Flat Rack / Open Top Container Out of Gauge Cargo and Ocean Freight
Interlink編集部Flat Rack / Open Top Container Out of Gauge Cargo and Ocean Freight
Flat Rack and Open Top containers are special equipment used for heavy, long, high, wide, construction, industrial and project cargo that cannot be accommodated in an ordinary dry container.
Where the cargo extends above, beyond either side or beyond the permitted longitudinal envelope of the equipment, it may be handled as Out of Gauge cargo or OOG cargo.
Ocean freight for OOG cargo is not necessarily limited to the ordinary rate for one Flat Rack or Open Top container. Where the cargo prevents the use of adjacent or upper container slots, the unavailable capacity may be reflected in the rate as Void Space or Dead Space.
Acceptance and freight also depend on gross weight, center of gravity, floor loading, lifting points, securing, terminal equipment, stowage position, the vessel’s Bay Plan, stability, other booked cargo and the order of cargo operations at each port.
An indicative TEU calculation should therefore not be treated as the final rate. Final packed drawings, photographs, weight, center-of-gravity data and a securing plan should be submitted to the shipping line for cargo-specific and vessel-specific approval.
Position of This Article
This is a specialist practical article covering the OOG direction, Void Space, shipping-line stowage decision, quotation conditions, casualty response and insurance disclosure applicable to Flat Rack and Open Top cargo.
| Issue | Covered in This Article | Covered Elsewhere |
|---|---|---|
| Special equipment basics | Flat Rack, Open Top and the distinction between In Gauge and Out of Gauge | This article |
| Direction of projection | Over Height, Over Width, Over Length and combined projection | This article |
| Void Space | Why adjacent and upper slots become unavailable | This article |
| Ocean freight | OOG freight, special-equipment, Void, handling and securing charges | General freight classification is addressed in Types of Ocean Freight Charges |
| Low quotations | Risk of a low price based on indicative dimensions or excluded Void | General quotation comparison is addressed in Risks of Choosing the Cheapest Freight Quotation |
| Freight margins | Need to distinguish shipping-line cost from the selling rate | Freight Forwarder Margins |
| NVOCC responsibility | Overview of the difference between a House B/L issuer and an intermediary | Non Vessel Operating Common Carrier |
| Cargo insurance | Disclosure of OOG, ON DECK, packing, securing and Survey information | Specific coverage is determined under the policy and endorsements |
| Cargo casualties | Review of dimensions, stowage, securing, packing and shipping-line instructions | Cause-specific response and recourse are addressed in specialist cargo-claims articles |
Basic Structure of Flat Rack and Open Top Equipment
| Comparison | Flat Rack | Open Top | Principal Review Point |
|---|---|---|---|
| Structure | Has no side walls or roof and may have end walls or posts | Has side and end walls with an openable roof section | Equipment type, end walls, floor strength and usable dimensions |
| Typical use | Heavy, wide, long, construction and industrial cargo | Top-loaded cargo, high cargo and cargo that cannot pass through ordinary doors | Loading method, lifting points, terminal equipment and packed shape |
| Direction of projection | May extend upward, sideways or longitudinally | Over Height is common, but all directions should be reviewed | Final packed length, width and height |
| Weather protection | Does not provide the same enclosure as an ordinary dry container | A tarpaulin does not necessarily provide complete enclosure | Waterproof packing, drainage, protection and insurance |
| Stowage restriction | Subject to adjacent-slot, vessel-structure and securing restrictions | Upper stowage may be restricted where cargo is Over Height | Bay Plan, Void and UNDER DECK or ON DECK position |
| Freight | Often individually quoted for equipment, Void, weight, handling and securing | May differ substantially between In Gauge and Over Height cargo | Quotation conditions, vessel and re-rating following dimension changes |
Use of a Flat Rack or Open Top does not itself mean that the cargo is OOG.
Where the cargo remains within the shipping line’s permitted equipment envelope, it may be treated as In Gauge even though special equipment is used.
