In the field of international** and logistics, we often hear the words "bubble cargo" and "heavy cargo", but for many people, the definition between the two may still be a little vague. Today, let's dive into the mysteries of bubble goods and heavy goods, and the relationship between them and actual weight, volumetric weight and chargeable weight!
First, let's understand what actual weight is. The actual weight, as the name suggests, is the true weight of the goods by weighing. This includes what we often call gross and net weight. Gross weight refers to the weight of the goods themselves plus the weight of the packaging materials, while net weight refers to the weight of the goods themselves, excluding the packaging. In international logistics, especially in air cargo transportation, the actual gross weight is often a very important reference index. Because it compares to the calculated dimensional weight, which determines how the shipping cost is calculated.
Next, we're going to ** the volumetric weight. Volumetric weight is the weight calculated based on the volume of the goods and a certain conversion factor or calculation formula. In air cargo transportation, this conversion factor is usually 1:167, that is, one cubic meter of cargo is approximately equal to 167 kilograms. If the volumetric weight of the cargo is greater than the actual gross weight, then the cargo is called bubble cargo or light cargo. Conversely, if the actual gross weight is greater than the volumetric weight, then such goods are called heavy cargo.
Now that we understand the concepts of bubble and heavy cargo, let's take a look at what chargeable weight is all about. Chargeable weight is the weight used to calculate shipping or other incidental charges. It can be either the actual gross weight or the volumetric weight, depending on which one is larger. In other words, the chargeable weight is the greater of the actual weight and the dimensional weight.
So, how do you calculate volumetric weight? For regular-shaped goods, we can directly use the product of length, width, and height divided by 6000 to calculate. For irregularly shaped goods, the longest, widest, and tallest dimensions need to be used to calculate. It is important to note that the units used here are centimeters and kilograms, and this is an internationally accepted algorithm. However, there are also some courier companies that use different conversion factors or calculation formulas, such as 5000 instead of 6000.
In practice, the division of air cargo transportation between bubble cargo and heavy cargo will also be affected by other factors, such as the density of goods, airline policies, etc. Different densities may result in different conversion ratios and **. For example, a 1:300 shipment may be higher than a 1:500 shipment**. This is because the former weighs 300 kilograms per cubic meter, while the latter weighs only 200 kilograms per cubic meter, and it is clear that the former takes up more space and load capacity.
In order to make the most of the space and carrying capacity of the aircraft, logistics companies usually have a reasonable mix of heavy cargo and bubble cargo. This ensures that the aircraft is as full as possible and meets the maximum weight limit with limited space resources. It's both a technical job and an art. With a good match, it can greatly increase additional profits; If it is not well matched, valuable space resources may be wasted.
Compared to air freight, sea freight is much simpler to divide into bubble cargo and heavy cargo. In the LCL business, it is basically based on the standard that 1 cubic meter is equal to 1 ton to distinguish between heavy cargo and light cargo. Since LCL shipping is calculated according to volume, heavy cargo is rare, and it is basically light cargo. However, the division of heavy and light cargo is still an important factor to consider in FCL ocean freight. Because the capacity factor and stowage factor of the ship will directly affect the loading and transportation efficiency of the cargo.
In short, in practice, we need to choose the appropriate billing method and collocation method according to the actual situation of the goods and the mode of transportation. Only in this way can we ensure that goods can be transported safely, efficiently and economically to their destination.