Ship Positions Example

Ship Positions Example is an important subject in practical ship chartering because a ship position is usually the first commercial bridge between an available ship and a cargo order. A position tells the market where a ship is expected to be open, when the ship can be available, what type of ship is being offered, what the ship can carry, and what employment the Shipowner or Ship Operator is looking for. In dry bulk chartering, the quality of the position description can decide whether the ship is considered seriously, ignored, or rejected immediately.

A ship position is the chartering term for an available or expected ship offered to the market. It may come from Shipowners, Ship Operators, commercial managers, or Shipbrokers. A Charterer with a cargo order needs to know which ships can meet the laycan, load the cargo quantity, enter the loading and discharge ports, handle the cargo, and perform the voyage at a competitive freight or hire level. The ship position gives the first set of information needed for that assessment.

A position is not the same as a firm offer. A position is generally a market indication. It says that a ship is open or expected to be open at a place and date range. After a position is circulated, Shipbrokers and Charterers compare it against the cargo order. If the ship appears suitable, the next step is usually a voyage calculation, followed by negotiation and possibly a firm offer. A position can become commercially and legally important if it is later incorporated into a Charter Party as a warranty or representation.

Ship positions are used every day in chartering desks. A broker may see many positions for Handysize, Supramax, Ultramax, Panamax, Kamsarmax, Post-Panamax, Capesize, general cargo ships, multipurpose ships, container ships, heavy-lift ships, or other ships. The skill is not merely to read the position but to understand whether the ship fits the cargo, the ports, the timing, the route, and the economics.

What Is a Ship Position in Chartering?

A ship position is a structured description of a ship’s availability and main commercial particulars. It usually states the ship’s name, open port, open date range, type, deadweight, draft, flag, year built, dimensions, cargo capacities, cargo gear, hold and hatch details, speed, bunker consumption, and preferred employment. It may also include restrictions or special features such as CO2 fitted, NDAS, ice class, grabs, box-shaped holds, tween decks, log fittings, or special cargo suitability.

The purpose of a ship position is to allow rapid screening. Charterers do not have time to request full particulars for every ship in the market. A concise but complete position lets them decide whether the ship is worth further discussion. If the position lacks important information, the broker must ask follow-up questions, and the opportunity may be lost in a fast-moving market.

A good ship position should answer five basic questions:

Where is the ship open?
When is the ship open?
What type and size of ship is it?
Can the ship carry the cargo and enter the ports?
Can the ship perform the voyage economically?

If the answer to any of these questions is unclear, the position needs clarification before a serious negotiation can begin.

What a Ship Position Usually Includes

A professional ship position normally includes the following elements:

Type of ship, ship name, open place, and open date range
Trading intention, such as short trip, long-haul voyage, period employment, coastal trade, or repositioning employment
Year built, flag, class, and broad ship category
SDWT, summer draft, length overall, beam, GT, NT, and sometimes air draft
Grain capacity and bale capacity
Number of holds and hatches
Hatch dimensions and hatch cover type
Cranes, derricks, grabs, lifting capacity, and cargo gear
Speed and bunker consumption in laden and ballast condition
Eco speed and consumption where applicable
Special details such as CO2 fitted, NDAS, ice class, box holds, logs fitted, or grabs available
Cargo or trade restrictions
Loading and discharge rates proposed or expected where relevant

Each detail has a purpose. Deadweight and draft help determine cargo intake and port compatibility. Grain and bale capacity help determine whether cargo volume fits. Holds and hatches affect cargo distribution. Gear affects port suitability. Speed and consumption affect voyage economics. Open dates affect laycan. Open place affects ballast cost.

Why Ship Positions Are Important

Ship positions are important because chartering is a market of timing, geography, cargo compatibility, and price. A ship may be excellent but useless for a cargo if it is open too late. A ship may be nearby but unsuitable if it cannot load the cargo. A ship may have enough deadweight but insufficient hold capacity for a light cargo. A ship may be competitive on freight but unable to enter the discharge port because of draft or length restrictions.

Ship positions also influence bargaining power. If there are many ships open near the loading area, Charterers may have more negotiating leverage. If there are few suitable ships, Shipowners may obtain stronger freight. The open-position list in a region is therefore one of the practical indicators of freight market balance.

For Shipowners, circulating an accurate position helps reduce idle time and ballast cost. For Charterers, collecting positions helps identify the most suitable and competitive ship. For Shipbrokers, positions are the foundation of market matching.

