Bulk Carriers

BULK CARRIERS
Practical guide to the subject for all connected
with the shipping business
by
Ji BES
Formerly Manager of Chartering Department of
N.V. Stoomvaart Maatschappij "NEDERLAND"
AMSTERDAM
Second edition
GENERAL DISTRIBUTORS
Barker & Howard Ltd., 79 Fenchurch Street, LONDON E.C.3 M-4BU
United States
W. S. Heinman, 1966 Broadway, NEW YORK, N.Y. 10023
Netherlands and Belgium
Uitgeverij v/h C. de Boer Jr., N. 's-Gravelandseweg 17-19, BUSSUM
PREFACE
Since the publication of the first edition in 1965, the emergenc~ of
the combined carriers - ore/oil and ore/bulk/ oil carriers - has been
an outstanding development in the bulk carrying trades. Undoubtedly,
the closure of the Suez Canal in 1967 has accelerated this development.
Another important development with a far reaching effect on the
freight market generally, has been the formation of bulk transport
consortia.
The object of this book is to give an up-to-date picture of the
world bulk carrier fleet with particular emphasis on the shipping
angle by including information about the actual operation of bulk
carriers.
The author expresses his sincere thanks to:
This book
is dedicated to the memory of my late wife whose help and
cooperation assisted and encouraged me in writing my series
of volumes on shipping affairs.
\.
Fairplay International Shipping Journal, London
Fearnley & Egers Chartering Co. Ltd., Oslo
Joachim Grieg & Co., Bergen
Seabridge Shipping Ltd., London
Sir W. Reardon Smith & Sons Ltd., Oardiff
Universal Bulk Carrier, Division of Mac Gregor-Comarain
Paris
Upper Clyde Shipbuilders Ltd., Glasgow
S.A.,
fur permitting publication of interesting graphs and particulars on
this subject.
J.BES
July 1972
CONTENTS
Page:
Chapter:
1
Bulk carriers
' 7
2
Ore carriers
13
3
Ore/ oil carriers
19
4
OreibulkJ oil carriers,
22
5
General purpose bulk carriers
33
6
Development of world bulk carrier fleet
47
CHARTERING AND SHIPPING TERMS, volume I
7
Draught of bulk carriers
50
Obtainable in the following languages:
8
Speed of bulk carriers
52
9
Bulk carriers by flag
57
Other books by the same author:
Title:
Dutch
Scheepvaarttermen
English
Chartering and Shipping Terms
French
l'Anglais Maritime Commercial
German
Japanese
Chartering and Shipping Tenns
10
Fletamentos y Terminos de Embarque
Turkish
Chartering and Shipping Terms
CHARTERING AND SHIPPING TERMS, volume II, TIMESHEET
SUPPLEMENT A-N
DESPATCH OF TRAMP SHIPS
LINER AND TRA¥P SHIPPING
TANKER SHIPPING
\
59
59
65
65
71
72
89
Bulk transport consortia:
Seabridge Shipping Ltd.
Scottish Ship Management Ltd.
12
Employment of bulk carriers:
Sir W. Reardon Smith & Sons Ltd.
Scottish Ship Management Ltd.
91
93
100
13
Comparison between the operation of 2
standard types of general
purpose bulk carriers:
m.s. "V ancouver C'ty"
1
m.s. "Baron Ardrossan"
123
126
128
14
Newbuildings
130
15
Outlook for tramp shipping
141
CHARTERING AND SHIPPING TERMS, volume III, TIMESHEET
SUPPLEMENT M-Z
CHARTERING PRACTICE
,
11
~
Spanish
Special types of bulk carriers:
Motorcars
Motorcars/lumber
Sugar in bulk
Chapter 1
BULK CARRIERS
"
The phenomenal growth of the world bulk carrier fleet for dry
cargo has been one of the most outstanding developments in the
shipping scene in the last twenty years. A bulk carrier can be defined
as a single-deck vessel suitable to carry efficiently and economically
various kinds of dry carge in bulk with different stowage factors
varying from 15 to 55 cu.£t. per ton.
The development in tramp cargo ship design can be summarized
as follows:
Mter the termination of the second world war, handy size tramp
ships of 9.000 to 9.500 tons deadweight capacity, all told, with an
average speed of 12 knots, combining a good\cubic capacity with a
low gross and net tonnage, were favoured.
This situation has gradually changed. Several ships were constructed as shelterdeck vessels, however with scantlings of sufficient
strength to allow loading to closed shelterdeck draught. A good
example of suchan open-closed shelterdeck type was the ms. ''HAR·
MATT AN", which was commissioned in 1959. The principal characteristics of this vessel were:
Open
shelter-decker:
Gross tonnage
Net tonnage
Deadweight capacity
Printed in the Netherlands
N.V. DRUKKERIJ ONKENHOUT,
HILVERSUM
6.880
3.540
11.015
Closed
shelter-decker:
9.288 tons
5.200 tons
13.050 tons
In the course of 1967, the owners of the "Harpalyce", "Harpagus",
"Harmattan" and "Harpalycus" (J. & C. Harrison Ltd.) decided to
increase the deadweight capacity by about 25 ~ by increasing the
length by about 55-60 ft. The following statement shows the result:
7
H arpalyce
Harpagus
Harmattan
Harpalycus
Old d.w.t.
11.830 tons
11.830 tons
13.050 tons
11.957 tons
New d.w.t.
15.170 tons
15.170 tons
15.700 tons
15.500 tons
Total forfour ships
Total increasein d.w.t.
48.667 tons
12.873 tons
61.540 tons
(a smallpart ofthis increase is due to deeper loading as permitted by
the 1966Loadline Convention).
ms. "Harpalyce"
Length b.p.
Breadth,moulded
Depth, moulded
Draught, summer
Correspondingd.w.t.
Bale capacity
Gross tonnage
Before
450 ft 0 in
62ftO
in
39 ft 6 in
28 ft 4% in
11.830 tons
606,030 ft'!
9,114
After
506 ft Fls in
62ft 0 in
39ft 6 in
29 ft 10:1f4in
15.170 tons
719,594 ft'!
10,296
Increll$e
12.48 %
5.13%
28.23 %
18.74%
12.97 %
The vessels,which are very economical in operation (12% knots
on 17 tons intennediate fuel oil plus 1 - 1% ton diesel oil) are popular
with time charterers. From an operational point of view, time charters
are attractive bearing in mind that owners can rely on a fixed income
being independent of strikes - a frequent occurrence in these times,
congestion at ports of loading and/or discharge etc., which risks are
to be borne by time charterers.
nage openings, tonnage hatch, scuppers, drains, watertight cargo
hatches with coamings on the second deck and scantlings for additional
draught were not commensurate with the savings obtained by lower
tonnage dues. Another disadvantage was that when carrying general
cargo the coamings around the cargo hatches on the second deck restrlted in extra stevedoring charges as compared with flush mechanical
hatch covers thus simplifying the use of fork lift trucks or other mechanical means for handling general cargo on this deck when employed
by liner companies in the general cargo trade.
The application of new regulations for the measurement of U.K.
registered tonnage on 1st March 1967 meant the end of the socalled
"open" shelter-decker from the viewpoint of construction. It may be
recalled that the "open" shelter-decker had the ,advantage that the
shelter 'tween deck was exempt from tonnage measurement, provided
that certain arrangements were incorporated in the ship's structure viz.
tonnage openings in the weather deck in order to substantiate the
fiction that the 'tween decks were "open". For the same reason, openings were required in the bulkheads of shelter-deck ships if they had
been carried to the shelter-deck.
\
The major changes from the previous rules can be summarized as
follows:
1. The incorporation of the 1MCO recommendations on shelter-deck
and other" open" spaces, which imply that, although the exemption
of 'tween-deck spaces from tonnage will be preserved, the tonnage
openings previously required for exemption, will no longer be
necessary. The inclusion of the 'tween-deck spaces in the gross
tonnage will now be determined by whether a new hull mark, to be
known as the tonnage mark, on the ship's side is submerged or not.
Under the new regulations, ships whose owners wish them to carry
a tonnage mark, will be remeasured for tonnage with and without
inclusion of these spaces. Consequently, such vessels will have two
sets of gross and net tonnage.
It is clear thatthe operation of such a type of ship, either as open-or
c~osed ~helter'decker depended upon the type of cargo to be carried,
eIther hght orheavy cargo. In practice it often turned out that when
operated in specifictramp trades in which heavy cargoes dominate,
such a type ofvessel would have to be converted into a closed shelterdecker in orderto carry the maximum amount of cargo. In fact, operation as an Openshelter-decker was mainly confined to employment
Ontimecharter basis by liner companies. In liner trades measurement
cargo normally constitutes the lion's share of the general cargo, in
other words, thedeadweight capacity ranks second.
2. The elimination of the former closing appliances .for tonnage
openings or substitution by watertight covers enhances the safety
of the ship Another advantage is that watertight bulkheads can be
carried to the weather deck which is very important in case of
collision.
The open/closed shelterdeck type has now been abandoned, the
extra costs resultingfrom fitting the ship as a shelter-decker i.e. ton-
The tonnage mark does not apply to single-deck vessels but only
to ships with two or more decks, provided the second deck conforms
S
9
to regulation 16 of the Merchant Shipping (Tonnage) Regulations 1967
reading:
"Second deck" means the deck next below the upper deck, being
a deck:
a. which is fitted as an integral part of the ship's structure;
b. which is continuous at least between peak bulkheads both fore
and aft and transversely, and
c. in which all hatchways are fitted with substantial and durable
covers.
The tonnage mark is placed on each side of the ship as shown in
the following figure:
dispose of its fleet of general purpose tramp ships of 10.000-12.000-ton
deadweight built in the years 1952-1962 to Indian operators and to go
in for bulk carriers and tankers.
Generally speaking, distinction can be made between the followirtg
types of bulk carriers.
1. Bulk carriers designed as pure ore-carriers. The steady increase in
world industrial activity had a very direct effect on the demand
for tonnage for the movement of ore and scrap. It is clear that
where ores are concerned, the pure ore-carriers carry the major
part as the advantages of these ships specially designed for this
particular trade are self-evident. However, ore can also be handled
by the so-called "general purpose" bulk carriers which have been
designed in such a way that when high density cargo is carried e.g.
iron ore, it can be loaded in alternate holds only.
2. Bulk carriers which can be employed either for the carriage of ore
or oil depending upon trading conditions .
Obviously, such a type of bulk carrier has 'greater flexibility of
trading.
.
3. Bulk carriers which not only comply with owners'
carry any kind of dry cargo in bulk but which are
carrying liquid cargo i.e. a so-called ore/bulk/oil
multi-purpose vessel offers maximum flexibility of
requirements to
also suitable for
carrier. Such a
operation.
4. Bulk carriers designed for carrying a variety of dry cargoes with
different stowage factors ranging from 15 to 55 cu.ft. per ton as
shown below:
Stowage factor
per ton
Coal
Grain: barley
maize
rye
wheat
Ore
Phosphate
Sugar
Sulphur
cu.ft.
45/50
52/55
48/52
49/52
45/48
15/25
30/35
45
38/40
11
It is evident that the design and the construction of a "general
purpose" bulk carrier of the most economical speed for world wide
trading - by economical speed is meant the speed to carry a
certain quantity of cargo over a given distance at the lowest cost
of operation - is a rather complicated problem so that a compromise between conflicting interests is almost unavoidable.
Grain, coal and ore constitute the major bulk cargoes and the best
compromise for the varying requirements of the transport of these
commodities must be made, ore being probably the most exacting
since the "general purpose" bulk carrier has to compete with
the really specialised ships in this particular trade.
Chapter 2
ORE CARRIERS
"
Good examples of handy-size ore-carriers specially designed to
carry ore with maximum efficiency at minimum cost are the ore-carriers:
'
Charles L.D.
Gerard L.D.
Pierre L.D.
which were commissioned by Louis Dreyfus & Co. in 1961-1963.
These vessels were specially designed for the carriage of ore from
West-Africa to Dunkirk. In fact, they were built with the security
of a 1O-years'charter.
The main characteristics of these ore-carriers 'are:
Length o.a.
Length b.p.
Breadth, moulded
Draught, summer
Deadweight capacity
Machinery output
Service speed
Cargo and tank capacities:
Ore holds
Water ballast
Stores
Fuel and d.b. tanks
Fresh water tanks
653 ft. 2¥4 in.
623 ft. 4¥4 in.
86 ft. 11% in.
34 ft. 11 in.
32.500 tons
10.000 b.h.p.
14 knots
cu. ft.
689.800
900.570
70.630
54.070
8.017
These carriers have three main holds; each hold is 131 ft. 7 in. long.
Exceptionally deep double bottom tanks have been fitted. Wing tanks
of 32 ft. 10 in. in length run along each side of the ship. The wing tanks
are used when travelling in ballast in combination with the double
bottom tanks which afford sufficient flexibility in the ballasting arrangements.
12
13
These ships have no cargo handling equipment; the cargo handling is effected by shore-based grabs only.
Round voyages vary from 18 to 22 days as shown by the following
particulars:
m.s. "CHARLES L.D."
Arrived:
Sailed:
Dunkirk
Point Central
Dunkirk
1 June
8 June
18 June
2 June
11 June
20 June
Dunkirk
Point Central
Dunkirk
18 June
26 June
7 July
20 June
28 June
10 July
17 May
28 May
8 June
19 May
29 May
10 June
m.s. "GERALD L.D."
Dunkirk
Monrovia
Dunkirk
The following drawings give a clear picture of the bulk carriers
operated by the well-known Grangesberg Company:
The sketches show:
Top
Middle
Bottom
Ship in ballast
Ship with homogeneous cargo
Ship with ore cargo
The m.s. "LUOSSA" was succeeded by two bulk carriers viz. m.s.
"LAPONIA" and m.s. "LAIDAURE" which represented further advances in the development of the bulk carrier, as shown by the following sketches.
It will be neted that the m.s. "LUOSSA" has rather short holds or
boxes, which aqd to the stability of the ships when loaded or ballasted.
In the "LAPONIA" type the boxes have been raised somewhat implying a still greater advantage.
14
The main particulars of the "LAPONIA"'and "LAIDAURE" are:
\
Length o.a.
Length b.p.
Breadth, moulded
Depth, moulded
Draught, summer
Deadweight capacity
Machinery output
Service speed
Dry cargo capacity
Water ballast capacity
656 ft.
630 ft. 3 in.
88 ft. 6 in.
52 ft.
35 ft. 111,2 in.
36.400 tons
12.600 b.h.p.
15.8 knots
1.660.000 cu. ft.
574.000cu. ft. = 16.200tons
Cargo is carried in nine holds, four of which are constructed as
special boxes with one hatch for each hold and each box. The double
hull constructed round the cargo holds forms tanks for the carriage
of ballast water. Below the cargo boxes are water- and fuel oil tanks.
The ship is divided as follows:
Forepeak for water ballast;
No.1 deeptank, used for water ballast;
Five holds and four boxes surrounded by seven side tanks, port and
starboard (Nos. 1 to 5 port and starboard side tanks are used for
water);
17
water ballast can also be carried in Nos. 4 and 6 boxes;
Nos. 6 and 7 side tanks are arranged for the carriage of heavy oil;
Deeptanks for water ballast or heavy oil are arranged below Nos. 4
and 8 boxes;
A pump room is arranged below No.6 box;
The after peak is arranged for water ballast.
The four boxes which are positioned higher in the hull than the
holds, are specially arranged for the carriage of ore in order to obtain
a more suitable metacentric height when carrying ore.
As already stated, water ballast can be carried in 5 side tanks,
port and starboard which, together with Nos. 4 and 6 boxes, give
satisfactory ballast conditions in respect of trim, stress and stability.
This type of bulk carrier is not fitted with cargo handling equipment.
Discharge will have to be effected by grabs.
In 1971 Louis Dreyfus & Co. commissioned the m.s. "LEOPOLD
L.D.", deadweight capacity 124,640 tons, a bulk carrier-ore strengthened. This large ore carrier makes the following round voyages:
Rotterdam
Port Cartier
St. Vincent
Table Bay
Kisarazu
Port Hedland
Table Bay
Rotterdam
Port Cartier
St. Vincent
Table Bay
Kisarazu
Port Hedland
Rotterdam
Arrived:
Sailed:
July
Aug.
Aug.
Sept.
Sept.
Oct.
Oct.
Nov.
Dec.
Dec.
Dec.
Jan.
Febr.
March
August
August
August
Sept.
Oct.
Oct.
Oct.
Nov.
Dec.
Dec.
Dec.
Jan.
Febr.
March
29
12
21
2
30
13
31
18
1
12
25
22
5
18
2
12
21
2
3
15
31
21
3
13
25
26
8
21
This are darner is on time-charter to the British bulk-carrier consortium Seabridge Shipping Ltd.
18
Chapter 3
ORE/OIL CARRIERS
~.
It is obvious that the combined ore/oil carrier has the advantage
of greater versatility as compared with pure ore-carriers.
Until ± 1955 the scope for the combined oil- and ore-carrier was
rather limited. A trade was required in which ore moved in one
direction and oil in the other. Apart from the ore trade originating in
Sweden, largely catered for by the ships of this type owned by the
Trafik AB Grangesberg, Oxelosund, few examples of such a trade were
to be found. However, with the development of the Labrador ore
fields, a trade has come into existence for ore-carrying ships which
shuts down during the winter months, when the area is frozen, so that
there is a demand for ships which can carry ore economically in the
summer season and which can be employed -for carrying oil in the
winter months.
The Grangesberg Compay was one of the first owners to operate
the combined ore/oil carriers. Shipments of ore are being made from
Narvik, Lulea and Oxelosund; since 1963 Grangesberg have extended
their field of operation to Liberia. In more recent years this Company
has also entered on a fairly large scale into a number of other bulk
carrying trades, such as coal, grain, phosphate and oil.
The Grangesberg Company have consistently pursued a policy of
building vessels of the largest size compatible with conditions of the
trade for which they were intended. As a matter of fact, the deadweight capacity of the vessels operated by this Company in 1965
varied from 12.000 - 66.000 tons.
Since 1965, the following bulk carriers were commissioned:
m.s. "Rautas"
m.s. "Raunala"
m.s. "Nikkala"
m.s. "Nuolja"
m.s. "Pajala"
(ore/oil)
(ore/oil)
(ore)
(ore)
(ore/oil)
d.w. 65.600 tons
d.w. 65.600 tons
d.w. 71.500 tons
d.w. 71,500 tons
d.w.l06.600tons
19
Three ore/oil carriers with a d.w. capacity of 265.000 tons will be
delivered in 1972 and 1973.
The ore/oil carriers are being employed in the oil trades.
The s.s. "Hoegh Hill" with a deadweight capacity of 242.800 tons
is the largest ore/oil carrier now in operation. This ore/oil carrier is
the first of three sister ships ordered by AlS Alliance, a subsidiary of
Leu Hoegh & Co. A/S, Oslo. It is interesting to note that this vessel
was originally ordered as a 200.000 ton d.w. vessel, but as a result of
further studies conducted by the owners and shipbuilders into the
economics of this type of vessel and an investigation into the ports
accessible to the larger ship, the owners decided to increase the deadweight capacity to 242.800tons.
This vessel is now trading between Europe and the Persian Gulf;
round voyages take + 37 days as shown below:
Ras Tanura
Table Bay
Milfordhaven
Brunsbuttel
Table Bay
Ras Tanura
Arrived:
Sailed:,
Dec.
Dec.
Jan.
Jan.
Jan.
Febr.
Dec.
Dec.
Jan.
Jan.
Jan.
Febr.
