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: \.

Fairplay International Shipping Journal, London

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.
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 S.A.,
Paris
Upper Clyde Shipbuilders Ltd., Glasgow

fur permitting publication of interesting graphs and particulars on

this subject.

J.BES
July 1972
 CONTENTS

Chapter: Page:
1 Bulk carriers ' 7
2 Ore carriers 13
3 Ore/ oil carriers 19
4 OreibulkJ oil carriers, 22

Other books by the same author: 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
Title:
Special types of bulk carriers: , 59
Dutch Scheepvaarttermen 10
\
Motorcars 59
English Chartering and Shipping Terms
Motorcars/lumber 65
French l'Anglais Maritime Commercial Sugar in bulk 65
German 11 Bulk transport consortia: 71
Chartering and Shipping Tenns
Japanese Seabridge Shipping Ltd. 72
~
Scottish Ship Management Ltd. 89
Spanish Fletamentos y Terminos de Embarque
12 Employment of bulk carriers: 91
Turkish Chartering and Shipping Terms
Sir W. Reardon Smith & Sons Ltd. 93
Scottish Ship Management Ltd. 100
CHARTERING AND SHIPPING TERMS, volume II, TIMESHEET
SUPPLEMENT A-N 13 Comparison between the operation of 2
standard types of general
CHARTERING AND SHIPPING TERMS, volume III, TIMESHEET purpose bulk carriers: 123
SUPPLEMENT M-Z m.s. "V ancouver C'ty"
1 126
m.s. "Baron Ardrossan" 128
CHARTERING PRACTICE
14 Newbuildings 130
DESPATCH OF TRAMP SHIPS 15 Outlook for tramp shipping 141

LINER AND TRA¥P SHIPPING

TANKER SHIPPING
 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 con-

structed 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 charac-
teristics of this vessel were:

Open Closed
shelter-decker: shelter-decker:

Gross tonnage 6.880 9.288 tons

Net tonnage 3.540 5.200 tons
Deadweight capacity 11.015 13.050 tons

In the course of 1967, the owners of the "Harpalyce", "Harpagus",

"Harmattan" and "Harpalycus" (J. & C. Harrison Ltd.) decided to
Printed in the Netherlands increase the deadweight capacity by about 25 ~ by increasing the
N.V. DRUKKERIJ ONKENHOUT, HILVERSUM length by about 55-60 ft. The following statement shows the result:

7
 Old d.w.t. New d.w.t. nage openings, tonnage hatch, scuppers, drains, watertight cargo
H arpalyce 11.830 tons 15.170 tons hatches with coamings on the second deck and scantlings for additional
Harpagus 11.830 tons 15.170 tons draught were not commensurate with the savings obtained by lower
Harmattan 13.050 tons 15.700 tons tonnage dues. Another disadvantage was that when carrying general
Harpalycus 11.957 tons 15.500 tons cargo the coamings around the cargo hatches on the second deck restrl-
ted in extra stevedoring charges as compared with flush mechanical
Total forfour ships 48.667 tons 61.540 tons hatch covers thus simplifying the use of fork lift trucks or other mecha-
Total increasein d.w.t. 12.873 tons nical means for handling general cargo on this deck when employed
by liner companies in the general cargo trade.
(a smallpart ofthis increase is due to deeper loading as permitted by
the 1966Loadline Convention). The application of new regulations for the measurement of U.K.
registered tonnage on 1st March 1967 meant the end of the socalled
ms. "Harpalyce"
"open" shelter-decker from the viewpoint of construction. It may be
Before After Increll$e recalled that the "open" shelter-decker had the ,advantage that the
Length b.p. 450 ft 0 in 506 ft Fls in 12.48 % shelter 'tween deck was exempt from tonnage measurement, provided
Breadth,moulded 62ftO in 62ft 0 in - that certain arrangements were incorporated in the ship's structure viz.
Depth, moulded 39 ft 6 in 39ft 6 in - tonnage openings in the weather deck in order to substantiate the
Draught, summer 28 ft 4% in 29 ft 10:1f4in 5.13% fiction that the 'tween decks were "open". For the same reason, ope-
Correspondingd.w.t. 11.830 tons 15.170 tons 28.23 % nings were required in the bulkheads of shelter-deck ships if they had
Bale capacity 606,030 ft'! 719,594 ft'! 18.74% been carried to the shelter-deck. \
Gross tonnage 9,114 10,296 12.97 % The major changes from the previous rules can be summarized as
follows:
The vessels,which are very economical in operation (12% knots
on 17 tons intennediate fuel oil plus 1 - 1% ton diesel oil) are popular 1. The incorporation of the 1MCO recommendations on shelter-deck
with time charterers. From an operational point of view, time charters and other" open" spaces, which imply that, although the exemption
are attractive bearing in mind that owners can rely on a fixed income of 'tween-deck spaces from tonnage will be preserved, the tonnage
being independent of strikes - a frequent occurrence in these times, openings previously required for exemption, will no longer be
congestion at ports of loading and/or discharge etc., which risks are necessary. The inclusion of the 'tween-deck spaces in the gross
to be borne by time charterers. 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.
It is clear thatthe operation of such a type of ship, either as open-or Under the new regulations, ships whose owners wish them to carry
c~osed ~helter'decker depended upon the type of cargo to be carried, a tonnage mark, will be remeasured for tonnage with and without
eIther hght orheavy cargo. In practice it often turned out that when inclusion of these spaces. Consequently, such vessels will have two
operated in specifictramp trades in which heavy cargoes dominate, sets of gross and net tonnage.
such a type ofvessel would have to be converted into a closed shelter-
decker in orderto carry the maximum amount of cargo. In fact, ope- 2. The elimination of the former closing appliances .for tonnage
ration as an Openshelter-decker was mainly confined to employment openings or substitution by watertight covers enhances the safety
Ontimecharter basis by liner companies. In liner trades measurement of the ship Another advantage is that watertight bulkheads can be
cargo normally constitutes the lion's share of the general cargo, in carried to the weather deck which is very important in case of
other words, thedeadweight capacity ranks second. collision.

The open/closed shelterdeck type has now been abandoned, the The tonnage mark does not apply to single-deck vessels but only
extra costs resultingfrom fitting the ship as a shelter-decker i.e. ton- 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' requirements to

carry any kind of dry cargo in bulk but which are also suitable for
carrying liquid cargo i.e. a so-called ore/bulk/oil carrier. Such a
multi-purpose vessel offers maximum flexibility of 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
cu.ft.
Coal 45/50
Grain: barley 52/55
maize 48/52
rye 49/52
wheat 45/48
Ore 15/25
Phosphate 30/35
Sugar 45
Sulphur 38/40

11
 It is evident that the design and the construction of a "general Chapter 2
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
ORE CARRIERS
of operation - is a rather complicated problem so that a com- "
promise 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 Good examples of handy-size ore-carriers specially designed to
commodities must be made, ore being probably the most exacting carry ore with maximum efficiency at minimum cost are the ore-car-
since the "general purpose" bulk carrier has to compete with riers: '
the really specialised ships in this particular trade.
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. 653 ft. 2¥4 in.

Length b.p. 623 ft. 4¥4 in.
Breadth, moulded 86 ft. 11% in.
Draught, summer 34 ft. 11 in.
Deadweight capacity 32.500 tons
Machinery output 10.000 b.h.p.
Service speed 14 knots

Cargo and tank capacities: cu. ft.

Ore holds 689.800

Water ballast 900.570
Stores 70.630
Fuel and d.b. tanks 54.070
Fresh water tanks 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 arran-
gements.
12
13
 These ships have no cargo handling equipment; the cargo hand-
ling 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 1 June 2 June

Point Central 8 June 11 June
Dunkirk 18 June 20 June

Dunkirk 18 June 20 June

Point Central 26 June 28 June
Dunkirk 7 July 10 July

m.s. "GERALD L.D."

Dunkirk 17 May 19 May
Monrovia 28 May 29 May
Dunkirk 8 June 10 June

The following drawings give a clear picture of the bulk carriers

operated by the well-known Grangesberg Company:

The sketches show:

Top Ship in ballast

Middle Ship with homogeneous cargo
Bottom 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 ad-
vances in the development of the bulk carrier, as shown by the follow-
ing 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 im-
plying a still greater advantage.

14
 The main particulars of the "LAPONIA"'and "LAIDAURE" are:
\

Length o.a. 656 ft.

Length b.p. 630 ft. 3 in.
Breadth, moulded 88 ft. 6 in.
Depth, moulded 52 ft.
Draught, summer 35 ft. 111,2 in.
Deadweight capacity 36.400 tons
Machinery output 12.600 b.h.p.
Service speed 15.8 knots
Dry cargo capacity 1.660.000 cu. ft.
Water ballast capacity 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; Chapter 3
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; ORE/OIL CARRIERS ~.
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 It is obvious that the combined ore/oil carrier has the advantage
holds, are specially arranged for the carriage of ore in order to obtain of greater versatility as compared with pure ore-carriers.
a more suitable metacentric height when carrying ore.
Until ± 1955 the scope for the combined oil- and ore-carrier was
As already stated, water ballast can be carried in 5 side tanks, rather limited. A trade was required in which ore moved in one
port and starboard which, together with Nos. 4 and 6 boxes, give direction and oil in the other. Apart from the ore trade originating in
satisfactory ballast conditions in respect of trim, stress and stability. Sweden, largely catered for by the ships of this type owned by the
This type of bulk carrier is not fitted with cargo handling equip- Trafik AB Grangesberg, Oxelosund, few examples of such a trade were
ment. to be found. However, with the development of the Labrador ore
fields, a trade has come into existence for ore-carrying ships which
Discharge will have to be effected by grabs. 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
In 1971 Louis Dreyfus & Co. commissioned the m.s. "LEOPOLD summer season and which can be employed -for carrying oil in the
L.D.", deadweight capacity 124,640 tons, a bulk carrier-ore strength- winter months.
ened. This large ore carrier makes the following round voyages:
The Grangesberg Compay was one of the first owners to operate
the combined ore/oil carriers. Shipments of ore are being made from
Arrived: Sailed: Narvik, Lulea and Oxelosund; since 1963 Grangesberg have extended
their field of operation to Liberia. In more recent years this Company
Rotterdam July 29 August 2 has also entered on a fairly large scale into a number of other bulk
Port Cartier Aug. 12 August 12 carrying trades, such as coal, grain, phosphate and oil.
St. Vincent Aug. 21 August 21
Table Bay Sept. 2 Sept. 2 The Grangesberg Company have consistently pursued a policy of
Kisarazu Sept. 30 Oct. 3 building vessels of the largest size compatible with conditions of the
Port Hedland Oct. 13 Oct. 15 trade for which they were intended. As a matter of fact, the dead-
Table Bay Oct. 31 Oct. 31 weight capacity of the vessels operated by this Company in 1965
Rotterdam Nov. 18 Nov. 21 varied from 12.000 - 66.000 tons.
Port Cartier Dec. 1 Dec. 3
St. Vincent Dec. 12 Dec. 13 Since 1965, the following bulk carriers were commissioned:
Table Bay Dec. 25 Dec. 25
Kisarazu Jan. 22 Jan. 26 m.s. "Rautas" (ore/oil) d.w. 65.600 tons
Port Hedland Febr. 5 Febr. 8 m.s. "Raunala" (ore/oil) d.w. 65.600 tons
Rotterdam March 18 March 21 m.s. "Nikkala" (ore) d.w. 71.500 tons
This are darner is on time-charter to the British bulk-carrier con- m.s. "Nuolja" (ore) d.w. 71,500 tons
sortium Seabridge Shipping Ltd. m.s. "Pajala" (ore/oil) d.w.l06.600tons

18 19
 Three ore/oil carriers with a d.w. capacity of 265.000 tons will be This vessel is now trading between Europe and the Persian Gulf;
delivered in 1972 and 1973. round voyages take + 37 days as shown below:
The ore/oil carriers are being employed in the oil trades.
Arrived: Sailed:,
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 Ras Tanura Dec. 5 Dec. 8
the first of three sister ships ordered by AlS Alliance, a subsidiary of Table Bay Dec. 21 Dec. 21
Leu Hoegh & Co. A/S, Oslo. It is interesting to note that this vessel Milfordhaven Jan. 6 Jan. 9
was originally ordered as a 200.000 ton d.w. vessel, but as a result of Brunsbuttel Jan. 13 Jan. 14
further studies conducted by the owners and shipbuilders into the Table Bay Jan. 31 Jan. 31
economics of this type of vessel and an investigation into the ports Ras Tanura Febr. 13 Febr. 14
accessible to the larger ship, the owners decided to increase the dead-
weight capacity to 242.800tons.

