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SEA DISTANCES / PORT DISTANCES - online tool for calculation distances between sea ports.

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What’s distance & time.

It’s a logistics application created to estimate distances and times between sea routes under particular parameters.

How it works?

You insert your origin and destination and then the system displays data about distances and time estimates from SeaRates database.

What’s the information based on?

Open sources combined with information from various shipping lines and nautical agencies. This information has been collected for over ten years and is regularly updated.

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Few professional shipping companies are able to answer this question “When will I get my shipment?” to the client’s satisfaction. Our transit time system lets you fill this gap in seconds The clean interface is visually appealing and easy to use. Keeping track of your delivery time is important if you want to provide clients with accurate estimates after order placement. This is what we’ve been doing at SeaRates for many years and are now sharing with the rest of the world!

Distance & Time made simple

Often customers are given a very rough estimate of their delivery. “It will take two to four weeks”, for example, or “it can be delivered by Friday if you place your order in the next 12 hours”. This gives a frame of reference to the customer, but all other things being equal, given a choice between several companies with similar prices, the customer will choose the one with the fastest delivery service. So precise information is always preferred, since it is often necessary to prepare or be personally present for the delivery. Not to mention that properly timing your delivery is crucial to avoid work gaps in production. Save yourself some unwanted trouble by installing our Distance & Times tool to help you compete in the marketplace!

Usually the transport companies integrate the app with Logistics Explorer to also provide customers with instant shipping rates from/to anywhere in the world. It can also be enhanced by Route Planner to also schedule shipments easier and track sea lines

Distance & Time

Make your site better by integrating tools from searates, shipping distance & time calculator.

Distance & Time is web application, which allows to calculate distances and transit time between two points using different modes of transport.

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SEAMETRIX MAIN FEATURES OVERVIEW

SEA DISTANCE CALCULATOR

Seametrix serves over 30,000 ports and terminals, offering fully customisable sea routing combinations with the most accurate sea distance results by far. Rhumbline & Great-Circle navigation methods are calculated on the fly by different servers, providing our users with real-world nautical distances by sea.

VOYAGE ESTIMATION

Our voyage estimation module is made in such a way that makes it easy, quick & sleek to work with. By fully modifying your desired sea routing, you can have your customised itinerary exported to our voyage estimation module, and accurately estimate sea freights, voyage costs and ship expenses, in less than a minute!

SEA ROUTES API

Seametrix offers by far the most detailed and accurate sea distances and sea routing API, with a lot of navigational parametirizations, such as Great-Circle and Rhumbline Navigation, SECA avoidance, Piracy avoidance, many On/Off passages, Indonesian Archipelagic Sea Lanes Compliance, & usage of either ports or co-ordinates.

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A state-of-the-art sea distance calculator and voyage estimation software, what we do best, over 30,000 ports & terminals.

We provide sea distances between any port of the world in any country, marinas, oil terminals, bunker hubs, off-shore terminals, oil-gas fields, anchorage areas and more. Our sea distances software serves over 30,000 sea/river ports & terminals worldwide. No other marine software covers such a broad and detailed water navigational network!

Detailed sea routing network

We didn’t follow the pre-calculated port distance tables root; instead, we created the most analytical & thorough sea-routing network to date, and we serve it brilliantly and on-the-fly! Our sea routing is based on many years of data analysis from navigational charts & NASA satellite ship-tracking statistics, thus bringing clarity to the maritime & shipping industry.

Fast & clever algorithms

Sea distances are not as easy to calculate as the routes on land, since the sea routing combinations are billions. Therefore, our sea routing software’s algorithms have been developed by very experienced and specialised software engineers. They are fast & they cleverly exclude certain areas based on draft and other navigational restrictions.

Fully customisable routing

Other than nautical distances between ports, Seametrix offers co-ordinate to co-ordinate routing, by allowing users to insert any co-ordinate or just click on any point on the map. Thus, you can customise your itinerary as you wish, start/end your voyage, or pass by any waypoint you want your vessel to head through.

Great Circle VS Rhumbline

Seametrix is the only sea distance calculator that offers correct and real-world Rhumbline & Great-Circle nautical mile calculation results. Each navigation method is calculated by a different server, with different data sets and algorithms, and offers highly accurate nautical mile calculation results, for either navigational method.

Easy & modern User interface

Seametrix has a very modern and user-friendly interface, developed with latest technologies, and designed to offer a pleasant and easy environment to work with, for calculating nautical distances between any point at sea, as well as estimating freight & voyage costs. Finding and accessing any setting or information has become as easy as it gets!

