Dry Bulk Cargo Order Examples in Chartering: Stowage Factor, Cargo Intake and Voyage Orders

A dry bulk cargo order is one of the first practical messages that moves a possible cargo movement from commercial intention into the chartering market. A charterer who needs a ship does not normally begin by writing a full charterparty. The charterer begins with a cargo order. That order tells shipowners, operators and shipbrokers what cargo has to be moved, where it has to be loaded, where it may have to be discharged, when the ship is required, what loading and discharging conditions apply, which charterparty form is expected, and what commission or brokerage must be allowed for in the freight calculation.

In dry bulk chartering, the cargo order performs the same commercial function as a request for quotation, but it is more specialised than an ordinary business enquiry. It uses shipping shorthand, trade abbreviations, commodity terminology, stowage factor figures, port ranges, laycan dates, charterparty references and commission details. A well-drafted cargo order allows the market to respond quickly. A poorly drafted cargo order creates confusion, wrong ship offers, inaccurate freight indications and possible disputes when the recap is later converted into a charterparty.

Dry bulk cargo orders are especially important because a bulk carrier is not suitable for every cargo merely because her deadweight looks large enough. A ship may have enough deadweight but not enough cubic capacity. Another ship may have sufficient hold space but may be restricted by draft, hatch size, gear, trim, stability, tank top strength, port regulations, weather conditions, or cargo safety requirements. The order must therefore be read together with the ship’s particulars, the cargo stowage factor, the load and discharge port restrictions, and the commercial terms offered by the charterer.

The purpose of this article is to explain dry bulk cargo orders in practical chartering language and to provide professional examples that can be used to understand how such orders are built, read, checked and negotiated. The focus is on dry bulk voyage chartering, including Handysize, Handymax, Supramax, Ultramax, Panamax and larger bulk carrier employment. The examples are written in the style commonly used in dry cargo markets, but each example is also explained in plain language so that the commercial meaning is clear.

What is a Dry Bulk Cargo Order?

A dry bulk cargo order is a commercial instruction or market enquiry issued by a charterer, charterer’s broker, trader, shipper, receiver or cargo interest seeking a ship for a particular movement of dry bulk cargo. The order may be firm, semi-firm, subject to approval, or merely an indication. It may relate to one named cargo, a cargo range, a loading range, a discharging range, or a series of shipments. In some trades, an order may be circulated widely to the market. In other trades, it may be shown only to a small number of trusted owners or operators.

The most important point is that the cargo order is not the final charterparty. It is the starting point for negotiation. Once a shipowner offers a ship against the order, the parties negotiate freight, laytime, demurrage, cancelling, cargo quantity, loading and discharging terms, commissions, charterparty form, special clauses and operational conditions. If a firm offer is accepted and all main terms are agreed, the fixture is concluded. The final charterparty should then reflect the terms agreed during negotiations.

A dry bulk cargo order normally includes the charterer’s name or account, cargo description, cargo quantity, stowage factor, loading port or range, discharging port or range, laycan, loading and discharging rates, charterparty form, freight indication if available, commission, and any special restrictions. The order may also include ship age limits, flag restrictions, gear requirements, hold cleanliness requirements, cargo safety requirements, port draft limitations, loading berth limitations, and whether the ship must be grab-fitted, box-shaped, geared, logger-fitted, self-trimming, or suitable for a particular commodity.

Cargo Order, Firm Order and Indication

Not every cargo order has the same commercial strength. A firm cargo order means the charterer has real cargo, authority to fix, and an intention to conclude business if suitable terms are obtained. A firm order is the type of order owners most want to see because it can lead directly to a fixture. A semi-firm order may depend on sale contract confirmation, receiver approval, finance, letter of credit, terminal acceptance, or internal management approval. An indication is weaker; it may only show that a charterer is testing the market or estimating freight for a possible sale.

Words such as “prospective,” “indication only,” “subject stem,” “subject receivers’ approval,” “subject board approval,” “subject management approval,” or “not yet definite” are important. They tell the shipowner that the cargo may not yet be fully confirmed. A shipowner may still offer against such an order, but the offer will normally be more cautious and may include protective subjects. If a ship is very attractive to the market, the owner may prefer a firm order rather than spending time on a cargo that is still uncertain.