Ship Positions and Cargo Orders

A ship position must be compared against a cargo order. A cargo order usually states the cargo type, quantity, loading port, discharge port, laycan, loading rate, discharge rate, freight idea, draft restrictions, gear requirements, and any special cargo instructions. The position answers whether a ship can satisfy those requirements.

For example, if a Charterer has a cargo of 30,000 metric tons of steel products from Vietnam to the Philippines, a geared Handysize or Supramax open in Southeast Asia may be suitable. If a Charterer has 75,000 metric tons of coal from Australia to India, a Panamax or Kamsarmax open in the Pacific may be suitable. If a cargo is 170,000 metric tons of iron ore from Brazil to China, a Capesize or larger ship may be required.

The matching process is practical. The broker asks whether the ship is in the right place, at the right time, with the right size, correct gear, suitable holds, acceptable draft, and competitive voyage economics.

Ship Positions and Voyage Calculation

Once a position appears suitable, the voyage calculation begins. Voyage calculation uses the ship’s open position, cargo quantity, ports, distance, speed, bunker consumption, port costs, canal dues, expected port time, freight rate, demurrage rate, despatch, and expected next employment to estimate the financial result.

The open position is central because it determines ballast distance. A ship open at the loading port has a major advantage because it does not need a long ballast voyage. A ship open far away must spend time and fuel reaching the loading port, so the required freight may be higher.

Speed and consumption are also critical. A ship that consumes more bunkers may need higher freight. A slower eco speed may reduce fuel cost but increase voyage time. Voyage calculation is therefore a balance between time, fuel, freight, port costs, and market opportunity.

Ship Positions and Laycan

Laycan is the agreed period during which the ship must present itself at the loading port. A position must be compatible with the cargo laycan. If the ship opens too late or too far away, it may not be able to meet the cancelling date. If the ship opens too early, it may wait at or near the load port and incur idle time unless the cargo is ready.

When reading a position, Charterers should ask whether the open date is realistic. The ship may still be discharging, waiting at berth, facing congestion, awaiting orders, or completing a previous voyage. If the position says “expected open,” it is not the same as “presently open.” If the position says “subject completion present voyage,” the ship’s next availability depends on the current employment.

Shipowners should avoid over-promising on open dates. If a ship is likely to miss the laycan, offering the position too aggressively can damage reputation and create disputes.

Ship Position Is a Warranty Term in Charter Party

Ship Position is a Warranty Term in Charter Party when the position statement becomes part of the contractual bargain. If Shipowners warrant that the ship is at a certain place or will be open at a certain date, Charterers may rely on that statement. If the statement is inaccurate, the consequences can be serious.

A warranty of position may affect Charterers’ cargo planning, terminal arrangements, sale contracts, documentary obligations, laycan, and cancellation rights. If the ship is not where it was warranted to be, or cannot arrive when warranted, Charterers may claim damages or exercise contractual rights depending on the wording.

The legal effect depends on the language used. A phrase such as “expected ready” may be treated differently from “warranted open.” A statement made “without guarantee” may have a different effect from a firm representation. The Charter Party wording, recap wording, and surrounding communications must be considered carefully.

Guarantee of Position: Shipowners may guarantee that the ship is at or near a stated location or will be open within a stated period.
Basis for Contractual Decisions: Charterers may arrange cargo, berth space, agents, stevedores, surveyors, finance, and sale obligations based on the stated position.
Trigger for Laycan: The position can affect whether the ship can meet the laycan and whether Charterers may cancel if the ship is late.
Legal Implications of Breach: If the warranted position is wrong, Charterers may have claims for damages or other remedies.
Conditional Nature: The result may be affected by contract wording, exceptions, force majeure, weather, port delay, or current employment.
Negotiated Term: Parties can negotiate whether the position is firm, expected, approximate, subject to current employment, or without guarantee.

Because of these consequences, Shipowners, Charterers, and Shipbrokers should treat position wording with care. A casual market expression can become important if repeated in the recap or Charter Party.