Over 1,000 routing points

Sea routes followed by Masters in shipping are usually the shortest. Nevertheless there are various exceptions, thus our sea network contains over 1,000 alternative routing points! Combined with the option to make any waypoint function as routing point on the fly, your route can literally be 100% tailor-made as your itinerary requires!

Voyage estimation module

Seametrix offers a handy & easy to work voyage estimation module, which smartly combines simplicity & practicality. Freight estimations will literally take you less than 1 minute, with all the information & fields placed in a fully logical sequence. Routing can also be customised from within the voyage estimation module, for highly accurate freight estimates!

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Seametrix also offers a marine weather forecast module, with both global and local coverage, and info such as ice coverage and thickness, wave and swell height and direction, sea currents, sea temperature, wind speed-direction and stream, barometric pressure etc. Several other marine weather parameters are integrated for more accurate prediction.

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Voyage Estimation

Ship Voyage Estimation is forecasting of costs and revenues. Unavoidably, Ship Voyage Estimation includes comparing one voyage with an alternative voyage to see which produces the most immeasurable yield. Ship Management or Shipbrokers are closely involved in Ship Voyage Estimation calculations. Ship Manager must be adequately aware of the process of voyage estimating. 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.

Voyage Estimation incorporates both Voyage and Time Charter Trips (TCT). Time Charter Trips (TCT) are infrequently as straightforward as they seem. Ships do not run like clockwork, therefore, in Voyage Estimation, it is impracticable to calculate to perfection. 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.

For Voyage Estimation , it is also necessary to know maritime geography, distances of main ports, and load line zones. There are many digital distance tables, however, to avoid ridiculous mistakes shipbrokers should have a reasonably accurate idea of the major world distances. 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.

Preferably, instead of actual distance, a shipbroker can think in terms of days steamed. For example, a speed of 14 knots works out at approximately 3 days per 1,000 nautical miles. Therefore, it is easy to remember that a transatlantic voyage from US Gulf to the Netherlands is performed in 15 days. Under this easy method, voyages can be calculated and remembered. After calculating the length of the sea voyage, a frame can be produced for Voyage Estimation.

Ship Voyage Length

Ship voyage should always be from the time and the place where the ship completes discharge of the previous cargo. 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.

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. 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. With distances to hand, it is not challenging to estimate the length of the sea passage including the Ballast Leg. Estimating the time spent in port can be a more prominent problem.

Estimating the time spent in port for tankers is moderately simple as most tanker charter-parties incorporate a standard 72 hours all purposes laytime. However, the time spent in port for dry cargo bulk carriers differs enormously. The difficulty is that a shipbroker or ship manager cannot usually calculate the port time until they know the cargo quantity. 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. Dry cargo ships consume little bunkers in port which can be safely neglected for initial cargo estimates.

A shipbroker or ship manager should be very careful over the voyage route selected. Sometimes there are alternative routes and only a negligible difference will tilt the pendulum in favor of one or the other. A shipbroker or ship manager should consider bad weather, high canal tolls on one route, and cheaper bunkers on another. In Voyage Estimation, ship speed is another crucial factor. In some circumstances, it might be more beneficial to steam slowly and economize on bunkers.

Cargo Quantity

A shipbroker or ship manager needs to know the ship’s total deadweight (DWT). From the ship’s total deadweight (DWT), a shipbroker or ship manager must first deduct the constants (stores, water, lubricants, spares, the weight of the crew). Total constants weight is rarely critical. Total constants weight is in the region of 400 to 500 metric tons for most deep-sea ships of 30,000 DWT and above. Moreover, a shipbroker or ship manager needs to deduct the bunkers on board to calculate the true cargo capacity DWCC (Deadweight Cargo Capacity). A proper figure for DWCC (Deadweight Cargo Capacity) is calculated, however, this is not the end of the Voyage Estimation .

The ship may be able to lift a particular tonnage of cargo but also the ship must have enough space to carry that cargo. Therefore, a shipbroker or ship manager must also calculate the Stowage Factor (SF) . Theoretically, by dividing the grain or bale cubic of the ship by the Stowage Factor (SF), a shipbroker or ship manager calculates the ship’s volume capacity. However, if there are various types of grades of cargo to be separated, it may be impossible even to fill the ship. Furthermore, ship trim and stability must also be considered.

A shipbroker or ship manager must also consider the load-line zones and calculate the cargo accordingly. All load-line zones transited between loading and discharging ports must be considered. For instance, a ship cannot enter a winter zone when loaded to summer marks.