Principal Out-of-Gauge Categories
| Category | Condition | Stowage Effect | Principal Freight Effect |
|---|---|---|---|
| Over Height | The cargo exceeds the permitted upper envelope | Upper slots may become unavailable | Upper Void or a stowage-position charge may apply |
| Over Width | The cargo exceeds the permitted side envelope | Adjacent slots may become unavailable | Side Void or a multiple-slot rate may apply |
| Over Length | The cargo exceeds the permitted longitudinal envelope | May affect the adjacent Bay, end wall, securing or handling | Special stowage, handling or additional capacity may be charged |
| Over Height and Over Width | The cargo exceeds both the upper and side envelope | Both upper and adjacent slots are restricted | A substantial individual rate such as Full Void may apply |
| Heavy or concentrated load | Gross weight or load per unit area is substantial | Floor, vessel structure, handling and stowage positions are restricted | Heavy-lift, special-handling or vessel-specific costs may arise |
| Offset center of gravity | The center of gravity is materially displaced | Affects lifting, securing, stability and stowage safety | Additional engineering, Survey or rejection may follow |
Why Void Space Is Reflected in Ocean Freight
A container vessel is organized into slots by length, width, height and position.
Ordinary containers can normally be stowed in adjacent positions and in several tiers.
OOG cargo projecting upward or sideways may prevent the use of surrounding slots.
Although the physical cargo occupies one Flat Rack or Open Top, the shipping line may lose the ability to sell other surrounding slots. This unavailable capacity and the resulting stowage restriction may be reflected as Void Space, Dead Space or lost slots.
| Freight Element | Description | Matter to Confirm |
|---|---|---|
| Basic Ocean Freight | Sea freight for the Flat Rack or Open Top equipment | 20-foot or 40-foot equipment, trade lane and vessel |
| Special-equipment charge | Supply, positioning or scarcity of special equipment | Availability, return, cancellation and equipment-damage conditions |
| Void Space | Unavailable upper, side or longitudinal slots | Charging method, affected slots and applicable vessel |
| Heavy-weight charge | Charge arising from weight, floor loading or special stowage | Gross weight, center of gravity and weight category |
| Special handling | Crane, lifting gear, forklift, transfer or attendance | Terminal acceptance and work period |
| Securing cost | Chains, wires, timber, turnbuckles and related securing | Design, performance and approval responsibilities |
| Survey and approval | Review of packing, stowage, securing, weight or cargo condition | Surveyor, Marine Warranty Survey and submission deadline |
| Exceptional cost | Remeasurement, repacking, vessel change, storage, transfer or cancellation | Allocation following dimension changes or rejection |
A Void charge is not always calculated by multiplying the number of lost TEUs by an ordinary container rate.
A shipping line may instead use an OOG Tariff, Slot Rate, Minimum OOG Charge or vessel-specific quotation.
TEU Conversion Is an Illustrative Model, Not a Fixed Formula
| Cargo and Condition | Illustrative Void Sometimes Used | Explanatory Meaning | Caution |
|---|---|---|---|
| 40FR with Over Height | Approximately 2 TEU | Illustrates upper capacity that cannot be used | Depends on upper tiers and the stowage position |
| 40FR with Over Width | Approximately 4 TEU | Illustrates unavailable adjacent slots | Depends on the degree and direction of projection |
| 40FR with Over Height and Over Width | Approximately 10 TEU as Full Void | Illustrates substantial upper and side restrictions | Not a universal shipping-line or vessel formula |
| 20FR with Over Height and Over Width | Approximately 5 TEU as Full Void | Illustrates surrounding capacity occupied by 20-foot cargo | The shipping line’s actual quotation takes priority |
These figures are illustrative models used to explain the scale of Void Space. They do not mean that every shipping line will charge the stated TEU amount.
Results may differ depending on one-sided or two-sided projection, center or outboard stowage and whether limited use of adjacent capacity remains possible.
Shipping-Line Stowage Decision
Availability of a freight quotation does not itself guarantee acceptance for shipment.
After an indicative rate is provided, review by commercial, operations, stowage-planning, vessel and terminal functions may be required.
| Decision Element | Principal Shipping-Line Review | Effect on Shipment |
|---|---|---|
| Bay Plan | Position of the OOG cargo and other booked containers | Determines whether the cargo can be loaded on the intended vessel |
| Stability and weight distribution | Weight, height, transverse position and vessel balance | Restricts the stowage position or accepted weight |
| Deck and hatch strength | Concentrated load, floor loading and structural limits | May permit loading only in designated positions |
| Adjacent and upper capacity | Projection and unavailable slots | Determines Void and freight |
| Handling equipment | Gantry crane, lifting gear and terminal capability | May make the cargo unacceptable at origin or destination |
| Securing plan | Chains, wires, timber, supporting points and securing strength | Loading may be refused until approval is obtained |
| Port sequence | Ability to handle other containers at intermediate ports | OOG cargo may obstruct other cargo operations |
| Route and weather | Seasonal weather, waves and route conditions | Affects ON DECK acceptance, protection and vessel selection |
UNDER DECK Request and ON DECK Stowage
A Shipper may request UNDER DECK stowage to reduce exposure to rain, seawater, salt and weather.
