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Tipologia E Classificação De Navios

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Tipologia E Classificação De Navios TIPOLOGIA E CLASSIFICAÇÃO DE NAVIOS Poderá parecer despropositado, agora, falar sobre este assunto, já que existe basta literatura sobre o mesmo. Mas é por isso mesmo. Há pouco mais de 40 anos, quando embarquei pela primeira vez, existiam uma meia dúzia de tipos de navios. Agora, ultrapassam a centena. Nessa altura, além do universalmente conhecido por tipo de carga (p. ex. o navio petroleiro e LPG’s, de carga geral, graneleiro, de passageiros), por tipo de pesca praticada (palangreiro, atuneiro, arrastão, etc.) e pelo tipo de trabalho (rebocador portuário e de alto mar, draga, barcaças e pouco mais). Já existiam, no entanto, algumas classificações decorrentes do pós-guerra e do plano Marshall, como os SD14 e os Liberty’s Ships, bem como os navios que faziam, maioritariamente, o mercado europeu, com designações derivadas dos seus limites de tonelagem (aquilo a que estavam sujeitos a pagar de despesas portuárias) como os 499’s e os 999’s. Convém lembrar que os anos 1970’s foram profícuos em querelas regionais, ou não estivéssemos em plena Guerra Fria: choques petrolíferos, 3ª guerra do Suez e etc. Foi nesta altura que surgiram os primeiros Capesize (mais tarde rebaptizados de VLCC’s – Very Large Crude Carriers – e outras designações específicas). Por contraponto à criação da designação Capesize (que acaba por se generalizar a navios de carga seca), surge o conceito Panamax, pois aqueles não podiam passar pelo Canal do Panamá, tendo que circundar o Cabo da Boa Esperança e o Cabo Horn. No final dessa década e na seguinte, assistiu-se à “explosão” da contentorização que, ao longo dos tempos e até hoje, nos brindou com dezenas de designações (algumas redundantes, diga-se). Mas, para que possa dar algum sentido prático a este artigo, devo-o sistematizar de alguma forma. Convém dizer que, essencialmente, poderemos dividir as classificações em três grandes grupos: as técnicas, as operacionais e as de índole, estritamente, comercial (ou de marketing, se preferirem). As primeiras têm, essencialmente, a ver com os tráfegos e tipos de carga transportados. As operacionais referem-se à volumetria dos navios e aos constrangimentos e afunilamentos (gargalos) que lhes são colocados no decurso dos seus tráfegos. Finalmente, as comerciais reflectem designações que pretendem definir as políticas de investimento e de operação das empresas em determinados mercados ou tráfegos. Convém chamar a atenção que os maiores portos (não, necessariamente, em tamanho ou volume de carga) também entraram na corrida, tornando-se quase moda. Refiro-me, por exemplo, a António Costa – nov2013 1 designações como HamburgMax, BremenMax ou DunkirkMax, que definem o tamanho máximo definido pelas limitações físicas desses portos. Como já disse, procurarei, agora, sistematizar. Exactamente, pela ordem que atrás referi, começando pelas técnicas e, dentro delas, subdividir pelos outros grupos, de acordo com o seguinte esquema: Volumetria/Porte Tipo de Carga Sub-tipo de carga Constrangimentos Comerciais 1. Carga líquida ou liquefeita Os navios-tanque são especialmente projectados para o transporte de líquidos (principalmente, os derivados de petróleo, embora possam transportar outros tipos de carga, como vinho, óleos alimentares, água e melaços). A sua construção é totalmente diferente da dos navios de carga sólida (construídos num sistema celular, através da qual o navio está dividido, longitudinalmente e transversalmente, em compartimentos). Os navios-tanque estão equipados com tubos, válvulas e bombas para transferir a carga de e, ou, para terra (ou outros navios). 1.a. Petroleiros Existem diferentes tamanhos de navios-tanque utilizados para o transporte internacional de petróleo, desde o modesto costeiro até o supertanque ULCC. A regra comum é que o volume que pode ser transportado num petroleiro aumenta em função do cubo do seu comprimento. Por exemplo, um ULCC tem cerca de duas vezes o comprimento de um petroleiro costeiro (415 metros contra 205 metros), mas pode transportar cerca de 8 vezes a quantidade do costeiro (400.000 toneladas de porte bruto contra 50.000). Desde 2010, apenas 12 navios acima dos 320.000 dwt permaneceram. Desse total, apenas dois “verdadeiros” ULCC´s, de cerca de 430.000 dwt continuam em operação, o Ti Europa e o Ti Oceana, que faziam parte de um grupo de quatro navios construídos entre 2002 e 2003. Os outros dois, Ti África e Ti Ásia foram convertidos em FSMU (unidades de armazenamento flutuante e de amarração) em 2010. Entre as principais classes de petroleiros encontramos: António Costa – nov2013 2 Classes – Designação Descrição Volume Utilização Comercial Bumboat Navio abastecedor. Costeiros Produtos Menos de 50 mil toneladas de porte bruto, usados, principalmente, no transporte de produtos refinados Pretos (gasolina, gasóleo, etc.). Produtos P-Max São navios de produtos de cerca de 49.900 toneladas de porte bruto. O conceito MAX significa que estão projectados