5
21
6
13
31
13
8
21
9
14
31
14
Incidentally, it may be observed that the d.w. capacity of the
s.s. "Hoegh Hill" will be exceeded by the 273.800 ton deadweight
ore-oil carrier, ordered by the Rio Doce Navigation Co. for delivery
in 1973.
The s.s. "HOegh Hill" has five centre ore/cargo oil tanks and ten
cargo oil tanks, formed by two longitudinal and several transverse
bulkheads. The principal particulars are:
Length o.a.
326.00 m
Length b.p.
313.00 m
Breadth, moulded
52.00 m
Depth, moulded
27.30 m
Summer draught
20.50 m
Deadweight at summer draught
242.800tons
Gross tonnage
128.980
Net tonnage
91.471
Machinery output m.c.r.
33.000 shp at 90 rev/min
Service speed .'
Speed on trial at 20.4 m
draughtm.c.r.
20
15.3 knots
16.286knots
21
Chapter 4
ORE/BULK/OIL
CARRIERS
Up till 1965 dry and liquid bulk cargoes have been transported by
bulk carriers respectively tankers providing the lowest cost of transportation per ton mile. It is true that in the past combined ore/oil
carriers were constructed but their number was comparatively small
as compared with the number of tankers in operation.
It is obvious that from the charterin&. point of view maximum
flexibility in the operation of tramp ships IS a very important aspect.
With this objective in mind, the so-called "ore/bulk/oil carrier" has
now been designed, which can carry its full deadweight not only
when loaded with dry cargo in bulk e.g. ore, coal, grain, phosphate
etc. but also with liquid cargo such as crude oil. Apart from its ability
to carry dry or liquid cargo, whichever pays best, such a multi-purpose vessel can probably make more voyages fully loaded and fewer
voyages in ballast, thus resulting in greater earning power.
A new design of an "ore/bulk/oil carrier" has been developed by
the International Mac. Gregor Organisation along the lines of the
existing Universal Bulk Ship (U.B.S.).
When carrying light grain the greatest advantage of the V.B.S.
design is that the wing tanks can be used to lift the maximum deadweight, whereas in the classical wing-tank ship the unfavourable
shape of these spaces makes loading and discharge and cleaning after
ballast more complicated.
The following drawings show the difference in design between a
classical wing tank bulk carrier and the Universal Bulk Ship (U.B.S.)
of ± 40.000t.d.w.
22
With heavy grain stowing ± 45 cu.ft. per ton the volume of the
main holds alone is usually adequate and distribution of the respective
volumes of the cargo spaces is arranged to this end when designing
the ship. In case a full cargo of one type of heavy grain is not available, the variety and number of compartments is very useful for convenient stowage of different grades of grain. All arrangements are
fully in accordance with the international grain roles.
When carrying cargoes of coal, only the main holds and all or
some of the top centre holds are used, depending upon the type of
coal carried.
When carrying crode oil, the holds will be full and the hatch
coamings will act as expansion trunks with Mac Gregor oil-tight hatch
covers. If only part cargoes of crode oil are available the top holds
can be left empty without interfering with the arrangement of even
distribution of cargo, and hence reasonable hull stresses.
The loading diagrams on the following. pages give a clear picture
of the position.
\.
25
The world's largest ore/bulkloil carrier is the s.s. "Furness Bridge",
d.w. capacity of 166,750 tons, which was delivered by the Swan Hunter Shipbuilders in August 1971. This large carrier is the first of a
series of 6 similar ships on order from Swan Hunters. The s.s. "Furness
Bridge" is being operated by the Seabridge consortium.
The "Furness Bridge" has been constructed under the special
survey of Uoyd's Register of Shipping to obtain the classification of
100 A I-Strengthened for the carriage of ore cargoes in alternate
holds with intermediate holds empty and oil tanker.
+
The principal particulars are:
Length o.a.
Length b.p.
Breadth, moulded
Depth, moulded
to main deck
Draught, summer
Draught, service
Deadweight
Gross tonnage
Nettonnage
Block coeff service draught
Total hold capacity
Bunker capacity
Machinery output
Service speed
965 ft
925 ft
145 ft
82 ft
60.560 ft
55.890 ft
166.750 tons
91.079 tons
67.834 tons
0.83984
6.049.908 ft3
6853 tons
30,400 bhp at 103 rev/min
15.5 knots
The s.s. "Furness Bridge" is being operated between Europe and
the Persian Gulf; a round voyage takes ± 70 days as shown below:
Tail of Bank
Las Palmas
Ras Tanura
Table Bay
Milford Haven
Fawley
':
32
Arrived:
Sailed:
Aug.
Sept.
Sept.
Oct.
Oct.
Aug.
Aug.
Sept.
Sept.
Oct.
Oct.
15
11
29
10
17
10
16
12
29
16
19
Chapter 5
GENERAL PURPOSE BULK CARRIERS
,.
It is obvious that the design and construction of a "general
purpose" bulk carrier is more complicated as compared with a pure
ore-carrier having regard to the exacting requirements of the transport
of the different types of bulk cargoes with widely varying densities.
The main object of a "general purpose" bulk carrier is to carry all
kinds of dry cargo in bulk without excessive metacentric height and
when carrying grain, without shifting boards. As a rule the voyages
to the loading port will have to be made in ballast. Consequently, the
bulk carrier must dispose of a sufficient ballast capacity to produce a
ship with a reasonably small metacentric height and to immerse the
propeller completely when travelling light.
,
Several designs of "general purpose" buJk carriers have been
developed. One of the outstanding designs has been developed by
the International Mac Gregor Organisation and is known as the
Universal Bulk Ship.
The general requirements of a "general purpose" bulk carrier can
be summarized as follows:
1. The volume of the vessels should be sufficient for carrying a full
cargo of grain and coal;
2. The hatchways should be as large as possible, so that, with special
reference to coal and ore, the grabs should be able to reach all
parts of the holds in order to accelerate discharging;
3. All internal structure should be self-cleaning;
4. All holds should be self-trimming in order to facilitate loading
and minimise trimming expenses;
5. The vessel should dispose of a reasonable number of holds - apart
from subdivision requirements - to allow the loading of various
types of grain or to ensure full holds so that no bagging is required;
6. The hatchways should be of sufficient capacity to act as grain
feeders thus avoiding the erection of shifting boards as well as
complying with the various grain loading regulations;
7. The vessel should have a reasonable metacentric height in all
conditions of loading. It should also be possible to arrange the
33
distribution of heavy cargoes in such a way as to ensure a sea
kindly ship and to avoid severe stresses on the ship's structure e.g.
by stowing high density cargo in alternate holds, thus raising the
centre of gravity;
8. The trim in all conditions of loading should be on, or near, level
keel;
9. The vessel should have a good ballast capacity and a reasonable
trim in this condition in order to ensure good immersion of the
propeller as well as a reasonable draught forward.
On several voyages in ballast the pumping out of the water ballast
must be effected as late as possible. It is therefore essential that
facilities are provided for quick pumping out of ballast water and
quick drying of dual water ballast/cargo spaces.
In the light of these exacting requirements which are almost impossible to achieve completely in one ship, it is up to the naval
architect to design a vessel which is the best possible compromise
between the shipowners' requirements and technical and commercial
considerations. According to shipowners' experience, the bulk carriers
built according to U.B.S. design have fulfilled these major requirements with success.
As an example of a Universal Bulk Carrier, commissioned in 1962,
the m.s. "HOEGH TRANSPORTER" may be mentioned owned by
Messrs. Leif Hoegh & Co. Oslo. The principal particulars of this
vessel are:
Gross tonnage
Net tonnage
Length o.a.
Length b.p.
Breadth
Depth, moulded
Draught, summer
Deadweight
Cargo capacity (grain)
Machinery output
Designed speed
15.593 tons
8.203
594
547
74
47
31
22.075
tons
ft. 48/8 in.
ft.
ft. 57/8 in.
ft. &/4in.
ft. F/2 in.
tons
1.195.4'32 cu.ft
7.400 shp.
15 knots
As will be noted from the general arrangement plan, the m.s.
"HOEGH TRANSPORTER" disposes of three top holds and four
maiD holds. The holds and top holds have been fitted with Mac Gregor
watertight steel single-pull type hatch covers.
84
Two 8-tons cargo derricks serve No. 1 hold. Rails have been fitted
on deck, port and starboard, for the installation at some future date
of cranes or automatic loading and unloading gear. These rails in no
way interfere with the nonnal working of the vessel.
The "HOEGH TRANSPORTER" is suitable for the carriage of a
full cargo of grain, coal or ore without excessive metacentric height.
Grain can be carried without the use of shifting boords. As a selftrimmer, the m.s. "HOEGH TRANSPORTER" qualifies for minimum
rates for loading and discharge with the stevedoring organisations.
The three top holds serve a dual purpose, being suitable either for
cargo or ballast. When travelling in ballast, the top holds being placed
high in the ship, in combination with the double bottom tanks, ensure
favourable conditions of stability or in other words a reasonably small
metacentric height and consequently easy motion. As a matter of fact,
in tenns of d.w. capacity, nearly 50 per cent of ballast can be carried.
This vessel is now trading under the name of "MOORDRECHT",
owners: Phs. van Ommeren, Rotterdam.
Another type of standard bulk carrier, designed by Chantiers de
l'Atlantique, St. Nazaire, is the m.s. "GRECIAN FLAME", d.w.
capacity 21.920 tons. A general arrangement plan of this type of bulk
carrier on the following page shows that wing tanks are provided at
the top of each side of the six cargo holds. These wing tanks can
be used either for the carriage of water ballast or grain. The sides of
these wing tanks in the main holds each fonn a hopper assisting the
flow of grain. The double bottom tanks also fonn hopper sides; they
have been increased in thickness to carry cargoes of ore.
The hatch coamings are 1.7 metres high and serve as feeders when
carrying grain in bulk.
The main characteristics of this bulk carrier are:
Gross tonnage
15.381 tons
Net tonnage
10.297 tons
Length o.a.
178.21 m.
Length b.p.
168.00 m.
Breadth, moulded
22.76 m.
Depth, moulded
18.50 m.
Dmught, summer
9.455 m.
Dejldweight
21.920 tons
Machinery output
9.000 b.h.p.
Service speed
15.5 knots
sa
Cargo capacity
970.747 cu.ft.
175.028 cu.ft.
51.701 cu.ft.
6 main holds
6 wing tanks
6 hatches
Salt water
!
!
Tank capacity
6 double botlnm tanks
6 wing tanks
Fore & after peak
Deadweight capacity
3.805 M' ~
4.956 M8
915 M3
total: 9.676 Mil
184 M8
1.752 M3
Fresh water
Oil fuel
-
total: 1.197.479 cu.ft.
When travelling light, ballasting - double bottom and wing tanks
up to 44 % of the deadweight capacity can be arranged.
A table of the distribution of cargo with varying stowage factors
gives the following picture:
Stowage factor:
Compartment:
No.1
No.2
No.3
No.4
No.5
No.6
Hold
Hold
Hold
Hold
Hold
Hold
No.1 T.W. tanks
No.2 T.W. tanks
No.3 T.W. tanks
No.4 T.W. tanks<
No.5 T.W. tanks
No.6 T.W. tanks
38
The loading of the wingtanks is effected through separate hatches.
Openings are fitted in the bottom of the wing tanks to pennit the
grain to fall into the main holds so that these wing tanks can be
discharged by elevator simultaneously with the main holds. These
openings in the wing tanks are closed by watertight covers when they
are used for water ballast.
30 cu.ft.
per ton
Full
Empty
Full
Empty
Full
Full
!
Empty
Empty
Empty
42 cu.ft.
per ton
Full
Full
Full
Empty
Full
Full
I
Empry
Partly full
Full
48 cu.ft.
per ton
Full
57 cu.ft
per ton
Full
M
Empty
1
Empty
Empty
Full
Full
The majority of the "general purpose" bulk carriers have a deadweight capacity varying between 25.000-30.000 tons. British tramp
shipowners have a marked preference for this type of bulk carrier, as
evidenced by the following analysis of the interesting statistics,
published quarterly by FAIRPLAY, showing the bulk carriers under
construction or on order on 1st May 1972 (excluding bulk carriers, ore
strengthened over 50.000 tons d.w. capacity):
Shipowners
Anglomar. Bulk Co.
Blandford Sh. Co
Bolton Sh. Co
Bowring
Cardigan Sh. Co
H. Clarkson
Cunard Group
R. S. Dalgliesh
J. & J. Denholm
Harrison (J. & C.)
Harrison Line
Harrison Clyde
Hogarth & Sons
Lyle Sh. Co
Nile St. Co
Ocean Group
Reardon Smith
Silver Line
Souter & Co
Sugar Line
Tenax St. Co
Total:
Total number
of ships
1
1
2
1
2
3
8
2
1
2
2
1
3
4
1
5
2
1
1
2
5
-50
Dea~weight capacity
20-25.000 \ 25-30.000 30-40.000
2
1
1
2
1
1
2
1
2
8
1
2
2
2
2
-
-
-
-
5
2
1
2
-104
-34-
-
-
1
2
-
-
1
-
1
1
-6
39
It can be said that these handy-size bulk carriers of 26.000 ton
deadweight have been designed "round the cargo". It may be added
that as a rule this type of bulk carrier has been ore strengthened,
although it is fairly certain that grain will constitute the main source
of employment.
The impression is sometimes gained that large bulk carriers are
dominating the grain trades. The following analysis of the fixtures
for grain from the principal export areas, as reported in "Fairplay"
during the second half of 1971, shows that the contrary is the case.
In practice, the grain trade from U.S. Gulf to Antwerp/Hamburg
range is the only trade which is the hunting ground for bulk carriers
exceeding 30.000 tons deadweight capacity. The requirements of the
grain trade play an important part. The situation may change as soon
as port- and storage facillities are improved, but this is going to be
a protracted affair.
40
~
United
Kingdom
FROM:
d.
CARGO:
Average per
Number of Minimum: Maximum:
fixture:
fixtures:
(tons)
"
(tons)
-
(tons)
-
U.S. Gulf
20.000
1
N. Range
27.000
2
13.000
14.000
13.500
252.000
15
11.400
37.200
17.000
131.000
8
10.000
24.000
16.000
Churchill
79.000
6
11.000
17.000
13.000
Br. Columbia }
and
N. Pacific
-
Australia
95.000
4
16.000
33.000
24.000
153.000
12
11.500
15.500
13.000
21.000
2
10.000
11.000
10.500
St. Lawrence
Great Lakes
completing
St Lawrence
~
S.&E. Africa
River Plate
FROM:
U.S. Gulf
N.Range
St. Lawrence
Great Lakes
completing
St. Lawrence
20.000
-
-
-
Average cargo
CARGO:
Minimum: Maximum: per fixture:
(tons)
(tons)
European
ports
excluding
A-H range
United Kingdom
(tons)
Number of
fixtures:
343.000
16
10.000
41.000
21.500
57.000
3
16.000
23.000
19.000
455.000
20
12.000
' 37.000
23.000
310.000
16
10.000
34.000
19.000
}
Churchill
-
,
14.000
1
-
-
14.000
-
-
-
-'
Br. Columbia }
and
N. Pacific
Australia
146.000
~
6
-
S.&.E. Africa
River Plate
-
119.000
8
12.000
14.000
48.000
17.000
24.000
, 15.000
:t
FROM:
.,
Persian Gulf:
CARGO:
Average cargo
Number of Minimum: Maximum: per fixture:
(tons)
fixtures:
(tons)
.'
U.S. Gulf
63.000
N. Range
-
St. Lawrence
Great Lakes
completing
St. Lawrence
3
-
15.000
27.000
-
116.000
5
20.000
26.000
23.000
40.000
2
15.000
25.000
20.000
-
Br. Columbia }
and
N. Pacific
Australia
S.&.E. Africa
-
-
-
-
30.000
1
-
-
30.000
108.000
5
12.000
1
-
River Plate
-
15.000
27.000
-
-
12.000
-
-
(tons)
(tons)
41.000
23.000
-
-
21.000
1
-
-
24.000
9
13.000
U.S. Gulf
710.000
31
N.Range
21.000
1
St. Lawrence
24.000
158.000
~
-
Churchill
~
22.000
Average per
CARGO:
Number of
fixture:
fixtures: Minimum: Maximum:
Japan
(tons)
FROM:
Br.Columbia
and
N. Pacific
-
-
~
Churchill
Great Lakes
completing
St. Lawrence
21.000
14.000
-
-
24.000
18.000
-
-
,
6
14.000
21.000
16.000
51.000
3
13.000
19.000
17.000
S.&.E.Africa
328.000
21
13.000
25.000
15.500
River Plate
82.000
6
13.000
15.000
14.000
Australia
96.000
,.
,
*
Chapter 6
DEVELOPMENT OF WORLD BULK
CARRIER FLEET
,.
The phenomenal growth of the world bulk carrier fleet for dxy
cargo has been one of the most outstanding developments in the
shipping scene in the last 20'~ years. The following figures published
in the very interesting statistics, compiled by Fearnley & Egers
Chartering Company Ltd., Oslo give a clear picture of this development:
COMBINED CARRIERS
(Vessels over 10,000 ton d.w.)
In operation:
Date:
Ore/Oil
Number
1-1-1960
1-1-1965
1-1-1970
1-1-1971
1-1-1972
55
80
126
139
147
Bulk/Oil
Total:
.
In
Number
Number
In
'In
million
million
million
tons d.w.
tons d.w.
tonsd.w.
1.3
2.7
7.8.6
11.-
-
-
3
69
82
104
0.1
5.2
6.8
9.8
55
83
195
221
251
1.3
2.8
12,2
15.4
20.8
BULK CARRIERS
(Vessels over 10,000 ton d.w.)
In operation:
Date:
Ore oarriers:
Number
1-1-1960
1-1-1965
1-1-1970
1-1-1971
1-1-1972
131
229
273
272
277
Other bulk
carriers:
Total:
Number
In
In
Number
In
million
million
million
tons d.w.
tons d.w.
tons d.w.
2.7
5.3
8.3
8.9
9.6
179
688
1691
1859
2068
2.6
14.46.51.8
59.7
310
917
1964
2131
2345
5.3
19.3
54.3
60.7
69.3
47
It will be noted that the increase in tonnage since 1st January 1970
applies in particular to bulle/oil carriers, ·as shown by the following
percentages for the period 1st January 1970-lst January 1972:
In million tons:
Type:
From:
7
5.2
8.3
46
Ore/ oil
Bulk/oil
Ore
Other bulk carriers
Summarizing, the position is as follows:
Combination
carriers:
Per cent:
To:
11
9.8
9.6
59.7
It is fairly certain that the considerable increase in the ore/oil and
bulk/ oil tonnage has beenacoelerated
by the closure of the Suez
Canal in Juni 1967. The increase in ore-tonnage has been moderate;
the greater flexibility of employment of the combination carriers, as
compared with pure ore carriers, is an important aspect. It may be
recalled that in the course of 1970 several ore/oil carriers were
switched from the ore trades into the oil trades, in order to benefit
from the very lucrative rates obtainable in the oil trades. In fact, is was
estimated that in 1970 over 70 % of the oreloil tonnage was employed
in the oil trades.
Total:
,.
1st Jan. 1972
Number
In operation:
251
20.8
2345
69.3
2596
90.1
On order:
142
21.6
589
24.7
731
46.3
rn
88
16
30
Other bulk
carriers:
Number
In
In
Number
In
million
million
million
tons d.w.
tons d.w.
tons d.w.