Shipbrokers often add comments when circulating orders. If the broker knows the charterer well, the order may mention “first class charterers” or “FCC.” This is not a legal guarantee, but it is a market signal that the broker considers the charterer commercially respectable. In practice, owners still need to consider credit risk, payment history, sanctions, cargo reliability and contractual terms before committing a ship.

Position Order and Cargo Order in the Chartering Market

The dry bulk market is built around two matching messages: the cargo order and the ship position. The charterer enters the market with cargo. The shipowner enters the market with a position. A position describes a ship’s name, open date, open area, deadweight, gear, grain and bale capacity, speed and consumption, class, flag, age, last cargo, hold condition and trading restrictions. A cargo order describes the cargo movement for which a ship is required. The shipbroker’s task is to match these two pieces of information and identify a workable fixture.

The matching process is not simply a matter of comparing cargo tons with ship deadweight. A 33,000 DWT Handysize ship may not be able to load 33,000 tons of every cargo. A high-density cargo such as iron ore may be limited by deadweight and draft. A low-density cargo such as woodchips may be limited by cubic capacity. A bagged cargo may require bale capacity rather than grain capacity. A cargo such as steel coils may require tank top strength, suitable hatch openings, careful stowage and weather protection. A cargo such as fertilizer may require clean, dry and odor-free holds. Each order must be interpreted in relation to the ship’s actual suitability.

Main Information Found in a Dry Bulk Cargo Order

A professional dry bulk cargo order should be concise but complete. It should give enough information for a shipowner to calculate whether the ship can perform the voyage and whether the proposed business is commercially attractive. Missing information may delay negotiations or cause owners to make conservative assumptions. The most important parts of a dry bulk cargo order are the account, cargo, quantity, stowage factor, ports, laycan, loading and discharging rates, freight basis, charterparty form, commission and special requirements.

The account line identifies the charterer or the party behind the cargo. The cargo line describes the commodity and quantity. The stowage factor helps determine the cargo’s space requirement. The port line tells the market where the ship must load and discharge. The laycan defines the arrival window. The loading and discharging rates define the permitted time for cargo operations. The charterparty form indicates the legal and commercial framework. The commission line tells the owner how much must be paid in brokerage and address commission. Special requirements may decide whether a particular ship is suitable at all.

Cargo Quantity, Deadweight and Deadweight Cargo Capacity

Dry bulk cargo orders normally show cargo quantity in metric tons. The quantity may be exact or may include a tolerance. Common wordings include “about 25,000 metric tons,” “30,000 metric tons 10 percent more or less charterer’s option,” “minimum 28,000 maximum 32,000 metric tons,” or “full and complete cargo.” Each wording has commercial consequences. If the charterer has an option to load more or less, the owner must check whether the ship can safely lift the maximum quantity.

The deadweight of the ship is not the same as the cargo quantity the ship can load. Deadweight includes cargo, bunkers, fresh water, stores, crew, constants and other weights on board. The cargo-carrying capacity available for a particular voyage depends on the ship’s actual condition at loading, the bunkers needed for the voyage, the load line zone, port draft restrictions, ballast condition, trim, stability and any operational deductions. For this reason, shipbrokers often distinguish between deadweight and deadweight cargo capacity.

When a cargo order is circulated, owners should not assume that a ship can load her full summer deadweight. A ship of 33,000 DWT may have a smaller practical cargo intake if she needs large bunkers, if the loading port has a draft restriction, if the voyage passes through a restricted zone, or if stability requires a particular loading plan. If cargo quantity is critical, the owner should calculate the estimated intake carefully before offering the ship.

Stowage Factor and Cargo Intake

Stowage factor is one of the most important figures in a dry bulk cargo order. It expresses how much space one ton of cargo occupies. It may be stated in cubic feet per ton or cubic meters per metric ton. A low stowage factor cargo is dense and heavy. A high stowage factor cargo is light and bulky. The stowage factor determines whether the ship is more likely to become weight-full or space-full.

For bulk cargoes, the relevant capacity is normally grain capacity because the cargo can flow into the shape of the hold. For bagged cargoes, packaged cargoes, or cargoes that do not flow freely, bale capacity is normally more relevant. Grain capacity is usually slightly larger than bale capacity because grain can occupy spaces that packaged cargo cannot use efficiently. A broker who ignores the difference between grain and bale capacity may overestimate the ship’s intake.

