Forms of Maritime Transport: German Academic Institute

GERMAN ACADEMIC INSTITUTE
Your success is our priority
FORMS OF MARITIME
TRANSPORT
German Academic Institute

http://membership.gai-edu.eu Max-Joseph str. 9, 69126 Heidelberg, GERMANY
A fundamental distinguishing feature of ship types is the nature of their cargo.

Another distinguishing feature is the shipping routes or relations.
Short-Sea Traffic
• In Europe it rides on the North and
Shipping Routes
Baltic Sea, Irish Sea, around the Iberian
Peninsula in the Mediterranean and the
Black Sea.
• Often economics speak about the
“floating warehouse” - concept.
Short-Sea Traffic Deep-Sea Traffic
Deep-Sea Traffic
• This is all sea traffic on the Atlantic, the
Pacific, and the Indian Ocean
• In Deep-Sea Transportation, there are
several “bottlenecks” through which vessels
travel on certain routes, e. g. Panama Canal
or Suez Canal

Important parameters for the ships

Length
• The overall length (length overall) is the horizontal distance between the front and
rear points of the ship.
Overall width (beam)

• It is the largest width on all solid additions.
• It is important to the passing of sluices and other narrow passages.
Mean draft (= draught)

• Is the vertical distance from the keel up to the lower water surface
• Is depending on the cargo and the ship cruising
Deadweight and Loading Capacity

Deadweight tonnage (also known as deadweight and variously abbreviated as DWT,
D.W.T., d.w.t., or dwt) is a measure of how much mass or weight of cargo or burden a
ship can safely carry. Deadweight tonnage was historically expressed in long tons but is
now largely replaced internationally by tonnes.

The deadweight and loading capacity of a ship can be calculated as follows (Figure 1).
Water displacement of up to the maximum laden ship tons in weight

(gross displacement)

/. Water displacement of the unladen and not equipped vessel in weight
tonnes (net displacement)

= deadweight capacity (tons deadweight all told) = tdwat

./. equipment/ bunker

= loading capacity (tons deadweight cargo carrying capacity) = tdwcc
Figure 1: Calculation of Loading Capacity

Stowage factor
The stowage factor of cargo is the ratio of weight to stowage space required under
normal conditions. It indicates how many cubic meters one metric ton of a particular type
of cargo occupies in a hold, taking account of unavoidable stowage losses in the means
of transport or the CTU (Cargo Transport Unit).
Thus, for example, iron pyrites have a stowage factor of 0.53 m³/t, and coffee in 60 kg
bags has a stowage factor of 1.9 m³/t. These values include unavoidable stowage loss,
i.e. the unavoidable gaps between parts of the cargo and the space requirements for
specific stowage measures and for stowing.
The stowage factor of cargo may vary since it depends on the packaging and the
nature of the cargo. According to the stowage factor for wheat bran pellets are 1.45 - 1.90
m³/t. The decisive parameters with regard to this value are bag filling levels, water, and oil
contents and grain size.

Loadline
The freeboard is a line midship and is the vertical distance measured between the uppermost
continuous deck and the water surface when the vessel to its maximum depth “unloading” is. With
this, it an over-loading of the vessel clearly visible, and thus serves the safety of the ship. The amount
of water from the outstanding part of the sideboard has an influence of the quantity of seawater, which
in severe weather comes on the deck of a ship, and with what force it is striking; the stable behavior of
the ship in a sea disturbance; the ability of sea of a leaking vessel (reserve buoyancy).
The amount of the loadline is depending on
2 factors: the navigating territory and the
Season ruling season:
• Steady zones
where throughout the year the loadline is
always the same
• Seasonal zones
where during summer and winter seasons
Steady Seasonal are different lines.
The ships are mostly attached with the

prefix initials "MV", which stands for “Motor
Vessel”.
General Cargo Ships
This vessel type is used to

transport goods in sacks,
barrels and boxes of large and
heavy machinery (General
Cargo).
There are ships with or
without own loading crane. By
the increase of containers, it is
no longer the predominant
type. One reason for this
process is the long loading and
unloading time in the ports.
Figure 2: General Cargo Ship

