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51 Cards in this Set
- Front
- Back
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Liner Ships (common carriers)
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Regular voyages, pre-established schedule w/ ports of call, offer services to any company willing to pay freight rate
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Tramp Ships
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operate wherever market dictates, no regular schedule (chartered), usually carry one type of cargo at a time
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Dead Weight Tonnage (DWT)
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total capacity of ship; max weight of cargo they can carry. Obtained by measuring difference in water displacement when ship is empty and when it's loaded to its maximum. DWT includes bunker (fuel) and stores (supplies).
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Volumetric Capacity
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Grain cubic capacity or bale cubic capacity
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Grain cubic capacity
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cargo space available for loading a flowing cargo, like grain
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Bale cubic capacity
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total volume of space available for loading solid cargo, such as bales or boxes
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Gross tonnage
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total volume capacity of the ship - used to determine how much a ship owner will pay in taxes; only measures capacity of ship below deck so its inappropriate for determining cargo-carrying capacity of a ship since most ships carry cargo above & below deck
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Net tonnage
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Gross tonnage - space used for crew, operations, and engine
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Displacement tonnage
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total weight of ship when fully loaded, measured by weight of the volume of water it displaces
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Light tonnage
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weight of the ship when empty, measured by the weight of the volume of the water it displaces
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Plimsoll Mark & Load Lines
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deal w/ displacement levels in different kinds of water which determines how heavy a ship can be loaded
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Panamax ship
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up to 75,000 dead weight tonnage, max size of ship that fits through Panama canal
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Post-Panamax ships
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larger than the Panama canal, cannot fit through it
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Handysize ships
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tramp ships; 10,000 to 50,000 dead weight tonnage; commonly used in dry-bulk trade
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Suez-Max ships
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150,000 dwt, max size of ship that can fit through Suez Canal
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Capsize ships
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large dry-bulk ships that can carry more than 80,000 dwt
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Very large crude carriers
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oil tanker that carries up to 300,000 dwt
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Ultra large crude carriers
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oil tanker that carries more than 300,000 dwt; remain deep at sea and cannot fit through ports, rely on "lightering" to remove cargo
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Wet-bulk cargo
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liquid cargo loaded directly into a ship without unitization
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Dry-bulk cargo
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dry cargo loaded into a ship w/o unitization; dry but exhibits properties of liquids, like grains
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Containerships ("Box ships")
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carry containerized cargo on a scheduled voyage; 60% of world trade is containerized (grows by 9% per year); up to 10,000 TEUs (twenty-foot equivalent units); rely on cranes to load/unload
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Effects of Containerships on Port Infrastructure
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Promote the devleopment of large "hubs" to-and-from which mega ships would travel; "feeder" ships (existing containerships) would then commute between hubs to ports
Also FastShips (1500TEU) are possible creations, but they too expensive despite their speed as they raise op cost of shipping by 60% |
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RORO Ships
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accomodate self-propelled cargo that can be wheeled into a ship
hull acts as a ramp and opens up Advantage: no special lifting equipment is required Disadvantage: advent of special containers that can hold 6 cars on 2 levels that could be placed on containerships (eliminates need for stevedores and reduced cost of reconfiguring decks to hold regular bulk cargo on return trip) |
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Break-Bulk (General Merchandise Ships)
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least homogeneous category of ships
multipurpose ships that can transport unusual sized shipments, unitized on pallets, in bags, or in crates their share of intl trade is decreasing, but they are still the most numerous kind of ships main problem is labor-intensive loading/unloading as each piece is handled separately and different sized cargo requires different sized equipment -- ergo stays in port longer advantage: can call at any port to pick up diff cargo, most have on board cranes, they can carry odd-sized or too-heavy-for-containers shipments |
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Combination Ships
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Designed to carry all sorts of different loads in a single voyage
several holds in which bulk cargo can be placed tweendeck: deck below main deck that carries smaller break-bulk cargo and/or cars main deck: containers 1 to 2 cranes thrive in low-volume trade lanes |
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Lighter-Aboard-Ship (LASH SHIPS)
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Similar to containerships in that it carries standardized units of cargo, but units of cargo are much bigger (385 dwt)
LASH BARGE: floating container (18m x 9m x 3m) that can be loaded/unloaded from the LASH mothership and tugged to its destination (either areas with or without ports) Advantage: allows shipper to pack/unpack barge independently of the ship's schedule and allows for fast loading/unloading of the vessel (barges can be floated to the mother ship and loaded onboard using the vessel's crane, so it can cal on ports with little lifting equipment or shallow waters) |
