Bulk Carriers - Sea Freight

  

Here are more information about bulk carriers

 

1. What is a Bulk Carrier and what cargoes can be carried by it?

Bulk carriers, also called bulkers, are merchant ships designed to carry bulk material, such as grains, coal, ore, corn, salt, sugar, cement, etc. Some bulk carriers ship new types of bulk cargoes, such as bagged cargo, steel, aluminum ingots, pig iron, timber, rolls of newsprint, blocks of granite, and other cargo that is made up of a large number of individual pieces. As the loose cargo carried is usually identical in type and doesn’t require any packaging, without concern of pressure or friction, easy to load and unload, the carriers are usually single-deck ship with capacity over 50,000tons.

 

2. Size of Bulk Carriers

A. Mini Bulk Carrier Mini Bulk Carriers are mostly employed in short sea shipping or served as feeder vessels to large ships, carrying limited quantities of bulk cargoes generally to smaller ports without the restriction-on size of the vessel.

Deadweight tonnage: 3000-14,999

Length (m): up to 130

Draught (m): Less than 10

Cargo holds: 1-3

Cargo Type: Varies of dry cargo, including containers.

 

B. Handysize Bulker

Handysize bulkers are medium size and can carry cargoes to a large number of ports. It may carry considerable variety and quantity of cargoes. Handysize bulkers have a deadweight from about 15,000 to 39,000tons and are usually equipped with 5 cargo holds.

Dead weight tonnage: 15,000-34,999

Length (m): 130-150

Draught (m): Less than 10

Cargo holds: 5

Cargo Type: Cereals, Coal, Steels, Cement, Potash, Rice, Sugar, Gypsum, Forest Products, Scrap, Sulfur, Salt, Vehicles

 

C. Handymax

Handymax bulk carriers have a deadweight of 35,000 to 50,000 tons and 5 cargo holds. Both handysize and handymax carriers are popular most suitable for small ports with length and draught restrictions. Handymax can transport a greater variety of cargo types compared to the large bulk freighter.

Dead weight tonnage: 35,000-50,000

Length (m): 150-200

Draught (m): 11-12

Cargo holds: 5

Cargo Type: Cereals, Coal, Steels, Cement, Potash, Rice, Sugar, Gypsum, Forest Products, Logs, Wood chips, Scrap, Sulfur, Salt, Vehicles

 

D. Panamax

Panamax bulkers have a deadweight of between 60,000 and 79,999 tons, usually have 7 cargo holds and their name and dimension characteristics were established according to the maximum allowable dimensions (length and beam) for transiting the Panama Canal. Though, after the recent expansion of the Suez Canal, larger designs appeared to take advantage of the max deadweight at current Canal limitations. These vessels are known as post-Panamax bulkers and their size varies from about 90,000 tons to about 110,000 tons deadweight.

Dead weight tonnage: 60,000-79,000

Length (m): 200-230

Draught (m): 13-15

Cargo holds: 6-7

Cargo Type: seeds, Grains, Bauxite, Coal, Iron Ore, Phosphate, Gypsum, Wood chips, Wood Pellets, Sulfur

 

E. Capesize

Capesize has a deadweight of between 160,000 tons and 210,000 tons.

Capesize usually have 9 cargo holds. Capesize bulk carriers are the biggest common bulk carrier. The vessel is too big to cross the Panama or Suez canals. Known as Capesize vessels because they have to go around the Cape of Good Hope or Cape Horn. Due to the large size, only big harbors can accommodate this class in a fully loaded condition.

Dead weight tonnage: 80,000-179,999

Length (m): 230-270

Draught (m): 17

Cargo holds: 9

Cargo Type: Oilseeds, Cereals, Grains, Coal, Iron Ore

 

 

3. Planning and Operation of Bulk Carrier

3.1 Cargo and Port Information To plan the cargo stowage, loading, and unloading sequence, the following information should be provided by the cargo terminal to the ship in advance.

1) Cargo characteristics, stowage factor, angle of repose, amounts, and special properties.

2) Cargo availability and any special requirements for the sequencing of cargo operations.

