Swarex Shipping & Aviation Pvt Ltd vessel chartering team can find the precise vessel, in the exact position, at the correct time to help you get your cargo to its final destination. In order to do this successfully and cost-efficiently, chartering knowledge and constant information gathering are required. Our global staff of vessel brokers, and the relationships we have built over the decades we have been in business, allow us to deliver unsurpassed vessel chartering service.
Container Vessel (FCL / LCL)
Sea Cargo is one of the most sought after options of shipping and has been around for centuries, with various trading routes that have only improved in the modern world. Within the world of sea freight for commercial cargo or personal effects, crates and container shipping is used to safely transport goods on freight ships. When you take aluminium or steel container shipping, FCL and LCL shipping are the choices when sending shipments overseas. But is the difference between FCL and LCL shipping? Let’s look into the FCL and LCL shipments, and how they operate.
LCL shipments by definition are just what they sound like; shipments of smaller volume cargoes belonging to several different shippers which are then combined or grouped inside a single container.
FCL shipments by comparison are used by shippers whose cargo volume is large enough to fill up all or most of the container. Unlike less than container load shipments, full containers are booked for the exclusive use of a single shipper.
Shipping Aviation vessel chartering team can find the precise vessel, in the exact position, at the correct time to help you get your cargo to its final destination. In order to do this successfully and cost-efficiently, chartering knowledge and constant information gathering are required. Our global staff of vessel brokers, and the relationships we have built over the decades we have been in business, allow us to deliver unsurpassed vessel chartering service. The first step to fulfill a successful charter, is to understand our clients’ needs. We take the time necessary to learn your goals in order to find the best solution. We then look for the most cost-effective freight rate available and negotiate each client’s preferred terms and conditions. Our highly trained vessel chartering team and global relationships give us exclusive access to negotiate freight in the global market.
The international dry cargo and tanker markets are immense and served by numerous ships of several types and various sizes. Some of the ships follow standard designs and can carry a variety of cargoes while others are more specialized and able to carry particular commodities which the standard vessels cannot. Since we have seen such a big variety of vessels in the OpenSea marketplace and since the vessel designs change rapidly from time to time, we decided to present a brief updated guide of the several types and sizes we may see around the world marketplace.
Dry Cargo Vessel
These vessels carry dry( grains, fertilizers, phosphates and ores) or wet ( chemicals, orange juice, refined petroleum products) bulk cargo. Dry bulk cargo types are classified in IMSBC book.
There are also bulk carriers which can also function as tankers; such vessels are called Ore Bulk Oil ( OBO) carriers and can carry liquid cargo in wing tanks or dry bulk cargo in centre holds.
Some ships do away with the cranes and derricks but depend on the equipment available at shore to load/discharge cargo and these are known as gearless carriers. Obviously the utility of such a ship is greatly dependent on the equipment available at shore, so they may not be able to go at all the ports which do not have such facilities and depend on the ships equipment for loading/unloading of cargo.
The finger skirt is comprised of a large number of separate segments which are able to slide and bellow individually to conform with the shape of the water surface or terrain over which the craft is traversing. The fingers should not be sewn or connected together in any way or else the design of the skirt which is to form a very flexible air seal between the hovercraft and terrain, will be defeated. To achieve this, the fingers should only be attached to the craft by a rigid strip along the upper edge and by some from of corner tie at the two innermost apexes.
The straight finger serves well as a bow skirt due to the advantageous receding angle of attached which helps in riding over waves and ground undulations and at keeping frontal spray and dust to a minimum. The straight finger however, is very unforgiving to being dragged backwards over obstacles. The extended finger is best used at the side and rear of the hovercraft as it has a better obstacle clearing characteristic and also its design helps to maximise the effective cushion area because the ground contact point is much further out towards the hull perimeter than for that of the straight finger.
The inner fact of the finger skirt is completely open which means that apart from a very marginal increase in pressure due to the peripheral jetstream, is a very soft and flexible with only actual cushion pressure holding it firm. This is vastly different to the bag skirt which has a peripheral pressure much greater than cushion pressure. The finger skirts at the rear of the hovercraft must be equipped with either a single antiscoop flap or for improved flexibility, individual strips may be sewn to the inner edges of each finger which extend out belong the ground contact point. This reduces their efficiency in retraining cushion air from escaping, but unfortunately is quite essential if the hovercraft is to be used anywhere than over smooth terrain.
RORO is short for “roll on, roll off”. This simply refers to the method by which vehicles and machinery are loaded onto large ocean shipping vessels for transport overseas. This can sometimes be a cheaper method of moving vehicles internationally. And if the vehicle you are shipping is too big to physically fit in a container, you will have to ship this via RORO.
RORO is very similar to a car ferry. Thousands of vehicles are lined up at the docks, usually with the keys left in the ignition for a number of days prior to departure. Dock workers will then drive your vehicle onto the ship and strap it down to make it ready for sailing. This applies to all types of vehicles, including cars, trucks, construction vehicles, tractors, trailers, mobile homes, RV’s, backhoes, bulldozers, and many other types of oversized cargo.
Roll-on, roll-off ships are vessels designed to carry wheeled cargo that are driven on and off the ship on their own wheels. This is in contrast to lift-on, lift-off (LOLO) vessels, which use a crane to load and unload cargo. RORO vessels have built-in ramps that allow the cargo to be efficiently loaded and unloaded when in port.