The larger dry cargo vessels, Baby Capes, mainly transport iron ore and coal, while the Post Panamax and Panamax vessels also carry grains. The Supramax and Handysize vessels additionally transport steel, cement, sugar, fertilizers and other types of cargo.
These vessels are typically equipped with cranes, enabling them to operate more independently of port facilities. Size: 25, to 40, dwt standard size 32, dwt Typical length: meters Typical beam: 27 meters.
Cement manufacturers Fertilizer manufacturers Grain merchants Mining companies Power companies Steelworks Sugar producers Trading houses. Cement manufactures Fertilizer manufacturers Grain merchants Mining companies Power companies Steelworks Sugar producers Trading houses. Size: 70, to 99, dwt Typical length: — meters Typical beam: 32 — 38 meters.
Steelworks Mining companies Power companies Grain merchants Trading houses. Size:todwt Typical length: meters Typical beam: meters. Vessels We Operate. Size Size: 25, to 40, dwt standard size 32, dwt Typical length: meters Typical beam: 27 meters. Operating areas Worldwide.
Size Size: 40, to 65, dwt Typical length: meters Typical beam: Size Size: 70, to 99, dwt Typical length: — meters Typical beam: 32 — 38 meters. Baby Cape. Size Size:todwt Typical length: meters Typical beam: meters. Main cargo Coal Iron ore. Customers Steelworks Mining companies Power companies. Norvic is a member of.The workhorse of the bulk carriers, Supramax vessels can range from 40, dwt to 60, dwt, depending on the requirements of the job.
These ships are typically about m in length, but can also be built to longer specifications. The Supramax is quite possibly the best all-around vessel in that it is well suited for both regional and international trade, and offers a wide range of options to accept virtually any cargo type, from major to niche, iron ore, grain and coal, of course, but also cargoes from cement to fertilizers to petcoke to steel products to sugar to anything else in between. A typical, Japanese-made Supramax assuming dimensions for 56, dwt will have a summer draft of m and can potentially be equipped with four or more on-deck cranes lifting capacities of mt and typically five cargo holds for a variety of cargoes such as agricultural products like grain.
Indeed, a standard Supramax vessel built after will most likely be fitted with its own grabs. The Supramax vessel type was first developed in the late s and started to become increasingly popular from the early s onward as owners and charterers alike began demanding more expansive cargo sizes, but within the constraints of the traditional Handymax and Handysize terminals.
An increasingly large percentage of modern Supramax vessels are built with double hull construction. The more modern a Supramax vessel is, the higher the likelihood that it will have been made with a double hull build.
Supramax vessels are usually of the so-called double hatch or semi-open hatch type, depending on the construction of the hatch opening on deck. The flexibility of cargo-handling options and the ability of these vessels to serve most of the world's dry bulk terminals has made them very attractive to owners seeking to acquire new tonnage to employ in the challenging dry bulk market.
Supramax vessels are constructed predominantly at shipyards in Asia, normally in China, Japan or South Korea. Supramax Info.The international dry cargo and tanker markets are immense and served by numerous ships of several types and various sizes. Some of the ships follow standard designs and can carry a variety of cargoes while others are more specialized and able to carry particular commodities which the standard vessels cannot.
Since we have seen such a big variety of vessels in the OpenSea marketplace and since the vessel designs change rapidly from time to time, we decided to present a brief updated guide of the several types and sizes we may see around the world marketplace. The dry cargo market is the one which experiences higher interest since the type of vessels are much more. General cargo vessels are usually built in small sizes of about 5, to about 25,ton deadweight dwt.
In tweendeckers, each cargo hold can be split in two different sub-compartments: Between the main deck and the tweendeck, there is the tweendeck space or upper cargo hold while beneath the tweendeck there is the main cargo hold or lower cargo hold. At the same time, tweendecks can be retractable and fold against the sides of the hold so as to facilitate the load of bulk commodities into single holds.
Modern general cargo ships are also equipped with special container fittings and are able to load containers. General cargo vessels are equipped with gears with sufficient capacity about tons SWL able to handle containers and other general cargoes. Bulk Carriers: As their name implies, these vessels mainly carry bulk cargoes like coal, iron ore, grains, minerals etc while it is not uncommon general cargoes e. These vessels are single-deckers and they are not able to load containers.