Unless expressly guaranteed by the shipping line, an UNDER DECK statement may be treated only as a request subject to final stowage.
Heavy cargo may be considered for a lower position, but weight alone does not guarantee UNDER DECK stowage.
| Review Item | Matter to Confirm | Risk if Unclear |
|---|---|---|
| Quotation | Whether UNDER DECK is guaranteed, conditional or Request Basis | The Shipper treats a request as a guarantee |
| Booking Confirmation | Whether the condition is recorded in writing | Only an earlier commercial request remains |
| Conditions and B/L | Authority and terms concerning ON DECK stowage | The contractual position becomes disputed |
| Additional charge | Whether guaranteed UNDER DECK requires an additional rate | The guarantee may not have been purchased |
| Cargo insurance | Whether the possibility of ON DECK was disclosed | Underwriting or casualty assessment becomes disputed |
| Packing | Whether packing can withstand possible ON DECK exposure | Loss prevention depends solely on the stowage position |
Information Required for an OOG Quotation
| Review Item | Required Information | Effect if Missing | Recommended Record |
|---|---|---|---|
| Final packed dimensions | Maximum length, width, height and projection | Void, equipment and acceptance cannot be determined | Dimensional drawing, three-view drawing and packing drawing |
| Gross weight | Cargo, packing, skid and accessories | Equipment, handling and vessel limits cannot be reviewed | Weight certificate and Packing List |
| Center of gravity | Longitudinal, transverse and vertical position | Lifting, overturning and securing safety cannot be assessed | Center-of-gravity drawing and manufacturer data |
| Contact area and floor load | Supporting points, area and concentrated load | Equipment or vessel structure may be damaged | Support drawing and load calculation |
| Lifting points | Position, safe working load and lifting angle | Terminal handling cannot be performed | Lifting Plan and lifting-point drawing |
| Securing | Chains, wires, timber, supports and quantities | Shipping-line or Surveyor approval cannot be obtained | Lashing Plan and strength calculation |
| Cargo characteristics | Precision equipment, liquids, dangerous goods, residual oil and movable parts | Acceptance, packing and insurance may be incorrectly assessed | SDS, specification and photographs |
| Stowage request | UNDER DECK request and ON DECK acceptability | Expected and actual stowage may differ | Written Booking condition |
| Origin and destination handling | Crane, forklift, transfer and access route | The cargo may not be accepted or removed at the port | Method Statement and site photographs |
Allocation of Packing, Securing and Handling Responsibilities
| Party | Principal Role | Records to Review | Principal Responsibility Issue |
|---|---|---|---|
| Shipper | Declares cargo, packing, weight, center of gravity and characteristics | Packing List, drawings, weight certificate and SDS | Incorrect dimensions or weight, insufficient packing and missing hazard information |
| Prime freight forwarder | Obtains quotations, makes the Booking and communicates conditions | Quotation, Booking Request, emails and House B/L | Explanation of conditions, data transfer, authority and contractual status |
| NVOCC / House B/L Issuer | Accepts carriage in its own name and appoints subcontractors | House B/L, conditions of carriage and shipping-line Booking | Contractual response to the Shipper and recourse against subcontractors |
| Shipping line | Determines vessel stowage, sea carriage and vessel safety | Booking Confirmation, approved drawings and Ocean B/L | Acceptance, stowage decision and vessel or voyage management |
| Packing and securing contractor | Provides skids, weather protection, securing and work records | Lashing Plan, photographs and performance records | Defective design, material or performance |
| Terminal operator | Receives, lifts, loads, discharges and transfers the cargo | Tally, work record and incident report | Impact, dropping and equipment damage during handling |
| Surveyor | Reviews packing, stowage, securing or casualty condition | Survey Report and approval | Scope, reservations and content of the review |
Cargo Insurance
Flat Rack and Open Top cargo may be more exposed to rain, seawater, salt, wind, sunlight, handling impact and defective securing than cargo in an enclosed dry container.