When the cargo quantity, loading rates, and discharging rates per day are known, then the port time can be estimated with some accuracy. However, there are some pitfalls because it is rare for weekends and holidays to count in dry cargo charter-parties and these, united with notice time and weather delays, extend the port time before demurrage is likely to commence. Example:

A bulk carrier is to load 49,000 metric tonnes of cargo and the charter loading rate is 3,500 tonnes (PWWD) per weather working day of 24 consecutive hours, Sundays and Holidays Excepted (SHEX). If a shipbroker or ship manager divides 49,000 by 3,500, the loading time allowed to the charterers is 14 days. However, 14 days excludes weekends and if you consider the working week to be 5 days, the laytime allowed approaches 3 weeks. If allowances are also made for notice time and some weather delays, it will become realistic to allow 20 days in port for loading operation. If loading operation is to take place throughout extensive Public Holidays (Christmas, New Year, Ramadam), even more port time should be allowed. If the time allowed includes Sundays and Holidays (SHINC) less allowance will be needed, in this example, approximately 15 days. Even with Sundays and Holidays (SHINC), there are unavoidable delays such as shifting, notice time, etc.

Generally, the full-time allowance should be put in the Voyage Estimation and demurrage/despatch should be ignored. Furthermore, different criteria have to be used for Despatch Charters for particular trades such as sugar. It is very well-known that ships habitually load and discharge completely within their laytime and, however, shippers and receivers expect to earn considerable despatch money. Therefore, when comparing two voyages, Despatch Charters will present an abnormal disparity. Unfortunately, there is no shortcut to knowledge in such cases, and a shipbroker or ship manager must be aware of the trades where fast turn-rounds are to be found. In Despatch Charters, a shipbroker or ship manager should estimate a lesser port time than allowed. Therefore, a decent addition to the expenses must be made to cover the inevitable despatch money.

In Voyage Estimation , if more than one port of loading and/or discharging is used, extra hours must be allocated for the time required in the actual process of entering and leaving.

Other Delays in Voyage Estimation

Bunker : in some ports, bunkering might be lengthy. In Voyage Estimation, a shipbroker or ship manager should allocate one (1) day for each bunkering call.

Canal Transit : canal transits unavoidably lengthens the voyage, therefore, a shipbroker or ship manager should allocate two (2) days each for passage through Suez Canal and Panama Canal in Voyage Estimation. Time might be lost for waiting and for the canal transit.

Bad Weather : usually a shipbroker or ship manager does not allow additional steaming time for possible bad weather unless it is certain from the nature of the voyage that delay will be experienced.

Starting the Voyage Estimation

When the main components are available, a shipbroker or ship manager can begin the Voyage Estimation calculations. Broadly, the Voyage Estimation calculation consists of income minus expenditure. Voyage Estimation form and procedure used is a matter of personal opinion however these can all be classified under one method. Most shipping companies have their Voyage Estimation layout depending on the type of ship they manage.

It is extremely easy to reduce the Voyage Estimation on a piece of paper, indeed. However, before that level is reached, significant experience has to be gained at a more leisurely pace and this is where a set format is so essential. In Voyage Estimation, if all the different items of income and expenditure are set out, it is hard to forget the odd item, which can make the difference between profit and loss. If a shipbroker or ship manager is likely to be involved in regular Voyage Estimation, he drafts out a suitable form and uses the Voyage Estimation draft constantly.

Today, there are computer programs for Voyage Estimation such as Netpas Estimator , however mastering the manual Voyage Estimation method is essential to avoid silly errors with the computer.

Voyage Estimation can be made appropriately on plain paper; the essential point is to learn the method. Generally, a shipbroker or ship manager follows the here below Voyage Estimation method:

1- A shipbroker or ship manager preplans the voyage, duration, and bunker consumption. Preplanning enables a shipbroker or ship manager to observe at a glance just what is intended. This is called an itinerary.

2- A shipbroker or ship manager calculates what cargo can be loaded. This part needs to be completed in conjunction with the itinerary. For instance, when port time is estimated against a daily loading or discharging rate.

3- A shipbroker or ship manager records all expenses such as bunkers, port disbursements, canal costs, stevedoring, despatch, extra insurance premium are obvious examples.

4- A shipbroker or ship manager assess Income, Profit, and Loss.

In the Voyage Estimation process here above, in part three (3), bunker consumption is presumably the most difficult to calculate. Ship Bunkering is an art and no two voyages are likely to be the same, due to seasonal changes, price fluctuation, and the need to balance bunker prices against freight income.