3) Characteristics of the loading or unloading equipment including the number of loaders and unloaders to be used, their ranges of movement, and the terminal's nominal and maximum loading and unloading rates, where applicable.

4) Minimum depth of water alongside the berth and in the fairway channels.

5) Water density at the berth.

6) Air draught restrictions at the berth.

7) Maximum sailing draught and minimum draught for safe maneuvering permitted by the port authority.

8) The amount of cargo remaining on the conveyor belt which will be loaded on board the ship after a cargo stoppage signal has been given by the ship.

9) Terminal requirements/procedures for shifting ship.

10)Local port restrictions, for example, bunkering and deballasting requirements, etc.

 

Planing cargo stowage and loading and unloading

The amount and type of cargo to be transported and the intended voyage will dictate the proposed departure cargo and/or ballast stowage plan. The officer in charge should always refer to the loading manual to ascertain an appropriate cargo load distribution, satisfying the imposed limits on structural loading.

There are two stages in the development of a safe plan for cargo loading or unloading:

Stage 1: Given the intended voyage, the amount of cargo and/or water ballast to be carried and imposed structural and operational limits, devise a safe departure condition, known as the stowage plan.

Stage 2: Given the arrival condition of the ship and knowing the departure condition (stowage plan) to be attained, devise a safe loading or unloading plan that satisfies the imposed structural and operational limits.

If the cargo needs to be distributed differently from that described in the ship's loading manual, stress and displacement calculations are always to be carried out to ascertain, for any part of the intended voyage, that:

1)The still water shear forces and bending moments along the ship's length are within the permissible Seagoing limits.

2)If applicable, the weight of cargo in each hold, and, when block loading is adopted, the weights of cargo in two successive holds are within the allowable Seagoing limits for the draught of the ship. These weights include the amount of water ballast carried in the hopper and double bottom tanks in way of the holds.

3)The load limit on the tanktop and other relevant limits, if applicable, on local loading is not exceeded. The consumption of the ship's bunkers during the voyage should be taken into account when carrying out these stress and displacement calculations.

Whilst deriving a plan for cargo operations, the officer in charge must consider the ballasting operation to ensure:

1)Correct synchronization with the cargo operation.

2) That the deballasting/ballasting rate is especially considered against the loading rate and the imposed structural and operational limits.

3) That ballasting and deballasting of each pair of symmetrical port and starboard tanks are carried out simultaneously.

During the planning stage of cargo operations, stress and displacement calculations should be carried out at incremental steps commensurate with the number of pours and loading sequence of the proposed operation to ensure that:

1)The SWSF and SWBM along the ship's length are within the permissible Harbour limits.

2)If applicable, the weight of cargo in each hold, and, when block loading is adopted, the weights of cargo in two adjacent holds are within the allowable Harbour limits for the No.46 Page 20 of 32 IACS Rec. 1996/Rev.1 2018 No. 46 (cont) draught of the ship.

These weights include the amount of water ballast carried in the hopper and double bottom tanks in way of the holds.

3) The load limit on the tanktop and other relevant limits, if applicable, on local loading is not exceeded.

4) At the final departure condition, the SWSF and SWBM along the ship's length are within the permissible Seagoing stress limits.

During the derivation of the cargo stowage, and the loading or unloading plan, it is recommended that the hull stress levels be kept below the permissible limits by the greatest possible margin. A cargo loading/unloading plan should be laid out in such a way that for each step of the cargo operation there is a clear indication of:

1) The quantity of cargo and the corresponding hold numbers to be loaded/unloaded.

2) The amount of water ballast and the corresponding tank/hold numbers to be discharged/loaded.

3) The ship's draughts and trim after each step in the cargo operation.

4) The calculated value of the still water shear forces and bending moments after each step in the cargo operation.

5) Estimated time for completion of each step in the cargo operation.

6) Assumed rates of loading and unloading equipment.

7) Assumed ballasting rates The loading/unloading plan should indicate any allowances for cargo stoppage (which may be necessary to allow the ship to deballast when the loading rate is high), shifting ship, bunkering, draught checks, and cargo trimming.

