Petrolierul este o navă specializată destinată transportului de țiței și a produselor petroliere.

Acestea sunt încărcate într-un număr de 10...40 de încăperi speciale ale navei numite tancuri sau
cisterne. Petrolierele de dimensiuni mari transportă petrolul de la locul de extracție spre rafinării și
cele de dimensiuni mai mici transportă produsele de rafinare de la rafinării spre rețeaua de
distribuție.
Creșterea rapidă a consumului de combustibili lichizi la nivel mondial și distanțele mari dintre zonele
de extracție, prelucrare a țițeiului și zonele de consum, au determinat o dezvoltare considerabilă a
acestui tip de navă, tendința fiind spre construirea de supertancuri, ajungându-se la capacități de
încărcare de până la 400 000 tdw. Datorită dificultăților de acces în porturile deservite, și a
accidentelor navale soldate cu poluarea masivă a mediului marin, în prezent majoritatea petrolierelor
sunt limitate la o capacitate de încărcare de maxim 150 000 tdw.

Supertancul petrolier AbQaiq

Tipuri

 Din punct de vedere al tipului de produse pe care-l transportă, petrolierele pot fi:
o petrolier de produse albe - pentru transportul produselor petroliere albe (benzină,
petrol)
o petrolier de produse negre - pentru transportul produselor petroliere negre
(țiței, motorină, păcură, gudron).

 Din punct de vedere al pieței navlurilor, tancurile petroliere se clasifică astfel :


o de interes general: până la 24 999 tdw
o de capacitate medie: 25 000...49 999 tdw
o Long Range 1 (LR1): 45 000...79 999 tdw
o Long Range 2 (LR2): 80 000...159 999 tdw
o Very Large Crude Carriers (VLCC): 160 000...320 000 tdw
o Ultra Large Crude Carier (ULCC): peste 320 000 tdw

Cargou sau cargobot este denumirea unei nave destinată transportului de mărfuri uscate în vrac

sau de mărfuri ambalate sau neambalate. Cargourile pot fi construite pentru a transporta mărfuri
generale sau pot fi specializate pentru anumite tipuri de marfă. Cargourile care navighează pe
aceeași linie maritimă se mai numesc cargouri de linie.
Dintre primele nave comerciale de transport de mare capacitate, a fost nava NS Savannah cu
propulsie atomică lansată în 1960. Nava are un deplasament de 25 810 tdw și viteza de 21 Nd.
Cargouri pentru mărfuri generale
Cargourile care transportă mai multe categorii de mărfuri se numesc cargouri pentru mărfuri
generale.
Cargourile pentru mărfuri generale se construiesc cu una sau mai multe punți denumite și punți
adăpostite (shelterdocks). Puntea shelter este o platformă situată imediat deasupra punții superioare
acoperind o structură fără deschidere în borduri
Pentru încărcarea și descărcarea mărfurilor, cargourile de mărfuri generale sunt dotate
cu bigi și macarale navale.
Cargourile pentru mărfuri generale sunt cele mai răspândite nave maritime de transport, având
deplasamente cuprinse între (500...30 000 tdw), majoritatea fiind de 4500...8000 tdw.
Datorită caracterului lor, mărfurile generale creează dificultăți în operațiunile de încărcare-
descărcare, fapt pentru care se recurge la modulizarea lor prin:

 pachetizare - constă în realizarea de ambalaje mari

 paletizare - folosește palete de dimensiuni standard, pe care se stivuiește încărcătura
 containerizare - utilizarea unor cutii metalice standardizate de mari dimensiuni numite
container, în care se încarcă marfa solidă, lichidă sau refrigerată [1].
Containerele cu greutăți de câteva zeci de tone pot fi transportate în cargouri sau cu nave
specializate numite port-containere.

Cargouri specializate
În afara cargourilor pentru mărfuri generale, se întâlnesc cargouri specializate, destinate
transportului unei anumite categorii de mărfuri, după cum urmează: [2]

 nave pentru cărbune, pentru transportat cărbune

 nave pentru cherestea, pentru transportat material lemnos;
 nave cerealiere, pentru transportat cereale;
 nave frigorifice, pentru transportat mărfuri perisabile;
 nave mineralier (ore-carrier), pentru transportat minereuri;
 nave vrachier (bulk-carrier), pentru transportat mărfuri în vrac;
 nave port-container, pentru transportat mărfuri containerizate;
 nave port-barje, pentru transportat barje;
 nave roll on-roll off, pentru transportul vehiculelor rutiere.
Amenajările interioare și aspectul exterior pot diferi de la un cargou la altul prin: amplasarea
compartimentului de mașini; numărul, mărimea și amplasarea suprastructurilor; numărul și
dimensiunea magaziilor de mărfuri; numărul de punți și pereți; forma extremităților pupa și prova,
sistemul general de osatură; instalațiile pentru încărcat și descărcat mărfuri (bigi, macarale etc.).
Cargourile sunt prevăzute cu suprastructuri continue sau răzlețe și dispun de spații mari pentru
depozitarea mărfurilor. Sistemul general de osatură al cargourilor poate fi transversal sau combinat.
Viteza economică a cargourilor este de (12...20) Nd fiind obținută, de regulă, cu ajutorul motoarelor
cu aprindere prin compresie (Diesel), lente sau semirapide, care antrenează elice cu pale fixe.
Compartimentul de mașini poate fi amplasat la pupa, central sau în prova navei.