The contracting of combination carriers ,and other bulk carriers
was extremely heavy in 1970, as reflected in the following figures:
Year:
Combination
Other bulk carriers
carriers
(ore-oil and bulk-oil)
Total
In million tons
In million tons
In million tons
1969
8.5
10
18.5
1970
16.2
14.4
30.6
1971
3.7
10.9
14.6
According to Fearnley & Egers Co's statistics, the bulle tonnage on
order works out as follows:
Combination
carriers:
" Number
1-1-1972
48
142
Other bulle
carriers:
Total:
In
Number
In
Number
In
million
million
million
tons d.w.
tons d.w.
tons d.w.
21.6
24.7
46.3
589
731
49
The maxiimum draught for transit of the Panama Canal is ± 38
feet in salt water. An example of a bulk carrier, which has been built
to have the maximum cargo capacity for passage through the Panama
Canal is the m.s. "Hohkusan Maru"; the principal particulars iD,clude
the following:
Chapter 7
DRAUGHT
Metres:
The relation between the size and draught of combined· and bulk
carriers is illustrated in the following table:
1st Janary 19'72
(Figures in number of vessels)
COMBINED
up to 40 ft.
40 to 45 ft.
45 to 50 ft.
50 to 55 ft.
55 to 60 ft.
60 to 65 ft.
65 to 70 ft.
10-60
60-100
100-150
150-200
200-250
56
18
-
-
-
-
-
-
10
25
6
-
-
-
44
63
2
-
-
-
-
-
1
-
4
18
2
-
1
1
-
Size groups in 1000 tons d.w.
10-18 18-25 25-40 40-60 60-100 100-150 150-200
Up to 30 ft.
30 to 32 ft.
32 to 34 ft.
34 to 36 ft.
36 to 38 ft.
38 to 40 ft.
40 to 45 ft.
45 to 50 ft.
50 to 55 ft.
Over 50 ft.
50
~
4
420 47
25
177 282
9 241 138
- 55 312
- - 170
- - 18
--
-
-
-
-
1
2
8
54
146
96
-
-
-
1
4
69
30
-
-
m.s. "Amelia Topic" '. m.s. "Spray Derrick"
Length o.a.
Length b.p.
Breadth, moulded
Depth
Draught
d.w. capacity
223
m
213
m
32,2 m
18,3 m
12,75 m
00,900 tons
208
m
197
m
32,2 m
17,8 m
11,07 m
50,000 tons
Vessels loading grain in Great Lakes' ports must observe a maximum dI-aught of 26 ft. After loading grain in Great Lakes ports, they
complete loading to full capacity in St. Lawrence ports e.g. Montreal,
Comeau Bay etc.
BULK CARRIERS
Draught:
223
213
698.8
32.2
105.6
17.9
58.7
11.87
38.9
55,000 tons
Japanese shipyards are building the so-called "Panamax" ships.
These vessels have the maximum permissible breadth for Panama
canal transit, viz. 32,3 m. hence the name. The d.w. capacity may
vary, as shown by the following examples: ,
CARRIERS
Size groups in 1000 tons d.w.
Draught:
Length over all
Length between perpendiculars
Breadth moulded
Depth moulded
Draught on summer load line
Deadweight capacity on summer load line
Feet:
731.6
-
9
22
2
-
-
1
2
Bulk carriers in the category of 30,000-35,000 tons have an average draught of ± 34 feet on summer loadline, which may be on the
high side in some of the grain trades. In some cases it may be
necessary to meet draught restrictions or trade requirements. In times
of depressed freight markets, as experienced in the first quarter of
1972, tramp shipowners may have no other choice but to cut the
size of their vessels in order to secure employment. A striking example
was a fixture of a bulk carrier of ± 54,000 tons deadweight early
1972, which had to cut her size to 40,000 tons, in order to meet a
draught restriction of 34 ft. at port of loading, which obviously
involved a considerable sacrifice of freight earnings.
51
Chapter 8
SPEED
It is not feasible to give a straightforward answer to the question
what is the ideal speed for a bulk carrier from an economic point of
view. It is common knowledge that fuel consumption varies as the
cube of the speed as shown by the following examples of motor ships
of identical deadweight capacity and varying speeds:
Consumption per day:
Deadweight
capacity
Speed in
knots
Intermediate
fuel oil
Diesel oil
18.620
131,2
201,2
11,2tons
18.760
141,2
25
11,2tons
21.080
141h
281,2
11,2tons
21.000
16
34
2
tons
Apart from extra fuel consumption other aspects enter into the
picture e.g. a higher speed also implies an increase in draught because
of the finer lines than usual. A moderate draught is a very important
consideration for bulk carriers.
An interesting analysis of the economic result of bulk carriers with
speeds below and above the conventional speed was compiled by
Messrs. Joachim Grieg & Co., Bergen (Norway), not with the object
of fixing exact values for "break even" rates but to determine optimum
speeds for these ships. The following ship types and trades were
considered:
5.2
Ships' costs have been based on normal good Norwegian specification. Engine power and costs of machinery installation have been
estimated; the variation in hull costs with variation in speed has also
been taken into account. Normal voyage calculations have been
carried out for each speed of each ship, taking into consideration
bunkers, port dues, loading- and discharging expenses of the cargo,
canal dues, despatch, crew wages etc., deck and engine equipment,
lubricating oil, insurance, administration, maintenance, survey and
classification costs.
In the first part of the analysis the "break even" rate covering all
actual costs involved on these voyages has been expressed, including
depreciation down to scrap value over a period of 15 years as well as
7% interest on the average invested capital.
53
It is clear that the determination of the economic speed is less
complicated if employment has been guaranteed over a long period at
a fixed rate of freight, so that the freight revenue is not an uncertain
element in calculating the economic speed.
",
It is generally accepted that in times of low open market rates a
moderate speed will give the best return on the capital invested, while
in times of high open market rates a higher speed will be a better
proposition. Sometimes tramp ships are equipped with extra engine
power which can be used when freights are high. Conversely, when
freights are low and fuel must be saved, such ships can be operated
at economical speed although, of course, the higher initial costs remain unchanged. The choice is essentially a question which must be
based upon commercial considerations as well as comparative calculations. It is the shipowner's problem to strike a good balance between speed and operating costs; no hard and fast rule can be given.
In practice the majority of charterers show little interest in the
speed of vessels which they fix on a voyage-basis, in which case the
costs of bunkers are for owners' account. A$ a rule charterers are
primarily interested in the period of shipment which forms part of
their contract with the buyers. In other words, the date of arrival of
the cargo is not so important so as to justifypayment of a premium
for a fast ship.
The second part of the analysis shows the additional yearly profit
that a very firm freight rate will produce at the different speeds.
As will be seen from the graphs the optimum speed on "break
even" basis works out at ± 14% knots for the 28.000-ton dw. bulk
carrier, while on the basis of a firm rate of $ 9,25 per ton the optimum
speed is in excess of 16 knots.
Similarly for the 18.000-ton dw. bulk carrier the corresponding
speeds are ± 14 knots and 15% knots respectively.
In practice the average speed of "general purpose" bulk carriers is
± 15 knots.
In the light of these figures the conclusion was reached that on the
basis of a "break even" rate the optimum speeds differed very little
from the averag.e speed which was already taken as the conventional
practice. However, the analysis shows that in order to gain the
maximum possible profit from a firm freight market, it will be an
advantage to build ships with somewhat higher speeds.
54
The position is different for ships chartered on timecharter basis
in which case bunkers are for charterers' account. Charterers concede
higher time charter hire as a compensation for the extra fuel consumption as compared with a slower vessel with a lower fuel consumption.
It is a question of calculation which type of ship is preferable. Incidentally, it may be observed that fixtures of bulk carriers on timecharter basis are not numerous. In general such fixtures are confined
to bulk carriers fixed for short periods for general trading or for
voyages with grain by importers of grain who may prefer timecharters
to voyage charters - a question of calculation - or by lumber shippers from British Columbia to U.S. North of Hatteras or U .K.-Continent. In the latter case single deck bulk carriers are very suitable
for the carriage of full cargoes of lumber as compared with other
tramp ships with one tweendeck.
It needs no comment that" general purpose" bulk carriers are not
suitable for operation in regular liner trades in which tweendecks
are required in order to arrange for efficient stowage of general
55
cargo for the various ports of destination. Another aspect is that in
liner trades a good speed is very often a primary consideration.
Liner companies operating a fast cargo liner service which have to
resort to chartering extra space in order to meet regular berth requirements cannot very well afford to charter slow vessels which might
jeopardize their goodwill with their regular shippers. A good transit
time is a very important asset in a liner service. The transit time of
the chartered vessel should not compare too unfavourably with the
normal transit time of the liner company's own ships.
56
Country of
registry:
Under construction or on order
on 1st January 1972
Chapter 10
(Vessels over 10,000 tons deadweight)
SPECIAL TYPES OF BULK CARRIERS
Combination
vessels:
Other bulk
carriers:
,.
Total:
Bulk carriers for the transport of rrwtorcars
No.
Liberia ~
Panama
Japan
U.K.
Norway
France
Greece
W.Germany
Sweden
Spain
Denmark
Italy
Brazil
India
USSR
Others
Total:
38
25
19
18
4
3
2
8
4
In 1000
tons d.w.
4,998
4,186
3,338
3,273
739
376
300
1,408
470
No.
172
95
82
47
-
-
-
11
6
3
1
1,148
920
317
165
-
-
45
24
10
9
3
1
5
22
11
63
142
21,638
589
In 1000
tons d.w.
No.
In 1000
tons d.w.
6,155
4,355
4,003
2,609
1,519
1,341
621
462
84
92
165
817
376
2,127
210
120
101
65
4
48
26
18
13
3
12
11
25
11
64
11,153
8,541
7,341
5,882
739
1,895
1,641
2,029
932
84
1,240
1,085
1,134
376
2,292
24,726
731
46,364
In recent years the export of cars from Great Britain, France,
Germany and Italy has 'become an important trade and several ships
which have the advantages and characteristics of a bulk carrier
equipped with special facilities for the carriage of motor cars have
been commissioned. A German ship built specially for carrying is the
m.s. "JOHANN SCHULTE" owned by Messrs. Schute & Bruns,
Emden, which vessel been fixed on a long-term charter to Volkswagenwerk A.G.
The design of this car carrier has been based upon the following
.
t s:
\
reqUlremen
1. The ship should be able to accommodate 1.750 Volkswagen cars;
2. The deadweight capacity should be approximately 22.700 tons;
3. The ship should be suitable for carrying iron ore in alternate
holds;
4. Provision should be made for the carriage of grain with stowage
factors varying from 45 to 50 cu.ft. per ton, on the understanding
that the carrying capacity should be utilised to a maximum extent
without resulting in an excessive trim. Furthermore, the need for
erecting shifting boards or covering part cargoes with bagged
grain should be dispensed with;
5. The vessel should comply with the St. Lawrence Seaway Regulations.
The principal characteristics of this vessel are:
15.446 tons
Gross tonnage:
9.488 tons
Net tonnage:
22.830 tons
Deadweight capacity:
32 ft. 4 in.
Draught:
1.090.000 cu.ft.
Grain space:
Borsig-Fiat diesel, output 12.600 b.h.p.
Machinery:
18 knots.
Speed on car-carrying draught:
58
59
The "Johann Schulte" disposes of seven hatches with all holds
of equal length, which results in each hold accommodating approximately the same number of cars, which reduces the overall car-handling
time.
The car decks are formed by hanging wing platforms extending
over the length of the holds and closed by portable pontoons. In
No. 1 hold four car decks only are fitted in the centre compartment:
the space in the two wing compartments restricted by the shape of
the hull was too small to justify the extra expenditure involved.
Hold No. 1 has been divided into three graintight compartments by
two longitudinal bulkheads fitted under the hatch side coamings.
However, the three compartments are useful when different kinds
of grain are carried simultaneously, and furthermore serve as compensation spaces when the vessel carries grain cargoes with stowage
factors between 45 and 50 cu.ft. per ton. When heavy grain with
a stowage factor of 42-45 cu.ft. is loaded, No. 1 hold is not used
and No.6 hold is partly filled.
Norwegian shipowners have succeeded in securing a large share
in the shipments of thousands of "volkswagen" cars from Bremen/
Emden to U.S.A. and Canada. The following shipowners operate
quite a number of car-carriers; recent deliveries were:
,.
D.W.CAPACITY:
NAME:
BUILT:
Norse Captain
Norse Carrier
Norse River
Norse Transporter
Norse Variant
1970
1965
1970
1966
1965
21,600
19,300
'21,600
24,000
19,300
Ferndale
Fernfield
Ferngulf
Fernside
1970
1970
1968
1970
21,800
21,800
20,200
21,800
!
j
OWNERS:
Odd Godager & Co.
Oslo
Fearnley & Eger
Oslo
Other "Norse"-vessels, operated under ~e
There are six car decks in Nos. 2 to Nos. 7 holds so that the cars
can be stowed in these holds in seven tiers including the tank top
as shown on the general arrangement plan.
The arrangement for loading cars is shown in the following table:
Loading space:
Hatch square area
Hatch square area at
2nd car deck forward and after ends
extended to hold
bulkhead
3rd car deck Entire hold area
1st car deck
4th car deck
5th car deck
6th car deck
Tank top
Entire hold area
Entire hold area
Entire hold area
-
Type of cars carried:
Saloon cars
Saloon cars
Saloon cars under top
wing tanks. Vans in
central loading area
Vans
Saloon cars
Saloon cars
Vans
In total 1.750 cars or 990 cars and 640 vans can be loaded.
As a matter 6f interest it may be added that the loading of a full
cargo of vehicles on the maiden voyage of this vessel took only 13
hours.
Norse Marshall
Norse Pilot
Norse Viking
1971
1971
1970
26,000
26,000
21,600
British flag, are:
\
(
Cardigan Shipping
Co., London
In the St. Lawrence/Great Lakes summer season these ships carry
"Volkswagen"-cars from Emden to the Great Lakes, returning with
a cargo of heavy grain from the Great Lakes, completing in St. Lawrence ports to full capacity, for discharge in the Antwerp-Hamburg
range. In some cases part cargoes are loaded in Great Lakes' ports
without completing in St. Lawrence ports. The average quantity
which can be loaded in Great Lakes' ports is
12,500 tons, completing in St. Lawrence ports to
19,500 tons. In the light of the low
rate for completing in St. Lawrence ports and the extra operating
expenses, delay, port charges etc. the difference in freight earnings
will not be important.
+
+
In the winter season, the position is different. Cars are loaded
for discharge in Northern Range ports or U.S. Gulf ports, returning
with a cargo of grain from U.S. Gulf or phosphate from Tampa to
Europe. Another possibility is to load cars for N. Pacific/Br. Columbia ports, thereafter proceeding in ballast from the West Coast to
Japan for loading a full cargo of motorcars for the East Coast of
U.S.A. These ships have great flexibility of trading as clearly shown
by the following voyage:
60
61
m.s. "NORSE CARRIER"
Arrived:
Sailed:
Bremen
Panama Canal
Portland
Oct. 15
Nov. 1
Nov. 16
Oct. 18
Nov. 1
Nov. 19
Portland
Nagoya
Nov. 16
Dec. 5
Nov. 19
Dec. 9
Nagoya
Panama Canal
Baltimore
Dec. 5
Dec. 26
Dec. 31
Dec. 5
Dec. 26
Jan. 3
Baltimore
Mobile
Dec. 31
Jan. 7
Jan. 3
Jan. 14
Mobile
Rotterdam
Jan. 7
Jan. 28
Jan. 14
Febr. 1
Cargo:
Cars
Sailed:
16
31
4
12
14
March
March
April
April
April
March
March
April
April
April
Savona
Jacksonville
Panama Canal
Los Angeles
San Francisco
Full cargo of
F.I.A.T. cars
15
30
4
11
13
San Francisco
Yokosuka
In ballast
13 April
29 April
14 April
7 May
Yokosuka
Panama Canal
Rotterdam
Full cargo of
Datsun cars
(3,669)
29 April
26 May
7 June
7 May
26 May
8 June
,.
In ballast
Cars
In ballast
Grain
The wor]d's biggest car-carrier is the m.s. "Hoegh Traveller",
owned by the Ht>egh Lines, Oslo. This ship was fonnerly the Royal
Mail passenger liner m.s. "Aragon", built in Belfast in 1960. The main
characteristics were:
Length
Breadth
Gross tonnage
Net tonnage
Deadweight capacity
Arrived:
584
78
18,595
10,557
8,967
ft.
ft.
tons
tons
tons
The m.s. "Aragon" and another Royal Mail passenger liner \'Iiz.
"Arlanza" were sold in 1971 to the Hoegh Lines with delivery at
Rijeka, where they were converted into car-carriers by a Yugoslav
shipyard. The m.s. "Aragon", now m.s. "HOegh Traveller", has been
delivered; the reported cost price, including conversion, amounted
to + £. 3,000,000. The m.s. "Arlanza" is now undergoing a similar
conversion in Rijeka and after completion will be commissioned under
the name "Hoegh Trotter".
These ex-passenger liners are equipped with diesel engines of
20,000 horse power, capable of maintaining a speed of + 18 knots.
Rotterdam has been selected as the centre of distribution for the
Datsun-cars exported to Europe. The re-forw~rding by sea to other
countries e.g. Norway, Sweden, Finland and Great Britain takes place
from Rotterdam by roll-on/roll-off feeder ships, owned by the
Norwegian combination HOegh-Ugland Auto Liners; these feeder
ships have a capacity for 500 cars.
In addition to these two ex-passenger liners, the Yugoslav shipyard
has converted two HOegh-tankers, namely s.s. "Ht>egh Trader" and
s.s. "Hoegh Transporter", built in 1958, into car-carriers. These vessels
dispose of 11 decks, divided in 3 sections. Loading and discharge can
be effected by 3 ramps via 3 large openings in the ship's side at a very
fast rate as evidenced by the fact that the m.s. "Hoegh Trader"
discharged a full cargo of Datsun-cars at Rotterdam in the short time
of 22 hours.
A round voyage from Emden or Bremen via Panama Canal to the
Pacific Coast, thereafter in ballast to Japan and returning with a full
cargo of cars via Panama to Rotterdam takes + 2%-3 months as
shown by the following particulars:
The maiden! voyage of the m.s. "Hoegh Traveller" was carried
out as follows:
62
63
Route:
Bremen
Panama
Ensenada
Port Hueneme
Nagoya
Yokohama
Yokusuka
Panama
Rotterdam
Emden
Bremen
s.s.
"Hoogh Trader"
m.s.
"Hoegh Transporter"
Arrived:
Sailed:
1971/1972
Arrived:
Sailed:
1971
5 Nov.
20 Nov.
29 Nov.
22 Dec.
23 Dec.
24 Dec.
17 Jan.
30 Jan.
2 Febr.
6 Nov.
20 Nov.
30 Nov.
22 Dec.
24 Dec.
26 Dec.
17 Jan.
1 Febr.
-
16 June
1 July
8 July
26 July
28 July
17 Aug.
30 Aug.
1 Sept.
27
29
17
31
-
-
-
18 June
1 July
11 July
-
-
July
July
Aug.
Aug.
These ex-tankers are capable of maintaining a speed of ± 15 knots .
As a matter of fact, these 4 car-carriers maintain a linerservice A
round voyage: Emden/Bremen-Panama-U.S.
Pacific Coast-JapanPanama-Rotterdam-Emden/Bremen
means a distance of + 26,000
miles. Only ± 4,800 miles from U.S. Pacific to Japan and RotterdamEmden or Bremen have to be covered in ballast, in other words only
+ 18 %. From an operational point of view, this combination is
excellent.