For example, assume a Handysize bulk carrier ship of about 33,000 DWT with grain capacity of 46,000 cubic meters and bale capacity of 45,000 cubic meters. If the cargo is iron ore with a stowage factor of 0.40 cubic meters per ton, the ship has enough space for far more cargo than she can carry by weight. The calculation is 46,000 divided by 0.40, which gives a theoretical volume intake of 115,000 tons. In reality, the ship cannot load 115,000 tons because her deadweight is only about 33,000 tons. The limiting factor is weight.

If the cargo is grain in bags with a stowage factor of 1.30 cubic meters per ton, bale capacity should be used. The calculation is 45,000 divided by 1.30, which gives about 34,615 tons. In this case, the ship’s bale capacity is sufficient for more than 33,000 tons, so the limiting factor will again be deadweight after deductions. The result is closer than the iron ore example, but the cargo is still likely to be limited by weight rather than space.

If the cargo is woodchips with a stowage factor of 2.50 cubic meters per ton, the result changes completely. The calculation is 46,000 divided by 2.50, which gives only 18,400 tons. The ship may still have spare deadweight after loading that quantity, but the holds would be full. The limiting factor is space, not weight. This is why stowage factor is central to dry bulk order analysis.

Laycan in Dry Bulk Cargo Orders

Laycan means laydays and cancelling. It defines the period during which the ship must present herself ready to load. If the ship arrives before the laydays start, the charterer may not be obliged to load immediately unless the charterparty provides otherwise. If the ship misses the cancelling date, the charterer may have the right to cancel the charter. Laycan is therefore a commercial risk for both parties.

In a cargo order, laycan may be written as “5/10 July,” “second half March,” “prompt,” “spot,” “end June,” or “10/20 August.” A narrow laycan may be attractive to the charterer but difficult for owners to meet. A wider laycan gives more flexibility but may be less useful for a charterer with a fixed sales contract, terminal slot, or receiver requirement. Owners must calculate the ship’s estimated time of arrival carefully before offering.

Laycan also affects freight. A ship already open near the loading port may be able to offer a competitive rate for a prompt cargo. A ship opening far away may need ballast time and ballast cost included in the freight. If the market is rising, charterers may prefer to fix earlier. If the market is falling, charterers may delay. The laycan is therefore not merely an operational date; it is part of the commercial negotiation.

Loading and Discharging Rates

Loading and discharging rates determine how long the charterer is allowed to use the ship for cargo operations before demurrage may begin. These rates are usually expressed in metric tons per weather working day, per running day, per hatch per day, or by customary quick despatch. A cargo order may state “5,000 PWWD SHINC loading / 4,000 PWWD SHINC discharging,” meaning 5,000 tons per weather working day at load port and 4,000 tons per weather working day at discharge port, with Sundays and holidays included.

Common abbreviations include SHINC, meaning Sundays and holidays included; SHEX, meaning Sundays and holidays excluded; SHEX EIU, meaning Sundays and holidays excluded even if used; and CQD, meaning customary quick despatch. A rate such as “8,000 PWWD SHINC” may be commercially different from “8,000 PWWD SHEX EIU.” The number alone is not enough; the terms attached to the number determine how laytime will count.

Owners must compare the loading and discharging rates with the cargo quantity, port practice, berth capacity, weather exposure, gear requirements and any known congestion. Slow rates may increase port time and demurrage exposure. Fast rates may look attractive, but only if the port and cargo handling system can actually achieve them. If the ship is geared and the cargo order requires ship’s cranes, the owner should also check crane capacity, grab availability and whether breakdown of ship’s gear affects laytime.

Charterparty Form and Rider Clauses

The cargo order should identify the intended charterparty form. In dry bulk voyage chartering, GENCON is frequently used as a general voyage charterparty form. Other trades use specialised forms for coal, grain, ore, fertilizer, cement, sugar, logs, steel or regional trades. The charterparty form matters because it provides the legal structure for freight, laytime, demurrage, cargo operations, exceptions, lien, bills of lading, dispute resolution and other rights.

Many dry bulk fixtures are not made on the printed form alone. Rider clauses are added to adapt the contract to the cargo, ports, sanctions, war risks, taxes, stevedore damage, hold cleaning, draft survey, bills of lading, cargo declarations, environmental rules, commissions and arbitration. The cargo order may mention the base form, but owners must review the full recap and rider clauses before treating the employment as fully understood.