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 .' 15.3 knots

Speed on trial at 20.4 m

draughtm.c.r. 16.286knots

20 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 trans-
portation 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-pur-
pose 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 dead-
weight, 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 avail-
able, the variety and number of compartments is very useful for con-
venient 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", Chapter 5
d.w. capacity of 166,750 tons, which was delivered by the Swan Hun-
ter 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 GENERAL PURPOSE BULK CARRIERS ,.
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 It is obvious that the design and construction of a "general
+ 100 A I-Strengthened for the carriage of ore cargoes in alternate purpose" bulk carrier is more complicated as compared with a pure
holds with intermediate holds empty and oil tanker. ore-carrier having regard to the exacting requirements of the transport
of the different types of bulk cargoes with widely varying densities.
The principal particulars are: The main object of a "general purpose" bulk carrier is to carry all
kinds of dry cargo in bulk without excessive metacentric height and
Length o.a. 965 ft when carrying grain, without shifting boards. As a rule the voyages
Length b.p. 925 ft to the loading port will have to be made in ballast. Consequently, the
Breadth, moulded 145 ft bulk carrier must dispose of a sufficient ballast capacity to produce a
Depth, moulded ship with a reasonably small metacentric height and to immerse the
to main deck 82 ft propeller completely when travelling light.
,
Draught, summer 60.560 ft
Draught, service 55.890 ft Several designs of "general purpose" buJk carriers have been
Deadweight 166.750 tons developed. One of the outstanding designs has been developed by
Gross tonnage 91.079 tons the International Mac Gregor Organisation and is known as the
Nettonnage 67.834 tons Universal Bulk Ship.
Block coeff service draught 0.83984
Total hold capacity 6.049.908 ft3 The general requirements of a "general purpose" bulk carrier can
Bunker capacity 6853 tons be summarized as follows:
Machinery output 30,400 bhp at 103 rev/min
Service speed 15.5 knots 1. The volume of the vessels should be sufficient for carrying a full
cargo of grain and coal;
The s.s. "Furness Bridge" is being operated between Europe and 2. The hatchways should be as large as possible, so that, with special
the Persian Gulf; a round voyage takes ± 70 days as shown below: reference to coal and ore, the grabs should be able to reach all
parts of the holds in order to accelerate discharging;
Arrived: Sailed: 3. All internal structure should be self-cleaning;
Tail of Bank - Aug. 10 4. All holds should be self-trimming in order to facilitate loading
Las Palmas Aug. 15 Aug. 16 and minimise trimming expenses;
Ras Tanura Sept. 11 Sept. 12 5. The vessel should dispose of a reasonable number of holds - apart
Table Bay Sept. 29 Sept. 29 from subdivision requirements - to allow the loading of various
Milford Haven Oct. 10 Oct. 16 types of grain or to ensure full holds so that no bagging is required;
Fawley Oct. 17 Oct. 19 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

32 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 im-

possible 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 require-
ments 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 15.593 tons

Net tonnage 8.203 tons
Length o.a. 594 ft. 48/8 in.
Length b.p. 547 ft.
Breadth 74 ft. 57/8 in.
Depth, moulded 47 ft. &/4in.
Draught, summer 31 ft. F/2 in.
Deadweight 22.075 tons
Cargo capacity (grain) 1.195.4'32 cu.ft
Machinery output 7.400 shp.
Designed speed 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 self-
trimmer, 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 The loading of the wingtanks is effected through separate hatches.
Openings are fitted in the bottom of the wing tanks to pennit the
6 main holds 970.747 cu.ft. grain to fall into the main holds so that these wing tanks can be
6 wing tanks
6 hatches
175.028 cu.ft.
51.701 cu.ft. ! total: 1.197.479 cu.ft. 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.

!
Tank capacity Deadweight capacity

6 double botlnm tanks 3.805 M' ~ The majority of the "general purpose" bulk carriers have a dead-
Salt water 6 wing tanks 4.956 M8 total: 9.676 Mil weight capacity varying between 25.000-30.000 tons. British tramp
Fore & after peak 915 M3 shipowners have a marked preference for this type of bulk carrier, as
evidenced by the following analysis of the interesting statistics,
Fresh water 184 M8 published quarterly by FAIRPLAY, showing the bulk carriers under
construction or on order on 1st May 1972 (excluding bulk carriers, ore
Oil fuel 1.752 M3
strengthened over 50.000 tons d.w. capacity):
When travelling light, ballasting - double bottom and wing tanks
- up to 44 % of the deadweight capacity can be arranged. Shipowners Total number Dea~weight capacity
of ships 20-25.000 \ 25-30.000 30-40.000
A table of the distribution of cargo with varying stowage factors
gives the following picture: Anglomar. Bulk Co. 1 - 1 -
Blandford Sh. Co 1 - 1 -
Stowage factor: Bolton Sh. Co 2 - 2 -
Bowring 1 - 1 -
Compartment: 30 cu.ft. 42 cu.ft. 48 cu.ft. 57 cu.ft Cardigan Sh. Co 2 - 2 -
per ton per ton per ton per ton H. Clarkson 3 2 - 1
Cunard Group 8 - 8 -
Full R. S. Dalgliesh 2 - - 2
No.1 Hold Full
No.2 Hold Empty Full
J. & J. Denholm 1 - 1 -
Harrison (J. & C.) 2 - 2 -
No.3 Hold Full Full
Full Full Harrison Line 2 - 2 -
No.4 Hold Empty Empty Harrison Clyde 1 1 - -
No.5 Hold Full Full Hogarth & Sons 3 1 2 -

!
No.6 Hold Full Full Lyle Sh. Co 4 2 2 -

I
Nile St. Co 1 - - 1
No.1 T.W. tanks Ocean Group 5 - 5 -
No.2 T.W. tanks Reardon Smith 2 - 2 -
No.3 T.W. tanks Empty Empry Empty M Silver Line 1 - 1 -
No.4 T.W. tanks< 1 Souter & Co
Sugar Line
1
2
-
-
-
2 -
1

No.5 T.W. tanks

No.6 T.W. tanks
Empty
Empty
Partly full
Full
Empty
Empty
Full
Full
Tenax St. Co
Total: -505
-104 -34- 1
-6
38 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
 ~

FROM: United CARGO: Average per

Kingdom Number of Minimum: Maximum: fixture:
d. "

(tons) fixtures: (tons) (tons)

U.S. Gulf 20.000 1 - - 20.000
N. Range 27.000 2 13.000 14.000 13.500
St. Lawrence 252.000 15 11.400 37.200 17.000

Great Lakes ~
completing 131.000 8 10.000 24.000 16.000
St Lawrence
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
S.&E. Africa 153.000 12 11.500 15.500 13.000
River Plate 21.000 2 10.000 11.000 10.500

FROM: European CARGO: Average cargo

ports Minimum: Maximum: per fixture:
excluding (tons) (tons)
A-H range
United Kingdom Number of
(tons) fixtures:

U.S. Gulf 343.000 16 10.000 41.000 21.500

N.Range 57.000 3 16.000 23.000 19.000

St. Lawrence 455.000 20 12.000 ' 37.000 23.000

Great Lakes }
completing 310.000 16 10.000 34.000 19.000
St. Lawrence
Churchill 14.000 , 1 - - 14.000
-'
Br. Columbia }
and - - - - -
N. Pacific
Australia 146.000 6 12.000 48.000 24.000

S.&.E. Africa - - - -
River Plate 119.000 8 14.000 17.000 , 15.000

~
:t
FROM: CARGO: Average cargo
Number of Minimum: Maximum: per fixture:
Persian Gulf: fixtures: (tons) (tons)
., .'

U.S. Gulf 63.000 3 15.000 27.000 21.000

N. Range - - - - -
St. Lawrence 116.000 5 20.000 26.000 23.000
Great Lakes ~
completing 40.000 2 15.000 25.000 20.000
St. Lawrence
Churchill - - - - -
Br. Columbia }
and 30.000 1 - - 30.000
N. Pacific
Australia 108.000 5 15.000 27.000 22.000
S.&.E. Africa 12.000 1 - - 12.000
River Plate - - - - -

Japan Number of CARGO: Average per

FROM:
(tons) fixtures: Minimum: Maximum: fixture:

(tons) (tons)

710.000 31 14.000 41.000 23.000

U.S. Gulf
N.Range 21.000 1 - - 21.000

St. Lawrence 24.000 1 - - 24.000

Great Lakes ~ 18.000

completing 158.000 9 13.000 24.000
St. Lawrence
Churchill - - - - -
,
Br.Columbia ~ 16.000
and 96.000 ,. 6 14.000 21.000
N. Pacific
51.000 3 13.000 19.000 17.000
Australia
328.000 21 13.000 25.000 15.500
S.&.E.Africa
82.000 6 13.000 15.000 14.000
River Plate
,

*
 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 develop-
ment:
COMBINED CARRIERS
(Vessels over 10,000 ton d.w.)
In operation:

Date: Ore/Oil Bulk/Oil Total:

.
Number In Number 'In Number In
million million million
tons d.w. tonsd.w. tons d.w.
1-1-1960 55 1.3 - - 55 1.3
1-1-1965 80 2.7 3 0.1 83 2.8
1-1-1970 126 7.- 69 5.2 195 12,2
1-1-1971 139 8.6 82 6.8 221 15.4
1-1-1972 147 11.- 104 9.8 251 20.8

BULK CARRIERS
(Vessels over 10,000 ton d.w.)
In operation:

Date: Ore oarriers: Other bulk Total:

carriers:
Number In Number In Number In
million million million
tons d.w. tons d.w. tons d.w.
1-1-1960 131 2.7 179 2.6 310 5.3
1-1-1965 229 5.3 688 14.- 917 19.3
1-1-1970 273 8.3 1691 46.- 1964 54.3
1-1-1971 272 8.9 1859 51.8 2131 60.7
1-1-1972 277 9.6 2068 59.7 2345 69.3

47
 It will be noted that the increase in tonnage since 1st January 1970 Summarizing, the position is as follows:
applies in particular to bulle/oil carriers, ·as shown by the following
percentages for the period 1st January 1970-lst January 1972: Combination Other bulk Total:
carriers: carriers: ,.
Type: In million tons: Per cent:
From: To: 1st Jan. 1972 Number In Number In Number In
Ore/ oil 7 11 rn million million million
Bulk/oil 5.2 9.8 88 tons d.w. tons d.w. tons d.w.
Ore 8.3 9.6 16
Other bulk carriers 46 59.7 30 In operation: 251 20.8 2345 69.3 2596 90.1

It is fairly certain that the considerable increase in the ore/oil and On order: 142 21.6 589 24.7 731 46.3
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.

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 Total

carriers
(ore-oil and bulk-oil)
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 Other bulle Total:

carriers: carriers:
" Number In Number In Number In
million million million
tons d.w. tons d.w. tons d.w.
1-1-1972 142 21.6 589 24.7 731 46.3

48 49
 Chapter 7 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
DRAUGHT Canal is the m.s. "Hohkusan Maru"; the principal particulars iD,clude
the following:
Metres: Feet:

The relation between the size and draught of combined· and bulk Length over all 223
-
731.6
carriers is illustrated in the following table: Length between perpendiculars 213 698.8
Breadth moulded 32.2 105.6
1st Janary 19'72 Depth moulded 17.9 58.7
Draught on summer load line 11.87 38.9
(Figures in number of vessels) Deadweight capacity on summer load line 55,000 tons

Japanese shipyards are building the so-called "Panamax" ships.

COMBINED CARRIERS These vessels have the maximum permissible breadth for Panama
canal transit, viz. 32,3 m. hence the name. The d.w. capacity may
Draught: Size groups in 1000 tons d.w. vary, as shown by the following examples: ,
10-60 60-100 100-150 150-200 200-250
m.s. "Amelia Topic" '. m.s. "Spray Derrick"
up to 40 ft. 56 - - - - Length o.a. 223 m 208 m
40 to 45 ft. 18 44 - 1 - Length b.p. 213 m 197 m
45 to 50 ft. - 63 10 - -
Breadth, moulded 32,2 m 32,2 m
50 to 55 ft. - 2 25 4 -
Depth 18,3 m 17,8 m
55 to 60 ft. - - 6 18 - Draught 12,75 m 11,07 m
60 to 65 ft. - - - 2 1
d.w. capacity 00,900 tons 50,000 tons
65 to 70 ft. - - - - 1
Vessels loading grain in Great Lakes' ports must observe a maxi-
BULK CARRIERS mum 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,
Draught: Size groups in 1000 tons d.w. Comeau Bay etc.
10-18 18-25 25-40 40-60 60-100 100-150 150-200
Bulk carriers in the category of 30,000-35,000 tons have an aver-
Up to 30 ft. 420 47 4 1 - - - age draught of ± 34 feet on summer loadline, which may be on the
30 to 32 ft. 177 282 25 - - - - high side in some of the grain trades. In some cases it may be
32 to 34 ft. 9 241 138 2 - - - necessary to meet draught restrictions or trade requirements. In times
34 to 36 ft. - 55 312 8 - - - of depressed freight markets, as experienced in the first quarter of
36 to 38 ft. - - 170 54 1 - - 1972, tramp shipowners may have no other choice but to cut the
38 to 40 ft. - - 18 146 4 - - size of their vessels in order to secure employment. A striking example
40 to 45 ft.
45 to 50 ft.
~
-- -
-
-
-
96
-
69
30
-
9
-
-
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
50 to 55 ft. - - - - - 22 1 draught restriction of 34 ft. at port of loading, which obviously
Over 50 ft. - - - - - 2 2 involved a considerable sacrifice of freight earnings.

50 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 Speed in Intermediate

capacity knots 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:
Ships' costs have been based on normal good Norwegian specifi-
cation. 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.

5.2 53

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
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 re-
main unchanged. The choice is essentially a question which must be
based upon commercial considerations as well as comparative calcu-
lations. It is the shipowner's problem to strike a good balance be-
tween 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 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 consump-
tion as compared with a slower vessel with a lower fuel consumption.
It is a question of calculation which type of ship is preferable. Inci-
dentally, it may be observed that fixtures of bulk carriers on time-
charter 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 ship-
pers from British Columbia to U.S. North of Hatteras or U .K.-Con-
tinent. 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 requir-
ements 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
 Under construction or on order Chapter 10
on 1st January 1972

(Vessels over 10,000 tons deadweight) SPECIAL TYPES OF BULK CARRIERS ,.

