Break Bulk and Cargo Management
Mark Rowbotham
- 200 pages
- English
- ePUB (adapté aux mobiles)
- Disponible sur iOS et Android
Break Bulk and Cargo Management
Mark Rowbotham
Ă propos de ce livre
This book covers the subjects of break bulk cargo, general cargo and project cargo, and how these cargoes are shipped. It deals with the cargoes themselves, the vessels used for their carriage, and how the carriage is managed using the process of vessel chartering. Alongside these, it also covers offshore vessel management and how offshore supply vessels are used to carry cargoes to offshore oil and gas installations.
Break bulk cargo covers a wide variety of cargoes, from project cargo to more varied cargoes carried on an ad hoc basis, often between ports that are not equipped for container traffic. It also covers the carriage of specific cargoes that cannot fit inside or are unsuitable for containers. This includes the carriage of cargoes for major projects, and cargoes for the offshore sector, which is an area covered in a specific section in the book concerning the use of offshore supply vessels. To date, only minor elements of shipping books cover this kind of trade, hence the need for a new book that specifically covers this subject. The focus of this book is providing expert insights and detailed explanations of the practical issues related to all aspects of break bulk and general cargo management.
The book is written for legal practitioners, shipping managers, managers of project cargo, oil and gas companies, shipping professionals, charterers, shipbrokers, shippers and anybody else involved in ad hoc vessel chartering for the carriage of break bulk, general and project cargoes. It will also serve as a valuable resource for students of shipping.
Foire aux questions
Informations
CHAPTER 1 Break bulk shipping
Liner service | Tramp shipping | |
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| ||
1. | Sailings are regular and as per a published schedule to and from designated ports on a trade route. | Sailings under voyage charters are based on cargo commitments and are usually different for every voyage. In certain trades a number of repetitive voyages carrying the same commodity can be arranged under time charters or contracts of affreightment (COA). |
2. | Liners accept without discrimination any legal cargo which that ship is able to carry. âBreak bulkâ âgeneralâ and âcontainerâ (LCL/FCL) are descriptions applied to liners. | Tramps are private carriers which usually carry a full cargo of a single commodity in bulk, or individual cargoes belonging to different owners. |
3. | Cargo carried by liners tends to be of a higher value and attracts higher freight rates. Frequently, the cargo carried aboard liners requires special care - e.g. refrigerated cargoes such as chilled meat. | Cargoes carried by tramps can be homogeneous and of low value, e.g. coal, grain and phosphate, etc. They can also comprise general or Project Cargo, depending upon the requirement for cargo carriage. |
4. | Freight rates in liner services are stabilised by setting identical charges for a particular item for all shippers. Liner ships are associated with conferences. Although tariffs tend to remain unchanged for as long as possible, CAF and BAF may be applied to the freight tariff to take account of minor changes in rates of exchange and bunker prices. | Freight rates (âfreightâ in voyage Charter Parties (C/P), and âhireâ in time Charter Parties) fluctuate according to the supply of and demand for the vessel. In terms of general or Project Cargo, freight rates are determined by W/M, i.e. freight per ton, or volumetric weight. |
5. | A liner company issues a standard B/L, the provisions of which are not negotiable. | The tramp owner has to negotiate a separate C/P for each contractual employment of the vessel. Although there are standard C/P forms many of the details on these forms are negotiated. The final details depend on âsupply and demandâ (of ship) and the bargaining abilities of the owner and charterer. The resulting Bills of Lading are Charter Party Bills of Lading, and not standard Ocean Bills of Lading. |
6. | Drastic changes in established liner operations are infrequent. The ships ply between the same ports at the same regular intervals. Nevertheless, within the year the capabilities of particular ships and ports of call may be adjusted to take account of the shippersâ requirements. | Services as well as rates are determined by negotiations between shipowner and charterer. |
7. | Vessels deployed on liner routes usually reflect the special requirements applicable to their employment, i.e. the ships are designed as reefer vessels, container vessels and fitted with particular cargo handling gear. | Tramps are intended for general and bulk cargoes on a worldwide basis. Consequently, they are equipped with cargo handling gear to cope with a range of cargoes. Many of the small and medium sized tramp break bulk vessels are fitted with âtweendecks. |
8. | Liner companies tend to have large shore organisations at the main ports of call and especially at the companyâs headquarters. | Tramp owners tend to have small staff in their headquartersâ office. Since their services are on a worldwide basis, matters at the port of call are dealt with by agents. |
9. | Procurement of cargo is effected by the companyâs sales staff, supported by advertisements. | Procurement of cargo is effected through brokers. The ownerâs broker negotiates with cargo brokers. There is virtually no public promotion. |
10. | Some cargo liners are fitted with passenger accommodation. However, as the various SOLAS safety regulations place stringent requirements on vessels carrying more than 12 passengers, the number of passengers carried aboard cargo liners is in effect limited to twelve. | Although there may be an ownerâs cabin suite for exceptional circumstances, passengers are almost never carried on tramps or break bulk vessels. |