DIPLOMA IN INTERNATIONAL
SHIPPING & LOGISTICS
General Ship Knowledge
Unit 3: Ship Types
ML 301.1(3.0)
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Lessons in Unit 3 – Ship
Types
Lesson 1:
Bulk Carriers and Tankers
Lesson 2:
General Cargo, Container and Ro/Ro
vessels.
Lesson 3:
Specialized vessels (lumber ships;
passenger ships; reefers and car
carriers)
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M/V Charles Martin; built 1983; DWT
37,604;tons GT 24,877 tons
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Lesson 1: Bulk Carriers and
Tankers
Bulk carriers are single deck vessels and generally have
5 to 9 hatches equipped with sliding hatch covers.
They have double bottom tanks with the tank top rising
outwards to the ship’s side to form hoppers. Wing tanks
are provided on either side which are used as ballast
tanks as well as for loading grain cargo sometimes.
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Lesson 1: Bulk Carriers and
Tankers
One or two holds may be designated as ballast
holds to carry water ballast if required for
stability purposes in rough weather. The
machinery spaces and accommodation are aft
and the cargo space configuration depending
on the types of cargoes; for example iron ore
carriers have different hold and ballast tanks
configuration.
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M/V “Berge Stahl”
Transports iron ore from Brazil to Rotterdam.
Length 343m; Beam 63m; Draft 25m
DWT 365,000 tons
Takes 4 to 5 days for unloading
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Deep Sea Bulk Carrier - gearless
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Geared bulk carrier
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Loading/Discharging Dry Bulk Cargo
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A large bulker in the seaway
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Hatch covers and cranes in secured
position
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Lesson 1: Bulk Carriers and
Tankers
 Bulk carriers normally carry single commodity for the single
shipper at prevailing freight rates agreed between the
owner and the shipper. On long hauls there is considerable
reduction in the per ton-mile cost of transportation.
 Bulk carriers today typically range from 20,000 to 300,000
tonnes deadweight with speeds from 13 to 16 knots.
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Lesson 1: Bulk Carriers and
Tankers
For commercial purposes the bulk carriers have been
categorized as:
VLBC
above 200,000DWT
Cape size
130,000 – 150,000DWT
Panamax
75,000 – 80,000DWT
Handymax
30,000 – 47,000DWT
Handy size
20,000 – 30,000DWT
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Bulker M/V Selendang Ayu
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Lesson 1: Bulk Carriers and Tankers
Tankers: Vessels carrying liquid cargoes in bulk are termed as
tankers. They carry dirty oil (crude), clean oils (refined petroleum
products); chemicals; liquefied gases.
Tankers have long hulls with small freeboard. These ships have single
bottom under the cargo tanks and the engine room is aft of the cargo
tanks. The cargo space is divided into tanks with transverse and
longitudinal bulkheads. The longitudinal bulkhead safeguard
against free surface effect and sloshing. Cargo tanks are separated
by cofferdams to prevent leakage into water tanks and machinery
space. Because of the fire hazard associated with oils and its vapour,
effective separation from the accommodation and machinery
space is of paramount importance.
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Jahre Viking – world’s largest ship
ULCC
1504 ft long; 226 ft. wide
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Crude Oil Tanker
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Profile of a Crude Oil
carrier
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A section of the tank
arrangement
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Lesson 1: Bulk Carriers and
Tankers
 The aft cofferdam is used as the pump room
which has pumps for discharge and transfer of
cargo. For commercial purposes tankers have





been categorized as:
ULCC
VLCC
Suezmax
Medium range
General purpose
> 400,000DWT
200,000 – 400,000DWT
up to 145,000 DWT
45,000 – 70,000DWT
up to 30,000DWT
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Lesson 1: Bulk Carriers and
Tankers
 The biggest hazard associated with tankers is that of fire
and explosion.
 Product tankers: These are used for transporting refined oil
products. They range from about 40,000 – 50,000DWT and
more than one type of product can be carried
simultaneously.
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Crude Oil Tanker
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Gas Carriers
 Gas carriers range in capacity from the small
pressurised tankers of between 500 and 6,000
m3 for shipment of propane, butane and the
chemical gases at ambient temperature up to
the fully insulated or refrigerated seagoing
tankers of over 100,000 m3 capacity for the
transport of LNG and LPG. Between those
two distinct types is a third tanker type – semi
pressurised gas carrier.