Country of Combination Other bulk
registry: vessels: carriers: Total:
Bulk carriers for the transport of rrwtorcars
In 1000 In 1000 In 1000
No. tons d.w. No. tons d.w. No. tons d.w. In recent years the export of cars from Great Britain, France,
Germany and Italy has 'become an important trade and several ships
Liberia ~ which have the advantages and characteristics of a bulk carrier
Panama 38 4,998 172 6,155 210 11,153 equipped with special facilities for the carriage of motor cars have
Japan 25 4,186 95 4,355 120 8,541 been commissioned. A German ship built specially for carrying is the
U.K. 19 3,338 82 4,003 101 7,341 m.s. "JOHANN SCHULTE" owned by Messrs. Schute & Bruns,
Norway 18 3,273 47 2,609 65 5,882 Emden, which vessel been fixed on a long-term charter to Volks-
France 4 739 - - 4 739 wagenwerk A.G.
Greece 3 376 45 1,519 48 1,895
W.Germany 2 300 24 1,341 26 1,641 The design of this car carrier has been based upon the following
Sweden 8 1,408 10 621 18 2,029 .
reqUlremen t s: \
Spain 4 470 9 462 13 932 1. The ship should be able to accommodate 1.750 Volkswagen cars;
Denmark - - 3 84 3 84 2. The deadweight capacity should be approximately 22.700 tons;
Italy 11 1,148 1 92 12 1,240 3. The ship should be suitable for carrying iron ore in alternate
Brazil 6 920 5 165 11 1,085 holds;
India 3 317 22 817 25 1,134 4. Provision should be made for the carriage of grain with stowage
USSR 1 165 11 376 11 376 factors varying from 45 to 50 cu.ft. per ton, on the understanding
Others - - 63 2,127 64 2,292 that the carrying capacity should be utilised to a maximum extent
without resulting in an excessive trim. Furthermore, the need for
Total: 142 21,638 589 24,726 731 46,364 erecting shifting boards or covering part cargoes with bagged
grain should be dispensed with;
5. The vessel should comply with the St. Lawrence Seaway Regula-
tions.

The principal characteristics of this vessel are:

Gross tonnage: 15.446 tons

Net tonnage: 9.488 tons
Deadweight capacity: 22.830 tons
Draught: 32 ft. 4 in.
Grain space: 1.090.000 cu.ft.
Machinery: Borsig-Fiat diesel, output 12.600 b.h.p.
Speed on car-carrying draught: 18 knots.

58 59
 The "Johann Schulte" disposes of seven hatches with all holds
of equal length, which results in each hold accommodating approxim- Norwegian shipowners have succeeded in securing a large share
ately the same number of cars, which reduces the overall car-handling in the shipments of thousands of "volkswagen" cars from Bremen/
time. Emden to U.S.A. and Canada. The following shipowners operate
quite a number of car-carriers; recent deliveries were: ,.
The car decks are formed by hanging wing platforms extending
NAME: BUILT: D.W.CAPACITY: OWNERS:
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: Norse Captain 1970 21,600
the space in the two wing compartments restricted by the shape of Norse Carrier 1965 19,300
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 com-
Norse River
Norse Transporter
Norse Variant
Ferndale
Fernfield
1970
1966
1965
1970
1970
'21,600
24,000
19,300
21,800
21,800
! Odd Godager & Co.
Oslo

Fearnley & Eger

pensation 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
Ferngulf
Fernside
1968
1970
20,200
21,800
j Oslo

and No.6 hold is partly filled.

Other "Norse"-vessels, operated under ~e British flag, are:
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 Norse Marshall 1971 26,000
as shown on the general arrangement plan. Norse Pilot
Norse Viking
1971
1970
26,000
21,600 ( Cardigan Shipping
Co., London
The arrangement for loading cars is shown in the following table:
In the St. Lawrence/Great Lakes summer season these ships carry
Loading space: "Volkswagen"-cars from Emden to the Great Lakes, returning with
Type of cars carried:
1st car deck a cargo of heavy grain from the Great Lakes, completing in St. Law-
Hatch square area Saloon cars rence ports to full capacity, for discharge in the Antwerp-Hamburg
Hatch square area at
2nd car deck forward and after ends range. In some cases part cargoes are loaded in Great Lakes' ports
extended to hold without completing in St. Lawrence ports. The average quantity
bulkhead
Saloon cars which can be loaded in Great Lakes' ports is + 12,500 tons, com-
3rd car deck Entire hold area
Saloon cars under top
wing tanks. Vans in
pleting 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
central loading area expenses, delay, port charges etc. the difference in freight earnings
4th car deck Entire hold area Vans
5th car deck Entire hold area will not be important.
Saloon cars
6th car deck Entire hold area Saloon cars
Tank top - In the winter season, the position is different. Cars are loaded
Vans for discharge in Northern Range ports or U.S. Gulf ports, returning
In total 1.750 cars or 990 cars and 640 vans can be loaded. 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. Colum-
As a matter 6f interest it may be added that the loading of a full bia ports, thereafter proceeding in ballast from the West Coast to
cargo of vehicles on the maiden voyage of this vessel took only 13 Japan for loading a full cargo of motorcars for the East Coast of
hours. 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:
Arrived: Sailed: Cargo:
Savona 15 March 16 March
Bremen Oct. 15 Oct. 18 Jacksonville 30 March 31 March ,.
Full cargo of
Panama Canal 4 April 4 April
Panama Canal Nov. 1 Nov. 1 Cars F.I.A.T. cars
Portland Nov. 16 Nov. 19 Los Angeles 11 April 12 April
San Francisco 13 April 14 April
Portland Nov. 16 Nov. 19 In ballast
Nagoya Dec. 5 Dec. 9 San Francisco 13 April 14 April
In ballast
Nagoya Dec. 5 Dec. 5 Yokosuka 29 April 7 May
Panama Canal Dec. 26 Dec. 26 Cars
Baltimore Dec. 31 Jan. 3 Yokosuka Full cargo of 29 April 7 May
Panama Canal Datsun cars 26 May 26 May
Baltimore Dec. 31 Jan. 3 In ballast Rotterdam (3,669) 7 June 8 June
Mobile Jan. 7 Jan. 14
Mobile Jan. 7 Jan. 14 Grain These ex-passenger liners are equipped with diesel engines of
Rotterdam Jan. 28 Febr. 1 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
The wor]d's biggest car-carrier is the m.s. "Hoegh Traveller", countries e.g. Norway, Sweden, Finland and Great Britain takes place
owned by the Ht>egh Lines, Oslo. This ship was fonnerly the Royal from Rotterdam by roll-on/roll-off feeder ships, owned by the
Mail passenger liner m.s. "Aragon", built in Belfast in 1960. The main Norwegian combination HOegh-Ugland Auto Liners; these feeder
characteristics were:
ships have a capacity for 500 cars.
Length 584 ft. In addition to these two ex-passenger liners, the Yugoslav shipyard
Breadth 78 ft. has converted two HOegh-tankers, namely s.s. "Ht>egh Trader" and
Gross tonnage 18,595 tons s.s. "Hoegh Transporter", built in 1958, into car-carriers. These vessels
Net tonnage 10,557 tons dispose of 11 decks, divided in 3 sections. Loading and discharge can
Deadweight capacity 8,967 tons 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
The m.s. "Aragon" and another Royal Mail passenger liner \'Iiz. of 22 hours.
"Arlanza" were sold in 1971 to the Hoegh Lines with delivery at
Rijeka, where they were converted into car-carriers by a Yugoslav A round voyage from Emden or Bremen via Panama Canal to the
shipyard. The m.s. "Aragon", now m.s. "HOegh Traveller", has been Pacific Coast, thereafter in ballast to Japan and returning with a full
delivered; the reported cost price, including conversion, amounted cargo of cars via Panama to Rotterdam takes + 2%-3 months as
to + £. 3,000,000. The m.s. "Arlanza" is now undergoing a similar shown by the following particulars:
conversion in Rijeka and after completion will be commissioned under
the name "Hoegh Trotter".

The maiden! voyage of the m.s. "Hoegh Traveller" was carried

out as follows:

62
63
 s.s. m.s. CAR/LUMBER CARRIERS
"Hoogh Trader" "Hoegh Transporter"
Route: Arrived: Sailed: A new type of combination bulk carrier is the oar-lumber carrier
Arrived: Sailed:
1971/1972 1971 operated by the Johnson Line viz. m.s. "Pacific" and m.s. "Suecia".
Bremen These vessels with a deadweight capacity of 30.000 tons, are ~ading
5 Nov. 6 Nov. 16 June 18 June
Panama between Sweden and the West Coast of North America. They load
20 Nov. 20 Nov. 1 July
Ensenada 1 July Volvo and Saab cars for North America, returning with a full cargo
- - 8 July 11 July of forest products viz. lumber, plywood, hardwood etc. from Br.
Port Hueneme
Nagoya
29 Nov.
22 Dec.
30 Nov.
22 Dec.
- - Columbia to the United K~gdom.
- -
Yokohama 23 Dec. 24 Dec. 26 July 27 July The ships are equipped with two gantry cranes, which travel on
Yokusuka 24 Dec. 26 Dec. 28 July 29 July rails along the 5 holds which are served by 32 pontoon hatches.
Panama 17 Jan. 17 Jan. 17 Aug. 17 Aug. Special steel platforms can be used for loading the cars under deck in
Rotterdam 30 Jan. 1 Febr. 30 Aug. 31 Aug. cellular compartments in the ship's holds or stacked on deck in the
Emden - - 1 Sept. - same way as containers. In total 984 platforms can be stowed under
Bremen 2 Febr. - - - 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
These ex-tankers are capable of maintaining a speed of ± 15 knots . trip.
.
As a matter of fact, these 4 car-carriers maintain a linerservice A On the homeward voyage from Br. Columbia 887 platforms loaded
round voyage: Emden/Bremen-Panama-U.S. Pacific Coast-Japan- with packaged woods can be stowed under deck and an additional
Panama-Rotterdam-Emden/Bremen means a distance of + 26,000 285 platforms, stacked three tiers high, on top of the hatches.
miles. Only ± 4,800 miles from U.S. Pacific to Japan and Rotterdam-
Emden or Bremen have to be covered in ballast, in other words only Bulk carriers for the transpart of sugar in bulk
+ 18 %. From an operational point of view, this combination is
excellent. 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
It will be noted that the m.s. "Hoegh Traveller" and m.s. "H6egh Messrs. Booker Bros. (Liverpool) Ltd., who have important sugar
Trotter" have a small deadweight capacity viz. ± 9,000 tons. It interests in British Guiana. This ship has been designed in conjunction
should be borne in mind that both ex-passenger vessels will be with the facilities of the bulk sugar installation at Georgetown. The
employed exclusively in the car-carrymgtrades which implies that a "BOOKER VENTURE" which has a maximum cargo deadweight
high deadweight capacity is not a primary consideration for this type capacity of + 10.700 tons, can lift a part cargo of + 7.000 tons of
of cargo. The situation is different for the bulk-vehicle ships which
bulk sugar on a draught of 20 feet. The bar outsid~ the port of
were built, both for unpacked cars and dry cargo in bulk viz. m.s.
Georgetown only affords a maximum draught of 20 feet for two
"Hoegh Minerva", "HOegh Miranda" and "Hoogh Mistral" with a
periods ofa few days each month - this maximum draught actually
deadweight capacity of ± 25,000 tons. When carrying motorcars to
includes 18 in. of mud -. In view of the fact that for about 4 months
U.S. Pacific Coast, the owners may decide to despatch the vessel in
each year sugar will not be available from British Guiana, the owners
ballast to Japan for loading motorcars for U.S.A.
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
If such an employment is not obtainable, the owners may decide with due regard to the special requirements of the St. Lawrence
to book a full'cargo of grain or lumber from Br. Columbia to Europe, Seaway. When loaded to capacity the "BOOKER VENTURE" draws
thus bringing the vessels in the right position to load motorcars for 25 feet. The maximum draught for the St. Lawrence Seaway is 26
U.S. Pacific Coast.
feet.
64
65
 The holds have been arranged in such a way that there is more The first voyage was made to Georgetown in ballast where she
than sufficient capacity in the centre holds to load a full cargo of loaded a part cargo of 7.000 tons of sugar. Subsequently the
sugar occupying 43 cu.ft. per ton. The additional capacity in the "BOOKER VENTURE" called at St. Kitts where she completed
wing tanks allows for loading a full cargo of grain with a maximum loading to full capacity, thereafter proceeding to the St. Law,rence
stowage factor of 54 cu.ft. per ton. The capacity of the centre holds Seaway Refinery at Montreal. Mter discharge she proceeded to
is also sufficient for loading a full cargo of bauxite, coal or ore. Toledo, Ohio for loading a full cargo of grain for the United King-
Consequently the "BOOKER VENTURE" is a versatile vessel which dom.
can be operated in the major tramp trades in the 4 months when she
cannot be employed in the sugar trade from Georgetown. The following bulk carri~rs operated and ordered by the Sugar
Line Ltd., London a wholly owned Company of the Tate & Lyle
The main characteristics of this vessel are as follows:
group - are also specific examples of vessels designed "round the
Net tonnage 5.625 tons cargo" and with due regard to the trade requirements as well as
Gross tonnage 9.516 tons maximum permissible draught for discharge at the Group's terminal
Deadweight capacity 10.700 tons at its refinery at Silvertown on the River Thames. Moreover, the
Length overall 469 ft. maximum dimensions were governed by operational limitations, in
Breadth 62 ft. 6 in. particular the length, which should render it possible to turn in the
Total grain capacity 580.415 cu.ft. River Thames above Woolwich Ferry in the region of the discharging
Total bale capacity 483.750 cu.ft. terminal. ,
Speed 14% knots ,
Capacities of ooids and wing tanks In operation: Ordered for delivery
Holds: Grain space Balespace in 1973 and 1974:
cu.ft. cu.ft. m.s. "Sugar Crystal" 2 ships
1 106,600 104,100 m.s. "Sugar Producer"
2 116,750 114,050 m.s. "Sugar Refiner"
3 120,500 117,750 m.s. "Sugar Transporter"
4 119,250 116,800 ft. in. ft. in.
Total holds: 463,100 452,700 Length, over all 550 - 570 -
Wing tanks:
Length, b.p. 520 - 540 -
Breadth, moulded 73 - 85 -
1- port 15,400 - Draught on summer
1- starboard 15,400 - load line 31 4 33 6
2- port 14,910 - d.w. capacity 20,700 tons 27,800 tons
2- starboard 14,910 -
3- port 9,310 - It will be noted that although the difference in draught between
3- starboard 9,310 - the vessels in operation and the newbuildings is only 2 ft. 2 in., the
Total wing tanks: 79,240 - difference in d.w. capacity is + 7,000 tons, which is explained by
the difference in length and breadth.
Deeptank: 27,825 21,900
Cargo locker: 10,250 9,150 Another aspect which had to be borne in mind is the fact that the
Total cargo locker 38,075 31,050 carriage of sugar is a seasonal trade, dependent upon the ripening
,
and deeptank of the cane. In other words, the vessels primarily intended for the
Total cargo spaces: 580,415 483,750 oarriage of unrefined sugar in bulk had also to be suited for the