para uma capacidade máxima de carga em águas rasas. Além do casco duplo obrigatório, foram concebidos de acordo com um novo conceito para o transporte mais seguro de óleo, com dois motores propulsores em salas de máquinas completamente separadas, lemes duplos, dois hélices e sistemas de controlo em duplicado. Químicos O Chemical Carrier Code da IMO divide os produtos químicos em três categorias, estipulando critérios de arranjo e protecção dos tanques para os diversos tipos de navios: Tipo I, II e III. Os seus tanques são revestidos, ou totalmente construídos, em aço inoxidável. C-Max Porte bruto de 10.000 toneladas ao serviço entre portos do Mar das Caraíbas. Handymax Pretos Até 65 mil toneladas de porte bruto, usados, Crude principalmente, no transporte de crude e produtos refinados pretos (ou pesados). Panamax Crude Até 85 mil toneladas de porte bruto, usados, principalmente, no transporte de crude. Crude Aframax Cerca de 80 mil toneladas de porte bruto (AFRA – Average Freight Rate Assessment – sistema de composição de frete através da média ponderada dos navios-tanque de propriedade independente). Transporte de crude. Suezmax Crude Entre 125.000 e 180.000 dwt, originalmente, a capacidade máxima do canal de Suez. Capesize Crude Navios acima de 180.000 de porte bruto, que não podem passar pelo Suez. Nesta classe podemos incluir todos os VLCC’s e ULCC’s. VLCC FPSO Very Large Crude Carrier. Até cerca de 320 mil dwt. FSMU Alguns podem ser acomodados pelas actuais Crude dimensões do Canal de Suez. O comprimento mais comum varia entre de 300 e os 330 metros, sendo usados no transporte de crude. Alguns deles foram, entretanto, transformados para actividades fixas em offshore. V-MAX Crude Os V-Max transportam carga de volume idêntico ao VLCC, embora com um calado de Suezmax. Obedecem ao conceito MAX através da duplicação dos sistemas de propulsão e governo. V-Plus FSMU Ti ou T1 Na verdade são ULCC’s, distinguindo-se deles apenas Crude pelo facto de possuírem casco duplo. Usados no transporte de crude. António Costa – nov2013 3 ULCC Crude Ultra Large Crude Carrier. Capacidade superior a 320 FSMU mil dwt. Usados no transporte de crude. Alguns deles FPSO foram, entretanto, transformados para actividades fixas em offshore. Shuttle Um navio aliviador está projectado para o transporte de petróleo a partir de um campo de petróleo offshore, estando equipado com equipamentos de carga/descarga compatíveis com o campo petrolífero em questão. Nota: existem mais algumas mas que reportam a classes de navios por bandas de tonelagem de porte, dentro das políticas comerciais das empresas armadoras. Ex: as classes A, D e O da Shell, para os navios petroleiros de 10.000, 110.000 e 330.00 dwt, respectivamente. 1.b. Gases Liquefeitos Nesta classe de substâncias, reguladas pelo Gas Carrier Code da IMO, estão incluídos gases de petróleo liquefeitos ou GPL (LPG em inglês), gás natural liquefeito ou GNL (LNG em inglês) e vários outros gases químicos como amónia, propileno e etileno. Os navios desenhados para transporte de GPL são adequados ao transporte da maioria dos gases químicos. 1.b.1 LPG’s Classes – Designação Descrição Volume Técnica Costeiros n/Refrigerados Navios de gás de pequeno porte, com capacidades Semirefrigerados geralmente inferiores a 6,000 m3, envolvidos no tráfego Refrigerados costeiro ou noutros de pequeno curso. Oceânicos Refrigerados Navios de porte médio, com capacidades entre os 20 e os 60 mil metros cúbicos, completamente refrigerados, que transportam LPG e também amónia anidra. VLGC Refrigerados Very Large Gas Carriers. Navios com capacidades na ordem dos 75.000 a 100.000 m3, completamente refrigerados. António Costa – nov2013 4 1.b.2. LNG´s Classes – Designação Descrição Volume Técnica Comercial SGC Small Gas Carriers de 2.000 m3 a 20.000 m3 MGC Medium Gas Carriers de 20.000 m3 a 40.000 m3 LGC Large Gas Carriers de 50.000 m3 a 70.000m3 VLGC Very Large Gas Carriers de 70.000 m3 a 135.000 m3 ULGC Ultra Large Gas Carrier mais de 135.000 m3 Q-Flex Navios de dois motores diesel de baixa velocidade, ditos Q-Max mais eficientes e ambientalmente amigáveis. Estão equipados com um sistema de reliquefação para reduzir perdas de GNL. No nome Q-Max, "Q" significa Qatar e "Max" o tamanho máximo de navio admissível nos terminais de GNL no Qatar. Capacidades: Q-Flex 215.000 m3 e Q-Max 266.000 m3. Tipo A Moss Sistemas de construção e contenção dos tanques de Tipo B SPB carga, pressurização e refrigeração. Tipo C ConocoPh illips Membrana Technigaz Mark III 2. Carga sólida ou seca 2.a Graneleiros Os navios graneleiros podem ser classificados segundo o porte, havendo que distinguir alguns subtipos, especialmente desenhados para tráfegos e cargas António Costa – nov2013 5 específicas, sendo as suas proporções e respectivo arranjo interno fortemente influenciados pela densidade da carga para a qual foram construídos. Classes – Designação Descrição Volume Técnica BC Bulk Carriers O Ore Carriers OO Ore & Oil Carriers OBO Ore, Bulk & Oil Carriers CONBULK Containers & Bulk CIM Cement carrier.
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