Bulk Ship Size Categories

Bulkers are segregated into six major size categories:

small,
handysize,
handymax,
panamax,
capesize,
and very large. (Very large bulk and ore carriers fall into the capesize category but are often considered separately.)

Name	Size in DWT
Handysize	10,000 to 35,000
Handymax	35,000 to 59,000
Panamax	60,000 to 80,000
Capesize	80,000 and over

Categories as per regions

Kamsarmax : Maximum length overall 229 meters refers to a new type of ships, larger than panamax, that are suitable for berthing at the Port of Kamsar (Republic of Guinea), where the major loading terminal of bauxite is restricted to vessels not more than 229 meters.

Newcastlemax : Maximum beam 50 meters, and maximum length overall of 300 meters Refers to the largest vessel able to enter the port of Newcastle, Australia at about 185,000 DWT

Setouchmax : About 203,000 DWT, being the largest vessels able to navigate the Setouch Sea, Japan

Seawaymax : LOA 226 m max / 7.92 m draft. Refers to the largest vessel that can pass through the canal locks of the St Lawrence Seaway (Great lakes, Canada)

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

Dunkirkmax : Maximum allowable beam = 45 m / LOA 289 m. max (175,000 DWT approx) for the eastern harbour lock in the Port of Dunkirk (France).

Comments

Difference Between A, B & C-Class Divisions?

IMO Symbol A Class Division IMO Symbol B Class Division SOLAS has tables for structural fire protection requirement of bulkheads and decks. The requirements depend on the spaces in question and are different for passenger ships and cargo ships. The Administration has required a test of a prototype bulkhead or deck in accordance with the Fire Test Procedures Code to ensure that it meets the above requirements for integrity and temperature rise. Types of Divisions: "A" Class "B" Class "C" Class "A" Class: "A" class divisions are those divisions formed by bulkheads and decks which comply with the following criteria: They are constructed of steel or equivalent material They are suitably stiffened They are constructed as to be capable of preventing the passage of smoke and flame to the end of the one-hour standard fire test. they are insulated with approved non-combustible materials such that the average tempera

Load Line & Why it is Important

Merchant ships have a marking on their hull know as the Plimsoll line or the Plimsoll mark, which indicates the limit until which ships can be loaded with enough cargo, internationally, the Plimsoll line on a ship is officially referred to as the international load line. Every type of ship has a different level of floating and the Plimsoll line on a ship generally varies from one vessel to another. All vessels of 24 meters and more are required to have this Load line marking at the centre position of the length of summer load water line. There are two types of Load line markings:- Standard Load Line marking – This is applicable to all types of vessels. Timber Load Line Markings – This is applicable to vessels carrying timber cargo. These marks shall be punched on the surface of the hull making it visible even if the ship side paint fades out. The marks shall again be painted with white or yellow colour on a dark background/black on a light background. The comp

Pump Shaft Alignment Procedure

Types of shaft alignment methods: Visual Line-Up Straightedge/Feeler Gauge Rim and Face Cross Dial Reverse Dial Laser Visual Line-Up The visual line-up method is the most common method of alignment. Used in initial installations, visual line-up allows technicians to analyze the working conditions and feasibility of installation. Straightedge/Feeler Gauge Straightedges are used to determine the offset between coupling halves. Corrections are made under all four of the machines feet. Feeler gauges or taper gauges measure the gap between coupling halves at the bottom and top of the coupling. Rim and Face This method is similar in principle to using a straightedge and feeler gauge, but more accurate since dial indicators are used. The rim reading measures the offset between the coupling halves. The face reading measures the angular difference between the faces of the coupling. Changes are calculated with the same formula as the straightedge/feeler gauge met

Marine Engineering

Search This Blog