[58], On 30 April 2007 Berge Bulk signed a contract with the Chinese shipbuilding company Bohai Shipbuilding Heavy Industry for the construction of four 388,000-ton very large ore carriers. [62][63][64], Had Vale not ordered the Valemax fleet in 2008, these ships would have become the largest bulk carriers in the world, surpassing Berge Bulk's own Berge Stahl. [61] The remaining ship, Berge Neblina, was initially also scheduled to be delivered in 2012, but entered service on 4 January 2013. [9], The second RSHI-built Valemax ship for Vale (Vale Dongjiakou) was delivered on 9 April 2012,[10] the third (Vale Dalian) on 20 May,[11] the fourth (Vale Hebei) on 28 September,[12] the fifth (Vale Shandong) on 7 December 2012,[13] the sixth (Vale Jiangsu) on 23 March 2013,[14] the seventh (Vale Caofeidian) on 22 July 2013,[15] the eighth (Vale Lianyungang) on 22 November 2013,[16] the ninth (Ore Majishan; renamed before delivery) on 11 July 2014,[17] the tenth (Ore Tianjin; renamed before delivery) on 18 October 2014,[18] and the eleventh (Ore Rizhao; renamed before delivery) on 15 December 2014. The development had reportedly started in 2007. 80% of the world’s iron ore is borne by so-called Capesize vessels which can only carry a third of the cargo of a Valemax. Agnelli, who later left his position following continued criticism, replied that the Brazilian shipyards did not have the capacity to build such ships and stated that during the past few years Vale had commissioned 51 vessels from Brazilian shipyards. The ships built by DSME and STX in South Korea are powered by 7-cylinder MAN B&W 7S80ME-C8 and 7S80ME-C engines, respectively, and the ships built by RSHI and Bohai Shipbuilding Heavy Industry have Wärtsilä 7RT-flex82T and 7RT-flex84T engines, respectively. [144] According to the chief executive of BIMCO, the Valemax vessels could displace up to 168 150,000–180,000-ton capesize bulk carriers, around 15% of the existing fleet, from the long haul voyages and force them to less profitable shorter routes. [34] However, the reports were rebutted by RSHI, who called them "inaccurate and unfounded". [81] There had been speculation that Vale Brasil was not allowed to enter the Chinese port fully laden, but according to Vale the destination was changed due to commercial, not political reasons. The value of these ships has declined even more – … [26][27][28] The ships built for Oman Shipping Company were later removed from the Det Norske Veritas registry and moved to other classification societies such as American Bureau of Shipping and Lloyd's Register. The purpose of a ship is decided at the very first … According to him, the Administration of Seaports of Ukraine receives about USD 315,000-320,000 in port charges if a Capesize vessel enters the port to be loaded with 175,000 … With the completion of the Panama Canal expansion project in 2016, this list will need to be significantly revised due to larger "post panamax" ships transiting Panama. Furthermore, later reports claimed that the ships ordered by Vale had a capacity of only 380,000 tons even though according to the Det Norske Veritas database entries all Chinese-built ships have a deadweight tonnage in excess of 400,000 tons and in the past Vale has referred to the ships ordered from Rongsheng as "400,000-ton" vessels. The reduction in cargo capacity, at least on paper, may have been due to the reluctance of Chinese officials to accept the 400,000-ton ships to Chinese ports. However, at the time the Chinese officials had not yet lifted the ban for fully laden Valemax vessels. [140] They are still far from the largest ship ever constructed — Seawise Giant (labeled as the Knock Nevis in the adjacent image), built in 1979 and broken up in 2009, was 458.46 metres (1,504.1 ft) long and had a deadweight tonnage of 564,650 tons[141] — and also considerably longer than the longest ship currently in service, the 400-metre (1,312 ft) container ship Barzan. [94][95] The first fully laden Valemax vessel to call a Chinese port since 2012, Shandong Da Ren, docked at the Dongjiakou port in Qingdao on 2 October 2014. [44][129][135][136] However, due to the large size of the vessels the emissions per cargo ton-mile are very low and thus the Valemax vessels are in fact among the most efficient long-distance dry bulk carriers in service – Vale has reported a 35% drop in emissions per ton of cargo carried in comparison to older ships. The size of the ships is determined the role it will play. With a capacity ranging from 380,000 to 400,000 tons deadweight, the vessels meet the Chinamax standard of ship measurements for limits on draft and beam. Valemax ships are a fleet of very large ore carriers (VLOC) owned or chartered by the Brazilian mining company Vale S.A. to carry iron ore from Brazil to European and Asian ports. Vale's new strategy to use Valemax very large ore carriers (VLOCs) will likely make the company more competitive in key markets, but it will … [151][152] The transshipment operations ended in 2017 and both Ore Fabrica and Ore Sossego were sold for scrap. With a maximum draught of between 22 and 23 metres (72 and 75 ft) while loaded, the ships are limited only to a few deepwater ports in Brazil, Europe and China. By continuing to use this site, you agree to our use of cookies. The shipping company, STX Pan Ocean, signed a 25-year contract with Vale in 2009. The Valemax ships are Vale’s ultra-large vessels, which have a capacity of 400,000 dead weight tons (dwt). Valemaxes could spell Capesize market’s doom. About 37 / 55,000 dwt. [98] Although Vale was expected to suffer financial losses from selling the ships, they would have been covered by the profit from iron ore sales even at depressed ore prices if only one or two full shipments could be unloaded in Chinese ports. All Valemax vessels, with the exception of those owned and operated by Berge Bulk, were initially given names consisting of the word Vale and a