3.3 Before Commencing Cargo Operations Before the commencement of cargo loading operations, it should be determined that:

1) No structural damage exists. Any such damage is to be reported to the respective classification society and cargo operations are not to be undertaken.

2) The bilge and ballast systems are in satisfactory working condition.

3) The moisture product of the intended cargoes which may liquefy is less than the transportable moisture limit. The cargo shall comply with the requirement of IMSBC.

3.4 Monitoring and Controlling Cargo Operations

1) Monitoring of Stevedoring Operation

The officer in charge has responsibility for the monitoring of the stevedoring operation and should ensure that:

• The agreed loading/unloading sequence is being followed by the terminal.

• Any damage to the ship is reported.

• The cargo is loaded, where possible, symmetrically in each hold and, where necessary, trimmed.

• Effective communication with the terminal is maintained. • The terminal staff advise of pour completions and movement of shoreside equipment following the agreed plan.

• The loading rate does not increase beyond the agreed rate for the loading plan.

If there is likely to be a change by the terminal to either the loading/unloading sequences or the cargo loading/unloading rate, the officer in charge is to be informed with sufficient notice. Changes to the agreed loading/unloading plan are to be implemented with the mutual agreement of both the ship and the terminal. If a deviation from the loading/unloading plan is observed, the officer in charge should advise the cargo terminal immediately so that necessary corrective actions are implemented without delay.

If considered necessary, cargo and ballasting operations must stop.

2) Monitoring the Ship’s Loaded Condition

The officer in charge should closely monitor the ship's condition during cargo operations to ensure that if a significant deviation from the agreed loading/unloading plan is detected all cargo and ballast operations must stop. The officer in charge should ensure that

• the cargo operation and intended ballast procedure are synchronized.

• draught surveys are conducted at appropriate steps of the loading plan to verify the ship's loading condition. The draught readings, usually taken at amidships and the fore and aft perpendiculars, should be in good agreement with values calculated in the loading plan.

• ballast tanks are sounded to verify their contents and rate of ballasting/deballasting.

• the cargo load is in agreement with the figures provided by the terminal.

• the cargo is loaded/unloaded in compliance with the ship’s approved Local Loading Diagram (Hold Mass Curve) for each cargo hold, where applicable. •the SWSF, SWBM, and, where appropriate, hold cargo weight versus draught calculations are performed at intermediate stages of the cargo operation.

These results should be logged, for recording purposes, against the appropriate position in the loading plan. Following a deviation from the loading plan, the officer in charge should take all necessary corrective actions to: •Restore the ship to the original loading/unloading plan if possible

•Replan the rest of the loading/unloading operation, ensuring that the stress and operational limits of the ship are not exceeded at any intermediate stage.

The modified loading/unloading plan should be agreed by both the officer responsible for the loading plan and the cargo terminal representative. Cargo operations should not resume until the officer in charge gives a clear indication to the terminal of his readiness to proceed with the cargo operation.

Hull Damage Caused by Cargo Operations

All damages should be reported to the ship's Master. Where hull damage is identified, which may affect the integrity of the hull structure and the seaworthiness of the ship, the ship's owner and classification society must be informed. General inspection of the cargo spaces, hatch covers, and the deck is recommended to identify any physical damage of the hull structure. Any structural damage found is to be reported to the classification society and for major damage, cargo operations are not to be undertaken.

4. Export Procedures for Bulk Carriers

1) Submit an application to the terminal First you have to inquire to the terminal for all charges that might happen, and then you prepare all documents needed and apply to the terminal for cargo to entering the terminal.

2) After cargo enters the terminal warehouse, declare to customs and inspection.

3) After the terminal approves the loading plan, apply for cargo to leave the terminal warehouse

4) After the terminal and customs confirm all documents, arrange crane and operation of loading.

As cargo shipping by a bulk carrier is much more complicated than container shipping, to have an efficient operation, you need to have shipping experts to assist you in planning and executing your shipping task. If you have bulk cargo to ship from China, you can contact us at Global Spring, and we would work closely with you in a detailed and perfect solution.