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Product Carriers
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transport refined products that need to be kept free from contamination
(1,000 dwt to 60,000 dwt; up to 6 products) |
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Chemical Carriers
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"drugstore ships"
special tanks and piping systems 1,000 to 40,000 dwt |
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Crude Carriers
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bulk ships dedicated to transporting crude oil
AfraMax = 80,000 dwt Very Large Crude Carriers (up to 300,000 dwt) Ultra Large Crude Carriers (300,000 + dwt) VLCC and ULCC unload via "lightering" or through connection to an artificial island with pipeline terminal in deep waters |
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Dry Bulk Carriers
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chartered for entire voyage, several holds in hull where non-unitized cargo is placed
generally carry ag products (Oil-bulk-ore, or OBO) Three types: 1. Cape size (too big for Suez, must go around Cape of Good Hope) 2. Panamax ships 3. Handysize tramp bulkers (10,000 to 45,000 dwt) |
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3 Types of Charters
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1. Voyage Charter: hires ship and all of its services (crew and supplies) to deliver cargo between 1+ ports
2. Time charter: vessel is hired to deliver cargo with ship owner providing all services for a fixed period of time (months to years) 3. Bareboat/Demise Charter: owner provides lessee with boat, but lessee must find crew and supplies on its own |
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Laker
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also considered a dry bulk ship
cargo ship designed for Great Lakes and characteristics are determined by Welland Canal They trade in iron ore, iron ore pellets, coal, and steel (NOT OCEANIC VESSELS) |
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"Reefer" Ships
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Being replaced by refrigerated containers
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Gas Carriers
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liquified natural gas or liquid petroleum gas
spheres of compressed gasses used for long periods of time on long term contracts carry cargo for half of voyage and return empty |
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Flag
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vessels are extensions of their countries' territories and thus all of its laws and regs apply on board
owner can choose which country to register his ship in does not reflect seaworthiness of vessel |
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Open Registry ("Flags of Convenience")
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any ship owner can fly that nation's flag, usually developing nations
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Secondary Registry
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developed nations' versions of an open registry w/ less strict requirements than their "normal" registries in order to prevent majority of merchant fleets registering with flags of conveneince
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Carbotage
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shipping between ports of the same country
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Conferences
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A group of shipping companies (cartels) that operate vessels competing in the same trade lanes and that have legally agreed to compete on price and charge the same amount for the same type of cargo and the same voyage
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Tariff
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The price conference members agree to charge for a specific commodity going from one specific port to another
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Ocean Shipping Reform Act
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Allows for private price agreements between large shippers and shipping lines, therefore eliminating the need and lessening power and prevalence of conferences
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Hague Rules
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limits ship owner to $500 per package and allows ship owners to escape liability in 17 "cases"
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Hague-Visby Rules
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later liability was increased to $666.67 per package or $2 per kilo
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Hamburg Rules
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increased liability to $835 per package or $2.5 per kilo and abolished 17 defences, replacing with "Fire damage, damage in attempt to save a life or property, or damage incurred while taking all steps to avoid it"
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Non Vessel Operating Common Carriers
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purchase spaces on ships on a given voyage and sell it to exporters at a higher price than what they paid for it. The ship still gets paid for the cargo space but the NVOCC gets the profit.
NVOCCs also act as freight-consolidators and aggregate less-than-container-loads (LCLs) from several customers into one container |
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Security
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1 to 5% of shipments are inspected upon arrival
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24 Hour Rule
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requires all importers and carriers to provide copies of documentation for ocean bound shipments heading towards the U.S. (including those land bridging through the U.S. towards another destination) approx. 24 hours before being loaded onto the vessel for the U.S.
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Custom Trade Partnership Against Terrorism
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entices importers to voluntarily enhance the security of their supply chains and that of their suppliers abroad in exchange for guarantees from CBP that those shipments will not be delayed for inspection at departure or arrival
"Green lane" |
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Container Security Initiative
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CBP inspectors are temporarily assigned to foreign ports to inspect containers bound for the U.S.
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Foreign Port Program
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CBP initiative where ports abroad are encouraged to purchase container scanning technology that will inspect cargo CBP deems suspicious
in exchange they will get preferential treatment in the U.S. when their cargo arrives |
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Commercial Effects to enhance security
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always keep cargo moving, idle time prompts theft and tampering
use "smart containers" with seals/locks |