Bulk carrier

Sabrina I is a modern Handymax bulk carrier.

Class overview

Subclasses: Handymax, Handysize, Panamax, Capesize
Built: c. 1850–present

Active: 9,570 vessels over 500 GT (2012)[1]

General characteristics (typical)

Type: Bulk carrier

Tonnage: up to 400,000 DWT

Length: 600m

Height: 40m

Propulsion: 2-stroke diesel engine and 1 propeller

Speed: 30 knots

Notes: Rear house, full hull, series of large hatches

Plans of a geared Handymax bulk carrier

Grain bulk carrier and loading apparatus, Seattle 2010

A bulk carrier, bulker is a merchant ship specially designed to transport unpackaged bulk cargo,

such as grains, coal, ore, steel coils and cement, in its cargo holds. Since the first specialized bulk
carrier was built in 1852, economic forces have led to continued development of these ships,
resulting in increased size and sophistication. Today's bulk carriers are specially designed to
maximize capacity, safety, efficiency, and durability.
Today, bulk carriers make up 21% of the world's merchant fleets and range in size from single-hold
mini-bulk carriers to mammoth ore ships able to carry 400,000 metric tons of deadweight (DWT). A
number of specialized designs exist: some can unload their own cargo, some depend on port
facilities for unloading, and some even package the cargo as it is loaded. Over half of all bulk
carriers have Greek, Japanese, or Chinese owners and more than a quarter are registered
in Panama. South Korea is the largest single builder of bulk carriers, and 82% of these ships were
built in Asia.
On bulk carriers, crew are involved in operation management and maintenance of the vessel taking
care of safety, navigation, maintenance and cargo care, in accordance with international maritime
legislation. Cargo loading operations vary in complexity and loading and discharging of cargo can
take several days. Bulk carriers can be gearless (dependent upon terminal equipment) or geared
(having cranes integral to the vessel). Crews can range in size from three people on the smallest
ships to over 30 on the largest.
Bulk cargo can be very dense, corrosive, or abrasive. This can present safety problems: cargo
shifting, spontaneous combustion, and cargo saturation can threaten a ship. The use of ships that
are old and have corrosion problems has been linked to a spate of bulk carrier sinkings in the 1990s,
as have the bulk carrier's large hatchways. While important for efficient cargo handling, these allow
the entry of large volumes of water in storms or if a ship is endangered by sinking. New international
regulations have since been introduced to improve ship design and inspection, and to streamline the
process of a crew's abandoning ship.
The term bulk carrier has been defined in varying ways. As of 1999, the International Convention for
the Safety of Life at Sea defines a bulk carrier as "a ship constructed with a single deck, top side
tanks and hopper side tanks in cargo spaces and intended to primarily carry dry cargo in bulk; an ore
carrier; or a combination carrier."[2] Most classification societies use a broader definition, by which a
bulk carrier is any ship that carries dry unpackaged goods.[3] Multipurpose cargo ships can carry bulk
cargo, but can also carry other cargoes and are not specifically designed for bulk carriage. The term
"dry bulk carrier" is used to distinguish bulk carriers from bulk liquid carriers such as oil, chemical,
or liquefied petroleum gas carriers. Very small bulk carriers are almost indistinguishable from
general cargo ships, and they are often classified based more on the ship's use than its design.
A number of abbreviations are used to describe bulk carriers. "OBO" describes a bulk carrier that
carries a combination of ore, bulk, and oil, and "O/O" is used for combination oil and ore carriers.
[4]
 The terms "VLOC", "VLBC", "ULOC", and "ULBC" for very large and ultra-large ore and bulk
carriers were adapted from the supertanker designations very large crude carrier and ultra-large
crude carrier.
Size categories

Post-deepening of the Suez Canal, a capesize bulk carrier approaches the Egyptian-Japanese Friendship

Bridge

Bulk carriers are segregated into six major size categories:

small, handysize, handymax, panamax, capesize, and very large.[22] Very large bulk and ore carriers
fall into the capesize category but are often considered separately.
Categories as per regions
Categories occur in regional trade, such as Kamsarmax,[23] Seawaymax, Setouchmax, Dunkirkmax,
and Newcastlemax also appear in regional trade.[22]

