Bulk Sms
Perla Hockins
The requirements can be distilled into 3 categories: 1) stricter adherence to domain authentication, 2) give recipients an easy way to unsubscribe from bulk mail, and 3) monitoring spam complaint rates and keeping them under a 0.3% threshold.
Why? Marketing messages may have higher spam complaint rates and would need to adhere to the bulk sender requirements, but transactional mail, such as purchase receipts, would not necessarily have spam complaints high enough to be classified as bulk mail.
There are many factors that could result in your messages being classified as bulk by any mailbox provider. Volume over 5000 per day is one factor, but the primary factor that mailbox providers use is in whether the recipient actually wants to receive the mail.
Add one-click unsubscribe headers to the messages you send: Amazon SES customers sending bulk or potentially unwanted messages will need to implement an easy way for recipients to unsubscribe, which they can do using the SES subscription management feature.
Mailbox providers are requiring that large senders give recipients the ability to unsubscribe from bulk email in one click using the one-click unsubscribe header, however it is acceptable for the unsubscribe link in the message to direct the recipient to a landing page for the recipient to confirm their opt-out preferences.
Honor unsubscribe requests within 2 days: Verify that your unsubscribe process immediately removes the recipient from receiving similar future messages. Mailbox providers are requiring that bulk senders give recipients the ability to unsubscribe from email in one click, and that the senders process unsubscribe requests within two days.
Today, bulk carriers make up 21 percent of the world's merchant fleets,[2] and they range in size from single-hold mini-bulk carriers to mammoth ore ships able to carry 400,000 metric tons of deadweight (DWT). A number of specialized designs exist: some can unload their own cargo, some depend on port facilities for unloading, and some even package the cargo as it is loaded. Over half of all bulk carriers have Greek, Japanese, or Chinese owners, and more than a quarter are registered in Panama. South Korea is the largest single builder of bulk carriers, and 82 percent of these ships were built in Asia.
On bulk carriers, crews are involved in operation, management, and maintenance of the vessel, taking care of safety, navigation, maintenance, and cargo care, in accordance with international maritime legislation. Crews can range in size from three people on the smallest ships to over 30 on the largest.
The term bulk carrier has been defined in varying ways. As of 1999, the International Convention for the Safety of Life at Sea defines a bulk carrier as "a ship constructed with a single deck, top side tanks and hopper side tanks in cargo spaces and intended to primarily carry dry cargo in bulk; an ore carrier; or a combination carrier."[3] Most classification societies use a broader definition, by which a bulk carrier is any ship that carries dry unpackaged goods.[4] Multipurpose cargo ships can carry bulk cargo, but can also carry other cargoes and are not specifically designed for bulk carriage. The term "dry bulk carrier" is used to distinguish bulk carriers from bulk liquid carriers such as oil, chemical, or liquefied petroleum gas carriers. Very small bulk carriers are almost indistinguishable from general cargo ships, and they are often classified based more on the ship's use than its design.
A number of abbreviations are used to describe bulk carriers. "OBO" describes a bulk carrier that carries a combination of ore, bulk, and oil, and "O/O" is used for combination oil and ore carriers.[5] The terms "VLOC", "VLBC", "ULOC", and "ULBC" for very large and ultra-large ore and bulk carriers were adapted from the supertanker designations very large crude carrier and ultra-large crude carrier.[6]
Before specialized bulk carriers were developed, 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.[7] The second method required the shipper to charter an entire ship and spend time and money to build plywood bins into the holds.[8] Then, to guide the cargo through the small hatches, wooden feeders and shifting boards had to be constructed.[8] 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.[citation needed]
Specialized bulk carriers began to appear as steam-powered ships became more popular.[7] The first steam ship recognized as a bulk carrier was the British collier John Bowes, built in 1852.[9][10] She featured a metal hull, a steam engine, and a ballasting system which used seawater instead of sandbags.[9] These features helped her succeed in the competitive British coal market.[9] The first self-unloader was the lake freighter Hennepin in 1902 on the Great Lakes. This greatly decreased the unloading time of bulk carriers by using conveyor belt to move the cargo.[11] The first bulk carriers with diesel propulsion began to appear in 1911.[9][10]
Bulk carriers are segregated into six major size categories: small, handysize, handymax, panamax, capesize, and very large.[23] Very large bulk and ore carriers fall into the capesize category but are often considered separately.
Mini-bulk carriers are prevalent in the category of small vessels with a capacity of under 10,000 DWT. Mini-bulk carriers carry from 500 to 2,500 tons, have a single hold, and are designed for river transport. They are often built to be able to pass under bridges and have small crews of three to eight people.