Container Vessels
The shipping of containers started at the end of the 50ties years in the U.S. It was an invention of the
American military. In 1994 the construction of the so-called open-top vessels started which did not hatch
covers that reduced the loading and unloading time accordingly.
Container Ships are designed mainly for the transport of containers. Even very large pieces of cargo
are transported on so-called flat racks or platforms. The dimensions are designed only for containers, no
space is wasted.
The cargo capacity is named in TEU’s
(Twenty-Foot Equivalent Unit), the number of
20-foot containers, which can be loaded. The
stacking of containers happens in guideways.
Below deck, the ships have a certain
number of 20'- and 40'-pitches, on deck
alternatively 20'-, 40'-, 45'- or 48'- the
container can be stacked.
Container ships have generally no own
loading crane. Loading/unloading can,
therefore, made only in ports with container
bridges or terminals.
Figure 3: Container Vessel – Example 1

Panamax – Size was the standard in the container shipping. These vessels had at the last (4th)
generation a length of up to 295 m, a width of 32.2 meters and a depth of 13.5 m feature. These
ships just fit through the Panama Canal. The cargo capacity is up to 5,000 TEU’s.
Through the trade boom in Asia and the resulting
increased freight, volumes are was necessary to have
more lines between Asia and Europe and Asia and
North America, not only focusing on the passages
through the Suez Canal and the Panama Canal
needed.
The 5th Generation of container ships are the Post
Panamax - Vessels. They have a length of about 350
m, up to 43 m width and can transport more than 8,000
TEU’s
New vessels are planned and built with a loading
capacity of up to 18.000 TEUs. For these ships, in
many ports, the infrastructure for loading and unloading
has to be changed.
These ships are the so-called Malacca-Max class
because the ships with a draught of 21 meters can
pass the Strait of Malacca (between Indonesia and
Figure 4: Container Vessel – Example 2: Panamax Malaysia).
Roll on - Roll off Vessels
Two different species exist:

•Ferries: Passenger – Ro-Ro - Ship
•Truck Ferries: Cargo – Ro-Ro - Vessel
The “normal” ferry is the only type of freight
ships, with passengers in larger quantities on
board. Another feature are the special doors
through which vehicles (cars and trucks) can
drive in and out “on their own wheels”. This leads
to short loading/unloading times at ports.
On routes with high freight volume in the form of
truckloads are often pure truck ferries adopted,
which does not have the amenities of passenger
ferries have. Often, however, only the trailer in
the transit port is pushed on the Ro-Ro ship and
Figure 5: Roll on - Roll off Vessels – Example Passenger Ferry pushed in the receiving port back down.

Car Carrier
A special form of Ro-Ro ships, almost exclusively for cars, trucks, buses and other vehicles, are
Car Carriers. The ships have large sizes up to 10 vehicle decks and movable ramps. They are able to
carry vehicles up to 150 tonnes. They are built for vehicle transportation from Asia (Japan, Korea) to
Europe and North America and vice versa. The general size is the Panamax-Size.
Car Carrier connects the continents and transport

vehicles from Asia (Japan, Korea) to Europe and
North America and vice versa. These ships often
travel around the world, so they are generally
Panamax-Size.
These vessels are called PCC = Pure Car
Carriers or PCTC = Pure Car Truck Carriers. Up to
6,000 cars find a place on the car carriers, stowed
back - back, this gives a length of more than 30 km.
Figure 6: Car Carrier

Heavy Lift Ships
Heavy Lift Ships can carry

any type of goods which
are too heavy for container
or too bulky, e. g. project
cargo, transformers or
locomotives. The ships
have often 2 heavy-duty
cranes with a lifting force
of 250 tons each.
Figure 7: Heavy Lift Ships

Barge Carrier
The concept looks at first very simple,

but it requires a high degree of
technology. The barge carrier as a
“mother ship” can flood his cargo holds
and open the holds so that the so-called
barge can swim in and out. At the end of
the loading and unloading the water is
pumped out of the cargo hold again.
The vessel is independent of the
operation of port facilities
Barge Carrier has a sophisticated
technology, but they are still “niche
vessels”.
Figure 8: Barge Carrier