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LNG Carrier
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Profiles
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Gas carriers
 A nominal 3/8-in.-thick primary membrane fabricated of stainless
steel or Invar. Note that the latter, an alloy containing 36% nickel and
64% iron, has a very low coefficient of thermal expansion.
 A nominal 3/8-in.-thick secondary membrane of alloy steel
separated from the primary membrane by about a foot of perlite
insulation. Perlite is a naturally occurring, lightweight volcanic glass.
 Another foot or so of perlite separates the secondary membrane
from the nominal 1-in.-thick inner hull.
 The outer hull (1 to 1½ in. steel plate) forms a ballast tank with the
inner hull. The inner and outer hulls are separated by a distance of
about 8 to 10 ft.
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Gas Carriers
 These very flexible tankers are able to carry
many cargoes in a fully refrigerated condition
at atmospheric pressure or at temperatures
corresponding to carriage pressure of
between five and nine bar. The movement of
liquefied gases by waterways is now a mature
industry, served by a fleet of many tankers, a
network of export and import terminals and a
wealth of knowledge and experience on the
part of various people involved.
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Gas Carriers
 A feature almost unique to the gas carrier is
that the cargo is kept under positive pressure
to prevent air entering the cargo system. This
means that only cargo liquid and cargo
vapour are present in the cargo tank and
flammable atmospheres cannot develop.
Furthermore all gas carriers utilise closed
cargo systems when loading or discharging,
with no venting of vapour being allowed to
the atmosphere.
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Boil Off Gas
Neither type of storage system is fully effective
and, the gas cargo boils off at the rate of around
0.15 per cent per day. Ordinarily this would be
considered a negative factor, but for the fact that
most LNG ships are designed to make use of this
tendency and are equipped with gas turbine
engines that are mostly fuelled by the Boil Off
Gas (BOG). For this reason LNG carriers only
need to take on bunkers for auxiliary engines and
for running the boilers for the turbines in port.
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Cross Sectional Diagram
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Gas carriers
 In the LNG trade, provision is always made
for the use of a vapour return line between
tanker and shore to pass vapour displaced by
the cargo transfer. In the LPG trade this is not
always the case as, under normal
circumstances during loading, reliquefaction
is used to retain vapour on board. By these
means cargo release to the atmosphere is
virtually eliminated and the risk of vapour
ignition is minimised.
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Gas carriers
 Gas carriers are divided into two main groups.
Liquefied Petroleum Gas (LPG) Carriers,
which are designed to carry mainly butane,
propane, butadiene, propylene, vinyl chloride
monomer (VCM) and are able to carry
anhydrous ammonia.
Liquefied Natural Gas (LNG) Carriers, which
are designed to carry liquefied natural gas
(which is mostly methane).
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Gas Carriers
 Gas carriers are classed in three types based
on hazard potential:
i) type 1G, designed to carry the most
hazardous cargoes
ii) type 2G , designed to carry cargoes having
a lesser degree of hazard
iii) type 3G, designed to carry cargoes of the
least hazardous nature.
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Gas Carriers
 Gas carrier types
All gas cargoes are transported in liquid form and, because of their
physical and chemical properties, they are carried either at:
- pressures greater than atmospheric, or at
- temperatures below ambient, or a combination of both.
Therefore, gas carriers are generally grouped as follows:
i) Fully Pressurised
ii) semi-pressurised and refrigerated
iii) fully refrigerated
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Gas carriers
 LNG is mainly methane and ethane. LNG
ships carry their cargo at -161°C, at a relative
density of approximately 0.600 with a volume
contraction ratio of 1 in 600. LNG cargo is
carried at ambient pressure.
LPG is mainly propane and butane. LPG ships
carry their cargo at -42°C, at a relative
density of approximately 0.500 with a volume
contraction ratio of 1 in 300. LPG cargo may
be carried under pressure.
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Gas Carriers
 The cargo tank construction of LNG and LPG ships can
be of (a) prismatic design (b) membrane design or (c)
spherical design. Materials used for these cargo tanks
can be aluminium, balsa wood, plywood, invar or nickel
steel, stainless steel, with pearlite and polyurethane
foam.
Because of the demand for insulation at these extremely
low cargo temperatures, the first cost of these
specialised ships are extremely high. A very high
standard of workmanship is required for the building of
these types of vessel.