It will be noted that the m.s. "Hoegh Traveller" and m.s. "H6egh
Trotter" have a small deadweight capacity viz. ± 9,000 tons. It
should be borne in mind that both ex-passenger vessels will be
employed exclusively in the car-carrymgtrades which implies that a
high deadweight capacity is not a primary consideration for this type
of cargo. The situation is different for the bulk-vehicle ships which
were built, both for unpacked cars and dry cargo in bulk viz. m.s.
"Hoegh Minerva", "HOegh Miranda" and "Hoogh Mistral" with a
deadweight capacity of ± 25,000 tons. When carrying motorcars to
U.S. Pacific Coast, the owners may decide to despatch the vessel in
ballast to Japan for loading motorcars for U.S.A.
If such an employment is not obtainable, the owners may decide
to book a full'cargo of grain or lumber from Br. Columbia to Europe,
thus bringing the vessels in the right position to load motorcars for
U.S. Pacific Coast.
64
CAR/LUMBER
CARRIERS
A new type of combination bulk carrier is the oar-lumber carrier
operated by the Johnson Line viz. m.s. "Pacific" and m.s. "Suecia".
These vessels with a deadweight capacity of 30.000 tons, are ~ading
between Sweden and the West Coast of North America. They load
Volvo and Saab cars for North America, returning with a full cargo
of forest products viz. lumber, plywood, hardwood etc. from Br.
Columbia to the United K~gdom.
The ships are equipped with two gantry cranes, which travel on
rails along the 5 holds which are served by 32 pontoon hatches.
Special steel platforms can be used for loading the cars under deck in
cellular compartments in the ship's holds or stacked on deck in the
same way as containers. In total 984 platforms can be stowed under
deck and an additional 210 platforms on top of the hatches stacked
three tiers high. In total + 2.250 cars can be loaded on each outward
trip.
.
On the homeward voyage from Br. Columbia 887 platforms loaded
with packaged woods can be stowed under deck and an additional
285 platforms, stacked three tiers high, on top of the hatches.
Bulk carriers for the transpart of sugar in bulk
Sometimes bulk carriers are built for specific trades in which
restrictions of draught have to be observed. A striking example of
such a bulk carrier is the m.s. "BOOKER VENTURE", owned by
Messrs. Booker Bros. (Liverpool) Ltd., who have important sugar
interests in British Guiana. This ship has been designed in conjunction
with the facilities of the bulk sugar installation at Georgetown. The
"BOOKER VENTURE" which has a maximum cargo deadweight
capacity of + 10.700 tons, can lift a part cargo of + 7.000 tons of
bulk sugar on a draught of 20 feet. The bar outsid~ the port of
Georgetown only affords a maximum draught of 20 feet for two
periods ofa few days each month - this maximum draught actually
includes 18 in. of mud -. In view of the fact that for about 4 months
each year sugar will not be available from British Guiana, the owners
decided on a vessel of a size suitable for other tramp cargoes e.g.
grain, ore and other bulk cargoes. The vessel has also been designed
with due regard to the special requirements of the St. Lawrence
Seaway. When loaded to capacity the "BOOKER VENTURE" draws
25 feet. The maximum draught for the St. Lawrence Seaway is 26
feet.
65
The holds have been arranged in such a way that there is more
than sufficient capacity in the centre holds to load a full cargo of
sugar occupying 43 cu.ft. per ton. The additional capacity in the
wing tanks allows for loading a full cargo of grain with a maximum
stowage factor of 54 cu.ft. per ton. The capacity of the centre holds
is also sufficient for loading a full cargo of bauxite, coal or ore.
Consequently the "BOOKER VENTURE" is a versatile vessel which
can be operated in the major tramp trades in the 4 months when she
cannot be employed in the sugar trade from Georgetown.
The main characteristics of this vessel are as follows:
Net tonnage
Gross tonnage
Deadweight capacity
Length overall
Breadth
Total grain capacity
Total bale capacity
Speed
Capacities
5.625
9.516
10.700
469
62
580.415
483.750
14%
of
tons
tons
tons
ft.
ft. 6 in.
cu.ft.
cu.ft.
knots
ooids and wing tanks
Grain space
cu.ft.
Balespace
cu.ft.
1
2
3
4
106,600
116,750
120,500
119,250
104,100
114,050
117,750
116,800
463,100
452,700
Wing tanks:
15,400
15,400
14,910
14,910
9,310
9,310
-
Total wing tanks:
79,240
-
Deeptank:
Cargo locker:
Total cargo locker
,
and deeptank
27,825
10,250
38,075
21,900
9,150
31,050
580,415
483,750
112233-
port
starboard
port
starboard
port
starboard
Total cargo spaces:
66
The following bulk carri~rs operated and ordered by the Sugar
Line Ltd., London a wholly owned Company of the Tate & Lyle
group - are also specific examples of vessels designed "round the
cargo" and with due regard to the trade requirements as well as
maximum permissible draught for discharge at the Group's terminal
at its refinery at Silvertown on the River Thames. Moreover, the
maximum dimensions were governed by operational limitations, in
particular the length, which should render it possible to turn in the
River Thames above Woolwich Ferry in the region of the discharging
terminal.
,
,
Holds:
Total holds:
The first voyage was made to Georgetown in ballast where she
loaded a part cargo of 7.000 tons of sugar. Subsequently the
"BOOKER VENTURE" called at St. Kitts where she completed
loading to full capacity, thereafter proceeding to the St. Law,rence
Seaway Refinery at Montreal. Mter discharge she proceeded to
Toledo, Ohio for loading a full cargo of grain for the United Kingdom.
-
-
m.s. "Sugar
m.s. "Sugar
m.s. "Sugar
m.s. "Sugar
In operation:
Ordered for delivery
in 1973 and 1974:
Crystal"
Producer"
Refiner"
Transporter"
2 ships
Length, over all
Length, b.p.
Breadth, moulded
Draught on summer
load line
d.w. capacity
ft.
in.
ft.
in.
550
520
73
-
570
540
85
-
-
-
4
31
20,700 tons
6
33
27,800 tons
It will be noted that although the difference in draught between
the vessels in operation and the newbuildings is only 2 ft. 2 in., the
difference in d.w. capacity is + 7,000 tons, which is explained by
the difference in length and breadth.
Another aspect which had to be borne in mind is the fact that the
carriage of sugar is a seasonal trade, dependent upon the ripening
of the cane. In other words, the vessels primarily intended for the
oarriage of unrefined sugar in bulk had also to be suited for the
67
uansport of other bulk cargoes such as ore, grain etc. The vessels
are ore-strengthened and classed with Lloyd's with holds No.2 and
4 empty.
It may be recalled that all fixtures for sugar in bulk from Queensland or Mauritius to London are subject to a limitation of a draught
of 27 ft. 6 in. in salt water on arrival in London. It depends upon
the load lines to be observed on the voyage from Queensland or
Mauritius to what extent the d.w. capacity for sugar in bulk will
have to be restricted in order to meet this limitation of draught to
21 ft. 6 in. It is evident that each case must be considered on its
merits. On the other hand it should be borne in mind that the extra
deadweight capacity will result in extra freight earnings or timecharter hire when the vessels are employed in other trades during
the off-season for sugar.
It is obvious that the owners will try to fix their ships for outward
employment to areas near the loading areas, e.g. Queensland in
order to lmiit voyages in ballast to a maximum extent. From an
operational point of view, the certainty that homeward cargoes will
be available from Queensland is a valuable asset. This aspect is fully
illustrated by the following combination of voyages:
m.s. "SUgM Crystal"
St. Lawrence-New Zealand
New Zealand-Mackay
Mackay-London
Loaded
In ballast (1,800 miles)
Sugar
m.s. "Sugar Producer'
Sorel-Japan
Japan-Vancouver
Vancouver-New Zealand
New Zealand-Mackay
Mackay-London
London-St. Lawrence
St. Lawrence-Australia
Cairns-London
.~
Greenock-Casa}>lanca
Casablanca-Australia
Townsville-London
66
Grain
In ballast (4,300 miles)
Loaded
In ballast (1,800 miles)
Sugar
In ballast (3,100 miles)
Loaded
Sugar
m.s. "SugtW Refiner"
In ballast (1,400 miles)
Phosphate
Sugar
m.s. "Sugar Transporter'
Comeau Bay-Kandla
Kandla- Mauritius
Mauritius-London
London-St. Lawrence
St. Lawrence-New Zealand
New Zealand-Mackay
Mackay-London
Grain
In ballast (2,700 miles)
Sugar
In ballast (3,100 miles)
Loaded
In ballast (1,800 miles)
Sugar
,.
The principal particulars of the above named vessels are:
No.1
No.2
No.3
No.4
No.5
Cargo Compartments
Hold
Hold
Hold
Hold
Hold
Total in Holds
No. 1 Hatch
No.2 Hatch
No.3 Hatch
No.4 Hatch
No.5 Hatch
Total in Hatches
No.2 Wing
No.2 Wing
No. 2A Wing
No. 2A Wing
No. S Wing
No. S Wing
No. SA Wing
No. SA Wing
No.4 Wing
No.4 Wing
No. 4A Wing
No. 4A Wing
No.5 Wing
No.5 Wing
tank
tank
tank
twk
tank
tank
tank
tank
tank
tank
tank
tank
tank
tank
(P)
(S)
(P)
(S)
(P)
(S)
(P)
(S)
(P)
(S)
(P)
(S)
(P)
(S)
Total in Wing tanks
Grand Total
Grain ft3
136,975
130,786
135,908
135,908
137,596
Bale ft3
133,239
128,886
133,984
133,984
135,668
677,173
665,761
8,100
11,446
11,546
11,546
11,546
8,100
11,446
11,546
11,546
11,546
54,184
54,184
21,547
21,547
21,928
21,928
23,643
23,643
22,074
22,074
23,646
23,646
21,862
21,862
19,922
19,922
-
309,244
1,040,601
-
-
-
-
-
719,945
69
Water Ballast Tanks
No.1 Wing tank (P)
No.1 Wing tank (S)
No.1 D.B./Hopper tank (P)
No.1 D.B./Hopper tank (S)
No.5 CR. D.B. tank
Fore peak tank
Mt peak tank
Nos. 2, 3, 3A and 4 Wing tanks
Total
ft3
7,588
7,588
7,651
6,842
10,292
17,705
6,232
181,820
Tons at 35 ft3/ton
216,81
216,81
281,61
195,49
294,04
505,87
178,07
5,194,84
245,718
7,020,54
The five main holds of the vessel are designed to facilitate handling of sugar by shore cranes. The transverse bulkheads are troughed
or flat in way of the holds and the side bulkheads are flat. These
longitudinal bulkheads are 22 ft. 6 in. off the centreline.
The ships are capable of loading + 17,300 tons of sugar on a
fresh-water draught of 29 ft. When loading other cargoes e.g. ore or
grain, the maximum draught of 31 ft. 4 in. can be used. The maximum
draught will also be attained when carrying grain with a maximum
stowage factor of 50 cu.ft. per ton. Grain can be carried in the main
holds and seven wing tanks port and starboard. The wing tanks
are loaded with grain through 2 grain hatches to each tank.
It will be noted that the breadth - 73 ft. - permits navigation
of the St. Lawrence Seaway; the breadth of the newbuildings _
85 ft. - exceeds the maximum permissible breadth of 75 ft.
Chapter 11
BULK TRANSPORT CONSORTIA
,.
In recent years a new development has been the formation of
bulk transport consortia with the object of either building or chartering bulk carriers for carrying out long-term contracts in the bulk
carrying trades. Close cooperation between individual shipowners
participating in such a consortium is essential to ensure continuous
employment for the vessels to be timechartered by the consortium.
It is fairly clear that such a arrangement will strengthen the bargaining position of owners of bulk carriers in the freight market. In this
connection it may be recalled that in the past all efforts to introduce
a rate stabilisation scheme between tramp shipowners with the object
to raise the open market rates to a better level, proved unsuccessful,
which is not surprising having regard to the different types of tramp
ships, nationalities, varying operating costs\ etc. Greek shipowners in
particular were in favour of such a rate stabilisation scheme which
was conceivable, taking into account that they were operating a large
number of uneconomical war-built tramp ships (Liberties). In particular Norwegian owners operating modem and efficient tramp ships,
were strongly opposed to join such a stabilisation scheme, which they
regarded as a pension fund for uneconomical tramp ships built during
the 2nd world war.
One of the first consortia was the Associated Bulk Carriers Ltd.,
formed by the Anglo Nomess Shipping Co. and the Peninsular and
Oriental Steam Navigation Co. This consortium operates all bulk
carriers owned or chartered in by the two partners for a minimum of
20 years.
It is fairly clear that the successful operation of such a vast tonnage by the consortium, is not an easy task. The contracting of large
quantities of cargo for forward loading over varying periods running
up to 4 years at fixed rates of freight, may involve considerable
financial risks. Tramp shipowners know from experience that it is a
foregone conclusion that neither shipowners nor charterers can accurately assess the tonnage or cargo position on any market at any given
time. There are numerous unpredictable factors which influence the
trend of freight rates or, for that matter, the balance between supply
70
71
and demand, which after all determines the level of rates. It is therefore safe to assume that experienced shipowners will not be influenced too much by short-or long range market forecasts, but they will
rely upon their own sound judgment of the freight market by closely
watching the trend of events day by day. The lesson taught by the
entirely unexpected collapse of the world freight market in October
1970 by the almost complete withdrawal of Japanese charterers from
the freight market, will be remembered a very long time.
It is evident that if the tonnage operated by the consortium is
sufficient to carry the contracted quantity of cargo, no problems will
arise. However, the loading programme may be upset by strikes a common occurrence nowadays -, congestion at ports of loading or
discharge, casualties or other unforeseen events. In that case, the consortium will have to resort to chartering additional tonnage or to
relet cargoes. Obviously, it will depend entirely upon the level of the
open market rates whether such measures will result in a loss or not.
Another important consortium is the Seabridge Shipping Ltd.,
comprising:
Bibby Line Ltd.
Bowring Steamship Co. Ltd.
H. Clarkson & Co. Ltd.
Furness Withy & Co. Ltd.
Houlder Bros. Ltd .
Hunting & Son Ltd.
Silver Line Ltd.
BULK CARRIERS, STRENGTHENED
FOR ORE CARGOES
In operation
Name:
Jersey Bridge
Pacific Bridge
London Bridge
Gallic Bridge
Forth Bridge
Westm. Bridge
Atlantic Bridge
Clyde Bridge
Orotava Bridge
Sydney Bridge
Chelsea Bridge
Orenda Bridge
Stirling Bridge
Delivery:
d.w.
capacity
March 1966
Jan. 1967
April 1961
July 1967
Sept. 1967
March 1968
June 1968
Nov. 1968
March 1969
Sept. 1970
Aug.1971
March 1972
May 1972
Service
speed:
(knots)
(tons)
36,550
15
79,310
15
48,690
15
75,350
15
48,690
15
75,350
15
79,515
15
42,145
15
50,745
15
58,720
15
15
105,780
14
134,600
157'
, .
117,200
Owners:
,.
Clarkson
Bibby Line
Bowring
Clarkson
Bowring
Bibby Line
Bibby Line
Houlder Bros.
Houlder Bros.
Bowring
Silver Line
Houlder Bros.
Clarkson
Under construction or on order:
Severn Bridge
. . . . . . Bridge
Erskine Bridge
......
Bridge
Tweed Bridge
Aug.
Dec.
Febr.
July
April
197'2
1972
H173
1973
1974
117,200
116,000
117,200
116,000
126,000
15,7
15
15,7
15
15
Silver Line
Furness
Clarkson
Bibby Line
Hunting
This consortium is rapidly becoming one of the largest bulk cargo
carrying organisations in the world as clearly shown by the following
particulars of the fleet of bulk carrier (ore strenghtened), ore/oil, ore/
bulk/oil carriers in operation or on order:
72
73
ORE/BULK/OIL
CARRIERS
In operation
d.w.
capacity
Delivery: (tons)
Name:
Nov.
April
March
Aug.
April
May
Spey Bridge
Ocean Bridge
Avon Bridge
Furness Bridge
Eden Bridge
Tyne Bridge
1969
1970
1971
1971
1972
1972
Service
speed:
(knots)
113,460
113,535
142,800
166,065
141,750
166,500
15,5
15,5
15,5
15,5
15,5
15,5
Owners:
Clarkson
Bibby Line
Clarkson
Furness
Clarkson
Hunting
A Seabridge-relet cargo was reported in January 1972 viz. m.s.
"NALANDA" 35,000 ton, 10%, coal, Hampton Roads to Japan, $ 4.free discharge, 5 days SHine, Febr. 15-29. This relet-fixture therefore showed a good profit to Seabridge, which apparently could not
,.
offer own tonnage.
OPERATION OF
SEABRIDGE CONSORTIUM'S
The following statement give'S an impression of the operation of
the Seabridge Consortium's fleet in 1971-1972:
BULK CARRIERS, ORE-STRENGTHENED
m.s. "Atlantic Bridge"
(d.w. 79.515 tons)
Under construction or on order:
Silver Bridge
English Bridge
Australian Bridge
Sept. 1972 141,750
Febr. 1973 166,500
May 1973 141,750
15,5
15,5
15,5
Silver Line
Bibby Line
Bibby Line
Seabridge concluded very large contracts for coal from Hampton
Roads to Japan. In the course of 1970 the following fixtures were
reported:
1970:
Tons:
February
March
480,000
13 cargoes,
(Panama Canal
draught, 371
say 35,000
tons)
Contract, maximum
Panama Canal
draught,
Contract, 16
cargoes, maximum
Panama Canal
drapght, option
85,OOO-ton
cargoes via Cape
April
April
74
FLEET
Rate:
$
Period of shipment:
6.50
7.00
Oct. 1970-0ctober 1972
From end 1970
7.25
4 years from Jan/March
1972
6.10
Commencing
Jan./March 1972
Mileage:
Loaded: In ballast:
.,
Employment:
Japan
Dampier
Dampier
Table Bay
Taranto
Taranto
Pepel
Pepel
Table Bay
Japan
Japan
Dampier
Dampier
Table Bay
Bremen
Bremen
Panama
Coquimbo
Coquimbo
Japan
In ballast
Ore
In ballast
Ore
In ballast
Ore
In ballast
Ore
11,100
11,500
11,100
9,300
3,800
3,300
3,800
7,500
-
6.10
75
m.s. "Chelsea Bridge"
(d.w. 105,780 tons)
Mileage:
Loaded: In ballast:
Employment:
Port Talbot
Vitoria
Vitoria
Port Talbot
Port Talbot
Seven Islands
Seven Islands
Port Talbot
Port Talbot
Port Cartier
Port Cartier
Port Talbot
Port Talbot
Seven Islands
Seven Islands
Port Talbot
Port Talbot
Vitoria
Vitoria
Port Talbot
Port Talbot
Point Central
Point Central
Japan
Japan
Dampier
Dampier
Port Talbot
m.s. "Clyde Bridge"
(d.w. 42,145 tons)
In ballast
-
4,800
Ore
4,800
-
In ballast
-
2,500
2,500
-
Ore
In ballast
-
2,500
Ore
2,500
-
In ballast
-
2,500
Ore
2,500
-
In ballast
-
4,800
Ore
4,800
-
In ballast
Ore
In ballast
Ore
12,600
10,600
2,100
3,800
-
Nagoya
Weipa
Weipa
Cape
Emden
Emden
Pepel
Pepel
Table Bay
Japan
Japan
Weipa
Weipa
Table Bay
Rijeka
Rijeka
Pepel
Pepel
Table Bay
Japan
Japan
Weipa
Weipa
Panama
St. Croix
St. Croix
H. Roads
H. Roads
Antwerp
Antwerp
Port Cartier
Port Cartier
Ravenna
Ravenna
Durban
76
Mileage:
Loaded: In ballast:
Employment:
-
In ballast
12,600
Bauxite
-
In ballast
11,500
Ore
In ballast
Bauxite
In ballast
Ore
-
.
