Bulk Shipment by Ship Planning & Routing Division October 31/2019

Download as pptx, pdf, or txt
Download as pptx, pdf, or txt
You are on page 1of 23

BULK SHIPMENT

By ship planning & Routing Division

October 31/2019
BULK CARRIER
A bulk carrier, bulk freighter, or colloquially, bulker is a
merchant ship specially designed to transport unpackaged
bulk cargo, such as grains, coal, ore, and cement, in its
cargo holds. Since the first specialized bulk carrier was
built in 1852, economic forces have led to continued
development of these ships, resulting in increased size and
sophistication. Today's bulk carriers are specially designed
to maximize capacity, safety, efficiency, and durability .
 Today, bulk carriers make up 21% of the world's
merchant fleets and range in size from single-hold mini-
bulk carriers to mammoth ore ships able to carry 400,000
metric tons of deadweight (DWT). A number of
specialized designs exist: some can unload their own
cargo, some depend on port facilities for unloading, and
some even package the cargo as it is loaded. Over half of
all bulk carriers have Greek, Japanese, or Chinese
owners and more than a quarter are registered in Panama.
South Korea is the largest single builder of bulk carriers,
and 82% of these ships were built in Asia.
 Specialized bulk carriers began to appear as steam-
powered ships became more popular.[6] The first steam
ship recognized as a bulk carrier was the British coal
carrier SS John Bowes in 1852.[8][9] She featured a
metal hull, a steam engine, and a ballasting system
which used seawater instead of sandbags.[8] These
features helped her succeed in the competitive British
coal market.[8] The first self-unloader was the lake
freighter Hennepin in 1902 on the Great Lakes. This
greatly decreased the unloading time of bulk carriers by
using conveyor belt to move the cargo.[10] The first
bulk carriers with diesel propulsion began to appear in
1911.
What does dry bulk mean?

Dry bulk shipping. Dry bulk shipping refers to the


movement of significant commodities carried in bulk: –
the so-called major bulks (such as iron ore, coal, grain),
together with ships carrying steel products (coils, plates
and rods), lumber or log and other commodities
classified as the minor bulks.
Bulk cargo is commodity cargo that is transported
unpackaged in large quantities. It refers to material in
either liquid or granular, particulate form, as a mass of
relatively small solids, such as petroleum/crude oil,
grain, coal, or gravel.
What is Break Bulk cargo or General
cargo

In shipping, break bulk cargo or general cargo are goods


that must be loaded individually, and not in intermodal
containers nor in bulk as with oil or grain. ... These goods
may not be in shipping containers. Break bulk cargo is
transported in bags, boxes, crates, drums, or barrels.
What is the difference between bulk and break bulk cargo?

 In shipping, break bulk cargo or general cargo are


goods that must be loaded individually, and not in
intermodal containers nor in bulk as with oil or
grain. ... These goods may not be in shipping
containers. Break bulk cargo is transported in bags,
boxes, crates, drums, or barrels.
Major bulk carrier size categories
Name Size in New Used
DWT Ships Traffic price price
Handysize 10,000 to
35,000 34% 18% $25M $20M

Handymax
35,000 to
59,000 37%
Panamax 60,000 to
80,000 19% 20% $35M $25M
Capesize 80,000 and
over 10% 62% $58M $54M
General types of ship

Geared bulk carriers are typically in the handysize to handymax size range
although there are a small number of geared panamax vessels, like all bulk
carriers they feature a series of holds covered by prominent hatch covers.
They have cranes, derricks or conveyors that allow them to load or discharge
cargo in portswithout shore-based equipment. This gives geared bulk carriers
flexibility in the cargoes they can carry and the routes they can travel. (Photo:
A typical geared handysize bulk carrier.)
Combined carriers are designed to transport both liquid and dry bulk cargoes.
If both are carried simultaneously, they are segregated in separate holds and
tanks. Combined carriers require special design and are expensive. They were
prevalent in the 1970s, but their numbers have dwindled since 1990. (Photo:
The oil pipeline and dry bulk hold aboard Maya.)
Gearless carriers are bulk carriers without cranes or conveyors. These ships
depend on shore-based equipment at their ports of call for loading and
discharging. They range across all sizes, the larger bulk carriers (VLOCs) can
only dock at the largest ports, some of these are designed with a single port-
to-port trade in mind. The use of gearless bulk carriers avoids the costs of
installing, operating, and maintaining cranes. (Photo:Berge Athen, a
225,000 ton gearless bulk carrier.)
Self-dischargers
Self-dischargers are bulk carriers with conveyor belts, or with the use of
an excavator that is fitted on a traverse running over the vessel's entire hatch,
and that is able to move sideways as well. This allows them to discharge their
cargo quickly and efficiently. (Photo: John B. Aird a self-discharging lake
freighter.)
Lakers are the bulk carriers prominent on the Great Lakes, often identifiable
by having a forward house that helps in transiting locks. Operating in fresh
water, these ships suffer much less corrosion damage and have a much longer
lifespan than saltwater ships.[30] As of 2005, there were 98 lakers of
10,000 DWT or over.[31] (Photo: Edward L. Ryerson, a Great Lakes bulk carrier.)
BIBO or "Bulk In, Bags Out" bulk carriers are equipped to bag cargo as it is
unloaded. CHL Innovator, shown in the photo, is a BIBO bulk carrier. In one
hour, this ship can unload 300 tons of bulk sugar and package it into 50 kg
sacks[32]
How to make a loading plan in accordance with the ship's loading manual

 The ship's approved loading manual is an essential onboard


documentation for the planning of cargo stowage & loading
operation.