66 67
uansport of other bulk cargoes such as ore, grain etc. The vessels m.s. "Sugar Transporter'
are ore-strengthened and classed with Lloyd's with holds No.2 and
4 empty. Comeau Bay-Kandla Grain
Kandla- Mauritius In ballast (2,700 miles)
Sugar ,.
It may be recalled that all fixtures for sugar in bulk from Queens- Mauritius-London
land or Mauritius to London are subject to a limitation of a draught London-St. Lawrence In ballast (3,100 miles)
of 27 ft. 6 in. in salt water on arrival in London. It depends upon St. Lawrence-New Zealand Loaded
the load lines to be observed on the voyage from Queensland or New Zealand-Mackay In ballast (1,800 miles)
Mauritius to what extent the d.w. capacity for sugar in bulk will Mackay-London Sugar
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 The principal particulars of the above named vessels are:
merits. On the other hand it should be borne in mind that the extra
deadweight capacity will result in extra freight earnings or time- Cargo Compartments Grain ft3 Bale ft3
charter hire when the vessels are employed in other trades during No.1 Hold 136,975 133,239
the off-season for sugar. No.2 Hold 130,786 128,886
No.3 Hold 135,908 133,984
It is obvious that the owners will try to fix their ships for outward No.4 Hold 135,908 133,984
employment to areas near the loading areas, e.g. Queensland in No.5 Hold 137,596 135,668
order to lmiit voyages in ballast to a maximum extent. From an
Total in Holds 677,173 665,761
operational point of view, the certainty that homeward cargoes will
be available from Queensland is a valuable asset. This aspect is fully No. 1 Hatch 8,100 8,100
illustrated by the following combination of voyages: No.2 Hatch 11,446 11,446
No.3 Hatch 11,546 11,546
m.s. "SUgM Crystal" No.4 Hatch 11,546 11,546
St. Lawrence-New Zealand Loaded No.5 Hatch 11,546 11,546
New Zealand-Mackay In ballast (1,800 miles) Total in Hatches 54,184 54,184
Mackay-London Sugar
No.2 Wing tank (P) 21,547 -
m.s. "Sugar Producer'
No.2 Wing tank (S) 21,547 -
No. 2A Wing tank (P) 21,928 -
Sorel-Japan Grain No. 2A Wing twk (S) 21,928 -
Japan-Vancouver In ballast (4,300 miles) No. S Wing tank (P) 23,643 -
Vancouver-New Zealand Loaded No. S Wing tank (S) 23,643 -
New Zealand-Mackay In ballast (1,800 miles) No. SA Wing tank (P) 22,074 -
Mackay-London Sugar No. SA Wing tank (S) 22,074 -
London-St. Lawrence In ballast (3,100 miles) No.4 Wing tank (P) 23,646 -
St. Lawrence-Australia Loaded No.4 Wing tank (S) 23,646 -
Cairns-London Sugar No. 4A Wing tank (P) 21,862 -
No. 4A Wing tank (S) 21,862 -
.~ m.s. "SugtW Refiner" No.5 Wing tank (P) 19,922 -
Greenock-Casa}>lanca In ballast (1,400 miles) No.5 Wing tank (S) 19,922 -
Casablanca-Australia Phosphate Total in Wing tanks 309,244 -
Townsville-London Sugar Grand Total 1,040,601 719,945

66 69
 Water Ballast Tanks ft3 Tons at 35 ft3/ton Chapter 11
No.1 Wing tank (P) 7,588 216,81
No.1 Wing tank (S) 7,588 216,81
No.1 D.B./Hopper tank (P) 7,651 281,61 BULK TRANSPORT CONSORTIA ,.
No.1 D.B./Hopper tank (S) 6,842 195,49
No.5 CR. D.B. tank 10,292 294,04
Fore peak tank 17,705 505,87
Mt peak tank 6,232 178,07 In recent years a new development has been the formation of
Nos. 2, 3, 3A and 4 Wing tanks 181,820 5,194,84 bulk transport consortia with the object of either building or charter-
Total 245,718 ing bulk carriers for carrying out long-term contracts in the bulk
7,020,54
carrying trades. Close cooperation between individual shipowners
The five main holds of the vessel are designed to facilitate hand- participating in such a consortium is essential to ensure continuous
ling of sugar by shore cranes. The transverse bulkheads are troughed employment for the vessels to be timechartered by the consortium.
or flat in way of the holds and the side bulkheads are flat. These It is fairly clear that such a arrangement will strengthen the bargain-
longitudinal bulkheads are 22 ft. 6 in. off the centreline. ing 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
The ships are capable of loading + 17,300 tons of sugar on a a rate stabilisation scheme between tramp shipowners with the object
fresh-water draught of 29 ft. When loading other cargoes e.g. ore or to raise the open market rates to a better level, proved unsuccessful,
grain, the maximum draught of 31 ft. 4 in. can be used. The maximum which is not surprising having regard to the different types of tramp
draught will also be attained when carrying grain with a maximum ships, nationalities, varying operating costs\ etc. Greek shipowners in
stowage factor of 50 cu.ft. per ton. Grain can be carried in the main particular were in favour of such a rate stabilisation scheme which
holds and seven wing tanks port and starboard. The wing tanks was conceivable, taking into account that they were operating a large
are loaded with grain through 2 grain hatches to each tank. number of uneconomical war-built tramp ships (Liberties). In part-
icular Norwegian owners operating modem and efficient tramp ships,
It will be noted that the breadth - 73 ft. - permits navigation were strongly opposed to join such a stabilisation scheme, which they
of the St. Lawrence Seaway; the breadth of the newbuildings _ regarded as a pension fund for uneconomical tramp ships built during
85 ft. - exceeds the maximum permissible breadth of 75 ft. 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 ton-

nage 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 accur-
ately 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 there- BULK CARRIERS, STRENGTHENED FOR ORE CARGOES
fore safe to assume that experienced shipowners will not be influenc-
ed too much by short-or long range market forecasts, but they will In operation
rely upon their own sound judgment of the freight market by closely Service Owners: ,.
Name: Delivery: d.w.
watching the trend of events day by day. The lesson taught by the
capacity speed:
entirely unexpected collapse of the world freight market in October
1970 by the almost complete withdrawal of Japanese charterers from (tons) (knots)
the freight market, will be remembered a very long time. Jersey Bridge March 1966 36,550 15 Clarkson
Pacific Bridge Jan. 1967 79,310 15 Bibby Line
It is evident that if the tonnage operated by the consortium is London Bridge April 1961 48,690 15 Bowring
sufficient to carry the contracted quantity of cargo, no problems will Gallic Bridge July 1967 75,350 15 Clarkson
arise. However, the loading programme may be upset by strikes - Forth Bridge Sept. 1967 48,690 15 Bowring
a common occurrence nowadays -, congestion at ports of loading or Westm. Bridge March 1968 75,350 15 Bibby Line
discharge, casualties or other unforeseen events. In that case, the con- Atlantic Bridge June 1968 79,515 15 Bibby Line
sortium will have to resort to chartering additional tonnage or to Clyde Bridge Nov. 1968 42,145 15 Houlder Bros.
relet cargoes. Obviously, it will depend entirely upon the level of the Orotava Bridge March 1969 50,745 15 Houlder Bros.
open market rates whether such measures will result in a loss or not. Sydney Bridge Sept. 1970 58,720 15 Bowring
Chelsea Bridge Aug.1971 105,780 15 Silver Line
Another important consortium is the Seabridge Shipping Ltd., Orenda Bridge March 1972 134,600 14 Houlder Bros.
comprising: Stirling Bridge May 1972 117,200 157'
, . Clarkson
Bibby Line Ltd.
Bowring Steamship Co. Ltd. Under construction or on order:
H. Clarkson & Co. Ltd.
Furness Withy & Co. Ltd. Severn Bridge Aug. 197'2 117,200 15,7 Silver Line
Houlder Bros. Ltd . . . . . . . Bridge Dec. 1972 116,000 15 Furness
Hunting & Son Ltd. Erskine Bridge Febr. H173 117,200 15,7 Clarkson
Silver Line Ltd. ...... Bridge July 1973 116,000 15 Bibby Line
Tweed Bridge April 1974 126,000 15 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 A Seabridge-relet cargo was reported in January 1972 viz. m.s.
"NALANDA" 35,000 ton, 10%, coal, Hampton Roads to Japan, $ 4.-
In operation free discharge, 5 days SHine, Febr. 15-29. This relet-fixture there-
fore showed a good profit to Seabridge, which apparently could not
d.w. Service Owners: ,.
offer own tonnage.
Name: capacity speed:
Delivery: (tons) (knots)
OPERATION OF
Spey Bridge Nov. 1969 113,460 15,5 Clarkson SEABRIDGE CONSORTIUM'S FLEET
Ocean Bridge April 1970 113,535 15,5 Bibby Line
Avon Bridge March 1971 142,800 15,5 Clarkson The following statement give'S an impression of the operation of
Furness Bridge Aug. 1971 166,065 15,5 Furness the Seabridge Consortium's fleet in 1971-1972:
Eden Bridge April 1972 141,750 15,5 Clarkson
Tyne Bridge May 1972 166,500 15,5 Hunting BULK CARRIERS, ORE-STRENGTHENED

m.s. "Atlantic Bridge"

Under construction or on order:
(d.w. 79.515 tons)
Silver Bridge Sept. 1972 141,750 15,5 Silver Line Mileage:
English Bridge
Australian Bridge
Febr. 1973 166,500
May 1973 141,750
15,5
15,5
Bibby Line
Bibby Line
Employment: .,
Loaded: In ballast:
Japan
Dampier
In ballast - 3,800

Seabridge concluded very large contracts for coal from Hampton Dampier
Roads to Japan. In the course of 1970 the following fixtures were Table Bay Ore 11,100 -
reported: Taranto
Taranto
Rate: In ballast - 3,300
Pepel
1970: Tons: $ Period of shipment: Pepel
February 480,000 6.50 Oct. 1970-0ctober 1972 Table Bay Ore 11,500 -
March 13 cargoes, 7.00 From end 1970 Japan
(Panama Canal Japan
draught, 371 Dampier
In ballast - 3,800
say 35,000 Dampier
tons) Table Bay Ore 11,100 -
April Contract, maximum 7.25 4 years from Jan/March Bremen
Panama Canal 1972
draught, Bremen
Contract, 16 6.10 Commencing Panama In ballast - 7,500
April
cargoes, maximum Jan./March 1972 Coquimbo
Panama Canal Coquimbo
Ore 9,300 -
drapght, option Japan
85,OOO-ton
cargoes via Cape 6.10

74 75
 m.s. "Chelsea Bridge" m.s. "Clyde Bridge"
(d.w. 105,780 tons) (d.w. 42,145 tons)
Mileage: Mileage:
Employment: Loaded: In ballast: Employment: Loaded: In ballast:
Port Talbot Nagoya
Vitoria In ballast - 4,800
Weipa
In ballast - 3,100

Vitoria Weipa
Port Talbot Ore 4,800 - Cape Bauxite 12,600 -
Port Talbot Emden
Seven Islands
In ballast - 2,500 Emden
In ballast - 3,200
Seven Islands Pepel
Port Talbot Ore 2,500 - Pepel
Table Bay Ore 11,500 -
Port Talbot
Port Cartier In ballast - 2,500 Japan
Japan
Port Cartier
Weipa
In ballast - 3,100
Port Talbot Ore 2,500 -
Weipa .
Port Talbot Table Bay Bauxite
\
12,800 -
Seven Islands In ballast - 2,500
Rijeka
Seven Islands Rijeka
Port Talbot Ore 2,500 - Pepel
In ballast - 3,600
Port Talbot Pepel
Vitoria In ballast - 4,800
Table Bay Ore 11,500 -
Vitoria Japan
Port Talbot Ore 4,800 - Japan
Weipa
In ballast - 3,100
Port Talbot
Point Central In ballast - 2,100 Weipa
Point Central Panama Bauxite 8,700 -
Japan
Ore 12,600 - St. Croix
Japan St. Croix
In ballast - 3,800 H. Roads
In ballast - 1,500
Dampier
Dampier H. Roads 3,500 -
Coal
Port Talbot Ore 10,600 - Antwerp
Antwerp 3,()()()
In ballast -
Port Cartier
Port Cartier
Ore 4,500 -
Ravenna
Ravenna
In ballast - 7,500
Durban

76 77
 m.s. "Forth Bridge" m.s. "Gallic Bridge"
(d.w.48,960 tons) (d.w. 75,350 tons)
Mileage: Mileage:
Employment: Loaded: In ballast: Employment: Loaded: In baUast:
Port Talbot Japan
H. Roads In ballast - 3,200 In ballast - 3,800
Dampier
H. Roads Dampier
Panama Coal 9,700 - Table Bay Ore 10,900 -
Japan Rotterdam
Japan Rottel1dam
Sydney In ballast - 4,300 In ballast - 2,200
Point Central
Sydney Point Central
Fremantle Grain Ore 12,600 -
12,900 - Japan
London
Japan
London Port Hedland
In ballast - 3,700
Vitoria In ballast - 5,000
Port Hedland ,
Vitoria
Ore Table Bay Ore , 10,900 -
Bremen 5,300 - Rotterdam
Bremen Rotterdam
H. Roads In ballast - 3,800 In ballast - 2,200
Point Central
H. Roads Point Central
Panama Coal Ore 12,600 -
9,700 - Japan
Japan
Japan
Port Hedland
In ballast - 3,700