The insurance application should disclose the special equipment, OOG direction, possible ON DECK stowage, packing, waterproofing, corrosion protection, securing, Survey and whether the cargo is used.
| Insurance Review Item | Matter to Confirm | Principal Risk |
|---|---|---|
| Equipment | Flat Rack, Open Top or other special equipment | The shipment is treated as ordinary enclosed-container cargo |
| Stowage position | Possible ON DECK stowage and any UNDER DECK guarantee | Underwriting information differs from actual stowage |
| Packing | Waterproofing, corrosion protection, vacuum packing, tarpaulin and crate | Insufficient packing or inherent characteristics become disputed |
| Securing | Contractor, material, design and Survey | Movement, overturning or loss occurs |
| Cargo condition | New or used, residual oil, corrosion and existing damage | The pre-shipment condition cannot be established |
| Survey | Whether a pre-shipment or loading Survey is required | An insurance condition may not be satisfied |
Coverage depends on the policy, endorsements, disclosed information and cause of loss. OOG cargo should not be treated as automatically covered or automatically excluded.
Connection with the Standard Five Classifications
These five classifications are not legal classifications established by law or across the industry. They are an analytical framework used by Maritime Wiki to organize the contractual and operational scope of a freight forwarder's involvement.
| Standard Five Classifications | Principal Connection with OOG Cargo | Matter to Confirm |
|---|---|---|
| 1. Simple Intermediary | Introduces a shipping line or special-cargo contractor and relays conditions | Who concludes the carriage contract and approves dimensions |
| 2. Cargo Transportation Service Provider | Provides packing, securing, delivery, customs or handling | Operational scope, subcontracting and work responsibility |
| 3. NVOCC / House B/L Issuer | Accepts OOG carriage and issues its own House B/L | House B/L stage, stowage conditions and contractual responsibility |
| 4. Door-to-Door Single Contractor | Undertakes the movement from factory removal through overseas delivery | Special vehicle, terminal handling, sea carriage and overseas delivery scope |
| 5. Agent / Coordinator for Specific Operations | Coordinates shipping-line approval, Survey, handling or stowage | Delegated duties, approval authority and reporting |
In addition to the Standard Five Classifications, determine which party is the Contracting Carrier and which party is the Actual Carrier, agent, intermediary, packing contractor, securing contractor or subcontractor.
Separately identify which party undertakes dimension verification, shipping-line Booking, House B/L issuance, stowage approval, UNDER DECK negotiation, securing, terminal handling and casualty response.
Flat Rack, Open Top, Over Height, Over Width, Void Space, securing and special handling do not replace the Standard Five Classifications and do not constitute a sixth classification.
Cases Commonly Problematic in Practice
| Case | Principal Cause | Records to Review | Central Decision Point | Initial Response |
|---|---|---|---|---|
| Substantial freight increase after an indicative quotation | Final dimensions exceed the indicative dimensions | Drawings, quotation conditions and measurement records | Change in dimensions and approval history | Compare the earlier and final dimensions |
| Over Height quotation changes to Full Void | Over Width is found after final packing | Three-view drawing, photographs and shipping-line approval | Who confirmed the width and when | Obtain the formal Void condition |
| UNDER DECK request results in ON DECK stowage | The request was not recorded as a guarantee | Quotation, Booking Confirmation and B/L | Request or guarantee | Review stowage and insurance disclosure |
| Cargo moves because of inadequate securing | Insufficient design, material, performance or cargo information | Lashing Plan, work photographs and Survey | Scope of the contractor’s and approver’s work | Preserve the condition and arrange a joint Survey |
| Terminal refuses loading | Weight, center of gravity, lifting points or equipment are unclear | Weight certificate, Lifting Plan and terminal conditions | Whether required information was provided on time | Separate storage and rehandling costs |
| Open Top cargo suffers wet damage | Tarpaulin, waterproof packing or stowage condition | Packing photographs, stowage records and weather records | External water ingress or insufficient packing | Obtain photographs and Survey before unpacking |
| Declared and measured weights differ | Skid and packing material were excluded | Packing List, scale record and design data | Source of the error and re-rating condition | Immediately redeclare to the shipping line and terminal |
| Insurance information differs from actual shipment | OOG, ON DECK or used-cargo information was incomplete | Insurance application, quotation and Booking record | Information provided to the insurer | Submit all records with the casualty notice |
Example 1: Transformer from Yokohama to Hamburg Changes to Full Void
Assume that a transformer is shipped from the Port of Yokohama to the Port of Hamburg on a 40-foot Flat Rack.
The indicative dimensions provided by the Shipper are 8.20m in length, 2.95m in width and 3.10m in height, with a gross weight of 36.5 metric tons.