Bulk Carrier or Bulker
Handysize Handymax Bulk Carrier or Bulker, transport dry
bulk cargo unpacked directly into the
cargo hold of the ship. The
quantification is in cubic meters or
tonnes.
Three main items transported are
coal, iron ore, and grain
(approx. 60% of the total volume of
bulk cargo). Numerous other bulk
Panamax Capesize commodities forest products, iron and
steel, agricultural products, fertilizer,
cement, rice, and sugar
They form are one backbone of
world maritime trade. Measured by
the volume of cargo they are the
second largest segment of the world
fleet: 34% belong to bulk shipping.
Figure 9: Bulk Carrier

Bulk Carrier can be distinguished by their loading capacity (see Table 1).
Name Classification
Handysize Deadweight up to 40,000 dwt
These vessels are often in short-sea traffic
Handymax Deadweight capacity from 40,000 to 60,000
tonnes
Panamax Deadweight capacity runs from 60,000 tons
dwt to 80,000 tons dwt, the ships are
suitable for the .
Capesize Over 80,000 tons, largest bulk carrier ever, they
can not use the Panama Canal or the because of
their size.
There are vessels with a deadweight capacity of
over 200,000 t.
Table 1: Classification of Bulk Carrier

Special kind of bulk carrier, the so-called "OBO’s”, Ore - Bulk - Oil - carriers. These ships are
designed for the transport of solid and liquid bulk. The ships are normally in Capesize class.
Figure 10: Bulk Carrier - OBO

A new development of the last 10-15 years is the so-called “Geared Bulk”. They operate
independently in ports.
Figure 11: Bulk Carrier – Geared Bulk

Bulk can be partially very heavy (for example, ore and coal), but the ships dispose
over very large cargo holds, so there is partly the state “down, but not full”. This
means the loadline is reached, the cargo hold but are not yet full. For this reason,
there are newer bulk vessels, which can transport in addition to bulk containers even
in special cargo holds or on deck.
So the available space in the cargo holds can be used for containers, because in
comparison to the above-mentioned bulk they have very little weight.

Tank Vessel (Tankers)

These vessels are designed to transport liquid bulk. The largest volume of liquid has raw oil,
but also many chemicals and liquid gas are transported by tankers.
Suezmax VLCC The development of ever-larger

ships has been triggered by the
Middle East crisis, as Israeli troops
occupied the Sinai Peninsula, and
overnight the Suez Canal had to
be locked and so the oil tanker had
to go around Africa, to bring oil to
Europe. This long way is more
economical, the more oil can be
transported.
Figure 12: Tankers
The status of this development is the ships which are called ULCC = Ultra Large Crude Carrier,
with up to 550,000 dwt. This problem is the ships loading and unloading of cargo because it is not
easy to find a suitable port.

Name Classification
Handysize 20,000 to 45,000 dwt. These tankers are usually loaded
with chemicals
Aframax 80,000 to 120,000 dwt.
The acronym stands for "Average Freight Rate
Assessment",
The dimension is in accordance to the Panamax - Size
Suezmax 120.000 bis 200.000 dwt. This tanker class can pass
unloaded the . The main target ports are located in Europe
and the United States
VLCC 200,000 to 350,000 dwt
(=Very Large Crude Carrier) VLCC's can only just empty use the Suez Canal, fully
loaded, they must choose the way around the Cape of Good
Hope
Table 2: Classification of Tankers

After tanker accidents and environmental

disasters (such as Exxon Valdez), people began to
think about secure ways of oil transportation via
tanker. Now all tankers have double-hull construction
and the required dimensions are now no longer so
gigantic. A few of these super-tankers are still in use.
As a special form are shuttle tankers. For the example
to load crude oil direct at the production platforms in
the North Sea or act VLCC's feeder services.
For the transportation of liquefied petroleum or natural
gas are LNG and LPG carriers different. LNG, also
known as natural gas, can be refrigerated at -161
degrees Celsius and liquefy. Propane and butane gas,
known as petroleum, can be liquefied at a certain Figure 13: Chemical Tanker
pressure and temperature.
Dangerous chemical products are transported with Chemical tanker. Because of the dangerousness
of the products have these ships in lightning orange to be painted and have special security facilities.

