Short Sea and Deep Sea

We plan the chain from the quay to the plant gate, combining freight, port slots, quality control and fast hand-off to HCPW intermodal rail or road transport.

Short Sea in the Baltic Region

We reserve slots in Baltic ports and select the right coaster based on draught and terminal equipment. Less waiting time means lower cost per tonne and a faster hand-off to HCPW rail or road transport.

/ What We Handle and From Where /

Directions, Cargo Types and Vessel Classes

The maritime section of the supply chain is more than just “a vessel and a rate”. We reserve port slots, match the vessel type to the cargo and quay depth, manage documentation and quality control, and after unloading we transfer the goods directly to the next stages — rail or road.

This means that the cost per tonne results from real optimization, not operational compromises.

We work in a multi-source model, combining short-sea routes across the Baltic with deep-sea voyages. We select the vessel — coaster, handysize or supramax — according to the batch size and port parameters in order to shorten port stay and minimize cost per tonne.

Dry Bulk Cargo

We handle dry bulk cargo with full consideration of its transshipment characteristics, quality requirements and storage conditions. We select solutions according to the type of goods, batch size and port capabilities in order to reduce losses, shorten operations and maintain a predictable transport cost.

Directions

We operate Baltic, European and intercontinental routes, combining short-sea services with deep-sea connections. We select the direction and port of call according to quay availability, transshipment infrastructure and onward inland transport, so that the entire supply chain runs smoothly from loading to the final customer.

Vessel Types

We select the vessel class according to cargo parameters, batch size and port restrictions. We use, among others, coaster, handysize and supramax vessels to ensure the best balance between tonnage availability, port stay time and final cost per tonne.

349 501 Tonnes Transported in 2025

/ Less Waiting Time, More Throughput /

Booking, Slots and Port Operations

We reserve entry and exit windows as well as transshipment equipment in advance, while documents are completed before the vessel’s arrival. This helps reduce demurrage and speeds up the transfer of cargo to the next stage.

Delivery Notification and Slots
Coordination of ETA, Notice of Readiness — NOR, and Statement of Facts — SOF.

Transshipment
Grabs, conveyors and chutes; sprinkling and covers to reduce dusting.

Quantity Control
Draft survey / tally; batch compliance with cargo lists.

Quality and Documents on the Maritime Section

Each batch is handled with a full document package and a quality protocol agreed with the customer. In case of discrepancies, we initiate referee sampling according to the agreed methodology.

Tonnes Delivered

355000

Average Transport Weight

40000

Vessels in 2025

/ What We Handle and From Where /

Types of Bulk Carriers

Selecting a vessel is not only about “how many tonnes fit on board”. Draught, beam, crane availability, port equipment, loading and unloading speed, and downtime risk also matter.

Below we describe the most common vessel classes for coal and biomass in the Baltic region and short sea, as well as for long-distance deep-sea voyages.

Coaster / Mini-bulker

Coaster / Mini-bulker

Small vessels for short-sea routes and ports with limited parameters — canals, locks, river-sea quays. Ideal for pilot batches, additional supply and distribution between Baltic ports.

Advantage: low port requirements and flexible service.
Limitation: higher cost per tonne than larger vessel classes.

Typical parameters: 3,000–10,000 DWT, LOA 80–120 m, draught 4–7 m, usually geared.

Handysize

A universal “workhorse” for short and medium sea routes. It can enter most ports in the region and is self-sufficient thanks to onboard cranes.

A good class for coal and biomass batches of 10,000–25,000 tonnes, where regularity and quay availability matter.

Typical parameters: 10,000–35,000 DWT, LOA approx. 150–180 m, draught 7–10 m, usually geared 4 × 30–35 t.

Supramax

Higher cost efficiency while maintaining self-sufficiency — cranes 4 × 30–35 t, sometimes with grabs. It works well at medium-depth terminals and where transshipment requires the vessel’s own equipment.

It offers a good operating pace and reasonable port call times.

Typical parameters: 50,000–60,000 DWT.
Ultramax: 60,000–65,000 DWT, usually geared.