The freight forwarder obtains an indicative rate of JPY 2.10 million based mainly on Over Height. The quotation states: “Final rate subject to final packed dimensions and carrier approval.”
After packing, the measured dimensions are 8.40m in length, 3.38m in width and 3.72m in height, with a gross weight of 39.2 metric tons.
The shipping line determines that Over Height and two-sided Over Width require a Full Void arrangement and quotes JPY 4.95 million including special handling and securing.
The increase is JPY 2.85 million.
The Shipper argues that the cargo is the same transformer and that the freight forwarder should bear the difference because the increase results only from packing material.
The freight forwarder responds that the indicative rate was expressly conditional on final packed dimensions and that the increased width and height created a different stowage requirement.
The review should cover the original drawing, packing instructions, quotation conditions, timing of final measurement, any shipment commitment made before re-rating and the Shipper’s approval of the increase.
Example 2: Open Top Cargo from Kobe to Singapore Is Stowed ON DECK
Assume that an industrial press is shipped from the Port of Kobe to the Port of Singapore in a 40-foot Open Top container.
The cargo measures 5.60m by 2.25m by 3.45m, weighs 18.8 metric tons and has a value of JPY 48 million.
The Shipper writes “UNDER DECK requested” because of wet-damage concerns.
The Booking Confirmation states: “Under deck request only, subject to vessel stowage.” No guaranteed UNDER DECK rate is quoted.
The cargo is stowed ON DECK. Following heavy weather, part of the tarpaulin is damaged and moisture enters the machinery. The Shipper claims JPY 7.2 million for repair and corrosion treatment.
The Shipper argues that the freight forwarder should have clearly explained the possibility of ON DECK stowage and reconfirmed the condition.
The freight forwarder responds that the Booking Confirmation expressly described the request as conditional and also raises the adequacy of the waterproof packing.
The review should cover communication of the Booking condition, whether UNDER DECK was accepted as an absolute transportation requirement, packing, tarpaulin work, weather and stowage records, B/L wording and insurance disclosure.
Example 3: Actual Dimensions Differ for Cargo from Nagoya to Rotterdam
Assume that industrial equipment is booked from the Port of Nagoya to the Port of Rotterdam on a 20-foot Flat Rack.
The declared dimensions are 5.90m by 2.42m by 2.70m with a gross weight of 14.5 metric tons.
After terminal delivery, the measured dimensions are 6.35m by 2.88m by 3.15m with a gross weight of 16.2 metric tons. The original information excluded the skid, cushioning and waterproof packing.
The shipping line cancels the intended Booking and rebooks the cargo on a 40-foot Flat Rack for the following week.
Additional costs are JPY 1.38 million for freight and Void, JPY 286,000 for storage and JPY 165,000 for rehandling and transfer, totaling JPY 1,831,000.
The Shipper argues that the cargo itself matched the declared dimensions and that the freight forwarder should have requested the packed dimensions.
The freight forwarder responds that the request stated “Final packed dimensions required” and that the Shipper submitted the figures as final dimensions.
The review should identify who prepared the data, whether the dimension field referred to bare cargo or packed cargo, whether drawings were reviewed, when the 20-foot equipment was assessed and how the additional costs were approved.