In contrast to the general cargo vessels which can load several different cargoes, cargo in bulk carriers is usually homogenous. There are several different types of bulk carriers with the main distinction between each other being their size. Therefore, according to their size, we do have the below categories:. Mini Bulkers with deadweight of up to about 15, tons.
They are mainly used in short sea trades however most vessels of this size are either general cargo ships or short sea specialized vessels rather than common bulk carriers.
Handysize bulkers have a deadweight from about 15, tons to about 39, tons and they are usually equipped with 5 cargo holds, while the smaller handies may contain 4 cargo holds as well. Except the conventional handysize, there are also those handysize bulkers of heavier construction which can load logs along with other conventional cargoes.
These stanchions may be permanent or collapsible. Also, handysize bulkers of between 20, and 30, MT deadweight designed to transit the St. The design of laker handies is: LOA of 70 meters, beam of about Handymax bulkers have a deadweight from about 40, tons to about 50, tons and they are equipped with 5 cargo holds.
However, they are mainly older designs and only a few vessels are nowadays built within this deadweight range. Supramax bulkers, which have recently replaced handymaxes, have a deadweight from about 50, tons to about 60, tons. Like handymaxes, supramax bulkers also contain 5 cargo holds. Ultramax is a new design which has been appeared recently in the market. Ultramax bulkers are considered as an upgrade of supramax bulkers and they are designed with five cargo holds.
Panamax bulkers are those who have a deadweight of between 70, and 80, tons, however there are still older panamaxes in the market mainly built before with deadweight of between 60, and 70, tons. Panamaxes usually have 7 cargo holds and their name and dimension characteristics were established according to the maximum allowable dimensions length and beam for transiting the Panama Canal.
Though, after the recent expansion of the Suez Canal, larger designs appeared so as to take advantage of the max deadweight at current Canal limitations.
These vessels are known as post-panamax bulkers and their size varies from about 90, tons to abouttons deadweight. Kamsarmax bulkers are slightly larger than panamaxes however other than that they are almost the same and they currently share the same sub-market with panamaxes. They have deadweight of between 80, and 85, tons with their most common design being about 82, tons and their LOA at meters, which is slightly higher than the meters LOA of Panamax, is the maximum permissible LOA to enter the port Kamsar in West Africa, which is one of the largest ports of bauxite in the world.
Capesize have a deadweight of betweentons andtons. In the past, there were also smaller Capesizes known as mini-capes or babe-capes ranging between aboutto abouttons and despite that there are still a few in the market, this is not a common design anymore. Capesizes usually have 9 cargo holds.A detailed tank cleaning programme was established and executed and the full fleet met the presented deadline without any down time on our fleet.
Parallel to the tank cleaning programme allowing the fleet to switch to new compliant low sulphur fuels in time, Ultrabulk also initiated a programme for the installation of SOX Scrubbers on a portion of our core long-term fleet.
The installation of scrubbers on four existing vessels as well as the delivery of five scrubber-fitted newbuildings from key long-term tonnage partners is on schedule and expected to be completed within first half of Even though the deadline is more than a decade away, the need for cooperation and industry innovation and investment is the next big challenge, and we must lift in unity with not only the shipbuilders and shipowners, but also involving the cargo owners and other industries.
There are however a lot of initiatives taken, and still to be taken, to reduce the levels of emissions. Ultrabulk is diligently following numerous promising initiatives, both as a possible customer, but also as an investor, with the goal to support the much needed innovation to solve the challenge ahead of us.
Ultrabulk is a strong supporter of initiatives to reduce environmental footprints as set out by the authorities. Such position requires considerable investment, not only in securing the actual equipment needed for compliance, but also actively cooperating in developing new options and opportunities for present and future environmental regulations.
The work has only just started and to reach the finish line, cooperation throughout the industry is essential for success. Ultrabulk is committed to carry a leading role in achieving the goal. In Ultrabulk took delivery of three newbuilding vessels to our fleet, and with five units scheduled for delivery inwe are well positioned to service our key long-terms and spot-cargo clients in the years to come.
With a maintained focus on reducing our carbon footprint, Ultrabulk will continue to work closely with the best shipbuilders in our industry and first-class reliable owners. Together we will continue the improvement of designs of the next generation of vessels by retaining focus on a strict due diligence process with our close partners.
Up to 40 vessels.
Vessels We Operate
Up to 60 vessels. Up to 55 vessels. Up to 10 vessels. Skip to main content. Search form Search. Ultrabulk completed the transition with no down time in close cooperation with our tonnage partners.