Panamax

A vessel class for large batches — usually 60,000–75,000 tonnes at one time. It offers an attractive cost per tonne but requires deep-water quays and efficient port infrastructure.

Optimal for regular cargo and planned slots where the port can handle the vessel without downtime.

Typical parameters: 65,000–80,000 DWT.
Kamsarmax: approx. 82,000–85,000 DWT, usually gearless.

Post-Panamax

An intermediate solution between Panamax and Capesize. Suitable when the port allows slightly greater draught and beam, and you want to reduce cost per tonne without full Capesize requirements.

Typical parameters: 85,000–100,000+ DWT.
Baby Cape: 100,000–120,000 DWT.

Capesize

The lowest cost per tonne, but only for deep-water ports and terminals with the highest throughput. In Polish market conditions, Capesize vessels are most often used with transshipment or redistribution through hubs such as ARA or Scandinavia, or on ocean routes.

An excellent solution for steam coal in large purchasing campaigns.

Typical parameters: 120,000–180,000+ DWT, gearless.

Vessel class	Typical parameters	Application / Operational notes
Coaster / Mini-bulker	3–10k DWT; LOA 80–120 m; draft 4–7 m; usually geared with deck cranes.	Short sea routes, smaller ports; pilot batches and top-up shipments. Flexible access, but higher cost/t compared with larger vessel classes.
Handysize	10–35k DWT; LOA approx. 150–180 m; draft 7–10 m; usually geared, 4×30–35 t.	Versatile vessels for the Baltic region; self-sufficient; suitable for 10–25k t batches with good slot availability.
Supramax / Ultramax	50–65k DWT; geared; good loading/discharging performance; reasonable depth requirements.	Cost-efficient for medium-depth and deeper terminals; lower risk of delays thanks to deck cranes.
Panamax / Kamsarmax	65–85k DWT; usually gearless; requires deep berths and efficient shore cranes.	Large batches of 60–75k t; low cost/t with an efficient port; requires slot planning and minimisation of queues.
Post-Panamax / Baby Cape	85–120k DWT; deep-water terminals; usually gearless.	A compromise between Panamax and Cape; attractive cost/t when sufficient depth and fast shore cranes are available.
Capesize	120–180k+ DWT; gearless; requires the deepest ports and the highest terminal throughput.	Lowest cost/t; often handled via hubs such as ARA/Scandinavia or on ocean routes; requires top-tier terminals.
“Geared” vs “Gearless”	Geared: equipped with cranes; Gearless: without cranes, dependent on port infrastructure.	Geared = flexibility and lower risk of delays; Gearless = the lowest cost/t with reliable terminals and fixed slots.
Indicative parameters only — the final vessel class selection depends on the port, including draft, beam, cranes, slot availability and batch volume.

/ Clear Boundaries of Risk and Cost /

Incoterms System

01.
Maritime

FOB — cargo on board, CFR — freight cost on our side, CIF — freight and insurance on our side.

02.
Inland

FCA / CPT / DAP, depending on the place of delivery and unloading model.

03.
Document Checklist

Agreed before vessel booking.

We work under FOB / CFR / CIF terms for the maritime section and FCA / CPT / DAP for inland deliveries. We define in advance the point at which risk transfers and the complete set of documents required for customs clearance.

The bars show which party is responsible for each transport stage: from the seller’s premises on the left to the delivery point on the right.

Seller Buyer

EXW Ex Works

The buyer takes over all transport and customs clearance

Pre-Carriage Export Port Fees OTHC Sea Freight DTHC Import Port Fees On-Carriage

Delivery Buyer

Insurance Optional — Buyer

Customs Export & Import: Buyer

The seller makes the goods available at their premises. All costs and risks are on the buyer’s side.