Consider the Following Ship Positions Example:

MV HANDY HANDAN

Open Haiphong, 23-29 November 2022. Short trip within the Far East
SDBC 2022 Panama Flag 34,676 DWT on 10.65 m
LOA/beam 179.28/28.0 m
22,072 GT / 11,132 NT
Grain/Bale 44,020.5/42,721
4 cranes 4 x 30 tons/4 grabs 12 cbm; CO2 fitted
5 HO/HA; hatch dimensions: 1 & 5-length: 20.00/breadth: 14.00; 2, 3 & 4-length: 20.80/breadth: 19.60; hatch-covers Hamworthy KSE/end folding jack-knife weather tight operated by hydraulic cylinder
About 14.0 knots on about 28.0 mts laden/About 14.0 knots on about 27.0 mts ballast
ECO SPEED: about 13.0 knots on about 25.0 mts laden and ballast NDAS (No Diesel Oil At Sea)

This example shows a modern Single Decker Bulk Carrier open in Haiphong between 23 and 29 November 2022. The ship is looking for a short trip within the Far East, which means Shipowners are probably interested in nearby employment rather than a long repositioning voyage. The open location, open dates, and trading preference are the first details a Charterer would examine.

MV HANDY HANDAN is described as a 2022-built Panama flag ship with 34,676 DWT on 10.65 meters draft. The deadweight tells Charterers the approximate carrying capacity, while the draft helps determine whether the ship can enter shallow ports. The length overall of 179.28 meters and beam of 28.0 meters are also important for berth compatibility and port restrictions.

The grain and bale capacity figures show the ship’s cargo volume. This is critical if the cargo is light or bulky. A cargo with a high Stowage Factor (SF) may fill the holds before the ship reaches maximum deadweight. A dense cargo may reach draft or deadweight limits before the holds are full.

The ship has five holds and five hatches. Hatch dimensions are important because they affect loading and discharge speed, cargo accessibility, and suitability for breakbulk or larger cargo units. The position also describes hatch cover type and hydraulic operation, which are relevant to weather-tightness, operational reliability, and cargo protection.

The ship’s four cranes and four grabs make it flexible for ports with limited shore gear. A geared ship can load or discharge cargo where shore cranes are unavailable or insufficient. The notation CO2 fitted means that the holds are equipped with a fixed CO2 firefighting system. This can be important for certain cargoes and for safety compliance. NDAS means No Diesel Oil At Sea, showing that normal sea passage is performed without diesel oil consumption under the described conditions.

The speed and consumption data allow Shipowners, Charterers, and Shipbrokers to calculate voyage duration and bunker cost. The laden and ballast consumption figures are not decoration; they are essential for commercial evaluation.

How to Read This Ship Position

The first line gives the commercial opportunity: open Haiphong, 23-29 November 2022, short trip within the Far East. This tells the broker that the ship is in Southeast Asia and is likely suitable for cargoes loading nearby. If a cargo is loading in Japan, Korea, China, Vietnam, Thailand, Indonesia, or the Philippines within a compatible laycan, this ship may be considered.

The second line gives the ship type and size. SDBC means Single Decker Bulk Carrier. The year built, flag, DWT, and draft help assess age, trading acceptability, and cargo intake. Some Charterers prefer younger ships or certain flags. Some ports have draft limits that may restrict the ship’s loading condition.

The dimensional line gives LOA and beam. These are critical for port restrictions. A port may accept the draft but reject the ship because of length or beam. A berth may have a maximum LOA. A canal or lock may have a beam limit. These figures should always be checked.

The GT and NT figures may affect port dues, canal charges, and administrative costs. They are not cargo weights. Beginners often confuse tonnage terms, but GT and NT are measurement units, while DWT is a carrying-capacity figure.

The grain and bale capacities help determine volume. Grain capacity applies to loose bulk cargo that can fill spaces more completely. Bale capacity applies to packaged or general cargo where empty spaces remain around packages. If the cargo is grain, coal, or bulk minerals, grain capacity may be more relevant. If the cargo is bagged cargo, steel, timber, or packaged goods, bale capacity may matter more.