\
12,800
11,500
3,100
3,200
3,100
3,600
-
In ballast
-
3,100
Bauxite
8,700
-
In ballast
-
1,500
Coal
3,500
-
In ballast
-
3,()()()
Ore
4,500
In ballast
-
7,500
77
m.s. "Forth Bridge"
(d.w.48,960 tons)
Mileage:
Loaded: In ballast:
Employment:
Port Talbot
H. Roads
H. Roads
Panama
Japan
Japan
Sydney
Sydney
Fremantle
London
London
Vitoria
Vitoria
Bremen
Bremen
H. Roads
H. Roads
Panama
Japan
78
m.s. "Gallic Bridge"
(d.w. 75,350 tons)
In ballast
Coal
In ballast
Grain
In ballast
9,700
12,900
-
Ore
5,300
In ballast
-
Coal
9,700
3,200
4,300
5,000
3,800
-
Mileage:
Loaded: In baUast:
Employment:
Japan
Dampier
Dampier
Table Bay
Rotterdam
Rottel1dam
Point Central
Point Central
Japan
Japan
Port Hedland
Port Hedland
Table Bay
Rotterdam
Rotterdam
Point Central
Point Central
Japan
Japan
Port Hedland
Port Hedland
Table Bay
Antwerp
In ballast
-
10,900
Ore
-
In ballast
12,600
Ore
-
In ballast
,
Ore
In ballast
Ore
In ballast
Ore
,
10,900
12,600
10,900
3,800
2,200
3,700
2,200
3,700
-
79
m.s. "Jersey Bridge"
(d.w. 36,550 tons)
Mileage:
Loaded: In ballast:
Employment:
Japan
Weipa
Weipa
Panama
St. Croix
St. Croix
Point Central
Point Central
Table Bay
Japan
Japan
Vancouver
Vancouver
Panama
Antwerp
80
m.s. "London Bridge"
(d.w. 48,690 tons)
In ballast
-
3,100
Bauxite
8,700
-
In ballast
-
3,100
Ore
12,600
-
In ballast
-
4,300
Grain
8,900
-
Mileage:
Loaded: In ballast:
Employment:
Antwerp
Pepel
Pepel
Table Bay
Japan
Japan
Weipa
Weipa
Panama
Point Comfort
Point Comfort
H. Roads
H. Roads
Hambmg
Hamburg
Vitoria
Vitoria
Bremen
Bremen
Vitoria
Vitoria
Bremen
-
In ballast
Ore
11,500
3,100
-
In ballast
-
3,100
Bauxite
9,400
-
-
1,700
3,800
-
In ballast
-
5,300
Ore
5,300
-
In ballast
-
5,300
Ore
5,300
-
In ballast
Coal
.
\
81
m.s. "Orotava Bridge"
(d.w. 50,745 tons)
Mileage:
Loaded: In ballast:
Employment:
Brake
Porto Salazar
Porto Salazar
Antwerp
Antwerp
Vitoria
Vitoria
Dunkirk
Dunkirk
Vitoria
Vitoria
Dunkirk
Dunkirk
Vitoria
Vitoria
Dunkirk
82
m.s. "Pacific Bridge"
(d.w. 79,310 tons)
In ballast
are
In ballast
are
In ballast
are
In ballast
are
5,200
4,900
4,900
4,900
5,400
5,000
4,900
4,900
Mileage:
Loaded: In ballast:
Employment:
Port Talbot
Pepel
Pepel
Table Bay
Japan
Japan
Port Hedland
Port Hedland
Table Bay
Rotterdam
Rotterdam
Pepel
Pepel
Table Bay
Japan
-
In ballast
are
11,500
-
In ballast
are
In ballast
10,900
-
,
2,800
3,700
3,100
\
are
11,500
-
-
83
m.s. 'Westminster Bridge"
(d.w. 75,350 tons)
m.s. "Sydney Bridge"
(d.w. 58,720 tons)
Mileage:
Loaded: In ballast:
Employment:
Dunkirk
Porto Salazar
Porto Salazar
Dunkirk
Belfast
Vitoria
Vitoria
Antwerp
Antwerp
Pepel
Pepel
Table Bay
Japan
Japan
Port Hedland
Port Hedland
Bremerhaven
Bremerhaven
Vitoria
Vitoria
Bremerhaven
Bremerhaven
Vitoria
Vitoria
Bremerhaven
84
In ballast
Ore
In ballast
Ore
In ballast
Ore
In ballast
Ore
In ballast
Ore
In ballast
Ore
4,900
4,900
4,900
4,900
-
-
3,000
11,500
-
-
3,700
11,100
-
-
5,200
5,200
-
-
5,200
5,200
Mileage:
Loaded: In ,ballast:
Employment:
Rotterdam
Porto Salazar
Porto Salazar
Dunkirk
Dunkirk
Point Central
Point Central
Table Bay
Japan
Japan
Dampier
Dampier
Table Bay
Port Talbot
Port Talbot
H. Roads
H. Roads
Panama
Japan
In ballast
-
5,000
Ore
4,900
-
In ballast
-
4,900
Ore
12,600
-
In ballast
Ore
,
\
10,600
3,800
-
In ballast
-
3,200
Coal
9,700
-
-
85
ORE-BULK-OIL
CARRIERS (OBO)
m.s. "Furness Bridge"
(d.w. 166,065 ton)
m.s. "Avon Bridge"
(d.w. 142,800 ton)
Mileage:
Loaded: In ballast:
Employment:
Rotterdam
Las Palm as
Table Bay
Persian Gulf
Persian Gulf
Table Bay
Las Palmas
Gothenburg
Gothenburg
Verdon
Verdon
Mena al Ahmadi
Mena al Ahmadi
Fos
Fos
Tripoli (Leb.)
Tripoli (Leb.)
Rotterdam
Hamburg
Hamburg
Forcados
Forcados
Gothenburg
Gothenburg
P. Gulf
P. Gulf
Japan
86
In ballast
Oil
-
11,900
11,500
-
In ballast
-
2,500
In ballast
-
11,000
Oil
Mileage:
Loaded: In ba,llast:
Employment:
11,000
-
In ballast
-
1,600
Oil
3,400
-
In ballast
-
4,500
Oil
4,700
-
In ballast
-
Oil
6,700
Tail of Bank
Las Palmas
Ras Tanura
Ras Tanura
Table Bay
Milfardhaven
Fawley
Fawley
Las Palmas
Table Bay
Persian Gulf
Persian Gulf
Table Bay
Fos
Fos
Table Bay
Persian Gulf
Persian Gulf
Table Bay
Milfordhaven
In ballast
Oil
In ballast
Oil
.
-
11,600
11,500
-
-
11,500
11,000
-
-
11,000
11,200
-
\
In ballast
Oil
11,900
-
87
Another form of cooperation is the Scottish Ship Management
Ltd., Glasgow which operate the ships owned by:
m.s. "Spey Bridge"
(d.w. 113,460 ton)
Mileage:
Loaded: In ballast:
Employment:
Pepel
Table Bay
Japan
Japan
Persian Gulf
Persian Gulf
Japan
Japan
Persian Gulf
Persian Gulf
Japan
Japan
Ras Tanura
Ras Tanura
Japan
Japan
Ras Tanura
Ras Tanura
Japan
Japan
Persian Gulf
Ore
11,500
-
Built:
Name:
Deadweight capacity:
(tons)
In ballast
-
6,700
Oil
6,700
-
In ballast
-
6,700
Oil
6,700
-
In ballast
-
6,700
1967
1968
1968
1970
1970
1971
1971
1972
Baron
Baron
Baron
Baron
Baron
Baron
Baron
Baron
Forbes
Dunmore
Cawdor
Renfrew
Ardrossan
Inchcape
Belhaven
Maclay
20,000
20,000
21,800
21,800
24,000
24,000
23,300
21,800
.
Ordered for delivery:' .
Oil
6,700
-
In ballast
-
6,700
Oil
6,700
-
In ballast
-
6,700
1972
1973
24,000
27,000
One ship
Two ships
LAMBERT BROS. (Shipping) Ltd.
Built:
Name:
Deadweight capacity:
(tons)
1969
1970
1971
1972
88
,.
H. HOGARTH & SONS Ltd.
Temple
Temple
Temple
Temple
Arch
Bar
Hall
Inn
21,800
22,000
22,000
23,700
89
Chapter 12
LYLE SHIPPING COMPANY LTD.
Built:
Name:
Deadweight capacity:
(tons)
1959
1961
1962
1967
1968
1968
1969
1971
1971
1971
1971
1972
Cape
Cape
Cape
Cape
Cape
Cape
Cape
Cape
Cape
Cape
Cape
Cape
1972
1973
1973
One ship
One ship
One ship
15,600
16,500
24,700
Franklin
Nelson
Howe
Clear
Sable
Wrath
York
Horn
Hawke
Race
Grafton
Leeuwin
22,000
22,000
22,000
23,700
23,700
22,000
23,700
22,000
Ordered for delivery:
27,000
24,000
27,000
A decided advantage of such a combined management is a saving
in overhead expenses, as compared with operation by the companies
individually. Another advantage is that the S.S.M. by disposing of a
fleet of ships with practically identical deadweight capacity is in a
position to enter into long-term commitments when remunerative
rates are obtainable in the freight market. Such a policy is illustrated
by the following fixture reported in March 1970:
Scottish Ship Management tonnage
contract, vessels of 18,500 tons to 23,500 tons, 10% more or less,
$ 8,90, free discharge, five days SHine, coal one cargo July/Sept.,
two cargoes October/December 1970 and six cargoes evenly spread
over 1971.
HAMPTON ROADS TO JAPAN.
It will be noted that the participants in the Scottish Ship Management Ltd. have gradually increased the deadweight capacity of their
newbuildings-to 24,~27,000
tons.
90
EMPLOYMENT OF BULK CARRIERS
,.
It is common knowledge that are, grain and coal constitute the
major bulk carrying trades in which bulk carriers are being employed.
Owners of tramp ships, whether bulk carriers or conventional tramp
ships of 10.000-14.000 tons deadweight, have the following choice of
employment for their ships:
1. Voyage charters, either for single voyages or consecutive voyages;
2. Timecharters, either for a single voyage between certain ports or
round voyages or for a certain period "general trading".
The choice will be mainly governed by the owners' expectations
about the future development of the open freight market. It is difficult, to say the least, to forecast the trend o( the open market rates,
which depends upon so many unpredictable faCtors, e.g. development
of seaborne trade in the principal commodities, changes in general
pattern of trade etc. This last feature can be explained by the following example:
In the course of 1964 the bulk carriers "Heroic" and "Liryc", d.w.
capacity 48,600 tons, were commissioned. Both ships were operated
in the coal trade from Hampton Roads to Japan. It is well known that
it is virtually impossible to obtain return cargo from Japan to U.S.A.
for such large bulk carriers. Exporters of sugar from the Philippines
to U.s. Atlantic and Gulf of Mexico, prefer smaller ships. The same
remark applies to lumber shippers from Br. Columbia to East Coast
of U.S.A. or Europe. In these circumstances the owners had practically no choice but to despatch their vessels from Japan via Panama
to Hampton Roads in ballast ( ± 9.700 miles).
The situation changed since Australia started to export coal and
bauxite to Europe (Antwerp-Hamburg range), as shown by the following fixtures:
s.s. "Lyric", 42,000 tons, bauxite, Weipa-Emden, April '71;
s.s. "Heroic", 42,000 tons, coal Newcastle (N.S.W.)-Rotterdam, June '71;
s.s. "Heroic", 42.000 tons, bauxite, Weipa-Emden, October '71;
S.s. "Liryc", 44,000 tons, coal, Newcastle (N.S.W.)-Amsterdam, October 71.
91
After discharge in N. Europe the vessels proceeded via Seven Islands for loading a full cargo of ore for Baltimore, thereafter proceeding to Hampton Roads for loading a full cargo of coal for Japan.
In Januari '72, the s.s. "Heroic" was fixed for a full cargo of grain
- 41,000 tons d.w. for cargo - from British Columbia to AntwerpHamburg range, January loading. A fixture of such a large cargo
from Br. Columbia-A/H range is exceptional.
Forward fixing will always remain a gamble for both shipowners
and charterers. It is clear that in times of low open market rates there
is little incentive to enter into long-term commitments at low rates
which barely cover the operating expenses thus eliminating the chance
to take advantage of any subsequent rise in open market rates. In that
case owners will be inclined to adopt a "wait and see" policy by fixing
their ships on a single voyage basis which does not commit them for
a long period. Conversely, when open market rates have risen to a
remunerative level and long-term employment is obtainable, either on
the basis of consecutive voyages or timecharter, at rates which ensure
a fair margin of profit, shipowners may decide to go in for long-term
employment, so that they are not dependent upon the fluctuations in
the open market rates.
In the course of 19'70 several tramp shipowners preferred to take
advantage of the very remunerative rates obtainable for long-term
employment, in particular in the coal trade from Hampton Roads to
Japan. As a striking example the following fixture, reported in September 19'70,may be mentioned:
Hampton Roads to Japan: Star Bulk contract, 30 cargoes of 22,00035,000 tons, 10 per cent, average rate of $11.15, free discharge, five
days SHinc., option loading U.S. Gulf $11.40, six days, coal, one
cargo per month commencing end-1970.
In the time-charter section, ships were contracted for periods ranging from 12 months to 5 years, in some cases even longer.
It may be recalled that the freight market collapsed in 1971 to an
unprecedented low level, which is clearly illustrated by the following
comparison of the highest and lowest rates recorded for single voyages
in certain lea~ing trades:
COAL
H. Roads-Japan
1972
Low:
,3.60
7.85
5.25
10.10
5.50
3.95
2.25
7.00
7.50
8.75
6.75
2.55
2.80
GRAIN
$ 16.50
$ 9.75
U.S. Gulf-Japan
U.S. Gulf-A.R.A.
ORE
$ 14.25
$ 11.25
Brazil-Japan
Peru-Japan
SIR W. REARDON SMITH & SONS Ltd., CARDIFF
This independent tramp company, which has not joined a consortium,expanded into bulk carriers in 1964 ",hen the first bulk carrier
of 30,480 tons was commissioned. The pre~nt
fleet comprises the
following ships:
Built:
1960
1960
1962
1963
1964
1965
1967
1967
1968
1969
19'70
19'70
19'70
19'70
19'72
19'72
19'72
Deadweight
Name:
Devon City
Orient City
Cardiff City
Houston City
Australian City
Eastern City
Atlantic City
Indian City
Welsh City
Cornish City
Vancouver City
Pro Rupert City
Victoria City
Fresno City
New Westm. City
Tacoma City
Port Alberni City
14,430
14,430
14,630
14,630
30,480
30,480
45,780
45,880
16,220
16,220
26,000
26,000
26.000
26,000
26,000
26,000
26,000
capacity:
tons
tons
tons
tons
tons
tons
tons
tons
tons
tons
tons
tons
tons
tons
tons
tons
tons
Ordered for delivery:
19'72
92
High:
8.40
1971
Low:
High:
7.60
$ 14.00
1 vessel
26,000 tons
9S
It will be noted that Chinese shipowners are particularly interested
in buying modern vessels, which is part of the policy of China to build
up a mercantile fleet. It may be recalled that such ex-liner vessels,
disposing of tweendecks, will be very suitable for operation in ~egular
liner services by the Chinese owners.
In the meantime, the four 14,630 tons d.w. vessels:
"Cardiff City"
"Devon City"
"Houston City"
"Orient City"
built in 1960-1963,have been sold by the Reardon Smith Line Ltd.
It is fairly safe to assume that the consideration that these moderate-size vessels can no longer be operated at a profit in to-day's
depressed world freight markets - May 1972 -, in competition with
the more economical bulk carriers, has played an important part, when
deciding to dispose of these relatively modern vessels. Their age varies
from 9-12 years, so that they can be operated say 20 years, before
reaching the end of their useful life.
,
;..••."I,:,y; •.•'''-~;)'!.~.'t~
' ".:
"'.--t)i( "iI. ,It~-..~" {;
This policy is not confined to British tramp shipping companies
only. As a matter of fact, the Holland Bulk Transport Co. of Amsterdam sold the following tramp ships in Marchi April 1972:
~,:i,
<fl'".)
(
I'
Name:
'~
Built:
1"
I
Buyers:
d.w. capacity
1959
1957
1960
1962
12,393
12,393
12,449
14,674
}
Ocean Tramping Co.
Hong Kong
Argentina
Another consideration may have been that consequent upon the
containerisation, several liner vessels will become redundant in the
foreseeable future, much earlier than normally expected. This aspect
is illustrated by the following sales:
Built:
d.w.
capacity
Owners:
1953
12,793
m.s. "Karimun "
1953
12,750 ~
m.s. "Illstein"
m.s. "Rendsburg"
m.s. "Spreest~"
m.s. "Siegstein"
m.s. "Wiedstein"
94
1959
1959
1957
1957
1959
6,619
7,263
6,519
6,619
9,581
Lifting capacity
10 derricks
4 derricks
1 derrick
10 tons
20 tons
.50 tons,
Nedlloyd
Lines,
Rotterdam
The main particulars of these vessels are:
Deadweight capacity
Bale space
Grain space
Speed
Oil consumption
16,220 tons
752,000 cu.ft.
838,500 cu.ft.
16 knots
30 tons fuel oil,
max. 1200secs
plus 2 tons diesel oil
Buyers:
Both ships are particularly popular with liner companies on timecharter basis.
Far Eastern
buyers.
It may be concluded from the composition of the fleet that this
tramp company, disposing of a very long experience in the world
tramp trades, consider the 26,000 tons deadweight bulk carriers as
the best general purpose bulk carrier.
(tons)
m.s. "Karimata"
The m.s. "Welsh City" and "Cornish City" can best be classed as
super tramps having regard to their high speed and extensive cargo
handling equipment which includes:
\
(tons)
Amstelmolen
Amstelsluis
Amstelveld
Hollands Dreef
The Reardon Smith Line is a typical example of a tramp shipping
company operating vessels on the basis of voyage charters or time
charters or a combination of both.
It will be noted from the following statements that the main
sources of employment are:
}
OreM
Hapag/Lloyd Tramping Co.,
Hong Kong
Coal from Hampton Roads to Japan;
Grain from U.S. Gulf to Japan;
Lumber from Br. Columbia to Atlantic or Europe.
95
m.s. "PRINCE RUPERT CITY"
Employment
m.s. "FRESNO CITY"
Employment
1971
Approximate
distance:
Miles:
1971
Approximate
distance:
Miles:
New Orleans
Rotterdam
.
Full cargo of gram on voyage charter
4,800
Japan
Br. C0Iurnb·la
In ballast
4,300
Rotterdam
Baltimore
In ballast
3,000
Full cargo of lumber on time charter
6,100
Baltimore
Panama Canal
Japan
Br. Columbia
Panama Canal
N. Atlantic
Full cargo of coal on voyage charter
9,700
New York
In
Comeau Bay
Japan
·
Br. C0Iurnb la
In ballast
4,300
Br. Columbia
N. Atlantic
.