Port Hedland
Table Bay Ore 10,900 -
Antwerp

78 79
 m.s. "Jersey Bridge" m.s. "London Bridge"
(d.w. 36,550 tons) (d.w. 48,690 tons)
Mileage: Mileage:
Employment: Loaded: In ballast: Employment: Loaded: In ballast:
Japan Antwerp
Weipa
In ballast - 3,100
Pepel
In ballast - 3,100

Weipa Pepel
Panama Bauxite 8,700 - Table Bay Ore 11,500 -
St. Croix Japan
St. Croix Japan
Point Central
In ballast - 3,100
Weipa
In ballast - 3,100

Point Central Weipa

Table Bay Ore 12,600 - Panama Bauxite 9,400 -
Japan Point Comfort
Japan Point Comfort
In ballast - 4,300 In ballast - 1,700
Vancouver
Vancouver
H. Roads
H. Roads
.
\

Panama Grain 8,900 - Hambmg

Coal 3,800 -
Antwerp Hamburg
Vitoria
In ballast - 5,300

Vitoria
Bremen
Ore 5,300 -
Bremen
Vitoria
In ballast - 5,300

Vitoria
Bremen
Ore 5,300 -

80 81
 m.s. "Orotava Bridge" m.s. "Pacific Bridge"
(d.w. 50,745 tons) (d.w. 79,310 tons)
Mileage: Mileage:
Employment: Loaded: In ballast: Employment: Loaded: In ballast:
Brake Port Talbot
Porto Salazar
In ballast - 5,400 In ballast - 2,800
Pepel
Porto Salazar Pepel
Antwerp
are 5,200 -
Table Bay are 11,500 -
Antwerp Japan
Vitoria
In ballast - 5,000
Japan
Vitoria Port Hedland
In ballast - 3,700
Dunkirk
are 4,900 -
Port Hedland
Dunkirk Table Bay are 10,900 -
Vitoria
In ballast - 4,900 Rotterdam
Vitoria Rotterdam
Dunkirk
are 4,900 - Pepel
In ballast
,
- 3,100

Dunkirk Pepel \
In ballast - 4,900 Table Bay
Vitoria are 11,500 -
Japan
Vitoria
Dunkirk
are 4,900 -

82 83
 m.s. "Sydney Bridge" m.s. 'Westminster Bridge"
(d.w. 58,720 tons) (d.w. 75,350 tons)

Mileage: Mileage:
Employment: Loaded: In ballast: Employment: Loaded: In ,ballast:

Dunkirk Rotterdam
In ballast - 4,900 Porto Salazar
In ballast - 5,000
Porto Salazar
Porto Salazar
Porto Salazar
Dunkirk
Ore 4,900 - Dunkirk
Ore 4,900 -
Belfast Dunkirk
Vitoria
In ballast - 4,900 Point Central
In ballast - 4,900

Vitoria Point Central

Ore 4,900 - Table Bay Ore 12,600 -
Antwerp
Japan
Antwerp
In ballast - 3,000 Japan
Pepel In ballast - 3,800
Dampier
Pepel
Table Bay Ore 11,500 - Dampier ,
Japan Table Bay Ore \
10,600 -
Port Talbot
Japan
Port Hedland
In ballast - 3,700 Port Talbot
H. Roads
In ballast - 3,200
Port Hedland
Ore 11,100 - H. Roads
Bremerhaven
Panama Coal 9,700 -
Bremerhaven
Vitoria
In ballast - 5,200 Japan

Vitoria
Bremerhaven
Ore 5,200 -
Bremerhaven
Vitoria
In ballast - 5,200

Vitoria
Bremerhaven
Ore 5,200 -

84 85
 ORE-BULK-OIL CARRIERS (OBO) m.s. "Furness Bridge"
(d.w. 166,065 ton)
m.s. "Avon Bridge"
Mileage:
(d.w. 142,800 ton)
Employment: Loaded: In ba,llast:
Mileage:
Tail of Bank
Employment: Loaded: In ballast:
Las Palmas In ballast - 11,600
Rotterdam Ras Tanura
Las Palm as Ras Tanura
Table Bay
In ballast - 11,500
Table Bay
Persian Gulf Milfardhaven
Oil 11,500 -
Persian Gulf Fawley
Table Bay Fawley
Las Palmas
Oil 11,900 -
Las Palmas
Gothenburg Table Bay
In ballast - 11,500
Gothenburg Persian Gulf
Verdon
In ballast - 2,500
Persian Gulf
Verdon
In ballast - 11,000
Table Bay Oil . 11,000 -
Mena al Ahmadi Fos \

Mena al Ahmadi Fos

Oil 11,000 -
Fos Table Bay In ballast - 11,000
Fos Persian Gulf
Tripoli (Leb.)
In ballast - 1,600
Persian Gulf
Tripoli (Leb.) Table Bay Oil 11,200 -
Rotterdam Oil 3,400 - Milfordhaven
Hamburg
Hamburg
Forcados
In ballast - 4,500

Forcados
Gothenburg
Oil 4,700 -
Gothenburg
P. Gulf
In ballast - 11,900

P. Gulf
Oil 6,700 -
Japan

86 87
 m.s. "Spey Bridge" Another form of cooperation is the Scottish Ship Management
(d.w. 113,460 ton) Ltd., Glasgow which operate the ships owned by:
Mileage:
Employment: Loaded: In ballast: ,.
H. HOGARTH & SONS Ltd.
Pepel
Table Bay Ore 11,500 - Built: Name: Deadweight capacity:
Japan
(tons)
Japan
In ballast - 6,700 1967 Baron Forbes 20,000
Persian Gulf
1968 Baron Dunmore 20,000
Persian Gulf 1968 Baron Cawdor 21,800
Japan
Oil 6,700 -
1970 Baron Renfrew 21,800
Japan 1970 Baron Ardrossan 24,000
Persian Gulf
In ballast - 6,700
1971 Baron Inchcape 24,000
Persian Gulf 1971 Baron Belhaven 23,300
Japan
Oil 6,700 - 1972 Baron Maclay 21,800
Japan
Ras Tanura
In ballast - 6,700 .
Ordered for delivery:' .
Ras Tanura 1972 One ship 24,000
Japan
Oil 6,700 -
1973 Two ships 27,000
Japan
Ras Tanura
In ballast - 6,700

Ras Tanura LAMBERT BROS. (Shipping) Ltd.

Japan
Oil 6,700 -
Built: Name: Deadweight capacity:
Japan
Persian Gulf
In ballast - 6,700
(tons)
1969 Temple Arch 21,800
1970 Temple Bar 22,000
1971 Temple Hall 22,000
1972 Temple Inn 23,700

88 89
 LYLE SHIPPING COMPANY LTD. Chapter 12

Built: Name: Deadweight capacity:

(tons)
EMPLOYMENT OF BULK CARRIERS
,.
1959 Cape Franklin 15,600
1961 Cape Nelson 16,500
1962 Cape Howe 24,700 It is common knowledge that are, grain and coal constitute the
1967 Cape Clear major bulk carrying trades in which bulk carriers are being employed.
1968 Cape Sable 22,000 Owners of tramp ships, whether bulk carriers or conventional tramp
1968 Cape Wrath 22,000 ships of 10.000-14.000 tons deadweight, have the following choice of
1969 Cape York 22,000 employment for their ships:
1971 Cape Horn 23,700
1971 Cape Hawke 23,700 1. Voyage charters, either for single voyages or consecutive voyages;
1971 Cape Race 22,000 2. Timecharters, either for a single voyage between certain ports or
1971 Cape Grafton 23,700 round voyages or for a certain period "general trading".
1972 Cape Leeuwin 22,000
The choice will be mainly governed by the owners' expectations
about the future development of the open freight market. It is diffi-
Ordered for delivery:
27,000 cult, to say the least, to forecast the trend o( the open market rates,
1972 One ship
24,000 which depends upon so many unpredictable faCtors, e.g. development
1973 One ship
27,000 of seaborne trade in the principal commodities, changes in general
1973 One ship
pattern of trade etc. This last feature can be explained by the follow-
ing example:
A decided advantage of such a combined management is a saving
in overhead expenses, as compared with operation by the companies In the course of 1964 the bulk carriers "Heroic" and "Liryc", d.w.
individually. Another advantage is that the S.S.M. by disposing of a capacity 48,600 tons, were commissioned. Both ships were operated
fleet of ships with practically identical deadweight capacity is in a in the coal trade from Hampton Roads to Japan. It is well known that
position to enter into long-term commitments when remunerative it is virtually impossible to obtain return cargo from Japan to U.S.A.
rates are obtainable in the freight market. Such a policy is illustrated for such large bulk carriers. Exporters of sugar from the Philippines
by the following fixture reported in March 1970: to U.s. Atlantic and Gulf of Mexico, prefer smaller ships. The same
remark applies to lumber shippers from Br. Columbia to East Coast
HAMPTON ROADS TO JAPAN. Scottish Ship Management tonnage of U.S.A. or Europe. In these circumstances the owners had prac-
contract, vessels of 18,500 tons to 23,500 tons, 10% more or less, tically no choice but to despatch their vessels from Japan via Panama
$ 8,90, free discharge, five days SHine, coal one cargo July/Sept., to Hampton Roads in ballast ( ± 9.700 miles).
two cargoes October/December 1970 and six cargoes evenly spread
over 1971. The situation changed since Australia started to export coal and
bauxite to Europe (Antwerp-Hamburg range), as shown by the follow-
It will be noted that the participants in the Scottish Ship Manage- ing fixtures:
ment Ltd. have gradually increased the deadweight capacity of their s.s. "Lyric", 42,000 tons, bauxite, Weipa-Emden, April '71;
newbuildings-to 24,~27,000 tons. 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, Octo-
ber 71.

90 91
 After discharge in N. Europe the vessels proceeded via Seven Is- COAL
lands for loading a full cargo of ore for Baltimore, thereafter pro-
1971 1972
ceeding to Hampton Roads for loading a full cargo of coal for Japan.
High: Low: High: Low:
H. Roads-Japan $ 14.00 7.60 8.40 ,3.60
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 Antwerp-
GRAIN
Hamburg range, January loading. A fixture of such a large cargo
from Br. Columbia-A/H range is exceptional. U.S. Gulf-Japan $ 16.50 7.85 10.10 3.95
U.S. Gulf-A.R.A. $ 9.75 5.25 5.50 2.25
Forward fixing will always remain a gamble for both shipowners
and charterers. It is clear that in times of low open market rates there ORE
is little incentive to enter into long-term commitments at low rates
Brazil-Japan $ 14.25 7.00 8.75 2.55
which barely cover the operating expenses thus eliminating the chance
Peru-Japan $ 11.25 7.50 6.75 2.80
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
SIR W. REARDON SMITH & SONS Ltd., CARDIFF
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 This independent tramp company, which has not joined a consor-
the basis of consecutive voyages or timecharter, at rates which ensure tium,expanded into bulk carriers in 1964 ",hen the first bulk carrier
a fair margin of profit, shipowners may decide to go in for long-term of 30,480 tons was commissioned. The pre~nt fleet comprises the
employment, so that they are not dependent upon the fluctuations in following ships:
the open market rates.
Built: Name: Deadweight capacity:
In the course of 19'70 several tramp shipowners preferred to take 1960 Devon City 14,430 tons
advantage of the very remunerative rates obtainable for long-term 1960 Orient City 14,430 tons
employment, in particular in the coal trade from Hampton Roads to 1962 Cardiff City 14,630 tons
Japan. As a striking example the following fixture, reported in Sep- 1963 Houston City 14,630 tons
tember 19'70,may be mentioned: 1964 Australian City 30,480 tons
1965 Eastern City 30,480 tons
Hampton Roads to Japan: Star Bulk contract, 30 cargoes of 22,000- 1967 Atlantic City 45,780 tons
35,000 tons, 10 per cent, average rate of $11.15, free discharge, five 1967 Indian City 45,880 tons
days SHinc., option loading U.S. Gulf $11.40, six days, coal, one 1968 Welsh City 16,220 tons
cargo per month commencing end-1970. 1969 Cornish City 16,220 tons
19'70 Vancouver City 26,000 tons
In the time-charter section, ships were contracted for periods rang- 19'70 Pro Rupert City 26,000 tons
ing from 12 months to 5 years, in some cases even longer. 19'70 Victoria City 26.000 tons
19'70 Fresno City 26,000 tons
It may be recalled that the freight market collapsed in 1971 to an 19'72 New Westm. City 26,000 tons
unprecedented low level, which is clearly illustrated by the following 19'72 Tacoma City 26,000 tons
comparison of the highest and lowest rates recorded for single voyages 19'72 Port Alberni City 26,000 tons
in certain lea~ing trades:
Ordered for delivery:
19'72 1 vessel 26,000 tons

92 9S
 In the meantime, the four 14,630 tons d.w. vessels: It will be noted that Chinese shipowners are particularly interested
"Devon City" "Cardiff City" in buying modern vessels, which is part of the policy of China to build
"Orient City" "Houston City" up a mercantile fleet. It may be recalled that such ex-liner vessels,
built in 1960-1963,have been sold by the Reardon Smith Line Ltd. disposing of tweendecks, will be very suitable for operation in ~egular
liner services by the Chinese owners.
It is fairly safe to assume that the consideration that these moder-
ate-size vessels can no longer be operated at a profit in to-day's The Reardon Smith Line is a typical example of a tramp shipping
depressed world freight markets - May 1972 -, in competition with company operating vessels on the basis of voyage charters or time
the more economical bulk carriers, has played an important part, when charters or a combination of both.
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 The m.s. "Welsh City" and "Cornish City" can best be classed as
reaching the end of their useful life. super tramps having regard to their high speed and extensive cargo
, ' ".: ;..••."I,:,y; •.•'''-~;)'!.~.'t~ handling equipment which includes:
~,:i,
<fl'".)
( I'
"'.--t)i( "iI. ,It~-..~" {;
'~
1"
I