When transiting a canal or a narrow waterway a ship may run on MGO (Marine Gas Oil) in the main engine although this is becoming less common with modern engine designs. MGO (Marine Gas Oil) is of a higher quality and more expensive than IFO (Intermediate Fuel Oil). MGO (Marine Gas Oil) usage result in a more instant engine response to navigation movements. During MGO (Marine Gas Oil) usage, ordinary daily speeds and consumptions do not apply. The ship steams slowly and consumes bunkers more economically. Therefore, it might be necessary to estimate normal speed and consumption to and from either end of the canal, adjusting time and consumption appropriately.

Port costs cannot easily be estimated without experience and most shipping companies keep records of previous port calls. Organizations such as BIMCO (The Baltic and International Maritime Organization) and INTERTANKO (International Association of Independent Tanker Owners) contribute important information on many ports but presumably the most accurate way is to call the port agent in question with necessary details of the ship and ask the port agent to provide a Proforma Disbursement Account (PDA). Normally, canal dues are based on the ship’s Canal Tonnage as the canal authorities tend to add in more cubic earning spaces when they grant the ship a canal certificate. A shipbroker or ship manager should keep in mind that mere calculation of the canal dues payable will not be sufficient, as extra charges yield for such items as agency and towage.

In the Voyage Estimation process , there is the possible expense of despatch payable if the trade is such that the ship is turned around much faster than the laytime allows. If a shipbroker or ship manager is in any doubt, it is more beneficial to allow full time in the Voyage Estimation to calculate the most pessimistic result and be on the safe side.

In the Voyage Estimation process , a shipbroker or ship manager should also include cargo-handling expenses and extra insurance premiums such as breaching INL (Institute Navigating Limits) or extra WRI (War Risk Insurance) for trading to regions beset by the risk of warlike action.

A shipbroker or ship manager should calculate the cargo intake and multiply this quantity by the rate of freight offered by charterers. The sum is known as the Gross Freight, from which have to be deducted any Shipbrokers’ Commissions due. Besides, it is common to deduct any Freight Tax at this stage. Freight Tax and ILW (In Lieu of Weighing) are being almost invariably a percentage of the Freight. The result after deducting these items from Gross Freight is called Net Freight.

The Voyage Estimatio n result can be calculated by subtracting expenses from income and dividing the result by the number of days taken for the voyage. The result is the Gross Daily Profit. Gross Daily Profit gives us an easily comparable amount for any variety of different voyages. To calculate the Net Daily Profit, it is essential to include the Daily Running Costs. A shipbroker or ship manager is not concerned as to how that daily figure is made up but will simply want a lumpsum per day. It is the choice of the shipowner whether or not the capital costs are included in this figure however, whether capital costs are included or not, it is important to be consistent.

Tankers Voyage Estimation

There are a few dissimilarities between Voyage Estimation for dry cargo ships and tankers. Tanker charters based upon Worldscale , the laytime calculation is easier as the scale allows for 72 running hours total for loading and discharging and 96 hours total in port. An expense in tankers that do not occur in dry cargo ships is the consumption of bunkers for ancillary purposes such as cargo heating, pumping cargo, and tank cleaning.

It is exceptionally challenging to estimate bunker consumption for heating cargo depending, as it does, on the temperature at which the cargo is loaded, whether in wing or center tanks, and on the ambient temperature of the sea and air during the voyage. Only the technical department can give an accurate estimation for this purpose as, without their available statistics, it can only be pure guesswork. Pumping and tank cleaning is simpler, however the technical department should be asked for an average bunker consumption based on experience.

Time Charter Voyage Estimation

When charterers take ships on time charter for trips, it is apparent that charterers want to estimate the daily profit on Time Charter Trip (TCT) in the same way as a Voyage Charter to compare the two results. Usually, Charterers prefer to take a ship on Time Charter (TC), either for a Trip or Period, as it gives charterers flexibility and also the possibility of diminishing their costs.

Time Charter (TC) Voyage Estimation would be an extremely simpler operation if the ship is taken on delivery at the previous discharge port and redelivered on completion of the voyage in question. Shipowner or ship operator simply deduct the Daily Running Cost from the Hire earned per day to achieve the daily profit. Commission should be deducted to achieve the daily net profit. If there is any difference between the charter price of bunkers paid by charterers on delivery and the actual price paid by shipowners, this must similarly be taken into account in the calculations. In Time Charter (TC) Voyage Estimation, problems arise when the ship is not taken on hire immediately after the previous employment and allowance has then to be made, not only for the time lost to shipowners whilst the ship is unemployed, but also for the bunkers consumed during that period. The calculation is not challenging if the income and expenditure and the number of days for the entire voyage are 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, the shipowner obtain the profit for the entire operation. 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 shipowners before commencement of hire. To calculate the daily profit it is then necessary to divide by the number of days involved which will include those days ballasting or waiting before ship delivery, not just the days the ship is on hire. By this method, the shipowner obtains a comparable number to be set against other Voyage Estimations.

