# Voyageestimating

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Published on October 22, 2007

Author: kalyan97

Source: slideshare.net

paid by charterers on delivery and the actual price paid by owners, this must similarly be taken into account in the calculations. Problems arise on time charter when the vessel is not taken on hire immediately after the previous employment and allowance has then to be made, not only for the time lost to owners whilst the vessel is unemployed, but also for the bunkers consumed during that period. Even here, the resultant calculation is not difficult if the income and expenditure and the number of days for the entire voyage is considered. By grossing up the daily hire receivable for every day the ship is likely to be on charter and deducting the Daily Running Cost we obtain the profit for the entire exercise. Daily running cost must be charged not only for the trip period but also for the ballast or waiting time before hire commences plus any bunkers, port charges, canal dues, etc. which are incurred by the owners prior to coming on hire. To obtain the daily profit it is then necessary to divide by the number of days involved which will include those days ballasting or waiting prior to delivery, NOT just the days she is on hire. In that way we achieve a comparable figure to be set against our other voyage estimates. An example is given later in this Lesson. In conclusion, it is perhaps necessary to point out that, should several estimates show similar results, it is up to the principal to decide whether he prefers a short or long voyage. This may depend on the his view of the future rise or fall of the market and also depending on which area he prefers to finish the voyage for the purposes of future trading. Owners may sometimes prefer a voyage with a lower return if it positions the ship ideally for a following commitment, such as a contract voyage or drydocking. PRACTICAL CALCULATIONS Now look closely at a voyage estimate question. This concerns a choice of voyages for an owner of a vessel called m.v. quot;TUTOR PILOTquot; and involves two voyage estimates, necessary in order to discover which of the two alternatives is the most profitable. The question is set out in detail below giving all the information required in order to do the calculations. This is, of course, simplifying the problem that would normally arise in practice, where one would have to look up all the information oneself, including the calculation of distances and also to search for the cheapest bunkers available. However, this is the type of voyage estimate one is likely to meet in the examinations and it is, therefore, better to take this stage by stage. It is suggested that you copy the blank voyage estimate form in Appendix 29 and complete the details as they are worked out in the examples. Put the information regarding the ship and the voyage at the top of the form in order that one can easily check the details of the voyage at a later stage. When finished compare the completed form to the examples in Appendices 30 and 31. VOYAGE ESTIMATE A shipowner has the following vessel available in April at TOAMASINA (TAMATAVE), MADAGASCAR, following discharge of a cargo of bagged rice: m.v. quot;TUTOR PILOTquot; 1985-built Tweendecker Panamanian Flag Highest Class Bureau Veritas 15240 m tonnes SDWT on 8.86 metres Summer Saltwater Draft 5 Holds/5 Weatherdeck Hatches Flush Tweendecks in Nos. 1,2,3 & 4 Bridge & Engines 4/5ths aft. No. 5 a single hold, floored over Derricks: 1 x 50, 4 x 10, 6 x 5 tonnes SWL 19520 cubic metres (689,350 cubic feet) Bale 21295 cubic metres (752,030 cubic feet) Grain 141 metres LOA 20.45 metres Beam 150 tonnes Constant Weights 13 knots on 18 tonnes F/O (180 c/s) + 1.5 tonnes D/O daily use @ sea 1.5 tonnes D/O daily in port idle 2.5 tonnes D/O daily in port working Bunkers Remaining on Board: 300 tonnes F/O and 40 tonnes D/O Vessel carries Safety Surplus of 50 tonnes F/O and 15 tonnes D/O at all times. These quantities to be allowed for in any cargo quantity calculation but not to be costed in voyage results. PDF Created with deskPDF PDF Writer - Trial :: http://www.docudesk.com

A voyage charter with bagged and drummed general goods, and a few TEUs on deck. Loading HAMBURG and ANTWERP, discharging COLOMBO. The cargo will be light stowing so there will be no deadweight restrictions on cargo or bunker intake, and the vessel will refuel in Hamburg for the entire voyage through to Port Louis. Freight rate \$300,000 lumpsum with 5% total commission 15 days All Purpose SHEX bends. Ship's gear will be used throughout. You will require the following information: Miles 1) Distances: LONDON/HAMBURG 400 HAMBURG/ANTWERP 400 ANTWERP/SUEZ CANAL 3280 SUEZ CANAL/COLOMBO 3400 COLOMBO/PORT LOUIS 2100 CHITTAGONG/PORT LOUIS 3250 2) Suez Canal Transit: Allow 2 days for the canal transit, consuming 7 tonnes each of fuel and diesel oil. 3) Bunkers: Remaining On Board at: London f/o 50 d/o 15 tonnes Chittagong Chittagong 400 50 Prices per tonne: London \$85 \$325 Chittagong 80 175 Hamburg 65 160 4) Disbursements: HAMBURG \$15,000 ANTWERP 15,000 SUEZ CANAL 35,000 COLOMBO 15,000 (N.B. The ship's details are shown in at the beginning of the worked examples in the lesson. Which of these two alternatives shows the greatest return on a daily basis? http://www.infomar.org/en/Marine-Law/Agent-and-Brokerage/Ship-Operations/321.html PDF Created with deskPDF PDF Writer - Trial :: http://www.docudesk.com

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