Ship Positions Example 2

MV HANDYBULK NAVIGATOR

Available in Rotterdam, 1-7 December 2023. Coastal voyage in Northern Europe
General Cargo, 2021 Netherlands Flag, 28,000 DWT on 9.8 m
LOA/beam: 170.00/25.0 m
19,500 GT / 10,000 NT
Grain/Bale: 37,500/35,800
3 cranes 3 x 25 tons; 2 grabs 10 cbm; CO2 fitted
5 HO/HA; hatch dimensions: 1 & 5 - length: 18.50/breadth: 13.50; 2, 3 & 4 - length: 19.50/breadth: 18.20; hatch-covers: MacGregor single pull/hydraulic operation
Speed: About 15.0 knots on about 26.0 mts laden/About 15.5 knots on about 24.5 mts ballast
ECO SPEED: About 12.5 knots on about 22.0 mts laden and ballast NDAS (No Diesel Oil At Sea)

This position describes a general cargo ship open in Rotterdam. Rotterdam is a major maritime hub, so this position may interest Charterers with cargoes in Northern Europe, the Baltic, the United Kingdom, Iberia, or short-sea European trades. The ship’s smaller size and gear make it flexible for ports that may not be suitable for larger gearless bulk carriers.

Because the ship is general cargo and has cranes, it may handle breakbulk, bagged cargo, steel products, project parcels, or smaller bulk cargoes. The Charterer would compare the cargo dimensions against hatch sizes and lifting capacity. If the cargo pieces are heavier than 25 tons, the ship’s cranes may not be sufficient unless shore gear is available.

Ship Positions Example 3

MV HANDYBULK OCEAN

Docking in Baltimore, 5-10 January 2024. Available for transatlantic route
Panamax Dry Bulk Carrier, 2023 Greek Flag, 80,000 DWT on 14.5 m
LOA/beam: 229.00/32.25 m
43,000 GT / 25,000 NT
Grain/Bale: 97,000/93,500
Gearless design
7 HO/HA; hatch dimensions: Nos. 1, 7 - length: 19.20/breadth: 15.00; Nos. 2-6 - length: 20.00/breadth: 20.00; hatch-covers: side-rolling type
Service speed: About 14.5 knots on about 34.0 mts laden/About 15.0 knots on about 32.0 mts ballast
ECO SPEED: About 12.0 knots on about 29.0 mts laden and ballast NDAS (No Diesel Oil At Sea)

This example shows a Panamax bulk carrier open in Baltimore for a transatlantic route. A Panamax ship may be suitable for large grain, coal, fertilizers, petcoke, or mineral cargoes. The gearless design means the ship requires shore loading and discharge equipment. A Charterer considering this ship must check whether both terminals have suitable shore gear.

The seven holds and high grain capacity make the ship suitable for many large dry bulk parcels. However, actual suitability depends on cargo Stowage Factor (SF), loading and discharge drafts, port restrictions, and cargo readiness. A Panamax position should never be accepted only because the cargo quantity appears close to the ship’s deadweight.

Ship Positions Example 4

MV HANDYBULK PIONEER

Anchored off Los Angeles, available 18-24 January 2024. Ideal for short-sea shipping routes on the West Coast
Container Ship, 2022 Singapore Flag, 50,000 DWT on 12.6 m
LOA/beam: 260.00/32.2 m
39,800 GT / 21,500 NT
Container capacity: 4,200 TEU
Gear: 4 cranes, each 40 tons capacity
11 cargo holds; cell guides for container stowage
Navigation equipment: Latest AIS, radar, and GPS systems
Average speed: About 18.0 knots on about 60.0 mts laden/About 18.5 knots on about 57.0 mts ballast
ECO SPEED: About 16.0 knots on about 52.0 mts laden and ballast NDAS (No Diesel Oil At Sea)

This position concerns a container ship rather than a bulk carrier. The commercial logic is similar, but the capacity is expressed in TEU instead of grain or bale capacity. Container ship positions focus on TEU intake, plugs for refrigerated containers, gear, service speed, schedule reliability, and port compatibility.

The ship’s higher speed and higher bunker consumption reflect container shipping economics, where schedule and transit time may matter more than in some bulk trades. A Charterer evaluating this position must consider whether the route, cargo volume, container type, and terminal arrangements justify the ship.