If several Voyage Estimations show similar results, it is up to the shipowner to decide whether he prefers a short or long voyage. The decision may depend on the shipowner’s expectations of the future increase or decrease of the shipping market and also depending on which region the shipowner prefers to complete the voyage for future trading. Sometimes, a shipowner may prefer a voyage with a lower return if it positions the ship ideally for a subsequent voyage or drydocking.

Voyage Estimation Example

In Voyage Estimation Example here below, a shipowner compares two (2) Voyage Estimations for his ship called MV HANDYBULK YAGMUR and selects the most profitable voyage. The question is presented here below provides all the data required to make the Voyage Estimation calculations. However, we simplified the problem that would normally arise in practice, where a shipbroker or ship manager would have to search all the data such as distances, and cheapest bunkers available.

A shipowner has the following vessel available in April at Pemba (Mozambique) following discharge of a cargo:

MV HANDYBULK YAGMUR 2021 Built Cyprus Flag Lloyd’s Register (LR) 15,240 SDWT (Summer Deadweight Tonnage) 8.86 meters Summer Saltwater Draft 5 Holds/5 Weatherdeck Hatches Flush Tweendecks No 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 Bale: 19,520 cbm (689,350 cft) Grain: 21,295 cbm (752,030 cft) LOA: 141 m Beam: 20.45 m Constant Weights: 150 tonnes Speed/Consumption At Sea: 13 knots 18 mtons VLSFO + 1.5 mtons MGO Port Idle: 1.5 mtons MGO per day Port Working: 2.5 mtons MGO per day VLSFO (Very Low Sulphur Fuel Oil) MGO (Marine Gas Oil)

Bunkers Remaining on Board (ROB) 300 mtons VLSFO and 40 mtons MGO MV HANDYBULK YAGMUR carries a Safety Surplus of 50 mtons VLSFO and 15 mtons MGO at all times. These quantities to be allowed for in any cargo quantity calculation (DWCC) but not to be costed in voyage results.

The Shipowner is analyzing offering for the following cargo: A/C Minerals Ltd Full Cargo Bulk Minerals Loading Port: 1 sb 1 sp Mauritius Discharging Port: 1 sb London Loading Rate: 1,500 mtons PWWD SHEX Discharging Rate: 750 mtons PWWD SHEX Freight USD14.00 per mtons Demurrage USD 2,150 /Half Despatch Laytime Saved Bends 5.5% Total Commission including (3.75% Address Commission)

A shipbroker or ship manager knows from previous experience: 1- Actual loading takes approximately 2 days, therefore allow for payment of despatch in the Voyage Estimation. 2- London is usually a congested port, therefore allow full laytime for discharge.

For Voyage Estimation: a- Mauritius/London via Suez Canal b- Mauritius/London via Cape of Good Hope (bunkering at Durban)

You will require the following information: 1- Distances: Pemba/Dar Es Salaam 475 nm (nautical miles) Dar Es Salaam/Durban 1550 nm (nautical miles) Dar Es Salaam/Suez 3650 nm (nautical miles) Durban/London 6850 nm (nautical miles) Suez/London 3200 nm (nautical miles)

2- Suez Canal Transit Allow 2 days to Bunker and transit the Suez Canal consuming: 7 mtons VLSFO 7 mtons MGO.

3- Bunker Prices (USD/pmt) VLSFO MGO Remaining on Board (ROB) 70 145 Suez 85 180 Durban 85 325

4- Port Disbursements (USD) Dar Es Salaam 17,500 Durban 2,500 Suez Canal 35,000 London 45,000

Routing via the Suez Canal:

MV HANDYBULK YAGMUR is anticipated to steam around 312 miles per day at sea (13 x 24 hours) weather permitting. Usually, percentages of days at sea are best rounded up to whole days for simplicity of calculation and to allow for any unexpected delays. However, in short voyage estimations, this is not realistic. Therefore, for the 475 nm (nautical miles) between Pemba (Mozambique) and Dar Es Salaam 1.5 days should be allowed (475/312 = 1.522) although this percentage can be disposed of in the final voyage days analysis by allowing a compensating 2.5 days to load in Dar Es Salaam. Dar Es Salaam to the Suez Canal is 3,650 nm (nautical miles) which, divided by 312 miles per day equals around 12 days. 2 days is allowed for the Suez Canal transit and a canal bunker consumption of 7 mtons VLSFO and 7 mtons MGO, these items can be entered. The final leg of 3,200 nm (nautical miles) from the Suez Canal to London should take about 10 steaming days.