This policy is not confined to British tramp shipping companies

only. As a matter of fact, the Holland Bulk Transport Co. of Amster- Lifting capacity
dam sold the following tramp ships in Marchi April 1972: 10 derricks 10 tons
4 derricks 20 tons
Name: Built: d.w. capacity Buyers: 1 derrick .50 tons,
\
(tons)
The main particulars of these vessels are:
Amstelmolen 1959 12,393 Ocean Tramping Co.
Deadweight capacity 16,220 tons
Amstelsluis
Amstelveld
1957
1960
12,393
12,449
} Hong Kong
Bale space 752,000 cu.ft.
Hollands Dreef 1962 14,674 Argentina Grain space 838,500 cu.ft.
Speed 16 knots
Another consideration may have been that consequent upon the Oil consumption 30 tons fuel oil,
containerisation, several liner vessels will become redundant in the max. 1200secs
foreseeable future, much earlier than normally expected. This aspect plus 2 tons diesel oil
is illustrated by the following sales:
Both ships are particularly popular with liner companies on time-
Built: d.w. Owners: Buyers: charter basis.
capacity
It may be concluded from the composition of the fleet that this
(tons) tramp company, disposing of a very long experience in the world
m.s. "Karimata" 1953 12,793 Nedlloyd Far Eastern tramp trades, consider the 26,000 tons deadweight bulk carriers as
Lines, buyers. the best general purpose bulk carrier.
m.s. "Karimun " 1953 12,750 ~ Rotterdam
It will be noted from the following statements that the main
m.s. "Illstein" 1959 6,619 sources of employment are:
m.s. "Rendsburg" 1959 7,263 } OreM
m.s. "Spreest~" 1957 6,519 Hapag/Lloyd Tramping Co., Coal from Hampton Roads to Japan;
m.s. "Siegstein" 1957 6,619 Hong Kong Grain from U.S. Gulf to Japan;
m.s. "Wiedstein" 1959 9,581 Lumber from Br. Columbia to Atlantic or Europe.

94 95
 m.s. "FRESNO CITY" m.s. "PRINCE RUPERT CITY"
Employment Employment

1971 Approximate 1971 Approximate

distance: distance:
Miles: Miles:

New Orleans . Japan

Br. C0Iurnb·la
Rotterdam Full cargo of gram on voyage charter 4,800 In ballast 4,300

Rotterdam Br. Columbia

In ballast 3,000 Panama Canal Full cargo of lumber on time charter 6,100
Baltimore
N. Atlantic
Baltimore
Panama Canal Full cargo of coal on voyage charter 9,700 New York
In ballast 1,500
Comeau Bay
Japan
Japan Comeau Bay
· In ballast 4,300 Durban Full cargo of grain on voyage charter 12,300
Br. C0Iurnb la
Basra
Br. Columbia .
N. Atlantic Full cargo of lumber on time charter 6,100 Persian Gulf . \ 3 900
Singapore '
N. Atlantic
Gulf of Mexico In ballast to Key West for orders 1,700 Singapore
East London In ballast 5,400
Gulf of Mexico Time charter from passing Key West 9,200
to Japan; time charterers booked a 1972
Japan full cargo of grain.
Japan East London
· In ballast 4,300 Singapore Full cargo of grain on voyage charter 8,300
Br. C0Iurnb la
Japan

g;
96
 m.s. "VANCOUVER CITY" m.s. "VICTORIA CITY"
Employment Employment

1971 Approximate 1971 Approximate

distance: distance:
Miles: Miles:

Baltimore Glasgow
Panama Full cargo of coal 9,700 N ew 0 r Ieans In ballast 4,500
Japan ~wOrl~s .
Japan Rotterdam Full cargo of gram on voyage charter 4,800
· In ballast 4,300
Br. C0Iurn b la Rotterdam
Br. Columbia New Orleans In ballast 4,800
Panama Full cargo of lumber on time charter 6,100
New Orleans
N. Atlantic Rotterdam Full cargo of grain on voyage charter 4,800
H. Roads Rotterdam
Panama Full cargo of coal 9,700
Ros ario In ballast 6,600
•
Japan
Rosario '
Japan · In ballast 4,300 Dmban .
Br. C0Iumb la Singapore Full cargo of gram on voyage charter 12,800
Br. Columbia Japan
Panama Full cargo of lumber on time charter 6,100
Japan .
N. Atlantic Br. Col um b·la TIme charter 4,300
N. Atlantic 1200
I ball t
Port Cartier n as , 1972
Port Cartier Br. Columbia
Durban Full cargo of grain on voyage charter 12,300
Panama Canal Full cargo of lumber on time charter 9,200
Basra Bremen
Basra Bremen
A bad an In ballast 5,700 Panama Canal In ballast 9,200
m ayb
Bo
Vancouver
East London

1972

East London
Singapore " Full cargo of maize on voyage charter 8,300
Japan .
Japan '
· In ballast 4,300
Br. C0Iumb la

98 99
The vessels operated by the Scottish Ship Management Co. were m.s. ''BARON ARDROSSAN"
employed in the following trades: (d.w. 24,000 tons)

Approximate
m.s. "BARON ARDROSSAN" distance:
(d.w. 24,000tons) 1971 Miles:

Approximate Christmas Island Full cargo of phosphate on

distance: W. Australia voyage charter 3,200
1971 Miles:
W. Australia In ballast 1 200
W. Australia Esperance '
Voyage charter 8,BOO
Vancouver
Esperance
Voyage charter 8,BOO
Br. Columbia Vancouver
Panama Canal Full cargo of lumber on time charter 9,600
U.K./Continent Br. Columbia .
·
Austr aIla Full cargo of lumber on time charter 7,400
,
Bordeaux
In ballast 3,500 \
H . Roa d s

H. Roads
Panama Canal Full cargo of coal to Japan 9,700 m.s. "BARON FORBES"
Japan (d.w. 20,000tons)
Employment
Japan In ballast 2,400
Nauru Nagoya
In ballast 2,400
Nauru
Nauru Full cargo of phosphate on
S. Australia voyage charter 3,300 Nauru Full cargo of phosphate on
N. Zealand voyage charter 2,600
S. Australia Full cargo of jarrah wood etc.
U.K. on voyage charter 12,000 N. Zealand I
n b a11ast 3,200
E sper an ce
Avonmouth In ballast 3300 Esperance
H. Roads '
Portland Full cargo on voyage charter 8,800
H. Roads Vancouver
Panama Canal Full cargo of coal on voyage charter 9,700
Japan .~ Br. Columbia
Panama Canal
Liverpool Full cargo of lumber on time charter 9,400
Japan
Christmas Island In ballast 3,500 Bordeaux

100 101
 m.s. "BARON FORBES" m.s. "BARON INCH CAPE"
(d.w. 20,000 tons) (d.w. 24,000 ton)
Employment Employment

Approximate ApproXimate
distance: distance:
1971 Miles: 1971 Miles:

Casablanca Haugesund
Ca town Full cargo of phosphate on H. Roads In ballast 3,600
Jap~ voyage charter 13,300
H. Roads
Japan Panama Canal Full cargo of coal on voyage charter 9,700
Bun bin ballast 4,500
ury Japan

Bunbury F u 11cargo 0f I'Imemte

' Japan
on In ballast 2,400
F reman tl e Nauru
Immingham voyage charter 11,000
Nauru Full cargo of phosphate on
Immingham I ballast 4 500 S. Australia voyage charter \. 2,800
Tampa n ,
Esperance
Tampa Br. Columbia Full cargo on voyage charter 8,800
Full cargo of phosphate on
P anama Can al
voyage charter 9,300
Japan Br. Columbia .
' Full cargo of lumber on time charter 7,400
Austr aIla
Japan
O cean I s1an din ballast 2,600
S. Australia
Full cargo on voyage charter 12,000
Avonmou th
Ocean Island
Nauru Full cargo of phosphate on
Bunbury voyage charter 4,200 Avonmouth I ball 3 300
H. Roads n ast ,

Bunbury 1972
Gladstone Full cargo of grain on voyage charter 6,400 H. Roads
Japan Panama Canal Full cargo of coal on voyage charter 9,700
Japan
Osaka Time charter with delivery Osaka via
Gladstone Gladstone for loading full cargo of Japan
Br. Columb·la
Kitimat ,~ alumina for Kitimat 10,600 In ballast 4,300

Br, Columbia! . Br. Columbia .

I'
Australia TIme charter for full cargo of lumber 7,400 Full cargo of lumber on time charter 7,400
Austr ala

102 103
 m.s. "BARON RENFREW" m.s. "CAPE CLEAR"
(d.w. 21,800ton) (d.w. 20,000 tons)
Employment Employment

Approximate Approx'imate
distance: distance:
1971 Miles: 1971 Miles:

S. Australia Liverpool
Full cargo on voyage charter 12,000
Avonmouth H . RoadIn
s ballast 3,400

Antwerp H. Roads
Panama Cana I Full cargo of coal on
Falmouth In ballast 4,800
voyage charter 9,700
N. Orleans J apan

N. Orleans Japan
Chr. Island In ballast 3,500
Panama Full cargo of sulphur on voyage charter 9,400
Geelong
Chr. Island Full cargo of phosphate on
Port Pirie Victoria voyage charter \. 3,400
Table Bay .
Las Palmas Full cargo of gram on voyage charter 12,800 Victoria
New ZeaIandIn ballast 2,200
Yxpila
New Zealand
Yxpila
Panama Canal
Falmouth In ballast 2,700 L·IverpooI Full cargo on voyage charter 11,500
Casablanca
Avonmouth
Casablanca
Ca etown Full cargo of phosphate on Avonmou~h In ballast 6 200
Ja/an voyage charter 13,300 Buenos AIres '

Buenos Aires
Japan Capetown Full cargo of grain on voyage charter 12,200
Bun bIn ballast 4,500
ury Japan
1972
Japan
Nauru In ballast 2,400
~u:Jay Full cargo of ilmenite on
Immingham voyage charter 11,000
Nauru Full cargo of phosphate on
W. Australia voyage charter 4,000
,
W. Australia
Chr. Island In ballast 1,800

104 105
 m.s. "CAPE CLEAR" m.s. "CAPE SABLE"
(d.w. 20,000 tons) (d.w. 22,000 tons)
Employment Employment

Approximate Approxiulate
distance: distance:
1971 Miles: 1971 Miles:

Chr. Island Full cargo on phosphate on Avonmouth I ball 3600

New Zealand voyage charter 5,000 Tampa n ast ,

New Zealand Tampa

Mackay I n ball ast 1,800 Full cargo of Phosphate on
P anama C ana I
voyage charter 9,300
Japan
Mackay
New Zealand Full cargo of sugar on voyage charter 1,800
Japan
Chr. Island In ballast 3,500
New Zealand
·
E . Austr aIIa In ballast 1,300
Chr. Island Full cargo of phosph~te on
E. Australia voyage charter \ 3,600
E. Australia .
Lumut Full cargo of gram on voyage charter 4,300
E. Australia .
Lumut Full cargo of gram on voyage charter 4,300
Lumut
Port L·mcoIn In ballast 3,500
Lumut
Singapore In ballast 700
Port Lincoln . Chr. Island
Mombasa Full cargo of gram on voyage charter 5,700
Chr. Island Full cargo of phosphate on
m.s. CAPE SABLE S. Australia voyage charter 2,700
(d.w. 22,000 tons)
Employment S. Australia
Kokkola (Fin!.) Full cargo on voyage charter 12,800
Japan
Chr. Island In ballast 3,500 Kokkola
In ballast 2,500
Ca sabl anca
Chr. Island Full cargo of phosphate on
Port Pirie voyage charter 3,400 Casablanca
Capetown Full cargo of phosphate on
Port Pirie " Japan voyage charter 13,300
Albany . Full cargo of concentrates on
Swansea 0 voyage charter 12,000 Japan
Avonmouth Chr. Island In ballast 3,500

106 107
 m.s. "CAPE SABLE" m.s. "CAPE WRATH"
(d.w. 22,000 tons) (d.w. 22,000 tons)
Employment Employment
,.
Approximate Approximate
distance: distance:
1971 Miles: 1971 Miles:

Chr. Island Full cargo of phosphate on Tampa

New Zealand voyage charter 4,700 Panama Canal Full cargo of phosphate on
voyage charter 9,300
Japan
New Zealand
Port P·lne
. In ballast 2,100
Japan
Chr. Island In ballast 3,500
Port Pirie
Full cargo of OODcentrateson
F reman tl e Chr. Island Full cargo of phosphate on
voyage charter 12,000
Avonmouth E. Australia voyage charter 3,700

E. Australia ..
Lumut Full cargo of gram on. voyage charter 4,000

m.s. "CAPE WRATH" Lumut

Chr. Island In ballast 700
(d.w. 22,000 ton)
Employment
Chr. Island Full cargo of phosphate on
Avonmouth E. Australia voyage charter 3,700
I b aIIast 3·,600
Tnampa
E. Australia
Port Pirie In ballast 1,200
Tampa
Full cargo of phosphate on
Panama C anaI
voyage charter 9,300 Port Pirie
Japan F reman tl e Full cargo of concentrates on
Br. Channel voyage charter 12,000
Japan
In ballast 2,400
Nauru
Newport
Aalborg In ballast 1,100
Nauru Full cargo of phosphate on
S. Australia voyage charter 4,200 1972
Aalborg
W. Australia Full cargo of ilmenite on Santo Domingo Full cargo of cement on voyage charter 4,800
Immingham,~ voyage charter 11,000
New Orleans
Immingham0 In ballast 4,500 Panama Full cargo of sulphur on voyage charter 8,100
T ampa New Zealand

