Bulk carriers make up 21% of the world’s merchant fleet and range in size from small, single-hull cargo carriers to supercarriers capable of carrying 400,000 metric tons of heavy weight (DWT). There are a number of specialized designs: some can unload their cargo themselves, others rely on port facilities for unloading, and others pack the cargo into containers when loaded. More than half of bulk carriers have Greek, Japanese or Chinese owners and more than a quarter of them are registered in Panama. South Korea is the single largest builder of bulk carrier ships, and 82% of these ships are built in Asia.

Bulk cargo can be highly dense, corrosive or abrasive. This can create safety issues: cargo movement, spontaneous combustion, and cargo saturation (overweight) can threaten the safety of the ship. The use of old ships with corrosion problems has been linked to the frequent sinking of bulk carriers in the 1990s, as well as the hatches of the hatches of the large hatches. Which, while facilitating the efficient handling of cargo, allows large amounts of water to enter in storms or when the ship is in danger of sinking. Since then, new international regulations have been put in place to improve ship design and detection, and to facilitate crew evacuation of a ship.

Prior to the development of specialized bulk carriers, shippers had two methods of transporting bulk freight by ship. In the first method, porters loaded the cargo into sacks, placed the sacks on pallets, and placed the pallets into the shipping container with a winch. The second method asks the shipper to rent an entire ship and spend some time and money building plywood boxes in the hold. Then, introducing the charge through the small openings, wooden funnels and steering plates should be created. These methods were slow and required a lot of manpower. As with the container ship, the need for efficient loading and unloading has driven the development of bulk carriers. [citation needed] Specialized bulk carriers are beginning to emerge as steam-powered vessels become more and more popular. The first steamer to be recognized as a cargo carrier was the British coal tanker SS John Bowes in 1852. It featured a metal hull, steam engine, and ballast tanks that used seawater instead of sandbags. These features helped her succeed in the British coal market. The first self-dumping was the Hennepin Lakes cargo ship in 1902 within the Great Lakes. This significantly reduces the unloading time for bulk carriers using a conveyor belt (skimmer or convoy) to move the goods. The first bulk carriers with a diesel engine began to appear in 1911.

Prior to World War II, the demand for international shipping of bulk (bulk) products was low – about 25 million tons for mineral ores – and most of this trade was coastal. However, in the Great Lakes, bulk carriers transported large quantities of ore from northern mines to steel mills. In 1929, 73 million tons of iron ore were transported within the lakes, as were an approximately equal amount of coal, limestone, and other products. Two defining characteristics of bulk carriers did indeed emerge: the double bottom (DOUBLE BOTTOM), which was adopted in 1890, and the triangular structure of ballast tanks, which was introduced in 1905. After World War II, the international bulk trade began to develop among the industrialized nations, Especially between European countries, the United States and Japan. Due to the economics of this trade, bulk carriers in the oceans are becoming larger and more specialized. In this period, the volume of cargo ship trade in the Great Lakes increased, to increase economic size, and self-discharge became more common to reduce labor time. The Great Lakes’ thousand-foot fleets, built in the 1970s, were among the longest afloat and in 1979, 214 million tons of bulk (bulk) cargo were transported within the Great Lakes

                                                Dry Cargo Chartering

We have a very strong relationship base of partners and brokers for dry chartered goods. Since our beginnings, we have been providing our clients with an effective and always successful global service as soon as possible.

In this sector we have professionalism and speed are the key to success but they are not the only ones without relationships, it is necessary to create new opportunities as we have new companies constantly emerging, and have a proactive role in solving problems related to shipping of dry goods. Our team acts as a vital link between owners, operators and charterers of all sizes of vessels for positioning, time chartering and freight contracts. We have teams of specialists in all major vessel sizes and cargo types such as all major bulk materials such as Iron Ore, Coal, Grain, Sand, Salt and Sulfur that can be held from Supramax to Capesize However, all small quantity vessels need vessels to ship materials such as scrap, cement, sugar, fertilizer from the coasters to Kamsarmax.

Categories

Bulk carriers are divided into six major size classes: small, handysize, handymax, panamax, capesize, and very large. Very large bulk and crude carriers fall into the capsize category but are often considered separate from it.

Categories by Sailing Area

Categories in Regional Trade, such as Kamsarmax, Seawaymax, Setouchmax, Dunkirkmax and Newcastlemax also appear in Regional Trade.

Kamsermax: Maximum total length of 229 meters refers to a new type of vessel, larger than the Panamax, suitable for berthing at the port of Kamsar (Republic of Guinea), where the main bauxite loading terminal is limited to ships of no more than 229 metres.