Ship Positions Example 5

MV HANDYBULK HARVESTER

Moored in Rotterdam, ready for deployment between 28 January and 3 February 2024. Targeting bulk cargo routes in the Baltic Sea region
Capesize Bulk Carrier, 2024 Marshall Islands Flag, 180,000 DWT on 18 m
LOA/beam: 292.00/45.0 m
88,000 GT / 55,000 NT
Grain/Bale: 200,000/195,000
Gearless with reinforced deck and hull for heavy cargo
9 HO/HA; hatch dimensions: 1 & 9 - length: 22.50/breadth: 18.00; 2-8 - length: 23.00/breadth: 20.00; hatch-covers: sliding type for efficient loading/unloading
Maximum speed: About 15.5 knots on about 70.0 mts laden/About 16.0 knots on about 68.0 mts ballast
ECO SPEED: About 13.5 knots on about 65.0 mts laden and ballast NDAS (No Diesel Oil At Sea)

This Capesize position shows a large ship suitable only for major cargo programs and suitable ports. Capesize ships are powerful in deepwater iron ore and coal trades but may be unsuitable for ports with limited draft, short berths, small turning basins, or limited loading equipment. The open location in Rotterdam may be attractive for certain Atlantic or Baltic cargoes, but actual port suitability must be checked carefully.

The high fuel consumption means that any voyage calculation must be precise. A small error in sea days or bunker price can significantly affect the voyage result. For Capesize employment, freight, demurrage, port time, draft, and next employment are all critical.

Ship Positions Example 6

MV HANDYBULK ARCTIC EXPLORER

Scheduled to arrive in Vancouver, available from 10-17 February 2024. Primarily for trade routes in the Pacific Northwest
Ice-Class Container Ship, 2023 Finnish Flag, 30,000 DWT on 11 m
LOA/beam: 200.00/28.0 m
25,000 GT / 15,000 NT
Container capacity: 2,500 TEU, including refrigerated units
Enhanced ice navigation capabilities
Equipped with 2 cranes, each 35 tons capacity
6 cargo holds, designed for quick and efficient container handling
Navigation and communication systems adapted for extreme weather
Service speed: About 17 knots on about 50 mts laden/About 17.5 knots on about 48 mts ballast
ECO SPEED: About 15 knots on about 45 mts laden and ballast NDAS (No Diesel Oil At Sea)

This position highlights ice-class capability, which can be a decisive factor in winter or cold-region trades. Ice class can affect route availability, insurance, port access, speed, and safety. A ship without appropriate ice class may be unable to perform certain trades, even if it otherwise has the right size and capacity.

Refrigerated container capacity is also commercially important. A Charterer carrying temperature-sensitive cargo needs reefer plug capacity and reliable power arrangements. Therefore, this position includes details that go beyond basic ship dimensions.

Ship Positions Example 7

MV HANDYBULK OCEAN GIANT

Arriving in Newcastle, Australia, open for charter from 22-30 February 2024. Suitable for long-haul bulk trade, particularly iron ore and coal
Capesize Bulk Carrier, 2023 Bahamas Flag, 175,000 DWT on 17.8 m
LOA/beam: 290.00/45.0 m
90,000 GT / 57,000 NT
Grain/Bale: 198,000/193,000
Gearless design with reinforced hull for heavy cargoes
9 HO/HA; hatch dimensions: Nos. 1 & 9 - length: 21.80/breadth: 17.00; Nos. 2-8 - length: 22.30/breadth: 20.00; hatch-covers: full hydraulic operated folding type
Cruising speed: About 14.0 knots on about 68.0 mts laden/About 14.5 knots on about 66.0 mts ballast
ECO SPEED: About 12.0 knots on about 62.0 mts laden and ballast NDAS (No Diesel Oil At Sea)

This position places a Capesize ship in Newcastle, Australia, a strong location for coal-related employment. The ship’s size, gearless design, and reinforced hull make it suitable for large bulk terminals. A Charterer would compare the ship against cargo quantity, loading berth capacity, discharge port draft, and freight market levels.

Because the ship is open from 22-30 February 2024, the broker must calculate whether it can meet any cargo laycan after completing arrival, possible waiting, and readiness procedures. Large ships can be delayed by berth congestion, so “arriving” does not always mean immediately ready.

Ship Positions Example 8

MV HANDYBULK SEA WARRIOR

Docking in Antwerp, available from 15-22 March 2024. Geared for medium-range bulk cargo voyages, especially grains and minerals
Panamax Bulk Carrier, 2024 Maltese Flag, 75,000 DWT on 14.3 m
LOA/beam: 225.00/32.25 m
40,000 GT / 24,500 NT
Grain/Bale: 88,000/85,000
Equipped with 4 cranes, each 30 tons capacity; 4 grabs 10 cbm
7 HO/HA; hatch dimensions: Nos. 1 & 7 - length: 18.20/breadth: 14.00; Nos. 2-6 - length: 19.00/breadth: 18.00; hatch-covers: folding type for efficient loading and unloading
Operating speed: About 14.0 knots on about 32.0 mts laden/About 14.5 knots on about 30.0 mts ballast
ECO SPEED: About 12.0 knots on about 28.0 mts laden and ballast NDAS (No Diesel Oil At Sea)

This position is commercially interesting because it describes a geared Panamax bulk carrier. Many Panamax ships are gearless, so cranes and grabs can make this ship more flexible. It may be able to perform cargoes at ports with limited shore equipment, provided the crane capacity and grab capacity are suitable.