We are going to calculate the port time in London however, since we are to work on a daily discharge rate in London and allow full laytime. So, we calculate the quantity of cargo on board. Furthermore, we should consider Load-Line Zones and any port limitations en route. Luckily, MV HANDYBULK YAGMUR will be in summer zones throughout the voyage so that this exercise does not have to assume the discussion of Load-Line Zones which will be dealt with in a later lesson. Fully laden MV HANDYBULK YAGMUR’s draft is still within the limits of the Suez Canal and there is sufficient depth of water at both loading and discharging ports. As a result, no restricting factors are altering the quantity of cargo to be loaded apart from those of the ship itself, its cubic capacity, and deadweight. Bulk minerals stow around 1.13 to 1.22 cubic meters per tonne (40 to 43 cubic feet).

Allowing for an increase to this calculation for loss of trimming spaces, as a result of tween-deck overhangs, of an extra 10% as compared with a bulk carrier, the cubic space available should still be more than adequate. 21,295 cubic metres divided by 1.34 (1.22 + 10%) = 15,900 mtons approximately. Consequently, cargo intake can be based on the maximum DWT (Deadweight) available on sailing from Dar Es Salaam. In other words, up to summer marks less constant weights and bunkers. Constant weights are known. Bunkers need to be calculated. T

he longest voyage leg is that from Dar Es Salaam to the Suez Canal (12 days) and therefore we estimate that the MV HANDYBULK YAGMUR will have maximum bunkers on board at the commencement of the voyage. MV HANDYBULK YAGMUR has 300 mtons VLSFO and 40 mtons MGO ROB (remaining on Board) when sailing from Pemba (Mozambique). Therefore, from the MV HANDYBULK YAGMUR’s summer deadweight (SDWT) must be deducted an allowance for bunkers and constant weights calculated to remain on board when sailing from Pemba (Mozambique) to that stage of the voyage. Therefore:

Summer Deadweight (SDWT) 15,240 mtons Less VLSFO 300 – 27= 273 mtons MGO 40 – 6= 34 mtons (2 mtons MGO at Sea + 4 mtons MGO at Port) Constant Weights= 150 mtons Estimated Cargo Intake (DWCC)=14,783

300 mtons VLSFO and 40 mtons MGO includes the allowance for Safety Surplus. Bulk cargo is loaded mechanically at Dar Es Salaam by shore equipment. Hence, the MV HANDYBULK YAGMUR’s port consumption will not be increased to 2.5 mtons daily, which would be the case if MV HANDYBULK YAGMUR’s cranes were used. Discharging at London will also be by shore equipment, the HANDYBULK YAGMUR’s cranes will remain idle. To find the total discharge duration in London, Estimated Cargo Intake (DWCC)=14,783 is divided by daily discharge rate of 750 mtons equals to 20 days (19.7 days).

However, discharge takes place on SHEX (Sundays Holidays Excluded) terms, therefore, build in time lost for weekends and holidays. A magic number that can be used in normal circumstances is the Factor of 1.4, which is 2 days lost for every 5 worked, a number that provides an estimate for SHEX (Sundays Holidays Excluded) terms. 20 days x 1.4 = 28 days on full laytime at London.

We have completed the Voyage Itinerary , Bunker Consumption , and Cargo Calculation of the Voyage Estimation . Now, we are going to calculate and combine all voyage expenses. We start calculating the Bunker Costs:

MV HANDYBULK YAGMUR has on board 300 mtons VLSFO and 40 mtons MGO at the commencement of the voyage, VLSFO cost at USD 70 and MGO cost USD 45 per tonne. The bunker balance required 130 mtons VLSFO and 48 mtons MGO must be taken at Suez and the cost should be added accordingly. The estimated disbursements (Port DAs) at Dar Es Salaam, Suez Canal, and London should be entered into Voyage Estimation. Now, we are going to estimate the Despatch Money. To calculate Despatch Money, we should take the estimated cargo of 14,783 mtons and divide it by the loading rate of 1,500 tonnes daily which is approximately 10 days. Loading will take approximately 2 days, and this can be deducted, to leave 8 days.

If the MV HANDYBULK YAGMUR arrives and loads in midweek, then this will be the number on which to base despatch. If loading takes place over a weekend, time loading might not count (if SHEX EIU). Furthermore, we should consider if the despatch is to be calculated based on All-Time Saved or on Working Time Saved. In this Voyage Estimation example, we are going to use Working Time Saved, and allow 8 days for despatch at Dar Es Salaam. Despatch Money can be calculated as:

Despatch Money equals half of Demurrage Rate (USD 2,150)= USD 1,025 Despatch $1,025 x 8 days= USD 8,200

We are going to calculate the income and the estimated result. The freight rate is USD 21 per tonne. Therefore, 14,783 mtons x $21 per tonne less 5.5% total commission leaves us with a net freight of USD 293,369. From this must be deducted the total expenses of USD 156,886, leaving a Gross Voyage Surplus of USD 136,483.