FCA Free Carrier

The seller delivers to the carrier and handles export clearance

Pre-Carriage Export Port Fees OTHC Sea Freight DTHC Import Port Fees On-Carriage

Delivery to the carrier → rest: Buyer

Insurance Optional — Buyer

Customs Export: Seller Import: Buyer

CPT Carriage Paid To

The seller pays carriage to the named place; risk transfers at the first carrier

Pre-Carriage Export Port Fees OTHC Sea Freight DTHC Import Port Fees On-Carriage

Delivery to the agreed place → from that place

Insurance Optional — Buyer

Customs Export Import

CIP Carriage and Insurance Paid To

Like CPT, but with insurance provided by the seller

Pre-Carriage Export Port Fees OTHC Sea Freight DTHC Import Port Fees On-Carriage

Delivery to the agreed place

Insurance Provided by Seller

Customs Export Import

FAS Free Alongside Ship

The seller delivers alongside the vessel at the port of loading

Pre-Carriage Export Port Fees OTHC Sea Freight DTHC Import Port Fees On-Carriage

Delivery alongside vessel → rest: Buyer

Insurance Optional — Buyer

Customs Export Import

FOB Free On Board

The seller loads the goods on board; the rest is handled by the buyer

Pre-Carriage Export Port Fees OTHC Sea Freight DTHC Import Port Fees On-Carriage

Delivery until loading on board → from sea freight

Insurance Optional — Buyer

Customs Export Import

CFR Cost and Freight

The seller pays freight to the destination port; risk transfers after loading

Pre-Carriage Export Port Fees OTHC Sea Freight DTHC Import Port Fees On-Carriage

Delivery to destination port → from discharge

Insurance Optional — Buyer

Customs Export Import

CIF Cost, Insurance and Freight

Like CFR, but the seller also provides insurance

Pre-Carriage Export Port Fees OTHC Sea Freight DTHC Import Port Fees On-Carriage

Delivery to destination port

Insurance Provided by Seller

Customs Export Import

DPU Delivered at Place Unloaded

The seller delivers and unloads the goods at the named place

Pre-Carriage Export Port Fees OTHC Sea Freight DTHC Import Port Fees On-Carriage

Delivery All stages: Seller — including unloading

Insurance Optional — Seller

Customs Import: Buyer — Seller handles export

DAP Delivered at Place

The seller delivers to the named place, without unloading and without import clearance

Pre-Carriage Export Port Fees OTHC Sea Freight DTHC Import Port Fees On-Carriage

Delivery All stages: Seller — excluding unloading

Insurance Optional — Seller

Customs Export Import

DDP Delivered Duty Paid

The seller covers everything, including duties and taxes

Pre-Carriage Export Port Fees OTHC Sea Freight DTHC Import Port Fees On-Carriage

Delivery All stages: Seller

Insurance Optional — Seller

Customs Export & Import: Seller

Maritime Logistics Cost Calculator

Select the vessel class — Coaster, Handysize, Supramax / Ultramax, Panamax, Post-Panamax or Capesize — and enter the basic voyage parameters: distance in nautical miles, cargo volume, loading and unloading rate, port model and season. The calculator will show an indicative cost range in PLN/t and a breakdown into components: freight — TCE, port costs and demurrage risk buffer.

The result is for guidance only — the final rate is confirmed after verification of ports, vessel availability and laytime / demurrage conditions.

Estimated PLN/t range with cost breakdown: freight (TCE), port charges and demurrage risk. Base rates can be edited in the configuration.

Vessel class

Affects TCE, handling speed and port charges.

Season

Cost and demurrage risk multiplier.

USD/PLN exchange rate

Adjust according to the current FX rate.

Voyage distance (NM)

NM = nautical miles. If unsure: 1,000–3,000 NM is typical for short/medium sea in Europe.

Cargo volume (t / vessel)

The calculator spreads fixed costs across the cargo volume.

Port model

Increases demurrage risk and port costs.

Loading rate (t/day)

Affects port days and demurrage risk.

Discharge rate (t/day)

For the destination port.

Port buffer (days)

Queues, storms, windows — conservative range: 0.5–2 days.

Send for quotation

The CTA creates a mailto message with the parameters. You can replace it with a lead form.