Commission in Dry Bulk Cargo Orders

Commission is normally stated in the cargo order because it affects the owner’s net earnings. It may include brokerage, address commission, or both. A typical order might say “2.5 percent TTL” or “3.75 percent total.” TTL means total commission. The owner must deduct this from the gross freight calculation when deciding whether the business is profitable.

Commission may also be payable on deadfreight, demurrage, or other sums if the charterparty states so. If the wording is unclear, disputes may arise later. A shipbroker should therefore make sure that the commission line in the recap and charterparty is precise. For owners, the commission is not a minor detail; it can materially affect the voyage result, especially on low-margin business.

Example 1: Handysize Iron Ore Cargo Order

• Acct: Atlantic Minerals Trading, Casablanca, Morocco
• 25,000 metric tons iron ore fines in bulk, SF 18/20
• Nador / Bilbao, one safe berth, one safe berth
• Laycan: 8/15 September
• Loading/discharging: 7,000 PWWD SHINC / 5,000 PWWD SHINC
• Ship: Handysize bulk carrier, suitable grabs, maximum 20 years old
• Charterparty form: GENCON
• Commission: 2.5 percent total

This order describes a dense mineral cargo. The quantity of 25,000 metric tons is within the likely intake of many Handysize ships, but the owner must still check draft, bunkers, port restrictions, grab suitability and cargo density. Since iron ore is heavy, the ship is likely to be deadweight-limited rather than space-limited. The stowage factor of 18/20 cubic feet per ton indicates that the cargo will occupy relatively little hold space compared with lighter cargoes.

The loading and discharging rates are fairly fast and are stated on SHINC terms, so Sundays and holidays are included in laytime counting. This may reduce the time allowed to charterers compared with SHEX terms. The owner should check whether the loading port can actually load at the stated rate and whether the discharge berth has sufficient grab or shore-crane capacity. The ship age restriction may exclude older ships even if they are technically suitable.

Example 2: Bagged Rice Cargo Order

• Acct: Eastern Food Commodities, Bangkok, Thailand
• 28,000 metric tons bagged rice, 5 percent more or less charterer’s option, SF 47/50
• Bangkok Roads / Mombasa, one safe berth
• Laycan: 1/10 October
• Loading/discharging: 2,500 PWWD SHEX EIU / 2,000 PWWD SHEX EIU
• Ship: Handy size, clean dry holds, preferably geared
• Charterparty form: GENCON with bagged cargo rider clauses
• Commission: 3.75 percent total

This order requires different analysis because the cargo is bagged. Bale capacity is more relevant than grain capacity, and cargo handling will be slower than many bulk cargoes. Rice is sensitive to moisture, odor and contamination. The ship’s holds must be clean, dry, free from infestation, free from smell and suitable for food-grade cargo. If the previous cargo was dirty, odorous or chemically incompatible, hold preparation may become a major issue.

The quantity includes a 5 percent more or less charterer’s option. The owner must therefore check the upper end of the quantity range, not only the base figure. With a cargo of 28,000 metric tons, 5 percent more would be 29,400 metric tons. If the ship’s deadweight cargo capacity is tight after bunkers and constants, the owner should not offer without confirming whether the maximum option can be lifted.

The laytime terms are SHEX EIU, so Sundays and holidays are excluded even if used. This may extend the permitted time for loading and discharging. For owners, this can mean a longer port stay before demurrage starts. For charterers, it may be necessary because bagged cargo handling is labor-intensive and often affected by local working patterns.

Example 3: Woodchips Cargo Order

• Acct: Pacific Biomass Exporters, Ho Chi Minh City, Vietnam
• 18,000 metric tons woodchips in bulk, SF 88/92
• Phu My / Mizushima, one safe berth each end
• Laycan: 12/22 November
• Loading/discharging: 6,000 PWWD SHINC / 4,500 PWWD SHINC
• Ship: high-cubic Handysize or Handymax bulk carrier, clean holds, suitable for light bulk cargo
• Charterparty form: charterer’s woodchip form or GENCON with woodchip rider
• Commission: 2.5 percent total

This order is space-sensitive. Woodchips have a high stowage factor, meaning the cargo occupies a large volume per ton. A ship that can carry 33,000 tons of dense cargo may only carry around 18,000 tons of woodchips if her cubic capacity is limited. The words “high-cubic” are therefore important. Owners should check grain capacity, hold shape, trimming requirements and whether the ship can load the intended quantity without becoming space-full too early.