190m Supramax Bulk Carrier 2003 Built – DWT 52364
But further challenges are approaching quickly, requiring closer cooperation between shipbuilders, tonnage providers and Ultrabulk. Ultrabulk Newbuilding program main facts. Programme size: 48 vessels already delivered and in service 5 vessels to be delivered by Total fleet: to vessels. Panamax 65, dwt Up to 40 vessels. Supramax 45, dwt Up to 60 vessels. Handysize 25, dwt Up to 55 vessels.82,372DWT BULCARRIER FOR SALE
MPP Up to 25, dwt Up to 10 vessels. Fleet list. Ultrabulk is a member of.Handymax and Supramax are naval architecture terms for the larger bulk carriers in the Handysize class. The ships are used for less voluminous cargoes, and different cargoes can be carried in different holds. The average speed depends on size and age. The cost of building a handymax is driven by the laws of supply and demand. From Wikipedia, the free encyclopedia. Redirected from Supramax.
Accessed Published:Accessed Ship measurements. Length overall Length between perpendiculars Length at the waterline. Tonnage Gross tonnage Compensated gross tonnage Net tonnage. Gross register tonnage Net register tonnage. Deadweight tonnage Twenty-foot equivalent unit Intermodal containers.
When a ship is in the design phase it's almost always structured in a specific classification of naval architecture and built to serve a specific route or purpose. This means the ship will fit into a minimum bounding box that matches the dimensions of the smallest locks in the canal. Bounding boxes are measured three-dimensionally.
In addition to maximum length and width, the measurements include areas underwater and above the deck. In maritime-specific cases, the dimensions of a bounding box have some different but still familiar names:.
Most of these definitions pertain to cargo vessels but they can be applied to any kind of ship, including military and cruise ships. Aframax —This classification almost always refers to oil tankers, although it's occasionally applied to other bulk commodities. These vessels serve oil-producing areas with limited port resources or where man-made canals lead to terminals that load raw petroleum products.
The size limitations in this class are few. The main restriction is the beam of the vessel, which in this case cannot exceed The tonnage of an Aframax is approximatelyDWT. Capesize —This is an example in which the naming scheme varies but the sizing concept is the same. Capesize vessels are large bulk carriers and tankers that get their name from the route they must take to bypass the Suez Canal. A Capesize ship is limited by the depth of the Suez Canal which is currently 62 feet or about 19 meters.
The displacement of these vessels can range fromto as much asDWT. The soft geology of the region has allowed the canal to be dredged to a greater depth since it was first built, and it's possible the canal will be dredged again in the future.
As a result, the maximum draft limit of classification may change as well. Chinamax —The Chinamax classification is determined by the size of port facilities rather than by physical obstructions or limitations associated with a specific waterway.
As a result, the term is not only applied to ships, but also to port facilities themselves. Ports that can accommodate these very large vessels are referred to as Chinamax compatible, whether or not they're anywhere near China.
They must meet the draft requirements of dry bulk carriers in thetoDWT range while not exceeding 24 meters or 79 feet of draft, 65 meters or feet of beam, and meters or 1, feet of overall length.
Malaccamax —For naval architects designing this class of ship, the main restriction is the draft of the vessel. The Strait of Malacca has a depth of 25 meters or 82 feet so ships of this class must not exceed that depth at the lowest point of the tidal cycle. Vessels serving this route can gain capacity in the design phase by increasing beam and length at the waterline in order to carry a greater capacity in a limited draft situation. Panamax —Panamax was once the most commonly recognized ship classification due to its derivation from the world-famous Panama Canal.
Panamax size limitations are meters or feet in length, 32 meters or feet of beam, 12 meters or The Panama Canal opened in Bythere were already plans to enlarge the locks to allow the passage of larger vessels. Inconstruction for a third larger set of locks that went into operations inushered in a new class of vessels called New Panamax.Such ships are often described as Capesize, since if they are traveling from Asia to Europe but do not intend to use the Suez Canal, they will sail around South Africa's Cape of Good Hope.
These large bulk carriers are gearless, that is to say they have no derricks or cranes and depend entirely on shore appliances for loading and discharging. This is because in most places where such cargoes are handled the terminals have very advanced machinery designed for the quickest possible loading or discharging. Jump to: navigationsearch. Navigation menu Personal tools Log in. Namespaces Page Discussion. Views Read View source View history. This page was last modified on 28 Decemberat This page has been accessed 69, times.