Capesize bulk carriers are specialized: 93% of their cargo is iron ore and coal.[4] Some ships on the Great Lakes Waterway exceed Panamax dimensions but they are limited to use on the Great Lakes as they cannot pass through the smaller St. Lawrence Seaway to the ocean. Very large ore carriers and very large bulk carriers are a subset of the capesize category reserved for vessels over 200,000 DWT.[23] Carriers of this size are almost always designed to carry iron ore.[23]
In October 2022, Mitsui O.S.K. Lines (MOL)'s bulk carrier Shofu Maru arrived in Newcastle on its maiden voyage, becoming the first bulk carrier to be partially powered by hard sail wind power propulsion technology. A five percent fuel savings was anticipated.[31]
The world's bulk transport has reached immense proportions: in 2005, 1.7 billion metric tons of coal, iron ore, grain, bauxite, and phosphate was transported by ship.[36] Today, the world's bulk carrier fleet includes 6,225 ships of over 10,000 DWT, and represent 40% of all ships in terms of tonnage and 39.4% in terms of vessels.[33] Including smaller ships, bulk carriers have a total combined capacity of almost 346 million DWT.[37] Combined carriers are a very small portion of the fleet, representing less than 3% of this capacity.[37] The lake freighters of the Great Lakes, with 98 ships of 3.2 million total DWT, despite forming a small fraction of the total fleet by tonnage and only operating 10 months a year, carried a tenth of the world's bulk cargo because of the short trip distance and fast turnarounds.[33][38]
As of 2005, the average bulk carrier was just over 13 years old.[39] About 41% of all bulk carriers were less than ten years old, 33% were over twenty years old, and the remaining 26% were between ten and twenty years of age.[39] All of the 98 bulk carriers registered in the Great Lakes trade are over 20 years old and the oldest still sailing in 2009, the St. Mary's Challenger, was 106 years old.[40]
As of 2005, the United States Maritime Administration counted 6,225 bulk carriers of 10,000 DWT or greater worldwide.[42] More bulk carriers are registered in Panama, with 1,703 ships, more than any four other flag states combined.[42] In terms of the number of bulk carriers registered, the top five flag states also include Hong Kong with 492 ships, Malta (435), Cyprus (373), and China (371).[42] Panama also dominates bulk carrier registration in terms of deadweight tonnage. Positions two through five are held by Hong Kong, Greece, Malta, and Cyprus.[42]
Several companies have large private bulk carrier fleets. The multinational company Gearbulk Holding Ltd. has over 70 bulk carriers.[44] The Fednav Group in Canada operates a fleet of over 80 bulk carriers, including two designed to work in Arctic ice.[45] Croatia's Atlantska Plovidba d.d. has a fleet of 14 bulk carriers.[46] The H. Vogemann Group in Hamburg, Germany operates a fleet of 19 bulk carriers.[47] Portline in Portugal, owns 10 bulk carriers.[48] Dampskibsselskabet Torm in Denmark and Elcano in Spain also own notable bulk carrier fleets.[49] Other companies specialize in mini-bulk carrier operations: England's Stephenson Clarke Shipping Limited owns a fleet of eight mini-bulk carriers and five small Handysize bulk carriers,[50] and Cornships Management and Agency Inc. in Turkey owns a fleet of seven mini-bulk carriers.[51]
Asian companies dominate the construction of bulk carriers. Of the world's 6,225 bulk carriers, almost 62% were built in Japan[52] by shipyards such as Oshima Shipbuilding and Sanoyas Hishino Meisho.[4] South Korea, with notable shipyards Daewoo and Hyundai Heavy Industries,[4] ranked second among builders, with 643 ships. The People's Republic of China, with large shipyards such as Dalian, Chengxi, and Shanghai Waigaoqiao, ranked third, with 509 ships.[52] Taiwan, with shipyards such as China Shipbuilding Corporation,[4] ranked fourth, accounting for 129 ships.[52] Shipyards in these top four countries built over 82% of the bulk carriers afloat.[52]
Several factors affect the cost to move a bulk cargo by ship. The bulk freight market is very volatile, and it fluctuates, along with the type of cargo, the ship's size, and the route traveled all affect the final price. Moving a capesize load of coal from South America to Europe cost anywhere from $15 to $25 per ton in 2005.[53] Hauling a panamax-sized load of aggregate materials from the Gulf of Mexico to Japan that year could cost as little as $40 per ton to as much as $70 per ton.[53]
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