Vessel Information

Hudson continues to grow its fleet, both in numbers and vessel size, by capitalizing on available market tonnage and advantageous new-build pricing. With this progressive approach, Hudson employs a variety of vessel types in its dry cargo fleet, ensuring adaptability to each project.


The Kamsarmax was designed to meet specified requirements which make it the largest vessel that can enter the bauxite port, Port Kamsar in the Republic of Guinea. Generally larger than 80,000 metric tons deadweight, these vessels are often considered a sub-set of the "Panamax" family which would fall under Post-Panamax category. The Kamsarmax can navigate the Panama Canal (thus landing it in the Panamax family) and can do so just as efficiently as its smaller cousin, the Panamax. Kamsarmax vessels carry mostly agricultural products, coal, cement, iron ore or fertilizers. Hudson has been successfully utilizing Kamsarmaxes in almost every trade where even other Panamaxes cannot load, especially in parcel trades.


The Panamax received its moniker due to its ability to accommodate passage through the Panama Canal, at its maximum size, as determined by the original dimensions of the canal's lock chambers.  A Panamax cargo ship will typically have a deadweight between 72,000 and 78,000 metric tons. Due to the increased amount of commercial traffic and expansion of ports around the globe, Panamax vessels have seen great success with their flexibility allowing for transit of both the Panama and Suez Canals.

Hudsonmax TM  

Hudson introduced the HudsonmaxTM class bulk carrier, optimizing their fleet for future market conditions. HudsonmaxTM vessels generally run between 61,000 to 65,000 metric tons in deadweight and are the newest class of vessels expected to replace the Supramax class and encroaching on the Panamax class. HudsonmaxesTM are fuel efficient, with a new streamlined hull and more efficient engines that use about 20% less fuel than a standard Supramax. Some HudsonmaxTM vessels even have the ability to decrease their air draft in very restricted ports by ballasting, or partially ballasting, cargo holds 3 and 1. The shallow draft design offers a cubic capacity comparable to a larger Panamax while equipped with large cranes, grabs, and other specialized equipment for use with Hudson’s COST© principles. HudsonmaxTM vessels use the latest shipbuilding techniques to offer near-Panamax load sizes while utilizing Supramax berth restrictions, bringing more flexibility and a greater reach to the Hudson fleet.


Supramax vessels typically run between 52,000 to 59,000 metric tons deadweight. Supramaxes are generally purposed for medium to large ports/berths that may not be able to accommodate a larger vessel due to length or draft restrictions, as well as those that lack transshipment infrastructure. The Supramax can call up river easier than its big brother, the Panamax, and is generally considered to be more agile, allowing access to tighter spaces. Some Supramaxes are geared, allowing use in line with Hudson's COST© principles.


The Handymax vessel class is generally considered to be a bulk carrier with a capacity between 35,000 and 50,000 metric tons deadweight. Handymaxes are better suited for smaller ports with more severe restrictions. Often considered the workhorse of the dry bulk market, these vessels are built to call berths which require a sub-200m overall length. Though smaller than other vessels, the Handymax is often more efficient at sea, using less fuel to travel an equal distance, giving it an advantage when smaller cargo totals require movement.

"HSL GERALDTON" Coming Q1 2025!
40,000mt dwt Handysize Bulk Carrier Newbuilding (High Bulk 40E)


The Handysize usually refers to a dry bulk vessel with a deadweight typically between 20,000 and 41,000 metric tons. Handysize is the most common of the vessel sizes, with nearly 2000 units in service totaling 43 million tons. Vessels of this type are very flexible because their size allows them to enter smaller ports, and in most cases they are fitted with cranes on board, allowing them to load and discharge at ports which lack cranes or other cargo handling systems.