For grain and minerals, the broker must check cargo density, hold capacity, discharge rate, and whether grabs are acceptable to the terminal. The gear can add value, but it can also create maintenance and performance issues if not reliable.

Ship Positions Example 9

MV HANDYBULK ISLAND

Anchored near Hamburg, ready for engagements from 1-8 April 2024. Suitable for versatile bulk and breakbulk cargoes, especially in the Mediterranean and Black Sea
Supramax Bulk Carrier, 2024 Italian Flag, 58,000 DWT on 12.8 m
LOA/beam: 190.00/32.0 m
33,000 GT / 19,000 NT
Grain/Bale: 70,000/68,000
Equipped with 4 cranes, each capable of lifting 35 tons; 4 grabs 8 cbm
5 HO/HA; hatch dimensions: 1 & 5 - length: 17.50/breadth: 15.00; 2, 3 & 4 - length: 18.00/breadth: 16.50; hatch-covers: pneumatic sliding type for quick operation
Service speed: About 15.0 knots on about 38.0 mts laden/About 15.5 knots on about 36.0 mts ballast
ECO SPEED: About 13.0 knots on about 34.0 mts laden and ballast NDAS (No Diesel Oil At Sea)

This Supramax position shows a versatile geared bulk carrier. Supramax ships are often popular because they combine good cargo intake with port flexibility and onboard gear. They can trade in regions where larger ships may be restricted and smaller ships may lack sufficient capacity.

For Mediterranean and Black Sea employment, Charterers should check seasonal restrictions, draft, war risk, port congestion, Bosporus transit where relevant, cargo regulations, and local loading or discharge rates. A good position must be interpreted within the real trading environment.

Ship Positions Example 10

MV HANDYBULK TITAN

Expected at the Port of Santos, Brazil, open for charter from 10-17 April 2024. Ideal for major bulk cargo routes, particularly iron ore and coal transportation
Capesize Bulk Carrier, 2023 Hong Kong Flag, 180,000 DWT on 18.2 m
LOA/beam: 295.00/46.0 m
92,000 GT / 58,000 NT
Grain/Bale: 202,000/198,000
Gearless design, optimized for heavy cargo loading
9 HO/HA; hatch dimensions: 1 & 9 - length: 23.00/breadth: 19.00; 2-8 - length: 23.50/breadth: 20.50; hatch-covers: automated rolling type for efficient operations
Cruising speed: About 14.0 knots on about 72.0 mts laden/About 14.5 knots on about 70.0 mts ballast
ECO SPEED: About 12.5 knots on about 68.0 mts laden and ballast NDAS (No Diesel Oil At Sea)

This example shows a large Capesize ship expected at Santos. A ship of this size requires high-volume cargo and suitable deepwater facilities. The position may interest Charterers with large mineral or bulk cargoes, but any employment must be checked against port draft, berth capability, cargo readiness, and discharge port restrictions.

Because Capesize ships are expensive to operate, small changes in waiting time, bunker price, and discharge delay can alter the commercial result. Shipbrokers must therefore use accurate speed and consumption data in the voyage calculation.

Ship Positions Example 11

MV HANDYBULK MAJESTY

Berthing in Singapore, available for charter 20-27 May 2024. Suitable for large-scale grain and ore transport, especially in the Asia-Pacific region
Post-Panamax Bulk Carrier, 2024 Japanese Flag, 95,000 DWT on 14.6 m
LOA/beam: 235.00/38.0 m
50,000 GT / 31,000 NT
Grain/Bale: 103,000/100,000
Gearless with advanced bulk handling systems
7 HO/HA; hatch dimensions: Nos. 1 & 7 - length: 20.30/breadth: 16.00; Nos. 2-6 - length: 21.00/breadth: 18.50; hatch-covers: state-of-the-art hydraulic operated
Operating speed: About 14.5 knots on about 36.0 mts laden/About 15.0 knots on about 34.0 mts ballast
ECO SPEED: About 12.5 knots on about 32.0 mts laden and ballast NDAS (No Diesel Oil At Sea)

This Post-Panamax position shows a ship larger than conventional Panamax but smaller than Capesize. Singapore is a strategic open position because it allows access to Southeast Asia, East Asia, Australia, India, and other Asia-Pacific trades. A Post-Panamax ship may be suitable for large grain or mineral cargoes where port restrictions allow.