Reefer Vessels
They are designed for the transport of temperature sensitive products such as fruit,
vegetables and meat.
On deck are often refrigerated

containers transported, to use this
“cargo hold” for profitable use.
Some reefer vessels are refittable
to car carriers.
Figure 14: Reefer Vessel

Coaster
Coasters are only used in the Short Sea Traffic,
because they are to small for the oceans. They are
equipped with cranes, to be autonomous.
Figure 15: Reefer Vessel
Especially container feeder ships transport a hub-

and-spoke system to connect smaller container
ports with larger ones. This creates a spoke –
forming line system built around a main port (hub). Figure 16: Container Feeder

Types of business
Tramp shipping
The ships will be used on different routes. The crew
of the ship knows usually only shortly before, where the
next journey will be going for. This form of operation is
the older of the two and is most commonly used in bulk,
it is also often described as "wild ride" means.
Transport prices are usually negotiated individually.
Liner shipping
This is where ship owners adopt the ship on a certain
The transportation rates, the ship owner will line, the vessel operates under a fixed schedule a
calculate that a minimum load is absorbed. The series of ports. Here are the arrival and departure times
timeliness and relative frequency of sailings and over several months fix in advance and will be called
the fixed rates in the sea gives opportunities for "Sailing Lists" or "schedules" and will be published. This
an exact disposition of the broadcasts as well is done on paper or on the Internet. The roadmap
as for an accurate pricing. In Container traffic provided by the ship owner must be met, even if the
liner shipping is the predominant form of
ship is not fully charged to capacity.
operation.

Shipping Conferences
The fixed rates in the liner shipping are the result of negotiations within the so-called shipping
conferences. To anticipate a ruinous competition among themselves, the conference members work
together and make some arrangements.
The tasks of the conferences can be summarized as follows:

•Unification of freight rates for the conference members in the form of fixed rates or minimum rates;
•Adjustment of departure and arrival dates of individual vessels of the members, to achieve a certain
regularity;
•Unification of transport conditions.
The benefits for the sender are:

•Regular and in advance known timetables;
•Determined routes and destination ports;
•Arrival dates can be fixed;
Fixed price rates for transportation can be calculated.

Outsider
As outsiders are shipping companies known who are not members of the
conference, but whose vessels also using the conference routes.
Outsiders often offer transports for lower prices than the conference and are
therefore not welcome.


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GERMAN ACADEMIC INSTITUTE

Your success is our priority

German Academic Institute

A fundamental distinguishing feature of ship types is the nature of their cargo.

German Academic Institute

Important parameters for the ships

Overall width (beam)

Mean draft (= draught)

Deadweight and Loading Capacity

German Academic Institute

Water displacement of up to the maximum laden ship tons in weight

Figure 1: Calculation of Loading Capacity

German Academic Institute

German Academic Institute

Steady Seasonal are different lines.

The ships are mostly attached with the

General Cargo Ships

This vessel type is used to

Figure 2: General Cargo Ship

German Academic Institute

German Academic Institute

Roll on - Roll off Vessels

Two different species exist:

German Academic Institute

Car Carrier connects the continents and transport

Figure 6: Car Carrier

German Academic Institute

Heavy Lift Ships

Heavy Lift Ships can carry

Figure 7: Heavy Lift Ships

German Academic Institute

The concept looks at first very simple,

Figure 8: Barge Carrier

German Academic Institute

German Academic Institute

Table 1: Classification of Bulk Carrier

German Academic Institute

Figure 10: Bulk Carrier - OBO

German Academic Institute

Figure 11: Bulk Carrier – Geared Bulk

German Academic Institute

German Academic Institute

Tank Vessel (Tankers)

Suezmax VLCC The development of ever-larger

German Academic Institute

Table 2: Classification of Tankers

German Academic Institute

After tanker accidents and environmental

German Academic Institute

On deck are often refrigerated

Figure 14: Reefer Vessel

German Academic Institute

Figure 15: Reefer Vessel

Especially container feeder ships transport a hub-

German Academic Institute

German Academic Institute

The tasks of the conferences can be summarized as follows:

The benefits for the sender are:

German Academic Institute

German Academic Institute

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