Common Misconceptions
| Misconception | Actual Position | Operational Caution |
|---|---|---|
| One Flat Rack means freight for one container | Surrounding Void may be reflected in the freight | Separate basic freight and Void |
| A 40FR Full Void is always calculated as 10 TEU | TEU figures are illustrative and vary by shipping line and vessel | Use the formal quotation |
| A few centimeters of Over Height has only a minor effect | A slot restriction may produce a stepped rate increase | Review the stowage layout, not only the projection |
| An UNDER DECK request guarantees below-deck stowage | It may remain Request Basis unless expressly guaranteed | Confirm a written guarantee |
| Heavy cargo is always stowed UNDER DECK | Stowage depends on structure, stability, handling and the Bay Plan | Do not infer position from weight alone |
| Shipping-line approval eliminates the securing contractor’s responsibility | The approval scope and actual performance remain separate issues | Retain design, material and work records |
| Indicative and final dimension differences do not affect freight | Void, equipment, handling and vessel acceptance may change | Obtain approval after final packing |
| An Open Top tarpaulin provides the same enclosure as a dry container | Waterproofing and corrosion protection remain necessary | Review packing and insurance disclosure |
| All OOG cargo is excluded from cargo insurance | Coverage depends on policy terms, disclosure and cause of loss | Disclose accurate information before shipment |
| The prime freight forwarder has no role because a Co-Loader or shipping line loaded the cargo | The contractual position of the House B/L issuer must be reviewed separately | Separate Shipper response from recourse |
OOG Cargo Decision Checklist
| Situation for Confirmation | Party to Contact | Items to Confirm | Response if a Problem Exists |
|---|---|---|---|
| Indicative quotation | Shipper, manufacturer and packing contractor | Bare cargo or final packed dimensions | State assumptions and re-rating conditions |
| Equipment selection | Shipping line, NVOCC and special-cargo personnel | 20FR, 40FR, Open Top or another transportation method | Recheck equipment weight and dimension limits |
| Before formal Booking | Shipper and shipping line | Final dimensions, weight, center of gravity, contact area and lifting points | Use a conditional Booking where information remains incomplete |
| Void review | Shipping line | Over Height, Over Width, Over Length and Full Void | Obtain a formal rate rather than using a TEU estimate |
| Stowage request | Shipping line and prime freight forwarder | Whether UNDER DECK is a request or guarantee | Obtain availability and additional cost where it is an absolute condition |
| Packing and securing | Packing contractor, securing contractor and Surveyor | Waterproofing, corrosion protection, strength, material and method | Correct differences between the approved plan and actual work |
| Before terminal delivery | Terminal operator and CFS or CY | Access, crane, weight limits and working time | Obtain approval before the cargo reaches the terminal |
| Insurance application | Insurer and insurance agent | OOG, ON DECK, packing, securing, Survey and used condition | Complete additional underwriting before transportation |
| Dimension change | Shipper, shipping line, sales and accounting | Freight, Void, vessel, storage and cancellation | Approve the revised total before continuing shipment |
| Cargo casualty | Shipping line, terminal, Surveyor and insurer | Stowage, securing, packing, weather, photographs and records | Preserve evidence before movement or unpacking |
When to Consider Specialist Advice
- A final-dimension change creates a disputed freight or Void difference of several million yen
- The parties dispute whether UNDER DECK was guaranteed or merely requested
- Wet damage following ON DECK stowage raises competing packing and carrier-liability arguments
- High-value cargo is damaged because of alleged defective securing, stowage or vessel motion
- An offset center of gravity, concentrated load or defective lifting point may have caused the casualty
- The shipping line, prime freight forwarder, packing contractor and securing contractor each deny responsibility
- The parties dispute whether the claim should be directed to the House B/L issuer or shipping line
- Insurance disclosure differs from the actual equipment, stowage position or packing
- Vessel rejection, prolonged storage or Booking cancellation produces substantial additional cost
- Evidence preservation, recovery, foreign litigation or arbitration against a foreign carrier is required
Specialist Articles to Review Next
| Issue to Review | Next Article |
|---|---|
| Ocean Freight, surcharges and special-freight cost classification | Types of Ocean Freight Charges |
| Indicative quotations, exclusions and final-cost comparison | Risks of Choosing the Cheapest Freight Quotation |
| Difference between shipping-line cost and the selling rate | Freight Forwarder Margins |
| Contractual carriage responsibility of a House B/L issuer | Non Vessel Operating Common Carrier |
Summary
For OOG cargo carried on a Flat Rack or Open Top container, ocean freight may reflect not only the cargo dimensions but also the Void Space that prevents other containers from being stowed nearby.
Over Height, Over Width, Over Length and combined projection affect upper, side and longitudinal slot availability.
TEU conversion is an illustrative model, not a universal formula. Actual freight depends on the shipping line’s OOG Tariff, vessel Bay Plan, weight distribution, stowage position and available capacity.
An UNDER DECK request may also remain conditional unless the shipping line expressly guarantees the position.
Final approval requires packed dimensions, gross weight, center of gravity, contact area, lifting points, a Lashing Plan, drawings and photographs.
The roles of the prime freight forwarder, NVOCC, shipping line, packing contractor, securing contractor and terminal operator must be distinguished. Contractual response to the Shipper and recourse against the party that caused the loss should be addressed separately.
Cargo-insurance arrangements should accurately disclose the use of Flat Rack or Open Top equipment, the OOG direction, possible ON DECK stowage, packing, securing and Survey requirements before transportation begins.
OOG transportation is not merely the booking of one special container. It is a specialist operation integrating dimensions, vessel capacity, Void, stowage, handling, securing, contractual responsibility and insurance conditions.