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Gas carriers
 Their capacity ranges from 75000 to
138000m3 of gas, their LBPs up to 280 m and
their Br. Mld from 25 to 46 m. When fully
loaded, their CB can be 0.660 up to 0.680
with service speed in the range of 16–20.75 kt.
They are fine-form vessels .
Gas carriers must comply with the standards
set by the Gas Codes or national rules, and
with all safety and pollution requirements
common to other tankers.
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Gas carriers
 Safety features inherent in the tanker design
requirements have helped in the safety of
these tankers. Equipment requirements for
gas carriers include temp and pressure
monitoring, gas detection and cargo tank
liquid level indicators, all of which are
provided with alarms and ancillary
instrumentation. The variation of equipment
as fitted can make the gas carrier one of the
most sophisticated tankers afloat today.
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Gas carriers
 There is much variation in the design,
construction and operation of gas carriers
due to the variety of cargoes carried and the
number of cargo containment systems
utilized. Cargo containment systems may be
of the independent tanks (pressurized, semipressurized or fully refrigerated) or of the
membrane type.
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Lesson 1: Bulk Carriers and
Tankers
Gas carriers (LNG & LPG carriers) These vessels carry
gases that are liquefied. The volume after liquefaction
could be as much as 600 times less than in the gaseous
state. Liquefaction can be achieved by increasing
pressure or reducing the temperature or a combination
of both.
LPG consisting mainly of propane, butane, propylene,
butylene was carried in pressurized vessels prior to
1959. Present day vessels carry the gas at a
temperature of -50° C. The tanks are cylindrical,
placed horizontally or of prismatic construction with
insulation sprayed on the inner hull.
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Pressurised LPG Carrier
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LPG Carrier “Ocean Primus”
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Lesson 1: Bulk Carriers and
Tankers
 Natural gas has a much lower critical temperature and
much higher critical pressure. The LNG is therefore
carried at a temperature below -160° C. The tanks are
either spherical free-standing with domes visible from the
deck. The very low temperature of the LNG poses a
problem of brittle fracture.
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LNG Carrier
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Picture of a LNG Carrier
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Cross–section of a LNG Carrier with
Membrane Tank
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Lesson 1: Bulk Carriers and
Tankers
Chemical carriers: These purpose-built tankers were
constructed from about 1954. Chemicals carried in bulk
are either derivatives of crude oil, coal tar, vegetable oils
and fats or are heavy chemicals like sulphuric, nitric,
phosphoric acids and caustic soda. The problems
associated with the carriage of chemicals are pollution and
safety hazards. The operation and construction of these
vessels are governed by the Bulk Chemical (BCH) Code.
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Chemical Tankers
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View of pipelines on deck
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Lesson 2: General Cargo,
Container and Ro/Ro Vessels
 General cargo vessels carry cargoes of finished products,
raw material, construction material, chemicals in
packaged form, heavy machinery items etc. These vessels
fall into two categories – liner and tramp. These terms are
associated with the trade rather than the actual vessel
type. Their sizes range from 10,000 – 20,000DWT and
normally operate at speeds of 15 – 20 knots. They have
double bottom tanks that are used for storage of fuel
carriage of ballast water.
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General Cargo vessel
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General cargo being loaded
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General Cargo, Container and
Ro/Ro Vessels
The hull is divided by transverse bulkheads to form holds,
typically four to six. The engine room is located aft of the
cargo holds. The holds may be further divided by one or two
‘tween decks with hatchways that will allow cargo to be
loaded or unloaded into the compartment. General cargo
vessels may have one or two refrigerated holds to carry
refrigerated cargo and deep tanks for carrying small parcels
of edible oil, or non-hazardous liquid chemicals.
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General Cargo, Container and
Ro/Ro Vessels
Over the years the equipment fitted to general cargo
vessels have changed to facilitate better cargo handling.
For example derricks and hatch covers have changed to
cranes and more sophiscated hatch covers.
The concept of unitization i.e. pre-slung cargo and
palletisation has reduced break-bulk handling, reduced
handling time and improved stowage, security and safety
of the cargo.