Light cargoes can also create commercial misunderstandings because charterers may focus on cargo tons while owners focus on available cubic capacity. If the declared stowage factor is inaccurate, deadfreight or short shipment issues may arise. The owner should ask for the expected stowage factor, moisture condition and trimming requirement before committing. The cargo order should not be treated as suitable merely because the ship’s deadweight is larger than the cargo quantity.

Example 4: Urea Fertilizer Cargo Order

• Acct: Gulf Fertilizer Exports, Ruwais, United Arab Emirates
• 30,000 metric tons urea fertilizer in bulk, SF 48/50
• Ruwais / Chittagong, one safe berth
• Laycan: 5/15 December
• Loading/discharging: 8,000 PWWD SHINC / 5,000 PWWD SHINC
• Ship: maximum 15 years old, holds clean, dry, odor-free and suitable for fertilizer
• Charterparty form: GENCON with fertilizer clauses
• Commission: 2.5 percent total

Fertilizer orders require close attention to cargo condition, hold cleanliness, moisture sensitivity and discharge performance. Urea fertilizer may cake if affected by moisture, and receivers may be strict about contamination. A ship that previously carried coal, petcoke, sulfur, salt or other incompatible cargo may require substantial cleaning before acceptance. The cargo order should therefore be checked together with the ship’s last cargoes and hold-cleaning schedule.

The quantity of 30,000 metric tons may be suitable for many larger Handysize or Handymax ships, but owners must verify draft, deadweight cargo capacity and port restrictions. The relatively fast loading rate may be realistic at a specialist export terminal, but the discharging rate may depend on receivers’ equipment, weather, bagging requirements, grabs, conveyors and local congestion. The owner should also consider whether the charterparty includes clear wording about cargo residues and hold cleaning after discharge.

Example 5: Coal Cargo Order

• Acct: Black Sea Energy Trading, Istanbul, Türkiye
• 32,000 metric tons steam coal in bulk, 10 percent more or less owner’s option, SF 43/45
• Novorossiysk / Alexandria, one safe port, one safe berth
• Laycan: 20/30 January
• Loading/discharging: 10,000 PWWD SHINC / 7,000 PWWD SHINC
• Ship: geared or gearless acceptable, holds suitable for coal, no age above 25 years
• Charterparty form: GENCON
• Commission: 3.75 percent total

This coal order includes a quantity tolerance in the owner’s option. This gives the owner some flexibility to match the final cargo quantity to the ship’s intake. If the ship cannot safely load the full 32,000 tons because of draft, bunkers or restrictions, the owner may nominate a lower quantity within the permitted tolerance if the wording allows. However, the tolerance must be read carefully. “Owner’s option” and “charterer’s option” create very different commercial outcomes.

Coal cargoes also require proper cargo declaration and safety consideration. Some coal may be liable to self-heating or methane emission depending on its characteristics. The owner should obtain the necessary cargo information and check applicable safety requirements. The order should be clear about whether loading is by shore gear and whether the ship’s gear is required. Even when gearless ships are acceptable, berth availability and discharge equipment must be confirmed.

Example 6: Wheat Cargo Order

• Acct: Danube Grain Export, Constanta, Romania
• 27,500 metric tons wheat in bulk, 5 percent more or less charterer’s option, SF 45/47
• Constanta / Jeddah, one safe berth each end
• Laycan: 3/12 February
• Loading/discharging: 6,000 PWWD SHEX / 4,000 PWWD SHEX
• Ship: clean grain-ready holds, valid certificates, maximum 20 years old
• Charterparty form: SYNACOMEX or GENCON with grain rider
• Commission: 2.5 percent total

Grain cargo orders require careful attention to hold cleanliness, certificates, fumigation, shifting boards if applicable, stability, cargo documents and receiver requirements. Wheat is a food cargo and is sensitive to contamination, odor, insects and moisture. The ship must usually pass a hold inspection before loading. If the ship fails inspection, time and cost consequences may arise depending on the charterparty wording and the reason for failure.