Because the ship is gearless, terminal facilities are important. A Charterer must check whether the loading and discharge ports can handle the ship efficiently. The ship may have attractive capacity, but it is not suitable for every port.

Ship Positions Example 12

MV HANDYBULK MOUNTAIN VOYAGER

Preparing for departure in Newcastle, UK, open for engagements from 1-10 June 2024. Primarily intended for long-haul coal and mineral routes
Capesize Bulk Carrier, 2024 Norwegian Flag, 190,000 DWT on 18.5 m
LOA/beam: 300.00/48.0 m
95,000 GT / 60,000 NT
Grain/Bale: 210,000/205,000
Gearless with enhanced cargo handling capabilities
9 HO/HA; hatch dimensions: Nos. 1 & 9 - length: 24.00/breadth: 20.00; Nos. 2-8 - length: 24.50/breadth: 22.00; hatch-covers: sophisticated automated system
Cruising speed: About 13.5 knots on about 75.0 mts laden/About 14.0 knots on about 73.0 mts ballast
ECO SPEED: About 11.5 knots on about 70.0 mts laden and ballast NDAS (No Diesel Oil At Sea)

This final example describes a very large Capesize bulk carrier. With 190,000 DWT and 18.5 meters draft, this ship is suited only to deepwater ports and major cargo programs. It would normally be considered for long-haul coal, ore, or mineral trades where cargo quantity is large enough to justify the ship.

Before making a firm offer with such a ship, Shipowners and Charterers must check port compatibility, loading and discharge rates, draft restrictions, cargo density, ballast distance, bunker cost, and freight level. A large ship can offer strong economies of scale, but only if the trade supports that size.

Important Terms in Ship Positions

Ship positions use technical and commercial terms that must be understood correctly. Misreading one abbreviation can lead to wrong cargo selection or bad voyage calculation.

DWT: Deadweight tonnage. It represents the total weight the ship can safely carry, including cargo, bunkers, water, stores, crew, and constants.
SDWT: Summer deadweight. This is the ship’s deadweight at summer load line.
Draft: The depth of the ship below the waterline. It affects port entry and cargo intake.
LOA: Length overall. It is important for berth, lock, canal, and port restrictions.
Beam: The width of the ship.
GT: Gross tonnage, a measurement of internal volume used for regulatory and charging purposes.
NT: Net tonnage, a measurement related to earning spaces.
Grain Capacity: Cargo hold volume for loose bulk cargoes.
Bale Capacity: Cargo hold volume for packaged or breakbulk cargoes.
HO/HA: Holds and hatches.
CO2 fitted: Fixed CO2 firefighting system fitted in cargo spaces.
NDAS: No Diesel Oil At Sea.
Geared: The ship has its own cargo-handling gear.
Gearless: The ship relies on shore equipment.
Open: The ship’s expected place and time of availability.
Eco Speed: A slower speed designed to reduce bunker consumption.

How to Evaluate a Ship Position Professionally

A professional evaluation of a ship position should not stop at the ship’s open date. The ship must be checked from technical, commercial, operational, and legal angles. A position that looks attractive may fail under detailed review.

Check whether the ship can meet the cargo laycan.
Calculate ballast distance from open position to loading port.
Check whether the ship can enter the loading and discharge ports.
Compare DWT and draft with cargo quantity and port restrictions.
Compare grain or bale capacity with cargo Stowage Factor (SF).
Check whether the ship has the required gear.
Check hatch dimensions for cargo handling.
Review speed and bunker consumption for voyage calculation.
Confirm ship age, flag, and class acceptability.
Check whether the ship is subject to current employment delays.
Ask whether position is firm, expected, or without guarantee.
Confirm updated position before submitting or accepting a firm offer.

Common Mistakes When Reading Ship Positions

Common mistakes include assuming that DWT equals cargo capacity, ignoring draft restrictions, overlooking cargo volume, forgetting port LOA limits, relying on outdated open dates, failing to check gear requirements, ignoring bunker consumption, and treating an expected position as a guaranteed position.