Estimated cost (PLN/t)

—

Range: —

Estimated total cost (PLN)

—

For the entered cargo volume

Estimated voyage time (days)

—

Sea passage + ports, indicative

Component	Estimate (PLN)	Notes

Disclaimer: The result is indicative. The final rate depends on the market, TCE, vessel availability, port charges, terminal conditions, handling rates and laytime/demurrage terms.

/ From Booking to Delivery Report /

How It Works at Carmex — 4 Maritime Steps

step

Booking and Plan

Contract / PO, port and vessel selection, reservation of slots and equipment, schedule.

step

Quality and Documents

Sampling, quality protocol, product sheet, “document ready” status before unloading.

step

Port Operation

NOR, unloading with anti-dusting procedures, draft survey / tally, fast hand-off to rail or road.

step

Report and Archiving

SOF, confirmation of quantity and quality, KPI report, document archive.

From booking and cut-offs, through container stuffing and sea passage, to discharge at the destination port and documents such as B/L, release and POD.

Booking & cut-off Destination port & release

1) Booking

2) Loading

3) Sea passage

4) Port & POD

Booking & cut-off plan

We confirm the carrier/service, ETD/ETA, VGM requirements and documentation. We agree on CY/Docs cut-offs to avoid rollovers.

Click a step on the timeline or use “Previous / Next”.

/ Step by Step /

Hand-Off:
Port → HCPW Rail → Road

01.
Rail — HCPW

Fast loading, fixed rail sets and predictable ETA.

02.
Road — JIT

Unloading slots aligned with boiler operation or construction front schedules; curtain-side trucks, HDS crane trucks or silo transport.

03.
Visibility

GPS / ETA + document status at T-24 h.

After the cargo is discharged from the vessel, we transfer it directly to HCPW intermodal rail or to the last mile by road. The same HCPW container from the quay to the plant reduces losses and the number of transshipments.

/ compliance /

Risk Management

PLAN A/B/C

We maintain alternative ports and corridors, secure volume in buffers and update ETA according to weather and hydrometeorological restrictions.

/ We Measure What Determines the Cost per Tonne /

SLA and KPI for the Maritime Section

01.
Punctuality

Punctuality of vessel arrivals and departures: ≥ 95% within agreed windows.

02.
Port Stay

Vessel port stay: target defined by port and vessel type; demurrage minimization.

03.
Damage / Losses

Damage or losses during transshipment: ≤ 0.2% per operation.

03.
Complete Documentation

T-24 h “document ready”: complete documents and batch parameters before unloading.

KPIs are reported per port call and per batch. The results are used to adjust slot planning and port selection.

/ FAQ /

Frequently Asked Questions

The most common questions about maritime freight for bulk cargo: booking and port slots, NOR / SOF, demurrage / laytime, selecting the right vessel class — from coaster to capesize — documents and quality on the maritime section, Incoterms and hand-off: port → HCPW rail → road — JIT.

We handle dry bulk cargo, such as energy raw materials and biomass, in a multi-source model, combining short sea routes in the Baltic region with deep sea shipments. We integrate the sea leg with the next stages of the supply chain: port → rail/road, so the cargo moves smoothly into further distribution.

Vessel selection is not only about DWT. We consider, among other things:

port parameters, including draft, LOA/beam and availability of shore cranes or ship cranes,
loading/discharging rates and queue risk,
cargo type, including operational and HSE requirements,
total cost/t, including freight, ports and demurrage risk.

Most often, we select coaster/handysize vessels for short sea and smaller ports, and supramax/panamax vessels for larger parcels and efficient terminals.

Geared means the vessel has deck cranes, which gives more flexibility and reduces demurrage risk in ports with limited equipment. Gearless vessels do not have cranes. They can be the most cost-efficient per tonne, but require efficient terminals and available berths, slots and shore cranes.

We reserve vessel entry/exit windows and handling equipment in advance, while documentation is closed before the vessel’s arrival. This reduces port stay and demurrage risk, and after discharge it enables fast handover to rail or road transport.

We coordinate ETA, the estimated time of arrival, handle NOR — Notice of Readiness formalities and maintain the event log in the SOF — Statement of Facts. This is the basis for laytime settlement and demurrage minimisation.

