstances of the parties involved in the shipping transaction, it is always advisable to consult with legal professionals.

 

Shipbroker’s Commission on Deadfreight in Dry Bulk Shipping

In dry bulk shipping, a shipbroker is an intermediary who facilitates transactions between shipowners and charterers. Shipbrokers typically receive a commission, which is a percentage of the freight payments, for their role in negotiating and finalizing charter party agreements. The commission is paid by the shipowner to the shipbroker upon the successful completion of a voyage or series of voyages.

When it comes to deadfreight, the treatment of shipbroker’s commission may vary depending on the specific terms and conditions of the charter party agreement and the negotiations between the involved parties. Generally, shipbroker’s commission on deadfreight is not automatic, and it would need to be explicitly agreed upon in the charter party agreement.

If the parties agree to include a commission on deadfreight, the commission would be calculated as a percentage of the deadfreight payment made by the charterer to the shipowner. The percentage is usually the same as the commission rate applied to the regular freight payments.

For example, if the shipbroker’s commission is set at 2.5% and the deadfreight payment is $100,000, the shipbroker would receive a commission of $2,500 on the deadfreight payment ($100,000 x 2.5%).

It is important to note that the practice of including commission on deadfreight can vary based on factors such as market conditions, the nature of the relationship between the parties involved, and the specific details of the charter party agreement. Therefore, it is crucial for shipbrokers, shipowners, and charterers to clearly communicate and agree on the terms related to commissions, including those on deadfreight, when negotiating charter party agreements.

Generally, in dry bulk shipping, shipbrokers earn on F/D/D (Freight/Deadfreight/Demurrage). However, shipbrokers do not earn on Despatch Money.

 

Deadfreight importance in Laytime Calculation

Deadfreight and laytime are related concepts in dry bulk shipping, but they serve different purposes and are calculated separately. Deadfreight refers to the payment made by the charterer to the shipowner for the unused cargo capacity when the charterer fails to provide the agreed-upon cargo quantity. Laytime, on the other hand, is the time allowed by the shipowner to the charterer for loading and unloading the cargo.

While deadfreight does not directly impact laytime calculation, it is essential to understand the relationship between the two concepts. The importance of deadfreight in the context of laytime calculation lies in its potential impact on the efficiency and utilization of the vessel during the allowed laytime.

If a charterer underloads a vessel, the actual cargo handling time may be shorter than the allowed laytime. While this may not directly affect the laytime calculation, it could indirectly result in the underutilization of the vessel, as the shipowner is not compensated for the time lost due to underloading.

Conversely, if the charterer provides more cargo than agreed, it may lead to longer loading or unloading times, exceeding the allowed laytime and resulting in demurrage – an additional payment made by the charterer to the shipowner for the extra time spent in the port. This situation emphasizes the importance of accurately assessing cargo requirements and minimizing the risk of deadfreight to ensure efficient use of laytime.

In short, deadfreight does not directly influence laytime calculation. However, it highlights the importance of proper cargo management and communication between the shipowner and charterer to optimize vessel utilization and avoid additional costs such as deadfreight or demurrage.

 

What is a Deadfreight Claim? How the Deadfreight process works in Dry Bulk Shipping?

A deadfreight claim is a demand made by a shipowner to the charterer for compensation resulting from unused cargo capacity on a vessel in a dry bulk shipping transaction. This situation arises when the charterer fails to provide the agreed-upon cargo quantity as per the charter party agreement, resulting in the underutilization of the vessel’s cargo capacity.

The deadfreight process in dry bulk shipping generally involves the following steps:

  1. Charter party agreement: The shipowner and charterer enter into a charter party agreement specifying the agreed-upon cargo quantity, freight rate, and other relevant terms and conditions.
  2. Cargo loading: The charterer loads the cargo onto the vessel, and the shipowner verifies the actual cargo quantity.
  3. Identification of unused cargo capacity: If the actual cargo loaded is less than the agreed-upon quantity, the shipowner identifies the unused cargo capacity by calculating the difference between the agreed-upon cargo quantity and the actual cargo loaded.
  4. Deadfreight calculation: The shipowner calculates the deadfreight payment by multiplying the unused cargo capacity by the agreed-upon freight rate per metric ton.
  5. Deadfreight statement: The shipowner issues a deadfreight statement to the charterer, outlining the details of the deadfreight calculation, including the agreed-upon cargo quantity, actual cargo loaded, unused cargo capacity, freight rate, and total deadfreight payment due.
  6. Deadfreight payment: The charterer is required to pay the deadfreight amount to the shipowner within the specified time frame as per the terms and conditions of the charter party agreement.
  7. Dispute resolution (if necessary): If there is a disagreement between the shipowner and charterer regarding the deadfreight claim, the parties will need to resolve the dispute according to the dispute resolution provisions set forth in the charter party agreement.

The deadfreight process aims to ensure that shipowners are fairly compensated for the unused cargo capacity resulting from the charterer’s failure to provide the agreed-upon cargo quantity. To minimize the risk of deadfreight and the associated costs, both shipowners and charterers should maintain clear communication, accurately assess cargo requirements, and make necessary adjustments to their charter party agreements as needed.