Gross Voyage Surplus of USD 136,483 is then divided by the estimated number of days required to perform the voyage and we have a return of USD 2,437 gross daily which is before the deducting of daily ship running costs. If ship daily running costs were given, we deduct daily running costs from the gross daily income to arrive at the net daily income.

Routing via the Cape of Good Hope:

We have already calculated Pemba (Mozambique) to Dar Es Salaam and port time there. We have already calculated the distances from Dar Es Salaam to Durban and from Durban, via the Cape of Good Hope, to London, and can base time and consumption on this data. We are going to estimate the port time in London. Therefore, we are going to calculate cargo intake. The sea distance from Durban to London is approximately 22 days at 13 knots, weather permitting. Therefore, bunkers remaining on board (ROB) at the beginning of this leg will be greater than for any other leg and will consequently affect the maximum cargo quantity which can be allowed on board at that point. Thus, although MV HANDYBULK YAGMUR can load more cargo than would be required at Dar Es Salaam, we should remember always that the ship’s summer freeboard must not be submerged at any stage of the journey.

If MV HANDYBULK YAGMUR is loaded to her full marks at Dar Es Salaam she would be overloaded when taking on necessary bunkers at Durban. Consequently, Durban sailing on summer marks is the restricting factor in this part of the estimate. Durban is located in a permanent summer load-line zone. Since the ship would then steam to London in either summer or tropical zones, there are no restricting factors of this nature. So, we can estimate the cargo intake:

Summer Deadweight: 15,240 mtons Less: Durban/London 396 mtons VLSFO Safety Surplus 75 mtons VLSFO Durban/London 33 mtons MGO Safety Surplus 15 mtons MGO Constant Weights= 150 mtons Estimated Cargo Intake (DWCC)=14,571

Therefore, Estimated Cargo Intake (DWCC) via the Cape of Good Hope is going to be less than steaming via the Suez Canal, but the difference is marginal and will not affect the time needed to discharge on full laytime in London:

14,571 mtons / 750 mtons daily discharge rate x 1.4 = 27.20 days approximately 28 days

Routing via the Cape of Good Hope, port and transit expenses are similar to the routing via the Suez Canal, except that Suez Canal tolls are avoided however, instead, Durban port costs are included. Despatch Money is also similar, the difference in the cargo loaded making only minor effect.

The extra steaming time is reflected in extra bunker consumption. Once again the 300 mtons VLSFO and 40 mtons MGO remaining on board (ROB) at the commencement of the voyage must be costed at USD 70 and USD 145 per tonne respectively. However, we should add the balance of VLSFO and MGO required to steam London at the Durban prices of USD 85 and USD 325 respectively. Therefore, the estimated total expenses for routing via the Cape of Good Hope is USD 138,726. The smaller cargo intake indicates a marginally lower income of USD 289,162, however, lower-income is offset by these reduced cargo expenses to leave an increased Gross Voyage Surplus of USD 150,436.

However, routing via the Cape of Good Hope takes longer than the route via the Suez Canal. Nonetheless, the net result is more profitably via the Cape of Good Hope by an increase of around USD 100 per day. Routing via the Cape of Good Hope generates a Gross Daily Income of $150,435/59 = $2,550 against routing via the Suez Canal generates a Gross Daily Income of $2437.

Voyage Estimation Time Charter Example

Let us assume that MV HANDYBULK YAGMUR is proposed a Time Charter business as follows:

Delivery APS Durban Time Charter Trip (TCT) via safe ports South and East Africa with Minerals. Redelivery DOP Izmir Duration about 60 days, without guarantee 5% Total Commission Charterer’s Hire Idea Maximum $3,000 per day

If the MV HANDYBULK YAGMUR performs this voyage, the shipowner would probably need to ballast after Izmir to the London-Continent to seek the next cargo. We are going to calculate if this time charter alternative is a better proposition than the voyage

Pemba (Mozambique)/Durban 1,350 nm (nautical miles) Izmir/London 2,775 nm (nautical miles)

In Voyage Estimation Time Charter Calculation , we should calculate the Gross Daily Return, so that fair comparison can be made with a voyage charter alternative, as well as other Time Charter Trips (TCT). In Voyage Estimation Time Charter calculation, brokerages and commissions must be deducted. Allowances have to be made where necessary for time and voyage expenses incurred from the start point of the exercise through to the start of the time charter, and again, from the completion of the time charter through to the end of the estimated voyage.