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Cars loaded in a general cargo
ship
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Heavy Lift Ship with the “USS
Cole”
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Heavy Lift vessel with 275t
cranes
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Heavy Lift cargo being
loaded
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General Cargo, Container and
Ro/Ro Vessels
 Container ships: A container is an extended form of unit
load in transportation. The popularity and dominance of
containerized transportation nearly wiped out the breakbulk transportation business due to the fast turnaround
time associated with this mode of transportation.
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Feeder container ship
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Medium-sized container ship
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Large purpose built container
ship
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Container ship in port
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Container Ship
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Container Ship
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Container ship cargo hold
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General Cargo, Container and
Ro/Ro Vessels
 Containerization is one of the units of modal and
multimodal transportation in door-to-door or floor-to-floor
service. The first container ship was a converted tanker the
S/S “Maxton”which carried 58 containers in April 1956. But
it was not until 1966 that the first container service crossed
the Atlantic ocean.
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General Cargo, Container and
Ro/Ro Vessels
Container vessels are classified as first generation – those
carrying less than 1000 TEUs and second generation – those
carrying more than 1000 TEUs while fourth generation have
capacities of 4,000 to 5,000TEUs. These ships have speeds
of 18 to 25 knots. They may have their own cargo handling
equipment or may be gearless.
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General Cargo, Container and
Ro/Ro Vessels
The trend today is for big container ships to call on ports
with shore cranes. The latest design of these ships is the
ones without hatch covers.
a.
b.
c.
d.
e.
Types of containers vessels are:
Fully containerised vessels
Partial containerised vessels
Convertible container vessels
Combi-container vessels
Feeder container vessels
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Ro/Ro Vessels
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Stern ramp of a car carrier
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Container cargo on a Ro/Ro
Ship
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The Generations of Container Ships
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Lashing Bridge on a Container
Ship
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Lesson 3: Specialized
Vessels
Passenger ship
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Modern Cruise Ship
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Specialized Vessels
 Car Carriers: designed to carry only cars; also called pure
car carriers (PCC). They have multi-deck construction and
can accommodate large numbers of cars (up to 6,000).
Cars are handled in a drive-on drive-off basis. The hull has
a box type profile and their speeds are up to 20 knots.
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Car carrier
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Ferries
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Specialized Vessels
 Lumber carrier: The constructional features are similar to
the bulk carriers of small size with double bottom tanks
and top side tanks. They have their own cargo handling
equipment. The loading of logs, lumber or timber is inside
the holds as well as on deck. Special regulations are to be
followed for ensuring that the ship’s stability is intact.
Chips carriers carry wood chips in their holds. Because of
the high stowage factor of wood chips, the vessels have
large depth and small draft.
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Wood Chip carrier
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Specialized Vessels
Refrigerated Cargo Ships: These ships have
constructional features of a general cargo ship with four
or five holds divided vertically by two or three ‘tween
decks. The holds are insulated to maintain low
temperatures down to -30 C. They have their own cargo
handling equipment. Their speed s are relatively high
and usually range between 20 -23 knots.
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Reefer
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Reefer Showing Side Doors
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Specialized Vessels
Heavy Lifters: Most of the general cargo ships have
cargo handling equipment to handle cargo weighing
up to 100 tonnes. However, the heavy lifters have
equipment to handle single pieces of cargo weighing
up to 1,000 tonnes. The heavy lift cargoes a are carried
along with the general cargoes as and when available.
The strength and stability along with spec ial securing
arrangements for heavy cargoes are given special
consideration.
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Elements of a Ship
The Hull
Material: The hull is usually constructed from steel plates
welded together. The steel may be mild or high tensile
steel which is categorised into several grades according to
the chemical and physical properties.
Typical structures: Bow part; Fore part; Mid ship; Aft part;
Stern part
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Elements of a Ship
Propeller: There are several kinds of propulsion devices in
addition to the known screw propeller. There are fixed
pitch and controllable pitch propellers.
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Elements of a Ship
 Steering Gears: Rudder, a device which is used to turn the
ship and a hydraulic system integrated with the rudder
which facilitates the steering of the vessel.
 Fittings on Deck;
Mooring devices (anchors; winches;
capstans; windlass)
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Elements of a Ship
 Cargo Handling Devices: These are the main outfittings for
a cargo ship. There are many different types of cargo
handling gear depending on the type of ship.
 Navigation Bridge:
This is where the navigating of the
vessel takes place. All the navigational instruments and
systems are located here.
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