![]() ![]() In some circumstances, it might be more beneficial to steam slowly and economize on bunkers.Ī shipbroker or ship manager needs to know the ship’s total deadweight (DWT). In Voyage Estimation, ship speed is another crucial factor. A shipbroker or ship manager should consider bad weather, high canal tolls on one route, and cheaper bunkers on another. Sometimes there are alternative routes and only a negligible difference will tilt the pendulum in favor of one or the other. Dry cargo ships consume little bunkers in port which can be safely neglected for initial cargo estimates.Ī shipbroker or ship manager should be very careful over the voyage route selected. A shipbroker or ship manager cannot calculate the cargo lift until they know the bunkers which they cannot work out until they know the port time. The difficulty is that a shipbroker or ship manager cannot usually calculate the port time until they know the cargo quantity. However, the time spent in port for dry cargo bulk carriers differs enormously. Estimating the time spent in port can be a more prominent problem.Įstimating the time spent in port for tankers is moderately simple as most tanker charter-parties incorporate a standard 72 hours all purposes laytime. With distances to hand, it is not challenging to estimate the length of the sea passage including the Ballast Leg. However, while this view might be realistic for tankers, dry cargo tramp ships rarely proceed on the same voyage twice so this is rarely a practical solution. Some shipbrokers and ship managers commence the voyage at the loading port and follow the laden passage with a theoretical ballast back to the loading port again. Therefore, the first part of the voyage is the Ballast Leg unless the shipowner is fortunate enough to secure a cargo out of the port in which the ship has just discharged. Ship voyage should always be from the time and the place where the ship completes discharge of the previous cargo. After calculating the length of the sea voyage, a frame can be produced for Voyage Estimation. Under this easy method, voyages can be calculated and remembered. Therefore, it is easy to remember that a transatlantic voyage from US Gulf to the Netherlands is performed in 15 days. For example, a speed of 14 knots works out at approximately 3 days per 1,000 nautical miles. Preferably, instead of actual distance, a shipbroker can think in terms of days steamed. A helpful method is to divide the world into regions, generally this principally falls into oceans, and then learn several strategic distances across each region. There are many digital distance tables, however, to avoid ridiculous mistakes shipbrokers should have a reasonably accurate idea of the major world distances. Voyage Estimation aim should be less than absolute accuracy and it is vital to seek to achieve this and to test the accuracy of the Voyage Estimates against the Final Voyage Results.įor Voyage Estimation, it is also necessary to know maritime geography, distances of main ports, and load line zones. Ships do not run like clockwork, therefore, in Voyage Estimation, it is impracticable to calculate to perfection. Time Charter Trips (TCT) are infrequently as straightforward as they seem. Voyage Estimation incorporates both Voyage and Time Charter Trips (TCT). It is important to understand how numerous pieces of data, supplied by the ship manager, apply to the process of estimating the profitability of a proposed voyage. Ship Manager must be adequately aware of the process of voyage estimating. Ship Management or Shipbrokers are closely involved in Ship Voyage Estimation calculations. Unavoidably, Ship Voyage Estimation includes comparing one voyage with an alternative voyage to see which produces the most immeasurable yield. Ship Voyage Estimation is forecasting of costs and revenues. ![]()
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