108 100
 m.s. "CAPE YORK" m.s. "CAPE YORK"
(d.w. 22,000 tons) (d.w. 22,000 tons)
Employment Employment

Approximate Appro;o,mate
distance: distance:
1971 Miles: 1971 Miles:

Avonmouth New Zealand

I n ball ast 3,300 I n L_l1
utLUast ,
2600
H . Roads Nauru

H. Roads Nauru Full cargo of phosphate on

Panama Canal Full cargo of coal on voyage charter 9,700 Queensland voyage charter 1,500
Japan
Queensland
I n b a11ast 1 ,800
Japan Geelong
Chr. Island In ballast 3,500
Geelong .
Lumut Full cargo of gram,on voyage charter 3,800
Chr. Island Full cargo of phosphate on \
S. Australia voyage charter 3,200
Lumut
Port Pirie Chr. Island In ballast 700
Alban Full cargo of concentrates on
Swan~a voyage charter 12,000 Chr. Island Full cargo of phosphate on
Port Kembla voyage charter 3,700
Swansea
Luea
I In ballast 1,700 1972
Port Kembla
I n ball ast 1 ,000
Lulea Full cargo of iron ore pellets Wall aroo
Wilmington on voyage charter 4,700
~:: Full cargo of grain on voyage charter 5,700
Wilmington I ball 1300
Tampa n ast ,

Tampa m.s. TEMPLE ARCH"

P anama Cana I Full cargo of Phosphate on (d.w. 21,800 tons)
Japan voyage charter 9,300 Employment

Japan Nauru Full cargo of phosphate on

Queens Ian dIn
.~ ballast 3,500 W. Australia voyage charter 4,000

Queensland ' W. Australia Full cargo of ilmenite on

New Zealand Full cargo of sugar on voyage charter 1,800 United Kingdom voyage charter 11,000

110 111
 m.s. "TEMPLE ARCH" m.s. "TEMPLE BAR"
(d.w. 21,800tons) (d.w. 22,000tons)
Employment Employment

Approximate Approximate
distance: distance:
1971 Miles: 1971 Miles:

Antwerp Creenock I b
TIn ballast 4,600 Tampa n all ast 4,700
ampa

Tampa Tampa
Panama Canal Full cargo of phosphate on Panama Full cargo of phosphate on
voyage charter 9,300 voyage charter 9,300
J apan Japan
Japan Japan
Chr. Island In ballast 3,500 In ballast 2,400
Nauru

Chr. Island Full cargo of phosphate on

Nauru Full cargo of phospHate on
New Zealand voyage charter 4,700 W. Australia voyage charter \. 4,300
New Zealand
In b aIIast 2,600 S. Australia
Nauru
Capetown Full cargo on voyage charter 11,600
Avonmouth
Nauru Full cargo of phosphate on
W. Australia voyage charter 4,000
Avonmouth In ballast 1 200
W. Australia Casablanca '
Capetown Full cargo on voyage charter 10,700
United Kingdom Casablanca
Ca etown Full cargo of phosphate on
p voyage charter 13,300
Newport J apan
Aalborg In ballast 1,100
Japan
Aalborg Chr. Island In ballast 3,500
. Cargo of cement on VOyage charter 4,800
Sant0 Dommgo
Chr. Island Full cargo of phosphate on
1972 S. Australia voyage charter 3,400
Santo Domingo In b II
Tampa a ast 1,200 1972
Ceelong .
Tampa . Inchon Full cargo of gram on voyage charter 4,900
Panama Cana'I Full cargo of Phosphate on
voyage charter 9,300
J apan

112 113
 m.s. "TEMPLE BAR"
Countries: Ports of shipment:
(d.w. 22,000 tons)
Employment Angola Lobito
Porto Salazar
Approximate
distance: Australia Port Dampier
1971 Miles: Port Hedland
Port Pirie
Inchon Yampi Sound
In ballast 4,900
GeeIong Whyalla
Brazil Macapa
Geelong .
Lumut Full cargo of gram on voyage charter 3,900 Rio de Janeiro
Vitoria (Tubarao)
Canada Seven Islands
m.s. "TEMPLE HALL" Wabana
(d.w. 22,000 tons) Chile Coquimbo
Cruz Grande
This bulk carrier has been time-chartered to the British Phos- Huasco '
phate Commissioners for employment in the phosphate trade between \
China (Hainan) Yulin
Nauru and Australia/New Zealand for a period of 5 years.
Congo Pointe Noire
Admittedly, a period of 5 years is rather long, in particular in
Egypt Abu Zenima
these times with steadily increasing operating expenses. It may be
that the owners have protected their position by inclusion of the Ghana Takoradi
so-called escalation clause, which provides for full escalation of India Bombay
operating costs. Calcutta
Koilthottam
Mormugao
Dealing with the major bulk carrying trades separately, the fol- Madras
lowing comments may be made: Visakhapatnam
Liberia Monrovia
ORE
Lower Buchanan
The principal sources of supply and ports of shipment are: Mal~a D~n
Mauretania Port Etienne

Countries: Ports of shipment: Norway Kirkenaes

Narvik
Africa (South &: East) Beira Peru Chimbote
, Durban San Juan
Lourenco Marques San Nicholas
Port Elisabeth Sierra Leone Pepel

114
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 are-
carriers, in particular in Continental ports e.g. Amsterdam, Ratter-
dam, 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 ter-
minal is 1,7 millian tans.
Importers af ore far the British steel industry are ata disadvant-
age, 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 construc-
ted specifically far the iran ore trade. The design of this vessel can
be regarded as the prototype of the specialisedore-carrier in apera-
tion 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-Kiruna-
varaara A B (LKAB) acquired the majarity interests. Hawever, the
Grangesberg Company are still respansible in their capacity as ship-
awners 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 there-
fore implies that the Grangesberg Campany are in charge of the
shipping arrangements, which is a very important asset in the opera-
tian 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 exten-
ded 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 Under construction or on order:
shipment of iron ore has been an integral part of Grangesberg's
business right from the start, Grangesberg vessels are operating on a Delivery: d.w.
fairly large scale in other bulk carrying trades as well e.g. coal, grain, capacity Type: ,.
oil etc.
1972 265,000
Bulk/oil
It is fairly clear that a versatile fleet is required to carry aut these 1973 265,000
oarrier
varying commitments. As shipowners the Grangesberg Company have 1974 265,000
steadily pursued a policy of building vessels of the largest pas sible
deadweight capacity compatible with the facilities of the terminal It will be noted that since 1969 the emphasis is on the bulk-oil
ports and the requirements of the trades for which the ships were type; it is fairly certain that in practice oil will constitute the main
intended. Taking into consideration that conditians in the bulk car- source of employment.
rying 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 COAL
circumstances it is not surprising that in order to achieve maximum
flexibility of operation, the Grangesberg Company are concentrating Another trade which is dominated by large bulk carriers is the
on combination-carriers. The present fleet comprises the following coal trade form Hampton Roads, in particular to Japan. The modern
large carriers: 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
GRANGES BERG FLEET days, Sundays and Holidays included" for the combined loading!
discharging operation of bulk carriers of 85,OOO-tonsdeadweight.

Built: Name: d.w. Type: Employment: As an example the following fixture may be cited:
capacity (Jan. 1972) Cargo:
(tons) 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,
1962 Luossa 28,850 PhiladelphialR'dam Grain free discharge, seven days, SHine., coal, February (relet).
Bulk
1963 Laponia 36,200 H. Roads/Oxelosund Coal
carrier
1964 Laidaure 36,200 Narvik! Antwerp Ore The maximum deadweight capacity of the bulk carriers employed
in the coal trade from Hampton Roads to Japan via. Panama Canal
1964 Raunala 65,600 Ore/oil ImminghamlP. Gulf Ballast is governed by the maximum permissible draught for transit of the
1965 Rautas 65,600 carrier P. Gulf/U.K. Oil 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
1966 Nuolja _~ 71,500 Bulk L. Buchanan! Antwerp Ore Cape of Good Hope; the route via Oape 'Of Good Hope implies an
1966 Nikkala 71,500 carrier Vitoria/Dunkirk Ore extra mileage of 5,400 miles.
1969 Pajala ; 107,000 Bulk/oil P. Gulf/U.K. Oil
carrier In the course of 1970 the Japanese have contracted tonnage on a

118 119
very large scale. In fact, the Japanese booked 35 million tons, of on a single voyage basis. However, it occurs sometimes that major
which 28 million tons comprised contracts projected over periods grain charterers take up tonnage, either on time-charter basis or for
ranging from two to five years, commencing from the end of 1970. consecutive voyages e.g. from the Great Lakes during the open
This total compares with 15 million tons for the whole of 1969. The season, running from April to December, with liberty to c~mplete
transport of such large cargoes of coal via Cape of Good Hope to to full capacity in St. Lawrence ports.
Japan, combined with full cargoes of crude oil from the Persian Gulf
to Brazil, Trinidad or N. Europe is an ideal employment for the As stated before, shipowners' decision to go in for long-term
combination-carriers, as shown in chapter 14, thus avoiding lengthy employment, either on time-charter basis or for a certain number
ballast voyages. of consecutive voyages, will mainly depend upon their views about
the future trend of the freight market. Fixtures on time-charter
Japan also imports substantial quantities of coal from Australia basis ensure a fixed income; moreover, the risk of delay by labour
which has emerged as a big coal exporter, both to Japan as well trouble, congestion etc. is to be borne by time-charterers. In case
as to the Continent. Shipments of coal from Australia are effected of fixtures for consecutive voyages, these risks are to be borne by
from Newcastle (N.S.W.), Port Hedland, Hay Point (Queensland) shipowners. Should the open market rates improve during the period
and Port Kembla. concerned, charterers will have the advantage; conversely, ship-
owners will have made the right choice in case the open market
Exports of coal have also started from Roberts Bank in British rates decline during the period in guestion.
Columbia.
Generally speaking, the fact that mator grain charterers are
GRAIN interested in long-term time-charters or in· consecutive charters is
regarded as a fair indication that they do not expect a recession in
Certain grain trades are dominated by large bulk carriers, in the open market rate. The leading grain merchants are regarded as
particular the grain trade from the Gulf of Mexico to Antwerp/ tough and screwd operators.
Hamburg range and Japan. An analysis of the fixtures reported in
the second half of 1971 gives the following result:
SUGAR
Average quantity of grain in tons:
The principal exporting areas of sugar are:
Destinations Countries:
Philippines U.S. Atlantic/Gulf
United Antwerp/
Australia (Queensland) United Kingdom/Japan
From: Kingdom: Hamburg India: Japan: Mauritius United Kingdom
range: ~
Brazil U.S. Atlantic/Gulf
St. Lawrence 17,000 28,000 16,000 24,000 S. Africa United Kingdom/Japan
Gulf of Mexico 20,000 37,000 18,000 23,000
Br. Columbia - - 14,000 16,000 The only trades in which bulk carriers of moderate size are
River Plate 10,500 16,000 - 14,000 employed are:
Australia - 15,000 14,000 17,000 Philippines/U.S. Atlantic/Gulf
Queensland /U .S. Atlantic/Gulf
Generally .s.peaking,the grain trades do not lend themselves for
long-term employment, taking into account that tonnage require- Taking into account that Japan is not an exporter of bulk cargo,
ments vary frbm year to year, depending upon tha harvests in the it is evident that sugar from the Philippines to U.S. Atlantic/Gulf
traditional importing countries. Grain fixtures are normally effected is an attractive homeward employment for bulk carriers.

120 121
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 con-
fined 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 Liver-
pool, where a maximum draught of 29 ft. 3 in on arrival is allowed.
Sugar from Brazil to U.S. Atlantic/Gulf is an attractive employ-
ment for vessels after completion of discharge of cargoes of coal
from Hampton Roads to Brazil.
122
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 man-
ner 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 bulk-
heads. 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-trim-
0
ming.
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'
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
 m.s. m.s. Load lines:
VANCOUVER BARON From New Orleans to parallel 36° North : Permanent summer zone
CITY ARDROSSAN From parallel 36° to Rotterdam : Winter load line
Distance from New Orleans to 36° N. : 1925 miles, say 6 days
Length over all 569' 534'4"
Distance from 36° N. to Rotterdam : 2890 miles, say 8 'days
Breadth, moulded 83'6" 75'
Winter draught 32' 33'4%" Calculation
Summer draught 32'81,B" 34'1%"
Tropical draught 33'41/4" 34'90/8" The vessel can leave New Orleans on her winter load line plus
± 3 inches, say 300 tons, being the equivalent in deadweight of
Deadweight capacity: ± 6 days' consumption of fuel, water, stores etc. for the passage
Winter draught 25,126 23,370 tons from New Orleans to crossing parallel 36° North. It has been assum-
Summer draught 25,874 23,655 tons ed that reserves of fuel and water will be on board for minimum
Tropical draught 26,626 23,940 tons 5 days' supply, say 250 tons at all times. This margin of safety may
seem rather high. Various considerations, in particular the weather
Cargo capacity: conditions which may be expected on the voyage in question, the
Bale space: 1,120,300 1.065.035 cu.ft. possibilities to replenish bunkers etc. enter into the picture. It is
Grain space: finally up to the Master to decide what margin of safety is required;
Lower holds: 1,204,862 1.065.035 cu.ft. no hard and fast rule can be given. .
Upper wing tanks: 149,858 no wing tanks \

Total: 1,354,720 1.065.035 cu.ft. The position is as follow:

Deadweight capacity on sailing from New Orleans
Engine power: 10,600 12,000 b.h.p. on winter draught plus 3 inches: 25,400 tons
Speed, trial 16 knots 17,73 knots
Speed, service 151h knots 15 knots On board: Bunkers incl. reserve : 750 tons
Consumption of Water, stores, lub.oil etc. 1,050 tons
Intermediate fuel oil: 37 35 tons including reserve : 300 tons
Diesel oil: 21f.& Ph tons Deadweight available for grain: 24,350 tons

Available grain space: Lower holds: 1,204,800 cu.ft.