 For each step of the loading operation the loading plan should
also show the amount of ballast and the tanks to be de ballasted,
the ship's draught and trim, and the calculated shear stress and
bending moments. Exceeding the permissible limits specified in
the ship's approved loading manual will lead to over-stressing of
the ship's structure and may result in catastrophic failure of the
hull structure.
It is imperative to carry out draft checks at regular intervals during the
loading, and particularly when between about 75-90% of the cargo is
loaded. The tonnage loaded should be compared with the terminal's
weight figure, and adjustments to the final trimming figures determined
and agreed accordingly.

 Any changes to the loading plan required by either terminal or ship


should be made known as soon as possible and agreed by the master
and terminal representative. Stresses resulting from any changes must
remain within the ship's hull stress limitations.

 High impact cargo drops and exceeding maximum load limits on


tanks tops should be avoided.
To avoid over-stressing the ship:
a) Cargo should be distributed evenly within each hold and trimmed to the boundaries of the
cargo space to minimize the risk of it shifting at sea. The quantity of cargo to be trimmed into
the fore and aft holds should be delivered exactly as required to ensure the ship finishes with
the required fore and aft draughts and trim. This will ensure it will be able to depart from the
load port and proceed to and arrive at its unloading port safely and with the required under
keel clearance.

b) Cargo should not be loaded high against one hold bulkhead or one side, and low against the
other.

c)Each hold should be loaded using at least two separate pours per hold.

d) The terminal should maintain an accurate record of the tonnages loaded in each pour into
each hold.

e) Sudden increases in the loading rates causing significant overloading should be avoided.
Procedure for measuring quantity of bulk cargo loaded or discharged

 A draught survey is frequently used to determine the quantity of bulk cargo loaded or
discharged. A comparison of the ship's displacement before loading (or discharging)
is made with its displacement afterwards. The difference in displacement gives the
quantity of cargo loaded or discharged.

The following parties are interested in the draught survey:


 Charterer's surveyor
 owner's surveyor
 chief officer
 shipper
 consignee
 loading and discharging terminal authorities.
Steps for Draught Survey

1. Observe:

•Forward, aft and mid ships port and starboard


draughts.
•List (if any, though all measures should be made to have
the vessel upright).
•Soundings of ballast, fresh water and fuel oil tanks.
•Density and temperature (if required) of dock water
and liquid in the ship's tanks.
Ships responsibility during cargo operation

 The ship is responsible for loading the cargo at all times. The safety of the ship and
those onboard is paramount. In preparing for any cargo loading operation,
commercial understanding and cooperation with the loading terminal is essential to
ensure maximum efficiency. The loading of the ship must be done in accordance
with the ship's instructions, not those of the terminal. In the event of any unresolved
differences involving safe loading or the safety of the ship after loading, in addition
to advising owners agent or operating office it is recommended that the situation is
discussed with the port safety services or the coastguard.

 The world's merchant ships exist to carry cargoes on a commercial basis from one
place to another. The ship types undertaking these voyages vary enormously and
range in size from the smallest coaster to capesize bulk carriers with a cargo
capacity in excess of 300,000 tonnes. In every case, the loading, distribution,
stowage, security and monitoring of the cargo is of prime importance to the safety of
the ship, her personnel and equipment as well as her ability to earn a profit for her
owner.
 In addition, the cargo itself may represent a potential
source of danger to vessel and some or all the cargo
may pose a significant hazard to the environment
should some disaster overtake the ship. Today, a great
deal of the workload in planning and stowing the cargo
is carried out ashore but the Master must always be
aware that the responsibility for the safety of the ship
remains with him. He must satisfy himself that at all
times the ship is being maintained in a safe condition
and will be able to undertake the proposed voyage with
no danger to her personnel, structure or cargo.
THANK YOU!

You might also like

pFad - Phonifier reborn

Pfad - The Proxy pFad of © 2024 Garber Painting. All rights reserved.

Note: This service is not intended for secure transactions such as banking, social media, email, or purchasing. Use at your own risk. We assume no liability whatsoever for broken pages.


Alternative Proxies:

Alternative Proxy

pFad Proxy

pFad v3 Proxy

pFad v4 Proxy