Full cargo of lumber on time charter
Comeau Bay
Durban
Basra
6,100
N. Atlantic
Gulf of Mexico
Persian Gulf
Singapore
In ballast to Key West for orders
1,700
Singapore
East London
Time charter from passing Key West
to Japan; time charterers booked a
full cargo of grain.
9,200
In ballast
4,300
Gulf of Mexico
Japan
Japan
·
Br. C0Iurnb la
96
ballast
1,500
Full cargo of grain on voyage charter
. \
12,300
3 900
'
In ballast
5,400
Full cargo of grain on voyage charter
8,300
1972
East London
Singapore
Japan
g;
m.s. "VANCOUVER CITY"
Employment
1971
m.s. "VICTORIA CITY"
Employment
Approximate
distance:
Miles:
1971
Approximate
distance:
Miles:
Glasgow
N ew 0 r Ieans
In ballast
4,500
~wOrl~s
Rotterdam
.
Full cargo of gram on voyage charter
4,800
Rotterdam
New Orleans
In ballast
4,800
New Orleans
Rotterdam
Full cargo of grain on voyage charter
4,800
9,700
Rotterdam
Ros ario
In ballast
6,600
In ballast
4,300
Rosario
Dmban
Singapore
'
.
Full cargo of gram on voyage charter
Br. Columbia
Panama
N. Atlantic
Full cargo of lumber on time charter
6,100
N. Atlantic
Port Cartier
I ball t
n
as
Port Cartier
Durban
Basra
Full cargo of grain on voyage charter
Baltimore
Panama
Japan
Full cargo of coal
Japan
·
Br. C0Iurn b la
In ballast
Br. Columbia
Panama
N. Atlantic
Full cargo of lumber on time charter
H. Roads
Panama
Japan
Full cargo of coal
Japan
·
Br. C0Iumb la
9,700
4,300
6,100
bad an
Bo
m ayb
East London
12,800
Japan
1200
,
12,300
Basra
A
•
In ballast
5,700
East London
Singapore
"
Japan
.
Full cargo of maize on voyage charter
8,300
Japan
'
·
Br. C0Iumb la
In ballast
4,300
Japan
Br. Col um b·la
.
TIme charter
4,300
Br. Columbia
Panama Canal
Bremen
Full cargo of lumber on time charter
9,200
Bremen
Panama Canal
Vancouver
In ballast
9,200
1972
1972
98
99
m.s. ''BARON ARDROSSAN"
(d.w. 24,000 tons)
The vessels operated by the Scottish Ship Management Co. were
employed in the following trades:
m.s. "BARON ARDROSSAN"
(d.w. 24,000tons)
W. Australia
Vancouver
Br. Columbia
Panama Canal
U.K./Continent
Bordeaux
In
H . Roa d s
1971
Approximate
distance:
Miles:
1971
Voyage charter
Full cargo of lumber on time charter
9,600
Full cargo of phosphate on
voyage charter
W. Australia
Esperance
In ballast
1 200
'
Esperance
Vancouver
Voyage charter
8,BOO
Br. Columbia
·
Austr aIla
.
Full cargo of lumber on time charter
7,400
3,200
,
ballast
3,500
Full cargo of coal to Japan
9,700
Japan
Nauru
In ballast
2,400
Nauru
S. Australia
Full cargo of phosphate on
voyage charter
S. Australia
U.K.
Full cargo of jarrah wood etc.
on voyage charter
Avonmouth
H. Roads
In ballast
H. Roads
Panama Canal
Japan
.~
Full cargo of coal on voyage charter
100
Christmas Island
W. Australia
8,BOO
H. Roads
Panama Canal
Japan
Japan
Christmas Island
Approximate
distance:
Miles:
In ballast
\
m.s. "BARON FORBES"
(d.w. 20,000tons)
Employment
Nagoya
Nauru
In ballast
2,400
3,300
Nauru
N. Zealand
Full cargo of phosphate on
voyage charter
2,600
12,000
N. Zealand
E sper an ce
I
3300
'
Esperance
Portland
Vancouver
9,700
3,500
Br. Columbia
Panama Canal
Liverpool
n b a11ast
3,200
Full cargo on voyage charter
8,800
Full cargo of lumber on time charter
9,400
Bordeaux
101
m.s. "BARON INCH CAPE"
(d.w. 24,000 ton)
Employment
m.s. "BARON FORBES"
(d.w. 20,000 tons)
Employment
Approximate
distance:
Miles:
1971
Casablanca
Ca town
Jap~
Full cargo of phosphate on
voyage charter
Japan
Bun bin
ury
ballast
Bunbury
F reman tl e
Immingham
'
F u 11cargo 0f I'Imemte
on
voyage charter
Immingham
Tampa
I
Tampa
P anama Can al
Japan
n
ballast
Full cargo of phosphate on
voyage charter
Japan
O cean I s1an din
ballast
Ocean Island
Nauru
Bunbury
Full cargo of phosphate on
voyage charter
Full cargo of grain on voyage charter
Osaka
Gladstone
Kitimat
Time charter with delivery Osaka via
Gladstone for loading full cargo of
alumina for Kitimat
.
TIme charter for full cargo of lumber
102
1971
Haugesund
H. Roads
In ballast
3,600
H. Roads
Panama Canal
Japan
Full cargo of coal on voyage charter
9,700
Japan
Nauru
In ballast
2,400
Nauru
S. Australia
Full cargo of phosphate on
voyage charter
\.
2,800
Esperance
Br. Columbia
Full cargo on voyage charter
8,800
Br. Columbia
'
Austr aIla
.
Full cargo of lumber on time charter
7,400
S. Australia
Avonmou th
Full cargo on voyage charter
Avonmouth
H. Roads
I
13,300
4,500
11,000
4 500
,
9,300
2,600
4,200
n
ball
ast
12,000
3 300
,
1972
Bunbury
Gladstone
Japan
Br, Columbia!
Australia
ApproXimate
distance:
Miles:
,~
H. Roads
Panama Canal
Japan
Full cargo of coal on voyage charter
9,700
10,600
Japan
Br. Columb·la
In ballast
4,300
7,400
Br. Columbia
Austr ala
I'
.
Full cargo of lumber on time charter
7,400
6,400
103
m.s. "BARON RENFREW"
(d.w. 21,800ton)
Employment
m.s. "CAPE CLEAR"
(d.w. 20,000 tons)
Employment
Approximate
distance:
Miles:
1971
S. Australia
Avonmouth
Full cargo on voyage charter
12,000
Antwerp
Falmouth
N. Orleans
In ballast
N. Orleans
Panama
Geelong
Full cargo of sulphur on voyage charter 9,400
Port Pirie
Table Bay
Las Palmas
.
Full cargo of gram on voyage charter
4,800
12,800
Yxpila
Yxpila
Falmouth
Casablanca
In ballast
Casablanca
Ca etown
Ja/an
Full cargo of phosphate on
voyage charter
Japan
Bun bIn
ury
ballast
2,700
13,300
4,500
1972
~u:Jay
Immingham
Full cargo of ilmenite on
voyage charter
11,000
Approx'imate
distance:
Miles:
1971
Liverpool
H . RoadIn
s
ballast
3,400
H. Roads
Panama Cana I
J apan
Full cargo of coal on
voyage charter
9,700
Japan
Chr. Island
In ballast
3,500
Chr. Island
Victoria
Full cargo of phosphate on
voyage charter
\.
3,400
Victoria
New ZeaIandIn
ballast
2,200
New Zealand
Panama Canal
L·IverpooI
Avonmouth
Full cargo on voyage charter
Avonmou~h
Buenos AIres
In ballast
Buenos Aires
Capetown
Japan
Full cargo of grain on voyage charter
Japan
Nauru
In ballast
2,400
Nauru
W. Australia
Full cargo of phosphate on
voyage charter
4,000
W. Australia
Chr. Island
In ballast
1,800
11,500
6 200
'
12,200
,
104
105
m.s. "CAPE CLEAR"
(d.w. 20,000 tons)
Employment
m.s. "CAPE SABLE"
(d.w. 22,000 tons)
Employment
Approximate
distance:
Miles:
1971
Chr. Island
New Zealand
Full cargo on phosphate on
voyage charter
5,000
New Zealand
Mackay
I n ball ast
1,800
Mackay
New Zealand
Full cargo of sugar on voyage charter
New Zealand
·
E . Austr aIIa
In ballast
E. Australia
Lumut
.
Full cargo of gram on voyage charter
Lumut
Port L·mcoIn
In ballast
Port Lincoln
Mombasa
.
Full cargo of gram on voyage charter
1,800
1,300
4,300
3,500
5,700
m.s. CAPE SABLE
(d.w. 22,000 tons)
Employment
Japan
Chr. Island
In ballast
Chr. Island
Port Pirie
Port Pirie
Albany
Swansea
Avonmouth
106
Full cargo of phosphate on
voyage charter
"
.
0
Full cargo of concentrates on
voyage charter
3,500
3,400
12,000
Approxiulate
distance:
Miles:
1971
Avonmouth
Tampa
I ball
n
ast
3600
,
Tampa
P anama C ana I
Japan
Full cargo of Phosphate on
voyage charter
9,300
Japan
Chr. Island
In ballast
3,500
Chr. Island
E. Australia
Full cargo of phosph~te on
voyage charter
\
3,600
E. Australia
Lumut
.
Full cargo of gram on voyage charter
4,300
Lumut
Singapore
Chr. Island
In ballast
Chr. Island
S. Australia
Full cargo of phosphate on
voyage charter
S. Australia
Kokkola (Fin!.)
Full cargo on voyage charter
Kokkola
Ca sabl anca
In ballast
Casablanca
Capetown
Japan
Full cargo of phosphate on
voyage charter
Japan
Chr. Island
In ballast
700
2,700
12,800
2,500
13,300
3,500
107
m.s. "CAPE SABLE"
(d.w. 22,000 tons)
Employment
Approximate
distance:
Miles:
1971
Chr. Island
New Zealand
New Zealand
.
Port P·lne
Port Pirie
F reman tl e
Avonmouth
m.s. "CAPE WRATH"
(d.w. 22,000 tons)
Employment
Full cargo of phosphate on
voyage charter
4,700
In ballast
Full cargo of OODcentrateson
voyage charter
Avonmouth
Tnampa
I
Tampa
Panama C anaI
Japan
Full cargo of phosphate on
voyage charter
b aIIast
Japan
Nauru
In ballast
Nauru
S. Australia
Full cargo of phosphate on
voyage charter
W. Australia
Immingham,~
Full cargo of ilmenite on
voyage charter
108
1971
Tampa
Panama Canal
Full cargo of phosphate on
voyage charter
9,300
Japan
Chr. Island
In ballast
3,500
Chr. Island
E. Australia
Full cargo of phosphate on
voyage charter
3,700
E. Australia
Lumut
..
Full cargo of gram on. voyage charter
4,000
Lumut
Chr. Island
In ballast
Chr. Island
E. Australia
Full cargo of phosphate on
voyage charter
3,700
E. Australia
Port Pirie
In ballast
1,200
Port Pirie
F reman tl e
Br. Channel
Full cargo of concentrates on
voyage charter
Newport
Aalborg
In ballast
Japan
2,100
12,000
m.s. "CAPE WRATH"
(d.w. 22,000 ton)
Employment
Immingham0
T ampa
,.
In ballast
3·,600
9,300
Approximate
distance:
Miles:
700
12,000
2,400
4,200
1,100
1972
Aalborg
Santo Domingo
Full cargo of cement on voyage charter 4,800
New Orleans
Panama
New Zealand
Full cargo of sulphur on voyage charter 8,100
11,000
4,500
100
m.s. "CAPE YORK"
(d.w. 22,000 tons)
Employment
m.s. "CAPE YORK"
(d.w. 22,000 tons)
Employment
Approximate
distance:
Miles:
1971
Appro;o,mate
distance:
Miles:
1971
Avonmouth
H . Roads
I n ball ast
3,300
New Zealand
Nauru
I n L_l1
utLUast
2600
,
H. Roads
Panama Canal
Japan
Full cargo of coal on voyage charter
9,700
Nauru
Queensland
Full cargo of phosphate on
voyage charter
1,500
Queensland
Geelong
I n b a11ast
1 ,800
Geelong
Lumut
.
Full cargo of gram,on voyage charter
Japan
Chr. Island
In ballast
Chr. Island
S. Australia
Full cargo of phosphate on
voyage charter
Port Pirie
Alban
Swan~a
Full cargo of concentrates on
voyage charter
Swansea
Luea
I
In ballast
Lulea
Wilmington
Full cargo of iron ore pellets
on voyage charter
Wilmington
Tampa
I
Tampa
P anama Cana I
Japan
Full cargo of Phosphate on
voyage charter
Japan
Queens Ian dIn
.~
Queensland '
New Zealand
110
n
ball
ast
ballast
Full cargo of sugar on voyage charter
3,500
3,800
\
3,200
12,000
1,700
Lumut
Chr. Island
In ballast
Chr. Island
Port Kembla
Full cargo of phosphate on
voyage charter
3,700
Port Kembla
Wall aroo
I n ball ast
1 ,000
~::
Full cargo of grain on voyage charter
5,700
700
1972
4,700
1300
,
m.s. TEMPLE ARCH"
(d.w. 21,800 tons)
Employment
9,300
3,500
Nauru
W. Australia
Full cargo of phosphate on
voyage charter
1,800
W. Australia
United Kingdom
Full cargo of ilmenite on
voyage charter
4,000
11,000
111
m.s. "TEMPLE ARCH"
(d.w. 21,800tons)
Employment
Approximate
distance:
Miles:
1971
Antwerp
TIn
ampa
m.s. "TEMPLE BAR"
(d.w. 22,000tons)
Employment
Approximate
distance:
Miles:
1971
4,600
Creenock
Tampa
I
Full cargo of phosphate on
voyage charter
9,300
Tampa
Panama
Japan
Full cargo of phosphate on
voyage charter
9,300
Japan
Chr. Island
In ballast
3,500
Japan
Nauru
In ballast
2,400
Chr. Island
New Zealand
Full cargo of phosphate on
voyage charter
4,700
Nauru
W. Australia
Full cargo of phospHate on
voyage charter
\.
4,300
New Zealand
Nauru
In b aIIast
2,600
Full cargo on voyage charter
Nauru
W. Australia
Full cargo of phosphate on
voyage charter
S. Australia
Capetown
Avonmouth
Avonmouth
Casablanca
In ballast
Casablanca
Ca etown
p
J apan
Full cargo of phosphate on
voyage charter
Japan
Chr. Island
In ballast
3,500
Chr. Island
S. Australia
Full cargo of phosphate on
voyage charter
3,400
.
Full cargo of gram on voyage charter
4,900
Tampa
Panama Canal
J apan
W. Australia
Capetown
United Kingdom
Newport
Aalborg
Aalborg
.
Sant0 Dommgo
ballast
Full cargo on voyage charter
In ballast
Cargo of cement on
Tampa
.
Panama Cana'I
J apan
112
b
all ast
4,700
11,600
4,000
10,700
1 200
'
13,300
1,100
yage charter
VO
4,800
1972
Santo Domingo
Tampa
n
In b II
a ast
1,200
1972
Ceelong
Inchon
Full cargo of Phosphate on
voyage charter
9,300
113
m.s. "TEMPLE BAR"
(d.w. 22,000 tons)
Employment
Approximate
distance:
Miles:
1971
Inchon
GeeIong
In ballast
Geelong
Lumut
.
Full cargo of gram on voyage charter
Countries:
Ports of shipment:
Angola
Lobito
Porto Salazar
Australia
Port Dampier
Port Hedland
Port Pirie
Yampi Sound
Whyalla
Brazil
Macapa
Rio de Janeiro
Vitoria (Tubarao)
Canada
Seven Islands
Wabana
Chile
Coquimbo
Cruz Grande
Huasco '
China (Hainan)
Yulin
Congo
Pointe Noire
Egypt
Abu Zenima
Ghana
Takoradi
India
4,900
3,900
m.s. "TEMPLE HALL"
(d.w. 22,000 tons)
This bulk carrier has been time-chartered to the British Phosphate Commissioners for employment in the phosphate trade between
Nauru and Australia/New Zealand for a period of 5 years.
Admittedly, a period of 5 years is rather long, in particular in
these times with steadily increasing operating expenses. It may be
that the owners have protected their position by inclusion of the
so-called escalation clause, which provides for full escalation of
operating costs.
\
Mal~a
Bombay
Calcutta
Koilthottam
Mormugao
Madras
Visakhapatnam
Monrovia
Lower Buchanan
D~n
Mauretania
Port Etienne
Dealing with the major bulk carrying trades separately, the following comments may be made:
ORE
The principal sources of supply and ports of shipment are:
Liberia
Countries:
Ports of shipment:
Norway
Kirkenaes
Narvik
Africa (South &: East)
,
Beira
Durban
Lourenco Marques
Port Elisabeth
Peru
Chimbote
San Juan
San Nicholas
Pepel
114
Sierra Leone
115
Countries:
Ports of shipment:
Sweden
Gefle
Lulea
Oxelosund
Turkey
Iskanderun
Venezuela
Palua
Puerto Ordaz
After the termination of Warld War II are had to' be imported
far the steadily expanding steel industry fram distant areas, which
farced. the importing cauntries to dispense with the conventianal
cargo ships of 10,000-12,000 tans d.w. capacity in favour af the
specially built are-carriers, in arder to' reduce the cast af transport,
which forms a large part af the law intrinsic value. This develapment
resulted in active steps being taken to' accommodate the large arecarriers, in particular in Continental ports e.g. Amsterdam, Ratterdam, Emden, Bremerhaven, Hamburg, Dunkirk, Genaa, Taranto,
Bagnali and Piambino.
The large German are-carrier "Stadt Bremen", d.w. capacity
140,500 tans an a draught af 54 ft., discharged 133,000 tans of ore
from TubaraO' at Rotterdam. The terminal canaccammadate 2 large
are-carriers with a draught af maximum 61 feet corresponding with
a d.w. capacity af say 170,000 tans, the starage capacity af the terminal is 1,7 millian tans.
Importers af ore far the British steel industry are ata disadvantage, in terms af ace an freight, as campared with their Continental
competitors, due to the fact that so far Part Talbot is the only port
which can accommadate ore carriers with draughts up to 47 ft. 6 in.,
which correspands with a deadweight capacity af + 100,000 tans.
The m.s. "Chelsea Bridge", d.w. capacity 105,780 tans an a draught
of 49 ft. isa regular visitar af Part Talbat.
According to' recent reparts, the British Steel Corp. intends
bringing all imports af iran are far its Llanwern steel works thraugh
Port Talbot harbour. By 1974 the harbaur, which handled 2,8 million
tans af iron artr. far the Port Talbat steel works, will be handling
about 7 million Jans af ,iran are. At present, Newport docks handle
the imports af iron are far the Llanwern works. Hawever, Newport
is only capable af handling ships up to' 30,000 tans. The re-routing of
116
ore supplies via Port Talbot in 1974 will result in cansiderable cost
savings.
For a carrect picture af the position it should be borne in mind
that the German steel industry, located in the Ruhr-area, is largely
dependent upon transhipment of are into Rhine barges at Amsterdam
ar Ratterdam. Consequently, the cost af transpart to' the blast furnace
stockyards in the Ruhr by barge must be added to' the ocean freight
and ,discharging expenses.
Japanese steel works are placed in an extremely favourable
pasition. Mast steel warks are cancentrated on the seaboard. Large
are-carriers can berth alongside and discharge their cargaes direct
into the steel warks' stockyards. The s.s. "Niizuru Maru", claimed to
be the world's largest ore carrier, d.w. capacity 165,200tons, draught
58 ft. 8 in. aperates between Japan and Chile, Australia, Brazil and
Angala.
