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BULK CARRIERS
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Bulkcarriers ("bulkers"), are the great work horses of the shipping world,
carrying raw dry cargoes in huge cavernous holds, such as coal, iron ore,
grain, sulphur, scrap metal
...
Imports of iron ore into China boosted the earnings of bulk
carrier owners as freight rates went through the roof into uncharted
territory
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Then came the downturn in late 2008 and freight rates
have slumped, with bulkcarriers struggling to be fixed above $20,000 ! quite a dramatic change in only a few months
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Taking about 2 years to build, many of these new ships will be
delivered only to be sent probably straight to lay-up, as no work can be
found for them
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The vessel on the top right is a more regular design of "gearless"
bulkcarrier
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Demand for the large "Capesize" bulkcarriers has never been higher,
and there are a few "subdivisions" within this "Capesize" type, such as
"Kamsarmax" (being the largest vessels able to enter the port of Kamsar,
Equatorial Guinea, at about 175,000 DWT), "Newastlemax" (being the
largest to be able to enter the port of Newcastle, Australia at about 185,000
DWT) and "Setouchmax" (being the largest able to navigate the Setouch
Sea, Japan at about 203,000 DWT)
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Due to the heavy use that these vessels are put to, their lifeexpectancy is less than it would be for say, a container ship
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New equipment, experienced crews (another rare commodity
these days) are all expensive
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TANKERS
Tankers are designed to carry liquid cargoes (not just oil) although the
carriage of crude oil has brought the tanker unwelcome attention and
largely unjustified criticism
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Tankers range in all sizes, from the small bunkering
tanker (used for refuelling larger vessels) of 1000 DWT tons to the real
giants: the VLCC (Very Large Crude Carrier) of between 2-300,000 DWT and
the ULCC (Ultra Large Crude Carrier) of over 300,000 DWT
HANDYSIZE TANKER = 20,000 - 30,000 DWT
HANDYMAX TANKER = approx 45,000 DWT
PANAMAX TANKER = approx 79,000 DWT
AFRAMAX TANKER = between 79,000 - 120,000 DWT
SUEZMAX TANKER = between 120,000 - 180,000 DWT
V
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C
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TANKER = between 200,000 - 300,000 DWT
U
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C
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TANKER = over 300,000 DWT
It should be remembered that over 60% of the world's oil is transported by
these tankers, and over 99% of that arrives safely without causing
pollution
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To ensure that oil tankers transport to all parts of the world, and not just
the affluent western countries where freight rates might be expected to be
higher, (and therefore tankers congregate), there is a system called
WORLDSCALE, which ensures that net freight earnings for tanker owners
are the same, regardless of length of voyage and varying costs (such as
bunkers and port dues), so that a tanker will earn (net) as much per day on
a route that is long and arduous as they will on a short and low cost
voyage
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HANDY SIZE
PANAMAX SIZE
AFRAMAX SIZE
SUEXMAX SIZE
U
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C
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SIZE
V
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C
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SIZE
Those who would criticise the marine Tanker industry would do well
consider walking to work in the morning, to an unheated office, with no
power for computers, lights or communications
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S
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In the "real world" (i
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The MARPOL convention is a major force in ensuring a
professional attitude is required of any vessel owner/operator carrying
persistent oil as cargo
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Perhaps the most famous of these types of vessels are the banana carriers, trading
between the Caribbean and Europe
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Historically the months of February and March see the greatest use of these vessels
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Any vessel
which is governed by highly seasonal trades, will inevitably have high and low activity
periods during a year
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The
dedicated reefer vessel (probably the most loved type of cargo ship to work on as a
seaman) is therefore becoming less common, with fewer being built each year
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The trade is largely from Australia to the Middle East &/or S
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Asia
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This transport of live animals requires experienced and specialised operators
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When a livestock
carrier has a fire or sinks, the loss of life of the animals can be appalling
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The "UNICEB", which caught fire and sank in 1996
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The "GUERNSEY EXPRESS", which sank in 1996
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The "TEMBURONG", Failure of the ventilation equipment in 1999
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The "BECRUX", in 2002 while en route to the Middle East
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In 2003, Australia exported over 4,500,000 sheep and nearly
800,000 cattle
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LNG and LPG are the
preferred fuel types of certain countries for their industrial power needs
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In its natural state, LNG is a gas, so to transport it, it needs to
be either pressurised into a liquified form, or kept as a liquid by reducing the temperature
(simple application of Boyle's Law in physics !)
