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Handy and Handymax: Traditionally the workhorses of the dry bulk market, the Handy and more recent Handymax types remain popular ships with less than 60,000 dwt. A handymax is typically 150-200 meters (492-656 feet) in length, though certain bulk terminal restrictions such as those in Japan mean that many handymax ships are just under 190 meters in overall length. Modern handymax designs are typically 52,000-58,000 DWT in size, have five cargo holds and four cranes of 30 metric ton lifting capacity.
Aframax: Crude and product tankers between 80,000 and 120,000 dwt. This is the largest size defined by the Average Freight Rrate Assessment (AFRA) tanker rate system.
Panamax: Represents the largest acceptable size to transit the Panama Canal, which can be applied to both freighters and tankers; Size is determined principally by the dimensions of the canal's lock chambers, each of which is 33.53 metres (110 ft) wide by 320.0 metres (1050 ft) long, and 25.9 metres (85 ft) deep. The usable length of each lock chamber is 304.8 metres (1000 ft). The available water depth in the lock chambers varies, but the shallowest depth is at the south sill of the Pedro Miguel Locks, and is 12.55 metres (41.2 ft) at a Miraflores Lake level of 16.61 metres (54 feet 6 in). The height of the Bridge of the Americas at Balboa is the limiting factor on a vessel's overall height.
Similar terms of Panamax, Malaccamax and Seawaymax are used for the largest ships capable of fitting through the Panama Canal, the Strait of Malacca and Saint Lawrence Seaway, respectively. Aframax tankers are those with a capacity of 80,000 metric tons deadweight (DWT) to 120,000 DWT. The term "capesize" refers to bulk carriers of size unable to traverse the Suez Canal and needing to go around the Cape of Good Hope but the recent deepening of the canal permits most ships of this class to traverse the canal. Future plans of deepening draft to 70 ft may lead to redefining of Suezmax specification as has happened in the case of Panamax specification consequent to plans to upgrade the Panama Canal.
Panamax and New Panamax are popular terms for the size limits for ships traveling through the Panama Canal. Formally, the limits and requirements are published by the Panama Canal Authority (ACP) titled "Vessel Requirements".[1] These requirements also describe topics like exceptional dry seasonal limits, propulsion, communications and detailed ships design.
The allowable size is limited by the width and length of the available lock chambers, by the depth of the water in the canal and by the height of the Bridge of the Americas. Ships that do not fall within the Panamax-sizes are called Post Panamax. The limits have influenced those constructing cargo ships, giving clear parameters for ships destined to traverse the Panama Canal.
"Panamax" has been in effect since the opening of the canal in 1914. In 2009 the Canal management published the "New Panamax",[2] that will be in effect when the third lane of locks, larger than the current two, are operational from 2014.
The increasing prevalence of vessels of the maximum size is a problem for the canal as a Panamax ship is a tight fit that requires precise control of the vessel in the locks, possibly resulting in longer lock time, and requiring that these ships transit in daylight. Because the largest ships traveling in opposite directions cannot pass safely within the Gaillard Cut, the canal effectively operates an alternating one-way system for these ships.
Handymax and Supramax are naval architecture terms for a bulk carrier, in a series that is called Handysize class. Handysize class consists of Supramax (50,000 to 60,000 DWT), Handymax (40,000 to 50,000 DWT), and Handy (<40,000 DWT). The ships are used for less voluminous cargos, even allowing for combining different cargos in different holds.[1][2] Larger capacities for dry bulk are called Very Large Ore Carrier (VLOC), or Chinamax.
The architecture is not defined for maximum route (as Panamax and Suezmax is), but the term is used in shipping capacity markets. These smaller ships usually have self-loading capacity.
A handymax ship is typically 150–200 m (492–656 ft) in length, though certain bulk terminal restrictions, such as those in Japan, mean that many handymax ships are just under 190 meters (623 ft) in overall length. Modern handymax and supramax designs are typically 52,000-58,000 DWT in size, have five cargo holds, and four cranes of 30 tonnes (33.1 short tons; 29.5 long tons) lifting capacity.[2]
Chinamax is a standard of shipmeasurements, that allow conforming ships to use multiple harbours at maximum capacity. Inversely, harbours and other infrastructure that are "Chinamax-compatible" can receive such ships economically, i.e. all harbours accept the same maximum measurements: Maximum 24 m (79 ft) draft, 65 m (213 ft) beam and 360 m (1,180 ft) length overall.