We organise port handling using grabs, conveyor belts or chutes, and apply dust-reduction solutions such as spraying or covering, depending on the port and cargo. Quantity control is carried out, among other methods, through draft survey and/or tally, as well as verification against cargo lists.

We handle each parcel with a complete documentation package and a quality protocol agreed with the receiver. In case of discrepancies, we initiate arbitration samples according to the agreed sampling and testing methodology.

On the sea leg, we most often work under FOB/CFR/CIF, while for inland deliveries after discharge we also use, among others, FCA/CPT/DAP, depending on the place of delivery and unloading model. Before booking, we agree on the document checklist and clearly define the point at which risk transfers.

The key factors are usually slot availability, terminal capacity, loading/discharging rates, weather conditions and queues. That is why we plan operation windows, close documents before vessel arrival and, where needed, include a port buffer to reduce demurrage risk.

After discharge from the vessel, we transfer the cargo directly to intermodal rail — HCPW or to the last-mile road leg — JIT. We reduce the number of handling stages, and visibility is ensured through GPS/ETA tracking and document statuses, for example in T-24 h.

We maintain alternative ports and corridors, secure volume buffers and update ETAs based on weather and hydrometeorological restrictions. When needed, we trigger alerts and rerouting to maintain timing and volume continuity.

We report KPIs per port call and per parcel. Typical metrics include:

punctuality of vessel arrivals/departures within agreed windows,
port stay time and demurrage minimisation,
handling losses or damage, treated as an operational target,
T-24 “document ready” — complete documents and parcel parameters before discharge.

Yes, if the commercial terms and slot availability allow it. For projects, we maintain alternative scenarios — Plan A/B/C — to respond flexibly when needed.

We prepare documents according to the agreed checklist. In our operating model, we aim for “document ready” status in T-24 h, meaning complete documents and parcel data before discharge. Details such as B/L, release and POD depend on the route, port and Incoterms.

In case of discrepancies, we initiate the agreed procedure: document verification, quantity control such as draft survey or tally, and arbitration samples according to the methodology accepted in the contract.

We usually ask for: loading port and destination port, including berth parameters; vessel class or volume range in t/vessel; distance in NM; loading/discharging rate in t/day; port model, such as standard vs more challenging terminals; season; and laytime/demurrage assumptions. If you settle in USD, please also provide the USD/PLN exchange rate for conversion.

Nasza Siedziba

Biuro Sprzedaży

Email

Nasze Social Media

Short Sea and Deep Sea

Short Sea in the Baltic Region

Directions, Cargo Types and Vessel Classes

Booking, Slots and Port Operations

Quality and Documents on the Maritime Section

Types of Bulk Carriers

Coaster / Mini-bulker

Handysize

Supramax

Panamax

Post-Panamax

Capesize

Incoterms System

Maritime Logistics Cost Calculator

How It Works at Carmex — 4 Maritime Steps

Hand-Off:
Port → HCPW Rail → Road

PLAN A/B/C

SLA and KPI for the Maritime Section

Frequently Asked Questions

Nasz zespół pozostaje w gotowości by sprostać Twoim oczekiwaniom.

Twój PARTNER w globalnych dostawach surowców

Nasza Siedziba

Biuro Sprzedaży

Email

Nasze Social Media

Short Sea and Deep Sea

Short Sea in the Baltic Region

Directions, Cargo Types and Vessel Classes

Booking, Slots and Port Operations

Quality and Documents on the Maritime Section

Types of Bulk Carriers

Coaster / Mini-bulker

Handysize

Supramax

Panamax

Post-Panamax

Capesize

Incoterms System

Maritime Logistics Cost Calculator

How It Works at Carmex — 4 Maritime Steps

Hand-Off: Port → HCPW Rail → Road

PLAN A/B/C

SLA and KPI for the Maritime Section

Frequently Asked Questions

Nasz zespół pozostaje w gotowości by sprostać Twoim oczekiwaniom.

Twój PARTNER w globalnych dostawach surowców

Hand-Off:
Port → HCPW Rail → Road