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An alternative design is known as the "membrane" type, which allows for a
more standard shape of vessel without the "eggs"
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Only the best officers and crews are employed on
these vessels, and the vessels themselves are maintained meticulously,
and renewed frequently
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CAR CARRIERS
(P
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C
...
C
...
C vessels)
The car carrier or more correctly the P
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C
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C
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C
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Manufacturers of cars, mainly in Japan and Europe , use these vessels to ship large
quantities of their products around the world
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The manufacturers were so scared of people stealing whole
cars or parts from the wrecked vessel (which was easy to reach from land) that they
ordered the vessel, and it's cargo of brand new vehicles, to be towed out into deep water
and sunk
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OK
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With no watertight bulkheads, the free surface
effect of that water rapidly de-stabilises the whole vessel
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CONTAINER SHIPS
Until the dramatic economic dowturn in late 2008, the Containership or "Boxship" had
been the great success story of the last 40 years
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Cargo loading and
unloading was always a slow, labourious task, due to the varying shapes, sizes, weights
and fragility of the numerous cargoes being carried on any one vessel
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In 1937, a New Jersey truck driver named Malcolm McLean, sitting in his truck at the
New Jersey Docks suddenly had a novel idea
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Initially, these were
small vessels of up to 10,000 DWT, carrying no more than a few hundred TEU, but have
grown in size as the success and economies of these vessels have become more obvious
...
E
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, such as the EMMA
MAERSK
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On board a modern
containership, the complex method of loading the TEU and FEU in an order that will
facilitate offloading at the other end is now largely computerised
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Refrigerated
containers ("reefer containers") have become very popular for the carriage of meat and
fruit
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The containers are anchored by "twist locks", which simply twist round to
lock the 8 corners of the container to the neighbouring container
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These vessels are built for speed, and can reach upwards of 28 knots,
moving cargoes around the world
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Recently,
this has led to serious security concerns
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Such cargoes were put in general holds with no specialisation
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Not only are container ships able to carry greater volumes of cargo in
standard shaped cargo containers, the time spent loading and discharging has been
dramatically reduced
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Although general/
dry cargo vessels remain as the largest (in pure numbers) of cargo carrying vessels, they
are often smaller (rarely above 50,000 Gross tons) than the specialised vessels that are
slowly replacing them
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Shaped quite unlike any other cargo vessels, some heavy lift vessels can
be ballasted down, so that cargoes (often on pontoons) can be floated on
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These specialist vessel are often used in the oil
industry for the carriage of jack up rigs
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In 2003, heavy lift
vessels were used to carry away the cut up sections of the TRICOLOR
when she was removed from the bottom of the Dover Straits
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Tugs range in size (and power) depending on the tasks that they required to perform
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The European tug (as pictured above) is very different in shape and size, from the U
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"Pushboat" which can be seen plying up and down the Mississippi river system, and
modern European style tugs are being built with their engines amidships, propellers on
the two sides of the vessel, to allow 360 degree manoevrability, ie turning on a sixpence,
and sailing in any direction with equal ease -forwards - backwards - sideways
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Passenger ro-ros have become common sights wherever people want to travel over water
with their vehicles
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Usually a rear door (but sometimes a bow door) allows for vehicles to be
driven on and off, stored on the car deck below the passenger accommodation areas
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Considerable concerns have been expressed over the bow-door
type of ro-ro design
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Tragically, on leaving Zeebrugge, the folly of this practice led to the disaster that claimed
nearly 200 lives
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It is estimated that it only needs one centimetre of water over the
whole car deck, for the vessel to become so unstable that it can overturn
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Once water penetrated the car deck the vessel began to turn over and sink
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Another earlier accident was that of
the SEASPEED DORA which led many to call these vessels "ro-ro-ro" ships - Roll on,
roll off