One of the most prominent carriers af iron ore is undoubtedly
the Griingesberg Company, Oxelosund, which 'Was faunded in 1896.
As long agO'as 1907 the Grangesberg Campany taok delivery of the
m.s. "POLCIRKELN" of 3.355 tons deadweight which was constructed specifically far the iran ore trade. The design of this vessel can
be regarded as the prototype of the specialisedore-carrier in aperation nowadays.
The Griingesberg Company contralled and aperated ane af the
world's largest and richest are-areas in Swedish Lapland until 1957
when a Government owned mining cancern, the Luossavaara-Kirunavaraara A B (LKAB) acquired the majarity interests. Hawever, the
Grangesberg Company are still respansible in their capacity as shipawners for the seabarne carriage af LKAB's portian as well as their
awn share. The output of iran are is sold an c.i.f. basis which therefore implies that the Grangesberg Campany are in charge of the
shipping arrangements, which is a very important asset in the operatian of a large fleet of are/oil carriers and bulk carriers.
Since the discovery and develapment of the very large iran ore
deposits ,at Nimba (Liberia), the Grangesberg Campany have extended their field of operatian considerably. In fact, the Griingesberg
Company are acting as Managers of the LAMBO, a joint venture in
which Liberian, Eurapean, Canadian and American interests are
participating. Since 1963 when the aperations at Nimba started, ship-
117
ments of iron ore via Buchanan have steadily increased. Although
shipment of iron ore has been an integral part of Grangesberg's
business right from the start, Grangesberg vessels are operating on a
fairly large scale in other bulk carrying trades as well e.g. coal, grain,
oil etc.
It is fairly clear that a versatile fleet is required to carry aut these
varying commitments. As shipowners the Grangesberg Company have
steadily pursued a policy of building vessels of the largest pas sible
deadweight capacity compatible with the facilities of the terminal
ports and the requirements of the trades for which the ships were
intended. Taking into consideration that conditians in the bulk carrying trades are subject to continuous change, it is obvious that the
design of economical bulk carriers with a normal working life of
say 25 years is a matter requiring very close consideration. In the
circumstances it is not surprising that in order to achieve maximum
flexibility of operation, the Grangesberg Company are concentrating
on combination-carriers. The present fleet comprises the following
large carriers:
GRANGES BERG FLEET
Built:
Name:
d.w.
capacity
(tons)
Type:
Employment:
(Jan. 1972)
Delivery:
1972
1973
1974
d.w.
capacity
Type:
265,000
265,000
265,000
,.
Bulk/oil
oarrier
It will be noted that since 1969 the emphasis is on the bulk-oil
type; it is fairly certain that in practice oil will constitute the main
source of employment.
COAL
Another trade which is dominated by large bulk carriers is the
coal trade form Hampton Roads, in particular to Japan. The modern
self trimming bulk carriel1sare ideal for' carrying coal from the
viewpoint of fast despatch at both ends and handling charges which
can be kept to a minimum. Until a few years ago it was customary
to stipulate a rate of loading and discharge of 1.500 tons and 1.000
tons, respectively, in coal charters from Hampton Roads to Japan
In the meantime discharging facilities in Japan have been improved
thus enabling Japanese charterers to agree to "seven weather working
days, Sundays and Holidays included" for the combined loading!
discharging operation of bulk carriers of 85,OOO-tonsdeadweight.
As an example the following fixture may be cited:
Cargo:
1962
1963
1964
Luossa
Laponia
Laidaure
28,850
36,200
36,200
Bulk
carrier
PhiladelphialR'dam
H. Roads/Oxelosund
Narvik! Antwerp
Grain
Coal
Ore
1964
1965
Raunala
Rautas
65,600 Ore/oil
65,600 carrier
ImminghamlP. Gulf
P. Gulf/U.K.
Ballast
Oil
1966
1966
1969
Nuolja _~ 71,500 Bulk
L. Buchanan! Antwerp Ore
Ore
Nikkala
71,500 carrier Vitoria/Dunkirk
Pajala ; 107,000 Bulk/oil P. Gulf/U.K.
Oil
carrier
118
Under construction or on order:
Ham p ton R 0 ads to J a pan (v i a Cap e): m.s.
"Marques de Bolarque", 85,000 tons, 10 per cent, $ 4.20,
free discharge, seven days, SHine., coal, February (relet).
The maximum deadweight capacity of the bulk carriers employed
in the coal trade from Hampton Roads to Japan via. Panama Canal
is governed by the maximum permissible draught for transit of the
Panama Canal viz. + 38 feet, which corresponds with a d.w. capacity
of say 50-55,000 tons. Shipments of larger quantities are effected via
Cape of Good Hope; the route via Oape 'Of Good Hope implies an
extra mileage of 5,400 miles.
In the course of 1970 the Japanese have contracted tonnage on a
119
very large scale. In fact, the Japanese booked 35 million tons, of
which 28 million tons comprised contracts projected over periods
ranging from two to five years, commencing from the end of 1970.
This total compares with 15 million tons for the whole of 1969. The
transport of such large cargoes of coal via Cape of Good Hope to
Japan, combined with full cargoes of crude oil from the Persian Gulf
to Brazil, Trinidad or N. Europe is an ideal employment for the
combination-carriers, as shown in chapter 14, thus avoiding lengthy
ballast voyages.
Japan also imports substantial quantities of coal from Australia
which has emerged as a big coal exporter, both to Japan as well
as to the Continent. Shipments of coal from Australia are effected
from Newcastle (N.S.W.), Port Hedland, Hay Point (Queensland)
and Port Kembla.
Exports of coal have also started from Roberts Bank in British
Columbia.
GRAIN
Certain grain trades are dominated by large bulk carriers, in
particular the grain trade from the Gulf of Mexico to Antwerp/
Hamburg range and Japan. An analysis of the fixtures reported in
the second half of 1971 gives the following result:
on a single voyage basis. However, it occurs sometimes that major
grain charterers take up tonnage, either on time-charter basis or for
consecutive voyages e.g. from the Great Lakes during the open
season, running from April to December, with liberty to c~mplete
to full capacity in St. Lawrence ports.
As stated before, shipowners' decision to go in for long-term
employment, either on time-charter basis or for a certain number
of consecutive voyages, will mainly depend upon their views about
the future trend of the freight market. Fixtures on time-charter
basis ensure a fixed income; moreover, the risk of delay by labour
trouble, congestion etc. is to be borne by time-charterers. In case
of fixtures for consecutive voyages, these risks are to be borne by
shipowners. Should the open market rates improve during the period
concerned, charterers will have the advantage; conversely, shipowners will have made the right choice in case the open market
rates decline during the period in guestion.
Generally speaking, the fact that mator grain charterers are
interested in long-term time-charters or in· consecutive charters is
regarded as a fair indication that they do not expect a recession in
the open market rate. The leading grain merchants are regarded as
tough and screwd operators.
SUGAR
Average quantity of grain in tons:
Destinations
From:
St. Lawrence
Gulf of Mexico
Br. Columbia
River Plate
Australia
United Antwerp/
Kingdom: Hamburg
range:
17,000
20,000
-
10,500
-
28,000
37,000
16,000
15,000
India:
Japan:
16,000
18,000
14,000
14,000
24,000
23,000
16,000
14,000
17,000
Generally .s.peaking,the grain trades do not lend themselves for
long-term employment, taking into account that tonnage requirements vary frbm year to year, depending upon tha harvests in the
traditional importing countries. Grain fixtures are normally effected
120
The principal exporting areas of sugar are:
Countries:
Philippines
U.S. Atlantic/Gulf
Australia (Queensland)
United Kingdom/Japan
Mauritius
United Kingdom
~
Brazil
U.S. Atlantic/Gulf
S. Africa
United Kingdom/Japan
The only trades in which bulk carriers of moderate size are
employed are:
Philippines/U.S. Atlantic/Gulf
Queensland /U .S. Atlantic/Gulf
Taking into account that Japan is not an exporter of bulk cargo,
it is evident that sugar from the Philippines to U.S. Atlantic/Gulf
is an attractive homeward employment for bulk carriers.
121
no other choice but to proceed in ballast to U.S. Atlantic/Gulf,
unless they can be fixed for loading a full cargo of lumber from
Br. Columbia to U.S. Atlantic/Gulf or Europe. It is a question of
calculation which employment offers the best financial result.
Shipments of sugar from Mauritius to United Kingdom are confined to handy-sized vessels, in view of the draught restriction of
27 ft. 9 in. on arrival in British ports. In some cases this restriction
may render it necessary to cut the deadweight capacity for cargo.
An exception is sometimes made for discharge in London or Liverpool, where a maximum draught of 29 ft. 3 in on arrival is allowed.
Sugar from Brazil to U.S. Atlantic/Gulf is an attractive employment for vessels after completion of discharge of cargoes of coal
from Hampton Roads to Brazil.
Chapter 13
COMPARISON BETWEEN 2 STANDARD TYPES
OF GENERAL PURPOSE BULK CARRIERS
The following particulars were supplied by the Upper Clyde
Shipbuilders:
m.s. ''VANCOUVER CITY"
The ''Vancouver City" which was built at the Govan Division for
Sir William Reardon Smith & Sons Ltd. of Cardiff is a versatile type
of bulk carrier of 25,800 tons deadweight. It has been designed for
the carriage of all types of grain cargoes without the use of shifting
boards and is of the self-trimming type. Other bulk cargoes such as
ore etc. can be carried in the five holds, all arranged forward of the
engine-room/accommodation deckhouse in the now conventional manner for bulk carriers.
'
\
An important feature of the "Vancouver City" is that the vessel
is designed to carry packaged lumber or logs in the holds and on
deck up to a height of 20' 3". The ship is equipped with five 15 ton
capacity deck cranes of the Hagglund hydraulic type. To give ample
space for stacked deck lumber, the cranes are mounted on pillars
well above the deck.
Built to meet the classification requirements of Lloyd's Register
of Shipping the "Vancouver City" also complies with British Ministry
of Transport, Suez and Panama Canal regulations.
All accommodation and machinery are located aft and design
features include a raked stem with a bulbous bow and a transom
stern. The main deck is without sheer, although the forecastle is
sheered. The five cargo holds are divided by vertical troughed bulkheads. In all the holds the double bottom tank tops are extended
up the sides to form hopper shaped sections and there are also wing
tanks with a 30 slope under the deck to make the vessel self-trimming.
0
No.1 Hold is about 19 m long.
Holds Nos. 2, 4 and 5 are each about 28 m long but No. 3 hold,
which is arranged for water ballast, is about 20 m long. Fuel oil 01'
122
123
ballast may be carried in the double bottom tanks but the upper wing
tanks are suitable for ballast 01' grain.
The hatch covers are of uniform width, 12.19 m: they are of a
design with electrically operated panels stowing vertically at each
end of the hatches.
Machinery
The "Vancouver City" is propelled by a B & W large-bore engine
of the 6K74EF design built by J. G. Kincaid Ltd. and installed by
the Govan Division of V.C.S. It is a six cylinder engine of 740 mm
bore and 1600 mm stroke and is rated at 10,600 bhp at an engine
speed of 120 r.p.m. and with a m.i.p. of about 150 Ihs/in2• The engine
is fully equipped for operation on residual grade bunkers.
An evaporator and distilling plant is capable of providing up to
30 tons/24 h of fresh water.
A comparison with the standard bulk carriers built by Haugesund
M.V. works out as follows:
125
Length over all
Breadth, moulded
Winter draught
Summer draught
Tropical draught
Deadweight capacity:
Winter draught
Summer draught
Tropical draught
Cargo capacity:
Bale space:
Grain space:
Lower holds:
Upper wing tanks:
Total:
m.s.
VANCOUVER
CITY
m.s.
BARON
ARDROSSAN
569'
83'6"
32'
32'81,B"
33'41/4"
534'4"
75'
33'4%"
34'1%"
34'90/8"
25,126
25,874
26,626
Engine power:
Speed, trial
Speed, service
Consumption of
Intermediate fuel oil:
Diesel oil:
CALCULATION
The vessel can leave New Orleans on her winter load line plus
±
±
3 inches, say 300 tons, being the equivalent in deadweight of
6 days' consumption of fuel, water, stores etc. for the passage
from New Orleans to crossing parallel 36° North. It has been assum-
23,370 tons
23,655 tons
23,940 tons
ed that reserves of fuel and water will be on board for minimum
5 days' supply, say 250 tons at all times. This margin of safety may
1.065.035 cu.ft.
1,204,862
149,858
1.065.035 cu.ft.
10,600
16 knots
151h knots
37
21f.&
seem rather high. Various considerations, in particular the weather
conditions which may be expected on the voyage in question, the
possibilities to replenish bunkers etc. enter into the picture. It is
finally up to the Master to decide what margin of safety is required;
no hard and fast rule can be given.
.
no wing tanks
\
The position is as follow:
Deadweight capacity on sailing from New Orleans
on winter draught plus 3 inches:
1.065.035 cu.ft.
12,000 b.h.p.
17,73 knots
knots
15
35
Ph
On board: Bunkers incl. reserve
Water, stores, lub.oil etc.
including reserve
tons
tons
U.C.S. bulk carrier of 25,875 tons deadweight
on summer draught
"
126
:
750 tons
:
300 tons
4,815 miles
January
Available grain space: Lower holds:
Upper wing tanks:
24,350 tons
1,204,800 cu.ft.
149,900 cu.ft.
1,354,700 cu.ft.
Total:
Stowage factors: Wheat
Sorghums
Corn
Soyabeans
25,400 tons
1,050 tons
Deadweight available for grain:
OF DEADWEIGHT AVAILABLE FOR A FULL
CARGO OF HEAVY GRAIN FROM
NEW ORLEANS TO ROTTERDAM
Distance from New Orleans to Rotterdam:
Time of sailing from New Orleans and
arrival at Rotterdam:
: Permanent summer zone
: Winter load line
: 1925 miles, say 6 days
: 2890 miles, say 8 'days
Calculation
1,120,300
1,354,720
Load lines:
From New Orleans to parallel 36° North
From parallel 36° to Rotterdam
Distance from New Orleans to 36° N.
Distance from 36° N. to Rotterdam
46
cu.ft.
481,2 cu.ft.
49-50 cu.ft.
50-51 cu.ft.
It will be noted that a full cargo of grain with a stowage factor
of ± 491,2 cu.ft. per ton can be loaded in the lower holds only.
Combined with the upper wing tanks, a full cargo of grain with a
stowage factor of ± 55 cu.ft. can be loaded.
127
In some cases the upper wing tanks are used for separation purposes only.
A comparison with the m.s. "Baron Ardrossan" gives the following
result:
Deadweight capacity on sailing from New Orleans
on winter draught plus ± 3 inches:
On board: Bunkers incl. reserve
Water, stores, lub.oil, etc.
including reserve
Deadweight
:
700 tons
:
250 tons
23,600 tons
950 tons
available for grain:
Available grain space in holds:
No wing tanks
22,650 tons
It will be noted that the breadth of the Upper Clyde Shipbuilders 26,000 ton bulk carriers exceeds the maximum breadth allowed
for passage through the St. Lawrence Seaway. In judging this aspect
it should be borne in mind that in view of the extra navigational
risks when proceeding to the Great Lakes, involving the passing of
several locks, and the extra insurance, several shipowners are not
particularly interested in fixing their vessels from Great Lakes' ports
for part cargoes, completing to full capacity in St. Lawrence ports.
After all, the rates of freight are closely related to the rates of freight
from other grain exporting tlreas. The situation is, of course, different
for vessels carrying cars to the Great Lakes, taking part cargoes of
grain to Europe, completing to full capacity in St. Lawrence ports,
an excellent combination.
1,065,000 cu.ft.
On this basis a full cargo of grain can be loaded provided the
stowage factor does not exceed ± 47 cu.ft. per ton.
It is quite clear that this type of bulk carrier has been designed
"round the cargo" i.e. coal and phosphate, which is the main source
of employment for the vessels operated by the Scottish Ship Management Co. (see: Chapter No. 12 - Bulk transport consortia). The stowage factor of coal and phosphate in bulk is 46/50 and 30/35 cu.ft. per
ton respectively.
Incidentally, it may be observed that the participants in the Scottish Ship Management Co. have ordered 4 bulk carriers of 27,000
ton deadweight from the Upper Clyde Shipbuilders for delivery
in 1972 and 1973.
If shipowners wish to entertain cargoes of grain from Great
Lakes' ports, completing in St. Lawrence ports to full capacity, certain maximum dimensions have to be observed. The following vessels were built with due regard to the maximum permissible dimensions:
M.S. "ANASTASIA IV"
M.S. "JOANA"
Length b.p.
Breadth, moulded
Depth, moulded
Summer rln\ught
d.w. capacity
Grain space
128
:
:
:
:
:
:
168
22.86
14.1
10.54
26,600
34,980
metres (± 551 feet)
metres (± 75 feet)
metres (± 46 feet)
metres (± 34.6 feet)
tons
cU.m. (± 1,235,000 cu.ft.)
129
Chapter 1-4
NEWBUILDINGS
OnH)il carriers
Ore-Bulk-Oil carriers
General purpose bulk carriers
The great advantage of these combination carriers is their operational flexibility which was clearly demonstrated in 1970 when several ore/oil carriers were switched from the ore trades into the oil
trades, in order to benefit from the very lucrative rates obtainable
in the oil trades. According to John I. Jacobs Ltd's world tanker review for 1970, over 70% of the combined ore/oil tonnage was employed in the oil trades by the end of 1970. Undoubtedly, the development of the ore/oil- and ore/bulk/oil carriers has been accelerated by
the closure of the Suez Canal in June 1967.
The following midships sections give a general picture of the
design of oil tankers ore/oil carriers, ore/bulk/oil carriers and "general purpose" bulk carriers.
The oil tanker has no hatch covers. The ore/oil carrier has small
central holds with a high double bottom. Hatches are provided on
top of the central tanks for loading high density ore.
The lengths of the holds in ore/bulk/oil carriers are different,
enabling loading of different cargoes according to their densities.
When carrying ore, alternate spaces such as holds Nos. 1-3-5 and 7
can be used, in order to divide the weight more equally.
130
ORE/BULK/OIL
An analysis of the interesting statistics, published by FAIRPLAY
quarterly, showing the vessels under construction or on order on
1st May 1972, produces the following result:
CARRIERS
Under construction or on order
on 1st May 1972
ORE/OIL CARRIERS
f
FLAG:
Under construction or on order
on 1st May 1972
FLAG:
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
Japan
Norway
Liberia
Brazil
Italy
Gr. Britain
Sweden
France
Greece
Malaysia
Panama
Account Italian
shipyards
Total:
NUMBER OF
VESSELS:
TONS D.W.
AVERAGE
TONS D.W.
17
13
9
9
11
5
4
4
3
1
1
2,828,000
2,634,000
1,607,000
1,259,000
1,227,000
1,172,000
1,065,000
847,000
639,000
165,000
155,000
166,000
203,000
179,000
140,000
112,000
234,000
266,000
212,000
213,000
165,000
155,000
4
569,000
142,000
81
14,167,000
175,000
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
Liberia
Gr. Britan
Japan
Norway
Sweden
Spain
India
Italy
U.S.A.
Greece
France
NUMBER OF
VESSELS:
19
12
8
8
5
4
3
6
2
2
1
70
TONS D.W.
AVERAGE
TONS D.W.