The deadweight tonnage of Chinamax vessels is 380,000–400,000 DWT. The Brasilian iron ore company Vale is currently building a fleet of 35 very large ore carriers (VLOC) with a deadweight tonnage within this range, referred to as the Valemax vessels.[1] Berge Bulk has also ordered four ships of similar size.
The name is derived from the massive dry-bulk (ore) shipments to China from multiple locations around the world.
Handy and Handymax: Traditionally the workhorses of the dry bulk market, the Handy and more recent Handymax types remain popular ships with less than 60,000 dwt. A handymax is typically 150-200 meters (492-656 feet) in length, though certain bulk terminal restrictions such as those in Japan mean that many handymax ships are just under 190 meters in overall length. Modern handymax designs are typically 52,000-58,000 DWT in size, have five cargo holds and four cranes of 30 metric ton lifting capacity.
Aframax: Crude and product tankers between 80,000 and 120,000 dwt. This is the largest size defined by the Average Freight Rrate Assessment (AFRA) tanker rate system.
Panamax: Represents the largest acceptable size to transit the Panama Canal, which can be applied to both freighters and tankers; Size is determined principally by the dimensions of the canal's lock chambers, each of which is 33.53 metres (110 ft) wide by 320.0 metres (1050 ft) long, and 25.9 metres (85 ft) deep. The usable length of each lock chamber is 304.8 metres (1000 ft). The available water depth in the lock chambers varies, but the shallowest depth is at the south sill of the Pedro Miguel Locks, and is 12.55 metres (41.2 ft) at a Miraflores Lake level of 16.61 metres (54 feet 6 in). The height of the Bridge of the Americas at Balboa is the limiting factor on a vessel's overall height.
Seawaymax:
The term Seawaymax refers to vessels which are the maximum size that can fit
through the canal locks of the St Lawrence Seaway. Seawaymax vessels are 740
feet in length, 78 feet wide, (maximum 226 m length, 24 m beam) and have a
draft of 26 feet (7.92 m). A number of Lake freighters larger than this size
cruise the Great Lakes and cannot pass through to the Atlantic Ocean. The size
of the locks limits the size of the ships which can pass and so limits the size
of the cargoes they can carry. The record tonnage for one vessel on the Seaway
is 28,502 tons of iron ore while the record through the larger locks of the
Great Lakes Waterway is 72,351 tons. Most new lake vessels, however, are
constructed to the Seawaymax limit to enhance versatility by allowing the
possibility of off-Lakes use.
Suezmax: This
standard, which represents the limitations of the Suez Canal, has evolved.
Before 1967, the Suez Canal could only accommodate tanker ships with a maximum
of 80,000 dwt. The canal was closed between 1967 and 1975 because of the Israel
- Arab conflict. Prior to 1967, a Suezmax was a maximum of 80,000 dwt. Upon
reopening in 1975, after many modifications to the locks and canal itself, the
maximum was increased to 200,000 dwt.
Capesize:
Refers to a rather ill-defined standard which have the common characteristic of
being incapable of using the Panama or Suez canals, not necessarily because of
their tonnage, but because of their size. These ships serve deepwater terminals
handling raw materials, such as iron ore and coal. As a result,
"Capesize" vessels transit via Cape Horn (South America) or the Cape
of Good Hope (South Africa). Their size ranges between 80,000 and 175,000 dwt.
Due to their size there are only a comparatively small number of ports around
the world with the infrastructure to accommodate such vessel size.
VLCC: Very
Large Crude Carriers, 150,000 to 320,000 dwt in size. They offer a good
flexibility for using terminals since many can accommodate their draft. They
are used in ports that have depth limitations, mainly around the Mediterranean,
West Africa and the North Sea. They can be ballasted through the Suez Canal.
ULCC: Ultra
Large Crude Carriers, 320,000 to 550,000 dwt in size. Used for carrying crude
oil on long haul routes from the Persian Gulf to Europe, America and East Asia,
via the Cape of Good Hope or the Strait of Malacca. The enormous size of these
vessels require custom built terminals.Suezmax is a naval architecture term for the largest ship
measurements capable of transiting the Suez Canal,
and is almost exclusively used in reference to tankers.
Since the canal has no locks, the only serious limiting factors are
draft
(maximum depth below waterline), and height due to the Suez
Canal Bridge. The current channel depth of the canal allows for a maximum
of 20.1 m (66 ft) of draft,[1]
meaning a few fully laden supertankers are too deep to fit through, and either have
to unload part of their cargo to other ships ("transhipment") or to a
pipeline terminal before passing through, or alternatively avoid the Suez Canal
and travel around Cape Agulhas instead. The canal has been deepened in
2009 from 18 to 20 m (60 to 66 ft).