CALCULATION OF DEADWEIGHT AVAILABLE FOR A FULL 149,900 cu.ft.
Upper wing tanks:
CARGO OF HEAVY GRAIN FROM
NEW ORLEANS TO ROTTERDAM Total: 1,354,700 cu.ft.

U.C.S. bulk carrier of 25,875 tons deadweight Stowage factors: Wheat 46 cu.ft.
on summer draught Sorghums 481,2 cu.ft.
Corn 49-50 cu.ft.
Distance from New Orleans to Rotterdam: 4,815 miles Soyabeans 50-51 cu.ft.
Time of sailing from New Orleans and
"arrival at Rotterdam: January 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.

126 127
 In some cases the upper wing tanks are used for separation pur- It will be noted that the breadth of the Upper Clyde Shipbuil-
poses only. ders 26,000 ton bulk carriers exceeds the maximum breadth allowed
A comparison with the m.s. "Baron Ardrossan" gives the following for passage through the St. Lawrence Seaway. In judging this aspect
result: it should be borne in mind that in view of the extra navigational
risks when proceeding to the Great Lakes, involving the passing of
Deadweight capacity on sailing from New Orleans several locks, and the extra insurance, several shipowners are not
on winter draught plus ± 3 inches: 23,600 tons particularly interested in fixing their vessels from Great Lakes' ports
On board: Bunkers incl. reserve : 700 tons for part cargoes, completing to full capacity in St. Lawrence ports.
Water, stores, lub.oil, etc. 950 tons After all, the rates of freight are closely related to the rates of freight
including reserve : 250 tons from other grain exporting tlreas. The situation is, of course, different
for vessels carrying cars to the Great Lakes, taking part cargoes of
Deadweight available for grain: 22,650 tons grain to Europe, completing to full capacity in St. Lawrence ports,
an excellent combination.
Available grain space in holds: 1,065,000 cu.ft.
No wing tanks

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 Manage-
ment Co. (see: Chapter No. 12 - Bulk transport consortia). The stow-
age 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 Scot-
tish 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, cer-
tain maximum dimensions have to be observed. The following ves-
sels were built with due regard to the maximum permissible dimen-
sions:
M.S. "ANASTASIA IV"
M.S. "JOANA"
Length b.p. : 168 metres (± 551 feet)
Breadth, moulded : 22.86 metres (± 75 feet)
Depth, moulded : 14.1 metres (± 46 feet)
Summer rln\ught : 10.54 metres (± 34.6 feet)
d.w. capacity : 26,600 tons
Grain space : 34,980 cU.m. (± 1,235,000 cu.ft.)

128 129
 Chapter 1-4

NEWBUILDINGS

OnH)il carriers
Ore-Bulk-Oil carriers
General purpose bulk carriers

The great advantage of these combination carriers is their opera-

tional flexibility which was clearly demonstrated in 1970 when sever-
al 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 re-
view for 1970, over 70% of the combined ore/oil tonnage was em-
ployed in the oil trades by the end of 1970. Undoubtedly, the develop-
ment 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 "gene-
ral 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
 An analysis of the interesting statistics, published by FAIRPLAY ORE/BULK/OIL CARRIERS
quarterly, showing the vessels under construction or on order on
1st May 1972, produces the following result: Under construction or on order
on 1st May 1972
ORE/OIL CARRIERS f

FLAG: NUMBER OF TONS D.W. AVERAGE

Under construction or on order VESSELS: TONS D.W.
on 1st May 1972
1. Liberia 19 2,258,000 119,000
AVERAGE
2. Gr. Britan 12 1,831,000 153,000
FLAG: NUMBER OF TONS D.W.
TONS D.W.
3. Japan 8 1,240,000 155,000
VESSELS:
4. Norway 8 875,000 109,000
1. Japan 17 2,828,000 166,000 5. Sweden 5 607,000 121,000
2. Norway 13 2,634,000 203,000 6. Spain 4 470,000 117,000
3. Liberia 9 1,607,000 179,000 7. India 3 316,000 105,000
4. Brazil 9 1,259,000 140,000 8. Italy 6 294,000 49,000
5. Italy 11 1,227,000 112,000 9. U.S.A. 2 161,000 80,000
6. Gr. Britain 5 1,172,000 234,000 10. Greece 2 154,000 77,000
7. Sweden 4 1,065,000 266,000 11. France 1 153,000 153,000
8. France 4 847,000 212,000
213,000 70 8,359,000 119,000
9. Greece 3 639,000
10. Malaysia 1 165,000 165,000
155,000 155,000 A comparison between the average deadweight capacity of ore/
11. Panama 1
oil- and ore/bulk/oil carriers shows that there is a difference of
12. Account Italian
+ 50 % between the two types. This difference is probably explained
shipyards 4 569,000 142,000
by the fact that ore/bulk/ oil carriers are limited to a greater extent
Total: 81 14,167,000 175,000 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 TONS OREfBULKfOIL TONS The flexibility of employment is clearly shown by the operation of
CARRIERS: d.w. CARRIERS: d.w. the 4 bulk/oil carriers: "Hoegh Rainbow", '1!oegh Rider", '1!oegh
(number) (number) Robin" and '1!oegh Rover", d.w. capacity + 99,600 tons, commis-
Brazil 8 994,000 - - sioned by Leif Hoegh & Co in 1968/1970, as evidenced by the fol-
167,000 - - lowing voyages: '
France 1
Great Britain - - 2 287,000
275,000 - - m.s. "Hoegh Rider" "Hoogh Robin"
Greece 1
Italy 2 273,000 - - Hampton Roads Wilhelmshafen
Japan 18 1.773.000 2 288,000 Trinidad In ballast
Ras Lanuf
Liberia 1 160.000 1 77,000 Coal
Table Bay
U.S.A. - - 2 161,000 Japan Ras Lanuf
Oil
31 3.642,000 7 813,000 Trinidad
Japan
Ras Tanura In ballast T'nm'd a d
It may be recalled that the two British O/B/O-carriers were In ballast
Vitoria
ordered in the second quarter 1971 by the Bibby Line - participant Ras Tanura
in the Seabridge Consortium - and the Court Line. Since this period Table Bay Oil Vitoria
no new British orders have been reported, neither for ore/oil carriers Trinidad Table Bay Ore
nor for ore/bulk/oil carriers.
Japan \
Trinidad
It is interesting to note that the Brazilian shipowners, namely Hampton Roads In ballast J
apan
Rio Navigacion, adhere to ore/oil carriers of 131,000 tons d.w. capa- In ballast
Ras Tanura
city, after having commissioned two ore/oil carriers of 105,000 tons Hampton Roads
d.w. capacity in 1970 viz. m.s. "Docevale" and "Docemar". These Trinidad Ras Tanura
combination carriers are trading between: Coal
Table Bay Table Bay Oil
Japan Havre
Cargo:
Tubarao - Japan Ore m.s. "Hoegh Rainbow"
}apan-Persian Gulf In ballast
Persian Gulf-Brazil Oil Rotterdam Japan
Trinidad In ballast
11
I n b aast Ras Tanura
Table Bay
Ras Tanura Ras Tanura
Table Bay Oil
Ras Tanura Trinidad
Table Bay Oil
Rio de Janeiro Trinidad
Table Bay In ballast
Rio de Janeiro Ras Tanura
Vitoria In ballast
Ras Tanura
Vitoria Table Bay Oil
Table Bay Ore Tenerife
Japan

134 135
 A round voyage: Hampton Roads-Cape of Good Hope-Japan- BULK CARRIERS OTHER THAN COMBINATION VESSELS,
Persian Gulf-Cape of Good. Hope-Trinidad - Hampton Roads takes ON ORDER:
+ 4 months, so that 3 round voyages can be made per year. In 1970 Year Total number of New orders: Number of
the following long-term contract was reported: Date: vessels on order: 0
vessels delivered:
HAMPTON ROADS TO JAPAN VIA CAPE: .
Hoegh contract, 16 cargoes of 80,000-85,000 tons coal, $ 6.40 per 1969
ton, free discharge, seven days, SHine., shipment commencing first 1st May 382
quarter 1971. 23 38
It is evident that such long-term commitments involve con- 1st August 367
siderable financial risks, depending upon the future trend of the 69 50
freight market. However, such long-term contracts ensure continuous 1st November 386
employment. It may happen that own tonnage cannot be provided to 60 47
lift cargoes, in which case it will be necessary to resort to chartering
outside tonnage. Such a relet-fixture was reported in December 1970
1971 viz.: 1st February 399
HAMPTON ROADS TO JAPAN: m.s. "Rudby" (motor vessel on time- 60 39
charter) 85,000 tons, 10 per cent, $ 4.25, free discharge, coal, Febr./ 1st May 420
March (Hoegh-relet) 112 50
,
1st August 482
In order to take up this employment, the m.s. "Rudby" had to 96' 56
proceed in ballast from Japan via Cape of Good Hope to Hampton 1st November 522
Roads (15,100 miles), which is probably the longest ballast voyage 133 25
ever made. In fact, the ballast voyage took 41 days.
Owners of such large bulk carriers must be prepared to undertake 1971
very long ballast voyages as shown by the following details: 1st February 630
m.s. "Rudby" Miles: 91 50
Vitoria
- 1st May 671
73 51
Cape Ore 11,500
1st August 600
Japan
49 59
Japan 1st November 683
Cape In ballast 11,500 34 66
Pepel
Pepel 1972
Cape Ore 11,500 1st February 651
Japan 12 64
Japan 1st May 599
Cape In ballast 15,100
H. Roads It will be noted from these figures that the pace of ordering new
H. Roads bulk carriers has slowed down considerably. The heavy ordering of
Cape Co~ (Hoegh-relet) 15,100 new tonnage in the period May 197o-May 1971 is reflected in the
Japan steadily rising number of deliveries.

136 137
 SPECIFICATIONOF BULKCARRIERS,OTHERTHANCOMBINATION By excluding these large bulk carriers, the position is as follows:
VESSELS,UNDERCONSTRUCTIONORON ORDERON 1st MAY1972
BULKCARRIERSUNDERCONSTRUCTIONORON ORDER,EXCLUDING
FLAG: NUMBER: TONSD.W. AVERAGE COMBINATIONVESSELSANDBULKCARRIERSEXCEEDINq
TONSD.W. 50,000 TONSD.WoCAPACITY:
1st May 1972
Liberia 124 4,572,000 36,900
Japan 93 4,527,000 48,700 FLAG: NUMBER: TONSD.W. AVERAGE
Great Britain 73 3,542,000 48,500 TONSDoW.
Norway 44 2,428,000 55,200
Greece 47 1,507,000 32,100 Liberia 95 2,643,000 27,800
W.Germany 27 1,394,000 51,600 Japan 71 2,066,000 29,100
India 27 1,043,000 38,600 Great Britain 53 1,406,000 26,500
Panama 27 883,000 32,700 Greece 44 1,302,000 29,600
Sweden 11 659,000 59,900 W.Germany 18 584,000 32,400
Poland 17 533,000 31,400 Panama 22 578,000 26,300
U.S.S.H. 11 376,000 34,200 Norway 19 506,000 26,600
Peru 14 358,000 25,600 Poland 16 478,000 29,900
Taiwan 12 339,000 28,300 U.S.SoH. 11 376,000 34,200
Brazil 8 319,000 39,000 Peru 14 358,000 25,600
Others (incl. flag India 18 328,000 18,200
unknown and Taiwan 11 279,000 25,400
builders account) 64 2,438,000 38,100 Brasil 5 163,000 32,600
Sweden 4 123,000 30,700
Total: 599 24,918,000 41,600 Other countries (incl.
flag unknown and
These figures include bulk carriers, ore-strengthened, with dead- builders account) 47 1,301,000 27,700
weight capacities running up tot 165,000 tons. Generally speaking
it is fairly safe to assume that bulk carriers, exceeding 50,000 tons Total: 448 12,491,000 27,900
d.w. capacity, ore-strengthened, will be mainly employed in the OTe
trades. This statement clearly shows the marked preference for handy-
size '~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. Law-
rence 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 dead-
weight is AjS Kristian Jebsens Rederi, Bergen. In 1967 eight spe-
cialised bulk carriers were ol'dered by this Company and their asso-
ciates 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 : 520 ft.
Length between perpendiculars : 495 ft.
Breadth moulded : 74ft. lOlh inches
Draught on summer load line : 31 ft. 3lh inches
d.w. capacity on summer load line: 21,200 tons
Total grain capacity : 919,350 cu. ft.
Total water ballast capacity : 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 double-
bottom 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 keep-
ing 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 new-
buildings 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 bal-
ance between tonnage supply and demand-after all, the law of
supply and demand determines the level of open market rates-
laying-up on a large scale will be unavoidable. It is obvious th,at
owners of the older-type of tramp vessels with a deadweight capac-
ity 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 mar-
kets, or to lay-up. At the time of writing even modern bulk carriers
cannot cover their operating costs without any allowance for depre-
ciation.
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 con-
sideration 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 prin-
ciple, but experience has taught that in practice it is very difficult,
to say the least, to come to an understanding, which is not sur-
prising having regard to the different types of tramp ships, nation-
alities, varying operating costs etc. Greek shipowners disposing of a
large number of older vessels of the "Liberty-type" or other war-
built 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 un-
economical or obsolete tramp ships.
For a complete picture of the position it may be added that a simi-
lar scheme in the tanker trades-the so-oalled "Intertanko" scheme-
had 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 re-
medial 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 situa-
tion 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 overes-
timated considerably and charterers had no choioe but to relet
tonnage at a considera:ble loss. Several contracts closed by Norwe-
gian 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 unfor-
tunate 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 employ-
ment. 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 capac-
ity 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 consi-
derable 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 ,dif-
ferent problems which are confronting shipowners allover the world
in these times of depressed world freight markets.
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
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.
145