Another common mistake is comparing ships only by size. A smaller ship open nearby may be more economical than a larger ship open far away. A geared ship may be better than a gearless ship even if the gearless ship has more deadweight. A ship with lower consumption may be more competitive even if its freight rate is slightly higher.

Chartering is a total-cost calculation. The best position is not always the biggest ship or the closest ship. It is the ship that can perform the cargo safely, on time, and profitably.

Ship Position Checklist for Charterers

Confirm the ship’s current and expected open position.
Check whether the ship can meet the laycan.
Check whether the ship is firm open or subject to current voyage.
Compare ship size with cargo quantity.
Check Stowage Factor (SF) against grain or bale capacity.
Review load and discharge port restrictions.
Check cargo gear and grab availability.
Review hatch dimensions and hold arrangement.
Check speed and bunker consumption.
Calculate ballast and laden voyage days.
Check freight economics.
Ask for updated position before fixing.

Ship Position Checklist for Shipowners

State ship name, type, and flag accurately.
Provide realistic open place and open dates.
Clarify whether position is expected or firm.
Provide complete main particulars.
Include DWT, draft, LOA, beam, GT, and NT.
Include grain and bale capacity.
Include holds, hatches, hatch dimensions, and hatch cover type.
Include cranes, grabs, and gear capacity.
State speed and consumption realistically.
Update the market if open dates change.
Avoid overstating suitability for cargo or ports.
Use careful wording if the position may become a warranty.

Ship Position Checklist for Shipbrokers

Match the open position against cargo laycan.
Check distance between open port and load port.
Compare ship type with cargo type.
Check cargo quantity against DWT and draft.
Check cargo volume against grain or bale capacity.
Confirm port restrictions.
Check whether gear is required.
Ask for missing particulars early.
Use accurate market wording.
Do not circulate outdated positions.
Clarify subjects and conditions before firm negotiation.
Keep written records of position updates.

Ship Position and Firm Offer

A position may lead to a firm offer, but the two are different. A position says that a ship may be available. A firm offer sets out the commercial terms under which Shipowners are willing to fix the ship. A firm offer normally includes freight or hire, laycan, cargo quantity, load and discharge ports, commissions, demurrage, despatch, cargo terms, subjects, and validity.

The voyage calculation usually comes between the position and the firm offer. Shipowners calculate whether the cargo works commercially. If it does, they may offer. Charterers may counter. The position is therefore the starting point, not the final contract.

Ship Position and Subjects

Many chartering negotiations proceed subject to details, subject to stem, subject to receivers’ approval, subject to board approval, subject to management approval, subject to shipper’s approval, or subject to Charterers’ confirmation. These subjects may prevent a binding fixture until lifted.

A ship position may be attractive, but if important subjects remain, the fixture is not fully concluded. Brokers must distinguish between a market position, an indication, an offer, a counter, and a fully fixed ship.

Ship Position and Market Reputation

Accuracy in ship positions affects reputation. Shipowners who repeatedly circulate unrealistic open dates may lose credibility. Charterers who repeatedly ask for ships without firm cargo may lose market trust. Brokers who circulate outdated positions may damage relationships.

The chartering market depends on speed, but speed must not destroy accuracy. A clear and honest position is more valuable than an exaggerated one. Trust is a commercial asset.

Conclusion: Ship Positions Example in Practical Chartering

Ship Positions Example shows how available ships are presented in the chartering market and how their details are evaluated against cargo orders. A position is more than a list of ship particulars. It is a commercial signal showing where the ship is, when it can be available, what cargo it can carry, what restrictions it may face, and whether it may be suitable for a proposed employment.

Good ship-position analysis requires knowledge of ship types, cargo capacity, draft, port restrictions, gear, speed, bunker consumption, laycan, voyage calculation, and Charter Party wording. A position may also become legally important if it is treated as a warranty in the Charter Party. Therefore, position wording should be accurate, updated, and professionally expressed.

For Charterers, ship positions help identify suitable tonnage. For Shipowners, ship positions help secure employment and reduce idle time. For Shipbrokers, ship positions are the foundation of market matching and fixture negotiation. The best chartering professionals do not merely read positions; they interpret them, test them, calculate them, and convert them into workable fixtures.