place name, either one related to the mining operations of Vale S.A. in Brazil or a potential destination for the new iron ore carriers. [96] The ban was officially lifted in July 2015. In late 2015 and early 2016, Chinese shipping companies ordered 30 more ships with deliveries in 2018–2020. [30][31] In the end only, one ship (Vale China) was delivered before the end of the year. [80] However, the ship turned back towards the Atlantic Ocean in June after rounding the Cape of Good Hope and was rerouted to Taranto, Italy. [52] The sixth ship, Vale Tubarao, was delivered by STX Dalian on 30 January 2013. [33][47], The first STX-built Valemax vessel, Vale Beijing, was delivered by STX Jinhae on 27 September 2011. A mammoth 24.8m DWT (3 Valemax, 79 VLOCs, 20 standard Capsizes and 8 baby Capes) has been ordered to be delivered in 2020, and deliveries of 8m DWT in 2021 has already been ordered. They also emit 35% less CO2 per ton of … [116], Had Vale Beijing sunk at the pier instead of being moved to an anchorage area outside the port shortly after the leak was detected, the incident would have severely delayed the operations at the port which ships out about 10 percent of the world's iron ore production. Fuel reduction saves 97.23 TWh, which is equivalent to Malaysia’s one year energy consumption! The transshipment approach, Valemax trade to the Philippines, unloading the cargo and loading it on ‘normal’ capesize vessels for final shipment to China, chipped away … 35 Valemaxes over 25 years vs Capesize . Other lists are required for even bigger Valemax … Supply likely to under perform, steep cost … [109][110][111], The cause of the damage has not been published by STX, but design or construction flaws, material fatigue and incorrect loading have all been suspected. They emit 35% less greenhouse gases than Capesize ships, which are the standard freighters for ore transportation. ABBREVIATION OR REMARK. MR. In March 2016, it was reported that the last of the original 35 Valemax vessels to be built had been sold for just $16.8 million. Vale has refused to give comments on the issue. [150], In May 2012, the largest Chinese operator of dry bulk carriers, state-owned China Ocean Shipping (Group) Company (COSCO), claimed that Vale had refused to use the company's ships since March as a protest against banning the Valemax vessels from Chinese ports. [129] With a deadweight tonnage of about 400,000 tons, a fully laden Valemax vessel is carrying as much iron ore as around 11,150 trucks, enough to produce steel for three Golden Gate bridges. [36], Vale Brasil was followed by Vale Rio de Janeiro on 22 September 2011,[39] Vale Italia on 25 October 2011,[40] Vale Malaysia on 27 March 2012,[41] Vale Carajas on 29 May 2012,[42] and Vale Minas Gerais on 13 July 2012. The new Valemax ships, expected to cut the company's transportation costs by 20–25%,[143] were blamed for driving down the freight rates for the entire industry, swelling the already oversupplied bulk transportation market and stalling the recovery of the shipping business after the financial crisis. [153], Luiz Inácio Lula da Silva, the former president of Brazil, also publicly criticized Vale's former CEO Roger Agnelli for the decision of ordering ships from Asian shipyards instead of building them in Brazil, where Lula da Silva has been trying to revitalize the shipbuilding industry to create more jobs and increase local demand for steel and other products. Capesize vessels are usually dry bulk carriers which are too large to go through the Suez or Panama canals. [89], On 31 January 2012, the Ministry of Commerce of the People's Republic of China officially banned dry bulk carriers with capacity exceeding 300,000 tons from entering Chinese ports in order to protect the domestic freight industry. [120] In January 2012 China officially banned the vessels from Chinese ports. In addition the space inside the cargo hold that cannot be reached by grabs during discharging, the so-called "dead spots", is minimized. [102], In May 2015, four ships were sold China Ore Shipping Pte. The Valemax System. In the past, the Chinese ports were not allowed to increase their capacity to more than 300,000 tons for dry bulk carriers due to safety and environmental concerns. Valemax ships are ultra-large vessels, capable of carrying 400,000 dwt (dead weight tons) each. The miners have largely been absent … While the first series of 35 ships was more diverse, all 30 Chinese-built Valemax vessels of the second series are based on the same standard design, SDARI 400OC, by Shanghai Merchant Ship Design & Research Institute (SDARI). Apologies, but the page you requested could not be found. Additionally, a number of Valemax vessels have been renamed by replacing Vale with Ore or Sea but retaining the second part of the name. From 2011 to 2017, we had in our fleet 35 of these ships, which we call the first-generation Valemax. Valemax ships are a fleet of very large ore carriers (VLOC) owned or chartered by the Brazilian mining company Vale S.A. to carry iron ore from Brazil to European and Asian ports. These vessels have 2.3 times the capacity of Vale's … 'Capesize' bulk carriers ( length 230 ~ 270 m , draft 17 m ) of 80,000 to 199,000 tonnes deadweight which are too large for the Panama Canal and trade from the Atlantic around the … [80][133] The first 35 Valemax ships were said to be capable of carrying about 15% of the annual iron ore exports from Brazil to all destinations if each ship does four round trips per year. [127] The three Japanese-built vessels, however, represent another standard design, G400OC.[128]. The ships reportedly received additional strengthening due to the Vale Beijing incident. [44], In addition to the ships Vale ordered for itself, more ships of similar size were to be built for other shipping companies and chartered to Vale under exclusive long-term contracts. 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