The stowage factor of 45/47 cubic feet per ton suggests that the cargo is not as dense as ore but still generally manageable for a Handysize ship if grain capacity and deadweight are sufficient. Since the quantity is in charterer’s option, owners must consider the maximum lift. The intended charterparty form may also include trade-specific grain provisions, so the broker should not assume that a general dry bulk recap is enough.

Example 7: Cement Clinker Cargo Order

• Acct: Mediterranean Cement Trading, Athens, Greece
• 35,000 metric tons cement clinker in bulk, SF 23/25
• Aliaga / Ravenna, one safe berth each end
• Laycan: 15/25 March
• Loading/discharging: 12,000 PWWD SHINC / 8,000 PWWD SHINC
• Ship: Supramax or large Handymax, suitable for clinker, holds clean and dry
• Charterparty form: GENCON
• Commission: 2.5 percent total

Cement clinker is a dense bulk cargo and may create dust during loading and discharge. The ship must be suitable for the cargo, and holds should be clean and dry. Because the cargo is dense, the ship is likely to be weight-limited. Owners must check draft restrictions and deadweight cargo capacity carefully. A Handysize ship may be too small for this quantity, so the order is directed toward a Supramax or large Handymax ship.

The loading and discharging rates are high, suggesting mechanized terminals. The owner should confirm whether shore equipment handles all operations or whether the ship’s gear is required. Dust control, cargo residues and post-discharge cleaning should also be considered. If the next employment is a sensitive cargo such as grain or fertilizer, clinker residues may create additional cleaning time and cost.

Example 8: Steel Products Cargo Order

• Acct: Marmara Steel Exporters, Izmit, Türkiye
• 16,000 metric tons steel coils and plates, SF 38/42
• Izmit / Antwerp-Rotterdam range, one safe port, one safe berth
• Laycan: 1/10 April
• Loading/discharging: 2,000 PWWD SHEX UU / 1,500 PWWD SHEX UU
• Ship: box-shaped holds preferred, good hatch openings, suitable tank top strength
• Charterparty form: GENCON with steel clauses
• Commission: 3.75 percent total

Although steel products are not free-flowing dry bulk in the same way as ore or grain, steel cargoes are often included in dry cargo chartering. This order requires a ship with suitable hatch openings, tank top strength, hold arrangement and cargo handling capability. Steel coils and plates need careful stowage, dunnage, lashing, separation and protection from wet damage. Weather during loading and discharge is a major concern.

The low loading and discharging rates reflect the care required in handling steel. The term SHEX UU means Sundays and holidays are excluded even if used, which can extend the cargo operation period. Owners should ensure that the charterparty clearly allocates responsibility for stevedore damage, lashing, dunnage, cargo securing, tallying and weather stoppages. Steel cargo claims can be significant, so the order must be assessed with more than tonnage and freight in mind.

How a Shipbroker Should Analyse a Dry Bulk Cargo Order

A shipbroker reading a cargo order should first identify whether the order is firm and whether the charterer is reliable. The broker should then check cargo type, quantity, stowage factor, load and discharge ports, laycan, rates, charterparty form, commissions and special requirements. After that, the broker should compare the cargo with available ship positions and determine which ships are technically and commercially suitable.

The intake calculation should include deadweight, bunkers, constants, fresh water, stores, draft, load line, port restrictions, grain or bale capacity, stowage factor, trimming, cargo density and stability. The route calculation should include ballast distance, laden distance, weather, canal restrictions, emissions-related costs, war risk if any, piracy risk if any, port costs, agency, canal dues, bunker price and expected duration. The freight calculation should include gross freight, commission, port costs, bunkers, daily running cost, demurrage prospects and opportunity cost.

The broker should also consider whether the cargo creates special risk. Cargoes such as coal, DRI, fluorspar, nickel ore, fertilizers, sulfur, salt, logs, steel and agricultural commodities may require particular safety, moisture, ventilation, contamination, hold-cleaning or documentation checks. A cargo order may look ordinary, but the cargo may carry hidden operational exposure.

Common Mistakes in Dry Bulk Cargo Orders

One common mistake is giving cargo quantity without stowage factor. Without stowage factor, the owner cannot properly assess whether the ship has enough space. Another mistake is giving a wide discharge range without explaining the final nomination procedure. A third mistake is stating loading and discharging rates without specifying whether they are SHINC, SHEX, SHEX EIU, weather working days or running days.