“NewcastleMax”: maximum beam of 50 metres, maximum total length of 300 metres. Refers to the largest vessel capable of entering the port of Newcastle, Australia at approximately 185,000 DWT

“Sitochmax”: about 203,000 DWT, being the largest vessel capable of sailing in the Setoshi Sea, Japan

«Seaway Max»: LOA 226 m maximum / 7.92 m submersible. Indicates the largest ship that could pass through the locks of the St. Lawrence Seaway Canal (Great Lakes, Canada)

Malaccamax: LOA 330 m / 20 m draft / 300,000 DWT, refers to the largest vessel that can pass through the Strait of Malacca.

“Dunkirkmax”: the maximum allowable beam = 45 m / LOA 289 m. Maximum East Harbor Lock (175,000 DWT approx) at Port of Dunkirk (France)

Small bulk carriers are common in the category of small vessels with a capacity of less than 10,000. Small bulk carriers carry from 500 to 2500 tons, have one contract, and are designed for river transport. They are often built to be able to pass under bridges and have small crews of three to eight people.

Handysize and Handymax vessels are general purpose vessels in nature. These two types represent 71% of all the larger 10,000+ freight carriers and also have the highest growth rate. This is partly due to new regulations that came into effect that placed greater restrictions on the construction of larger ships. These vessels are usually Handymax vessels 150-200 m in length and 52000-58,000 with five cargo hold and four cranes. These ships are also general purpose ships in Tabigh.

The Panamax vessel is sized on the Panama Canal docks, which can accommodate ships up to 32.31 m in width, a total length of 294.13 m, and drafts of up to 12.04 m.

Capsize ships are too large to traverse the Panama Canal and must circle Cape Horn to travel between the Pacific and Atlantic. Earlier, ships of large size could not pass the Suez Canal and needed to navigate the Cape of Good Hope. The recent deepening of the Suez Canal to 66 feet (20 m) allows most ships of large size to pass through it.

Specialized capsize bulk carriers: 93% of their tonnage is iron ore and coal. Some ships on the Great Lakes Waterway exceed Panamax dimensions but are of limited use in the Great Lakes because they cannot pass through the Small St. Lawrence Passage to the ocean. Very Large Crude Carriers and Bulk Extra Large Carriers are a subset of the Capesize class which includes ships over 200,000 dead weight. Conveyors of this size are almost entirely designed to carry iron ore.

Type of Dry Cargo Ship
1- Mini Bulk Carrier & Small Bulk carrier: The length of ships in this category ranges from 100 to 130 meters, the maximum draft of ships is less than 10 meters, and their weight ranges from 3000 to 15000 tons.
2- Handysize: The length of ships in this category ranges from 130 to 150 meters, the maximum draft for ships is 10 meters, and their weight ranges from 15,000 to 35,000 tons. Knowing that ships with a tonnage less than 24,000 tons are classified as Small Bulk Carrier and not Handy Size.

3- Handymax: The length of ships in this category ranges from 150 to 200 meters, the maximum draft for ships is from 11 to 12 meters, and their weight ranges from 35000 to 48000 tons. The ship consists of 5 hangars and 4 cargo cranes.
4- supramax: its tonnage ranges from 48000 to 60000 tons. The ship consists of 5 hangars and 4 freight cranes carrying 25 to 40 tons STW.
5- Ultramax: This category is considered an extension of the supramax category, but with a larger size of ships, with a tonnage ranging from 60,000 to 65,000 tons.
6- Panamax: The dimensions of the Panamax ships are proportional to the Panama Canal so that they can cross. Therefore, we see that they are no more than 32 meters wide, with a length ranging from 200 to 230 meters, and a draft of 13 to 15 meters, with zeniths from 7 bunkers without cranes, and the weight ranges from 65,000 to 80,000 tons .
7- kamsarmax: This category of ships was named after the port of Kamsar, one of the ports of a rich country. It was specially designed to suit the nature of the port, as it is a major port for shipping Bauxite. The weight ranges from 80,000 to 85,000 tons. Its maximum length is 229 meters and a width of 32 so that it can cross Panama Canal.
8- Post Panamax: its tonnage ranges from 85,000 to 110,000 tons. The ship consists of 9 bunkers. And it can cross the Panama Canal after the new expansions
9- capsize bulk carrier: ships that cannot cross the Panama Canal because of their large size, so they must circle around the Cap Horn in Chile to move from the Pacific Ocean to the Atlantic, so it was called Cap Size. The length of ships in this class ranges from 230 to 270 meters and the maximum draft The ship is 17 meters long, its tonnage ranges from 110,000 to 200,000 tons, and it consists of 9 hangars
(Very Large Bulk Carrier) VLBC-10: Its payload exceeds 200,000 tons, its length is more than 270 meters, it consists of 9 bays, and there are no cranes