The typical deadweight
of a Suezmax ship is about 240,000 tons and typically has a beam (width) of
50 m (164.0 ft). Also of note is the maximum head room—"air draft"—limitation
of 68 m (223.1 ft), resulting from the 70 m (230 ft) height
above water of the Suez Canal Bridge. Suez Canal Authority produces tables of width
and acceptable draft, which are subject to change.[2]
Currently the wetted surface cross sectional area of the ship is limited by 945
m2, which means 20.1 m (66 ft) of draught for ships with
the beam no wider than 50.0 m (164.0 ft) or 12.2 m (40 ft)
of draught for ships with maximum allowed beam of 77.5 m (254 ft 3 in).Similar terms of Panamax, Malaccamax and Seawaymax are used for the largest ships capable of fitting through the Panama Canal, the Strait of Malacca and Saint Lawrence Seaway, respectively. Aframax tankers are those with a capacity of 80,000 metric tons deadweight (DWT) to 120,000 DWT. The term "capesize" refers to bulk carriers of size unable to traverse the Suez Canal and needing to go around the Cape of Good Hope but the recent deepening of the canal permits most ships of this class to traverse the canal. Future plans of deepening draft to 70 ft may lead to redefining of Suezmax specification as has happened in the case of Panamax specification consequent to plans to upgrade the Panama Canal.
Panamax and New Panamax are popular terms for the size limits for ships traveling through the Panama Canal. Formally, the limits and requirements are published by the Panama Canal Authority (ACP) titled "Vessel Requirements".[1] These requirements also describe topics like exceptional dry seasonal limits, propulsion, communications and detailed ships design.
The allowable size is limited by the width and length of the available lock chambers, by the depth of the water in the canal and by the height of the Bridge of the Americas. Ships that do not fall within the Panamax-sizes are called Post Panamax. The limits have influenced those constructing cargo ships, giving clear parameters for ships destined to traverse the Panama Canal.
"Panamax" has been in effect since the opening of the canal in 1914. In 2009 the Canal management published the "New Panamax",[2] that will be in effect when the third lane of locks, larger than the current two, are operational from 2014.
The increasing prevalence of vessels of the maximum size is a problem for the canal as a Panamax ship is a tight fit that requires precise control of the vessel in the locks, possibly resulting in longer lock time, and requiring that these ships transit in daylight. Because the largest ships traveling in opposite directions cannot pass safely within the Gaillard Cut, the canal effectively operates an alternating one-way system for these ships.
Handymax and Supramax are naval architecture terms for a bulk carrier, in a series that is called Handysize class. Handysize class consists of Supramax (50,000 to 60,000 DWT), Handymax (40,000 to 50,000 DWT), and Handy (<40,000 DWT). The ships are used for less voluminous cargos, even allowing for combining different cargos in different holds.[1][2] Larger capacities for dry bulk are called Very Large Ore Carrier (VLOC), or Chinamax.
The architecture is not defined for maximum route (as Panamax and Suezmax is), but the term is used in shipping capacity markets. These smaller ships usually have self-loading capacity.
A handymax ship is typically 150–200 m (492–656 ft) in length, though certain bulk terminal restrictions, such as those in Japan, mean that many handymax ships are just under 190 meters (623 ft) in overall length. Modern handymax and supramax designs are typically 52,000-58,000 DWT in size, have five cargo holds, and four cranes of 30 tonnes (33.1 short tons; 29.5 long tons) lifting capacity.[2]
Chinamax is a standard of shipmeasurements, that allow conforming ships to use multiple harbours at maximum capacity. Inversely, harbours and other infrastructure that are "Chinamax-compatible" can receive such ships economically, i.e. all harbours accept the same maximum measurements: Maximum 24 m (79 ft) draft, 65 m (213 ft) beam and 360 m (1,180 ft) length overall.
The deadweight tonnage of Chinamax vessels is 380,000–400,000 DWT. The Brasilian iron ore company Vale is currently building a fleet of 35 very large ore carriers (VLOC) with a deadweight tonnage within this range, referred to as the Valemax vessels.[1] Berge Bulk has also ordered four ships of similar size.
The name is derived from the massive dry-bulk (ore) shipments to China from multiple locations around the world.
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