Another common problem is failing to state whether ship’s gear is required. Some ports can load or discharge entirely with shore equipment, while others require ship cranes and grabs. If the order is silent, owners may assume shore gear is available, but charterers may expect ship’s gear. This can become a serious dispute. Cargo orders should also avoid vague phrases such as “normal terms” unless both parties understand the trade practice exactly.

Orders may also fail to mention cargo moisture limits, hold inspection standards, fumigation, cargo temperature, dangerous cargo declaration, draft restrictions, berth restrictions, or whether the ship must be able to self-trim. The more specialised the cargo, the more important these details become.

From Cargo Order to Recap and Charterparty

Once a ship is offered and the main terms are negotiated, the agreed points are recorded in a recap. The recap is the bridge between the market negotiation and the final charterparty. It normally includes ship details, cargo, quantity, load and discharge ports, laycan, freight, payment terms, loading and discharging rates, demurrage, despatch, charterparty form, commissions, taxes, agency, bills of lading, protective clauses and subjects.

The charterparty should then be drawn up to reflect the recap. If the cargo order said one thing, the recap said another, and the charterparty says something else, disputes may arise. A professional shipbroker must therefore ensure that the cargo order, offer, counteroffer, recap and final charterparty are consistent. The most important agreed terms should not be left to memory or market assumption.

Dry Bulk Cargo Order Checklist

Before circulating or responding to a dry bulk cargo order, the following points should be checked:

• Is the order firm or only an indication?
• Who is the charterer or account?
• What is the exact cargo and is it lawful and safe?
• What is the cargo quantity and tolerance?
• Is the stowage factor stated clearly?
• Should grain capacity or bale capacity be used?
• Are the loading and discharging ports safe and accessible?
• Are there draft, beam, length, air draft or berth restrictions?
• What is the laycan and can the ship meet it?
• What are the loading and discharging rates and laytime terms?
• Is ship’s gear required?
• Are clean holds, grain-clean holds, odor-free holds, or special certificates required?
• Which charterparty form will be used?
• What commission is payable and on which amounts?
• Are there cargo safety, IMSBC, fumigation, ventilation or moisture requirements?
• Are there sanctions, war risk, piracy, canal, tax or regulatory issues?
• Is the proposed freight sufficient after costs, bunkers and commission?

Commercial Importance of Clear Dry Bulk Cargo Orders

A clear cargo order saves time and reduces risk. It allows owners to identify suitable ships quickly and allows charterers to receive more accurate freight indications. It helps shipbrokers match cargo with positions and reduces the chance of failed negotiations. It also improves the quality of the recap and the final charterparty.

In dry bulk chartering, small details can produce large financial consequences. A wrong stowage factor may lead to short shipment. A missed laycan may give the charterer cancellation rights. A vague cargo description may create hold-cleaning disputes. A missing commission clause may create payment disagreement. A silent gear requirement may delay discharge. A poorly defined port range may expose the ship to unsafe or commercially unattractive employment.

The best dry bulk cargo orders are practical, concise and complete. They do not need to be long, but they must contain the information that affects the ship’s suitability, the owner’s freight calculation and the charterer’s ability to perform the cargo movement. A professional order should give enough detail for a shipowner to decide whether to offer, how to price the voyage, and what protective conditions must be included.

Conclusion

Dry bulk cargo orders are the foundation of voyage chartering negotiations. They connect cargo demand with available ship supply and allow the market to form a freight price. A cargo order is not merely a note saying that cargo exists. It is a structured commercial message containing the cargo, quantity, stowage factor, ports, laycan, loading and discharging terms, charterparty form, commission and operational requirements.

The examples in this article show that different cargoes require different analysis. Iron ore may be limited by deadweight. Woodchips may be limited by cubic capacity. Bagged rice may require bale-capacity calculation and clean dry holds. Fertilizer may require moisture control and strict hold preparation. Coal may require safety documentation. Steel may require strong tank tops, good hatch openings and careful cargo handling. Each cargo order must therefore be read in the context of the ship, the ports, the charterparty and the commercial risk.

For shipowners, a good cargo order helps identify profitable employment. For charterers, it attracts suitable ships and avoids unnecessary delay. For shipbrokers, it is the working document that turns market information into a fixture. In dry bulk chartering, professional cargo order analysis remains one of the most important skills in matching a ship with a cargo and transforming a market enquiry into a successful voyage charter.