History
Before specialized bulk carriers existed, shippers had two methods to move bulk goods by ship. In the first method, longshoremen loaded the cargo into sacks, stacked the sacks onto pallets, and put the pallets into the cargo hold with a crane. The second method required the shipper to charter an entire ship and spend time and money to build plywood bins into the holds. Then, to guide the cargo through the small hatches, wooden feeders and shifting boards had to be constructed. These methods were slow and labor intensive. As with the container ship, the problem of efficient loading and unloading has driven the evolution of the bulk carrier.
Specialized bulk carriers began to appear as steam-powered ships became more popular. The first steam ship recognized as a bulk carrier was the British coal carrier SS John Bowes in 1852. She featured a metal hull, a steam engine, and a ballasting system which used seawater instead of sandbags. These features helped her succeed in the competitive British coal market. The first self-unloader was the lake freighter Hennepin in 1902 on the Great Lakes. This greatly decreased the unloading time of bulkers by using conveyor belt to move the cargo. The first bulkers with diesel propulsion began to appear in 1911.
Before World War II, the international shipping demand for bulk products was low—about 25 million tons for metal ores—and most of this trade was coastal. However, on the Great Lakes, bulkers hauled vast amounts of ore from the northern mines to the steel mills. In 1929, 73 million tons of iron ore was transported on the Lakes, and an almost equal amount of coal, limestone, and other products were also moved. Two defining characteristics of bulkers were already emerging: the double bottom, which was adopted in 1890, and the triangular structure of the ballast tanks, which was introduced in 1905. After World War II, an international bulk trade began to develop among industrialized nations, particularly between the European countries, the United States and Japan. Due to the economics of this trade, ocean bulkers became larger and more specialized. In this period, Great Lakes freighters increased in size, to maximize economies of scale, and self-unloaders became more common to cut turnaround time. The thousand-footers of the Great Lakes fleets, built in the 1970s, were among the longest ships afloat and in 1979, a record 214 million ton of bulk cargo were moved on the Great Lakes.
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