 "Kamsarmax" : Maximum length overall 229 meters refers to a new type of ships, larger

than panamax, that are suitable for berthing at the Port of Kamsar (Republic of Guinea), where
the major loading terminal of bauxite is restricted to vessels not more than 229 meters.[24]
 "Newcastlemax" : Maximum beam 50 meters, and maximum length overall of 300 meters
Refers to the largest vessel able to enter the port of Newcastle, Australia at about 185,000
DWT[25]
 "Setouchmax" : About 203,000 DWT, being the largest vessels able to navigate
the Setouchi Sea, Japan
 "Seawaymax" : LOA 226 m max / 7.92 m draft. Refers to the largest vessel that can pass
through the canal locks of the St. Lawrence Seaway (Great Lakes, Canada)[26]
 "Malaccamax" : LOA 330 m / 20 m draft / 300,000 DWT, Refers to the largest vessel that
can pass through the Straits of Malacca.
 "Dunkirkmax" : Maximum allowable beam = 45 m / LOA 289 m. max (175,000 DWT
approx) for the eastern harbour lock in the Port of Dunkirk (France)
Mini-bulk carriers are prevalent in the category of small vessels with a capacity of under
10,000 DWT. Mini-bulk carriers carry from 500 to 2,500 tons, have a single hold, and are designed
for river transport. They are often built to be able to pass under bridges and have small crews of
three to eight people.
Handysize and Handymax ships are general purpose in nature.[3] These two segments represent
71% of all bulk carriers over 10,000 DWT and also have the highest rate of growth.[27] This is partly
due to new regulations coming into effect which put greater constraints on the building of larger
vessels.[27] Handymax ships are typically 150–200 m in length and 52,000 – 58,000 DWT with five
cargo holds and four cranes.[3] These ships are also general purpose in nature.[3]
The size of a Panamax vessel is limited by the Panama canal's lock chambers, which can
accommodate ships with a beam of up to 32.31 m, a length overall of up to 294.13 m, and a draft of
up to 12.04 m.[28]
Capesize ships are too large to traverse the Panama canal and must round Cape Horn to travel
between the Pacific and Atlantic oceans. Earlier, capesize ships could not traverse the Suez and
needed to go around the Cape of Good Hope. Recent deepening of the Suez canal to 66 ft (20 m)
permits most capesize ships to pass through it.[29]
Capesize bulk carriers are specialized: 93% of their cargo is iron ore and coal.[3] Some ships on
the Great Lakes Waterway exceed Panamax dimensions but they are limited to use on the Great
Lakes as they cannot pass through the smaller St. Lawrence Seaway to the ocean. Very large ore
carriers and very large bulk carriers are a subset of the capesize category reserved for vessels over
200,000 DWT.[22] Carriers of this size are almost always designed to carry iron ore.[22]

Post-deepening of the Suez Canal, a capesize bulk carrier approaches the Egyptian-Japanese Friendship

Bridge

General types
Geared bulk carriers are typically in the handysize to handymax size range
although there are a small number of geared panamax vessels, like all bulk
carriers they feature a series of holds covered by prominent hatch covers.
They have cranes, derricks or conveyors that allow them to load or discharge
cargo in ports without shore-based equipment. This gives geared bulk carriers
flexibility in the cargoes they can carry and the routes they can travel. (Photo:
A typical geared handysize bulk carrier.)

Combined carriers are designed to transport both liquid and dry bulk

cargoes. If both are carried simultaneously, they are segregated in separate
holds and tanks. Combined carriers require special design and are expensive.
They were prevalent in the 1970s, but their numbers have dwindled since
1990. (Photo: The oil pipeline and dry bulk hold aboard Maya.)
Gearless carriers are bulk carriers without cranes or conveyors. These ships
depend on shore-based equipment at their ports of call for loading and
discharging. They range across all sizes, the larger bulk carriers (VLOCs) can
only dock at the largest ports, some of these are designed with a single port-
to-port trade in mind. The use of gearless bulk carriers avoids the costs of
installing, operating, and maintaining cranes. (Photo:Berge Athen, a
225,000 ton gearless bulk carrier.)

Self-dischargers are bulk carriers with conveyor belts, or with the use of

an excavator that is fitted on a traverse running over the vessel's entire hatch,
and that is able to move sideways as well. This allows them to discharge their
cargo quickly and efficiently. (Photo: John B. Aird a self-discharging lake
freighter.)

Lakers are the bulk carriers prominent on the Great Lakes, often identifiable

by having a forward house that helps in transiting locks. Operating in fresh
water, these ships suffer much less corrosion damage and have a much
longer lifespan than saltwater ships.[30] As of 2005, there were 98 lakers of
10,000 DWT or over.[31] (Photo: Edward L. Ryerson, a Great Lakes bulk
carrier.)

BIBO or "Bulk In, Bags Out" bulk carriers are equipped to bag cargo as it is

unloaded. CHL Innovator, shown in the photo, is a BIBO bulk carrier. In one
hour, this ship can unload 300 tons of bulk sugar and package it into 50 kg
sacks[32]