2,258,000
1,831,000
1,240,000
875,000
607,000
470,000
316,000
294,000
161,000
154,000
153,000
119,000
153,000
155,000
109,000
121,000
117,000
105,000
49,000
80,000
77,000
153,000
8,359,000
119,000
A comparison between the average deadweight capacity of ore/
oil- and ore/bulk/oil carriers shows that there is a difference of
+ 50 % between the two types. This difference is probably explained
by the fact that ore/bulk/ oil carriers are limited to a greater extent
by port facilities as compared with ore/oil carriers, when carrying
bulk cargo other than crude oil. In this context it should be borne
in mind that the num.ber of ports which can accommodate large ore
carriers exceeding 100,000 tons d.w. capacity, is limited as explained
in chapter 12. The :average d.w. capacities of both ore/oil- and ore/
bulk/oil carriers leads to the conclusion that the emphasis is on
carrying crude oil as main source of employment.
The depressed conditions in the tanker market are no doubt
responsible for the reluctance to order combination carriers, as
clearly reflected in the following statement, covering the period
1st May 1971 - 30th April 1972. This remark applies in particular
to ore/bulk/oil carriers.
132
138
FLAG:
ORE/OIL
CARRIERS:
TONS
d.w.
(number)
(number)
Brazil
France
Great Britain
Greece
Italy
Japan
Liberia
U.S.A.
OREfBULKfOIL TONS
CARRIERS:
d.w.
-
-
994,000
167,000
275,000
273,000
1.773.000
160.000
-
2
2
1
2
287,000
288,000
77,000
161,000
31
3.642,000
7
813,000
8
1
1
2
18
1
It may be recalled that the two British O/B/O-carriers were
ordered in the second quarter 1971 by the Bibby Line - participant
in the Seabridge Consortium - and the Court Line. Since this period
no new British orders have been reported, neither for ore/oil carriers
nor for ore/bulk/oil carriers.
It is interesting to note that the Brazilian shipowners, namely
Rio Navigacion, adhere to ore/oil carriers of 131,000 tons d.w. capacity, after having commissioned two ore/oil carriers of 105,000 tons
d.w. capacity in 1970 viz. m.s. "Docevale" and "Docemar". These
combination carriers are trading between:
Tubarao - Japan
}apan-Persian Gulf
Persian Gulf-Brazil
Cargo:
Ore
In ballast
Oil
The flexibility of employment is clearly shown by the operation of
the 4 bulk/oil carriers: "Hoegh Rainbow", '1!oegh Rider", '1!oegh
Robin" and '1!oegh Rover", d.w. capacity + 99,600 tons, commissioned by Leif Hoegh & Co in 1968/1970, as evidenced by the following voyages:
'
m.s. "Hoegh Rider"
"Hoogh Robin"
Hampton Roads
Trinidad
Table Bay
Japan
In ballast
Coal
Wilhelmshafen
Ras Lanuf
Ras Lanuf
Trinidad
Oil
Japan
Ras Tanura
In ballast
T'nm'd a d
Vitoria
In ballast
Ras Tanura
Table Bay
Trinidad
Oil
Vitoria
Table Bay
Japan
\
Ore
Trinidad
Hampton Roads
In ballast
Hampton Roads
Trinidad
Table Bay
Japan
Coal
apan
Ras Tanura
In ballast
Ras Tanura
Table Bay
Havre
Oil
m.s. "Hoegh Rainbow"
Rotterdam
Trinidad
Table Bay
Ras Tanura
Ras Tanura
Table Bay
Rio de Janeiro
Rio de Janeiro
Vitoria
Vitoria
Table Bay
Japan
134
J
I n b aast
11
Japan
Ras Tanura
In ballast
Ras Tanura
Table Bay
Trinidad
Oil
Trinidad
Table Bay
Ras Tanura
In ballast
Ras Tanura
Table Bay
Tenerife
Oil
Oil
In ballast
Ore
135
A round voyage: Hampton Roads-Cape of Good Hope-JapanPersian Gulf-Cape of Good. Hope-Trinidad - Hampton Roads takes
+ 4 months, so that 3 round voyages can be made per year. In 1970
the following long-term contract was reported:
HAMPTON
BULK CARRIERS OTHER THAN COMBINATION VESSELS,
ON ORDER:
Year
Total number of New orders:
Number of
0
Date:
vessels on order:
vessels delivered:
.
ROADS TO JAPAN VIA CAPE:
Hoegh contract, 16 cargoes of 80,000-85,000 tons coal, $ 6.40 per
ton, free discharge, seven days, SHine., shipment commencing first
quarter 1971.
1969
1st May
382
It is evident that such long-term commitments involve considerable financial risks, depending upon the future trend of the
freight market. However, such long-term contracts ensure continuous
employment. It may happen that own tonnage cannot be provided to
lift cargoes, in which case it will be necessary to resort to chartering
outside tonnage. Such a relet-fixture was reported in December
1971 viz.:
HAMPTON ROADS TO JAPAN: m.s. "Rudby" (motor vessel on timecharter) 85,000 tons, 10 per cent, $ 4.25, free discharge, coal, Febr./
March (Hoegh-relet)
1st August
367
1st November
386
In order to take up this employment, the m.s. "Rudby" had to
proceed in ballast from Japan via Cape of Good Hope to Hampton
Roads (15,100 miles), which is probably the longest ballast voyage
ever made. In fact, the ballast voyage took 41 days.
Owners of such large bulk carriers must be prepared to undertake
very long ballast voyages as shown by the following details:
m.s. "Rudby"
Miles:
Vitoria
Cape
Japan
Japan
Cape
Pepel
Pepel
Cape
Japan
Japan
Cape
H. Roads
H. Roads
Cape
Japan
136
-
Ore
11,500
In ballast
11,500
Ore
11,500
In ballast
Co~
(Hoegh-relet)
1970
1st February
399
1st May
420
1st August
482
1st November
522
1971
1st February
630
1st May
671
1st August
600
1st November
683
1972
1st February
651
1st May
599
23
38
69
50
60
47
60
39
112
50
96'
56
133
25
91
50
73
51
49
59
34
66
12
64
,
15,100
15,100
It will be noted from these figures that the pace of ordering new
bulk carriers has slowed down considerably. The heavy ordering of
new tonnage in the period May 197o-May 1971 is reflected in the
steadily rising number of deliveries.
137
SPECIFICATIONOF BULKCARRIERS,OTHERTHANCOMBINATION
VESSELS,UNDERCONSTRUCTIONORON ORDERON 1st MAY1972
FLAG:
NUMBER:
TONSD.W.
AVERAGE
TONSD.W.
Liberia
Japan
Great Britain
Norway
Greece
W.Germany
India
Panama
Sweden
Poland
U.S.S.H.
Peru
Taiwan
Brazil
Others (incl. flag
unknown and
builders account)
124
93
73
44
47
27
27
27
11
17
11
14
12
8
4,572,000
4,527,000
3,542,000
2,428,000
1,507,000
1,394,000
1,043,000
883,000
659,000
533,000
376,000
358,000
339,000
319,000
36,900
48,700
48,500
55,200
32,100
51,600
38,600
32,700
59,900
31,400
34,200
25,600
28,300
39,000
64
2,438,000
38,100
Total:
599
24,918,000
41,600
These figures include bulk carriers, ore-strengthened, with deadweight capacities running up tot 165,000 tons. Generally speaking
it is fairly safe to assume that bulk carriers, exceeding 50,000 tons
d.w. capacity, ore-strengthened, will be mainly employed in the OTe
trades.
By excluding these large bulk carriers, the position is as follows:
BULKCARRIERSUNDERCONSTRUCTIONORON ORDER,EXCLUDING
COMBINATIONVESSELSANDBULKCARRIERSEXCEEDINq
50,000 TONSD.WoCAPACITY:
1st May 1972
FLAG:
Liberia
Japan
Great Britain
Greece
W.Germany
Panama
Norway
Poland
U.S.SoH.
Peru
India
Taiwan
Brasil
Sweden
Other countries (incl.
flag unknown and
builders account)
Total:
NUMBER:
TONSD.W.
AVERAGE
TONSDoW.
95
71
53
44
18
22
19
16
11
14
18
11
5
4
2,643,000
2,066,000
1,406,000
1,302,000
584,000
578,000
506,000
478,000
376,000
358,000
328,000
279,000
163,000
123,000
27,800
29,100
26,500
29,600
32,400
26,300
26,600
29,900
34,200
25,600
18,200
25,400
32,600
30,700
47
1,301,000
27,700
448
12,491,000
27,900
This statement clearly shows the marked preference for handysize '~general purpose" bulk carriers of ± 27,000 tons deadweight
capacity.
It may be recalled that ;in a statement made by the Ocean Steam
Ship Co. Ltd. in October 1970, when three 26,600 ton d.w. bulk
carriers were ordered, it was stated that this range of ships had been
chosen for its outstanding flexibility, being able to be profitably
employed in a very large number of trades including the St. Lawrence Seaway. Ocean Steam Ship Co. is a member of the Atlantic
Bulkers, a consortium specialising in world-wide bulk carrier trading
with ships in the 26-27,000 ton d.w. range.
138
139
A company which has not followed the general trend to build
handy-sized "general purpose" bulk carriers of ± 26,000 tons deadweight is AjS Kristian Jebsens Rederi, Bergen. In 1967 eight specialised bulk carriers were ol'dered by this Company and their associates from the Scott Lithgow Group for operation between Australia,
U.S.A., Canada and Europe. These ships were specially designed to
enable them to enter several shallow-draught Australian ports. The
first ship of the new sel'ies viz. m.s. "Brunes" was delivered in 1969;
the principal particulars are:
Length over all
:
Length between perpendiculars
:
Breadth moulded
:
Draught on summer load line
:
d.w. capacity on summer load line:
Total grain capacity
:
Total water ballast capacity
:
520 ft.
495 ft.
74ft. lOlh inches
31 ft. 3lh inches
21,200 tons
919,350 cu. ft.
8,136 tons.
It will be noted that the breadth permits navigation of the St.
Lawrence Seaway.
The vessel's hull is divided into six main cargo holds. The doublebottom tanks are carried up to the sides to form hoppers. In order
to make the vessel self-trimming for grain, top wing water-ballast
tanks, with 30° slope, are fitted below the upper decks. Holds Nos.
2 and 5 are capable of being filled with water ballast. The tank top
plating has been suitably increased throughout for carrying heavy ore
cargoes.
The main holds are served by six 12-ton swinging derricks.
All types of grain can be carried without shifting bowds. Other
bulk cargoes can be carried such as cement, coal, iron ore etc., .as
well as timber cargoes on deck and below deck.
Since these vessels were ordered from Scott Lithgow, orders for
six21,000ton d.w. vessels have been placed with Nippon Kokan, from
which it can be concluded that this type of handy-sized bulk carrier
fully meets owners' requirements.
140
Chapter 15
OUTLOOK FOR TRAMP SHIPPING
,
It is common knowledge that it is extremely difficult to forecast
the freight market trends yvith any degree of accul'acy, even for
short periods, let alone for long periods. In fact, tramp shipowners
with a long experience will be more inclined to be guided by keeping close track of the daily fixtures for prompt loading. Their
expectations as regards freight rate trends over long periods will be
influenced by long-term contracts, either for consecutive voyages
or time-charter for account of leading grain merchants or Chinese
charterers.
At the time of writing-May 1972-tramp shipowners are faced
once again with the situation that a reasqnable balance between
tonnage supply and demand cannot be expected in the foreseeable
future. On the contrary, in the light of the large number of newbuildings which will be delivered in the course of 1972-1974-see
chapter 14-tramp shipowners may be heading for a long period of
depression. It seems that in ol'der to acquire a better state of balance between tonnage supply and demand-after
all, the law of
supply and demand determines the level of open market rateslaying-up on a large scale will be unavoidable. It is obvious th,at
owners of the older-type of tramp vessels with a deadweight capacity of 10,000-12,000tons with their relatively high operating costs,
as compared with the more economical bulk carriers, will be faced
with the decision of continuing to run their ships at a loss, which
may ,assume large proportions in to-day's depressed freight markets, or to lay-up. At the time of writing even modern bulk carriers
cannot cover their operating costs without any allowance for depreciation.
Generally speaking, shipowners are reluctant to take the painful
decision to lay-up. It should be borne in mind that the cost of
laying-up is far from negligible. Obviously, the cost of laying-up
varies, depending upon the nationality, the laid-up insurance, the
degree of maintenance which is considered necessary. Another consideration is the reluctance to dismiss a good crew, in particular the
deck- and engineering officers, who may have been engaged on a
141
company's service contract. It is also well known that when ships are
laid up they deteriorate much faster than when they are in service.
According to the latest figures compiled by Lloyd's, 469 dry-cargo
ships with a d.w. capacity of 3,356,000 tons were laid up through lack
of employment at ports throughout the world on 30 th April 1972.
It is estimated that 8-10 million tons will have to be laid up
in order to effect a better balance between tonnage supply and
demand. Whether this estimate will prove to be correct is anybody's
guess.
A remedial measure may be to introduce a rate-stabilisation
scheme. However, it may be recalled that in the past all efforts to
introduce such a scheme between tramp shipowners all over the
world with the object of raising the open market rates to abetter
level, proved unsuccessful. Such a ooncertedeffort is sound in principle, but experience has taught that in practice it is very difficult,
to say the least, to come to an understanding, which is not surprising having regard to the different types of tramp ships, nationalities, varying operating costs etc. Greek shipowners disposing of a
large number of older vessels of the "Liberty-type" or other warbuilt ships were strongly in favour of such a rate stabilis,ation scheme.
However, the fixing of an adequate lay-up allowance proved to be
a great stumbling block. It is conceiV'ablethat owners of modem and
efficient tramp ships, in particular Norwegian owners, were loath to
join such a scheme, which they regarded as a pension-fund for uneconomical or obsolete tramp ships.
For a complete picture of the position it may be added that a similar scheme in the tanker trades-the so-oalled "Intertanko" schemehad a fair measure of success. In fact, it resulted in maintaining
tanker freights at reasona:bly satisfactory levels. At the time, 1,000,000
tons of surplus tanker tonnage was withdrawn from the market
against payment of adequate lay-up allowances. However, this remedial measure was made possible by the relatively small number
of tankers involved, as compared with the far greater number of
dry-cargo ships. In other words, the situation in the tanker trades
was far less complicated, as compared with the dry-cargo trades.
It should also be borne in mind that in recent years the situation has changeff asa result of the policy of newly-independent
countries to build up their own national fleets in competition with the
142
traditional maritime fleets. As matters are, the prospects of launching
a rate stabilisation scheme for dry-cargo vessels seem to be very
remote.
The present depressed state of the wor1d freight market is
mainly due to the unexpected withdrawal of Japanese charterers
from the freight market in September 1970. It may be recalled that
Japanese charterers had taken up a large number of vessels, either
for consecutive voyages or time-charter, for periods varying from
2 to 5 years at high rates. By September 1970 it turned out that the
tonnage requirements of the Japanese industry had been overestimated considerably and charterers had no choioe but to relet
tonnage at a considera:ble loss. Several contracts closed by Norwegian shipowners for coal from Hampton Roads to Japan were taken
over by J1apanese"velets" at rates which showed a handsome profit
for the original owners.
It is obvious that from tramp shipowners' viewpoint it is unfortunate that the world freight market is dependent in such a great
measure upon the development of Japan's ~nomy.
The following fixtures for long-period employment, reported in
March 1972, serve to underline the fact that tramp shipowners are not
optimistic about a turn of the tide in their favour in the near future:
m.s. "Glafkos", d.w. 28,600 tons, fixed on long-term time charter
at $ 4.20 per ton, relet to other charterers for maximum 12 months'
trading at $ 1,96 per ton;
m.s. "Farmsum", d.w. 40,000 tons, fixed for 18 months' trading in
direct continuation from Marchi April 1972, at $ 1,72% per ton;
Japan Line contract for 180,000 tons phosphate from Tampa to
Korea in vessels of 25,000 - 30,000 tons, at $ 5,07% per ton, free in
and out, shipment over 1973.
This fixture shows there is a tendency to secure long-term employment. So far it was customary in the phosphate trade from Tampa
to the Far East to fix tonnage on a voyage-to voyage basis.
It is fairly safe to ,assume that in the light of the large number
of newbuildings, the world freight markets will have to cope with
an excessive supply of tonnage in the coming years in other
words, the ,already existing imbalance between tonnage supply and
demand may continue for quite a long time.
143
In conclusion, the following comments in the annual report
covering 1971, published by Messrs. van Ommeren, Rotterdalm,
operators of 17 modern drycargo vessels with a deadweight capacity of ± 360,000 tons, clearly illustrate the present position:
"Dry-cargo freight rates, having soared to unexpected heights in
1970, began to fall during the first half of 1971 until in July they
were lower than at any time since the Second World War.
The extremely poor freight market strongly affected the operating
results of our dry-cargo fleet, especially in the second half of the
year. Our vessels had been partly chartered on the open market
on a voyage-charter basis and it happened more than once that
freight rates had to be accepted which resulted in losses almost
as great as if the vessels had been laid up.
Our four vessels operating in the liner trade continued to be
employed on a reasonable time-charter basis.
With the present outlook it is hard to make predictions. A considerable improvement of the freight market for ocean shipping can
hardly be expected although in the long term the growth of world
trade may give a new impetus to the demand for tonnage in the
overseas goods trade."
It serves no purpose to enlarge upon these comments which
clearly reflect the present state of affairs viz. that too many ships
are chasing too few cargoes. This Company operates different types
of vessels viz. modem cargo ships, which are engaged in liner trades,
bulk carriers up to 43,000 tons d.w. capacity, as well as tankers.
Messrs. van Ommeren have a very long experience in the shipping
business; in other words they are well qualified to judge the ,different problems which are confronting shipowners allover the world
in these times of depressed world freight markets.
good irrespective of the result of Russia's own domestic harvests
during the contract period of 3 years.
In July Russia embarked upon a massive chartering programme
for shipment of grain from the Great Lakes and U.s.Gulf to Russian
Baltic and Black Sea ports. Under the agreement, Russia is committed
to buy at least $ 200,000,000worth in 12 months, beginning 1st August
1972. In little more than one week tonnage had been chartered for
well over 1 million tons. Several ships were chartered for 2 consecutive
voyages. Apparently, charterers wished to take full advantage of the
generally low level of rates or put in another way, charterers did not
expect a further decline in freight rates, which is surely an encouraging
sign for tramp shipowners on a weak market. It is common knowledge
that in the summer months the grain trade is normally at its lowest
ebb, awaiting the result of the domestic harvests in the importing
countries.
Another unexpected development which had a marked effect upon
the level of freight rates in the Far East-was the 91-day seamen's
strike in Japan, which resulted in a sharp increase in rates. The major
mineral suppliers exerted heavy pressure upon Japan to take adequate
measures to carry out their commitments, in order to clear stocks of
steel-making materials, including iron ore and coking coal, which
were piling up in Australia and America as a result of delayed
shipments caused by the strike. In the circumstances, the Japanese
had no alternative but to charter tonnage. In fact, the Japanese
chartered 2,200,000 tons d.w. in four weeks time at steadily rising
rates.
These developments clearly illustrate the vicissitudes of the
freight market.
As already explained in this book, any future assessment of
prospects on the world freight markets has a very relative value. This
remark applies in particular to the world wide demand for grain
tonnage. In normal circumstances, the tonnage requirements largely
depend upon the outcome of domestic harvests but here again, there
is no hard andJast rule. As a case in point, the recent record purchase
of $ 750,000,000(£ 280,000,(00) worth of grain by the Sovjet Union
for shipment over 3 years, commencing 1st August 1972, may be
mentioned. This agreement between U.S.S.R. and U.S.A. will hold
144
145