MV HANDYBULK YAGMUR will be open at Pemba (Mozambique) where she can proceed either to Dar Es Salaam to load minerals, or ballast to Durban to deliver on to Time Charter. The mineral cargo is going to be discharged in London and, for a tween-decker, the shipowner will certainly try to fix outwards from the Continent. However, the Mediterranean market is normally weaker for tween-deckers than is the Continent market. If we fix the Time Charter Trip (TCT) from Durban to Izmir, the shipowner will presumably ballast from Izmir to the Continent which must be considered. Therefore, we have another adjustment to perform following redelivery in Izmir. Pemba (Mozambique) to Durban and, at 13 knots, takes 4.5 days (1350/ 312). The distance from Izmir to London is 2775 nm (nautical miles) equating to a steaming distance of 9 days. Therefore, a total extra steaming of 13.5 days. We are going to calculate the approximate duration of the Time Charter Trip (TCT):

Income: USD 3,000 less 5% commission x 60 days= USD 171,000 Expenses: VLSFO 13.5 days x 18 (tonnes daily) x USD 70 per tonne = USD 17,010 MGO 13.5 days x 1.5 (tonnes daily) x USD 145 per tonne = USD 2,937 Total Expenses: USD 19,947 Income USD 171,000 less Expenses USD 19,947 = USD 151,053 USD 151,053/ 73.5 total days overall (60 + 13.5) = USD 2,055 daily

The Time Charter Trip alternative is not a better proposition than the voyage.

What is Ship Voyage Estimation?

Voyage Estimation is the calculation of the profit or loss that a ship will make from a proposed voyage charter. Voyage Estimation is simply profit and loss calculation for the particular voyage in question that is arrived at by deducting all related expenses from total income.

In voyage charter, there are two (2) types of costs:

• Operating Costs : crew costs, repairs and maintenance, insurance, stores, lubes etc.
• Voyage Costs : bunker (fuel), port dues, dock dues, canal tolls etc.

In voyage charter, operating and voyage costs are paid for by the shipowner. Therefore, Voyage Estimation must take into account freight income and subtract all voyage-related expenses, including address commission and brokerage.

In voyage chartering negotiations, Voyage Estimation is an indispensable part that assists shipowners to assess the financial feasibility of a particular trip vis-a-vis alternative voyages that may be available and in relation to the amount of profit required as well as prevailing competing freight rates.

On the other hand, Voyage Estimation is used by charterers in order to evaluate the appropriate ship for an attempt to minimize the cost of the transportation services.

Alternative voyages may be offered to shipowner and each alternative needs to be estimated prior to negotiating and completing any chartering deal. Voyage Estimation must be performed as accurately as possible. Even tough, Voyage Estimation is an estimate, it gives a very good indication for the potential profitability of a particular voyage. Furthermore, Voyage Estimation may provide comparisons with a Time Charter Equivalent (TCE) charter. Time Charter Equivalent (TCE) estimate is a figure that denotes the daily hire that the ship will obtain if chartered on the particular voyage trip.

Process of Voyage Estimation : Voyage estimating is a process that takes into account the following factors:

• Cargo and Stowage Factor
• Ship Characteristics
• Time at Sea
• Time at Port (Loading and Discharging Operations)
• Time at Bunkering Port
• Bunker (Fuel) Costs
• Canal Costs
• Freight Income
• Operating Expenses
• Commissions (Address Commissions and Brokerages)
• TCE (Time Charter Equivalent)

Best Voyage Estimation Software

Voyage Estimation Software, we recommend Netpas Estimator  which is Powerful Voyage Estimation Calculator. Netpas Estimator  is an outstanding and practical voyage calculator for tramper business sector.  Netpas Estimator is an excellent voyage estimation software for most of the major types of tramper business such as Voyage, Cargo Relet and Time Charter. Netpas Estimator delivers practical voyage calculations and simulations to assist your Voyage Estimation straightforward and quick.

Shipbrokers can assist charterers anywhere and anytime with precise information. With  Netpas Estimator , Shipbrokers can simply create Voyage Estimation and save it on the computer. Shipbrokers can open the saved Voyage Estimation and find the information quickly. Furthermore,  Netpas Estimator  delivers useful function such as Estimation Analysis, Loadable Quantity, Freight Simulator, and many additional functions. For more information please check www.netpas.net

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How to do a pre-voyage calculation

Pre-voyage calculations, sometimes named voyage estimation, is an essential decision-making tool for chartering managers, shipowners, and operators, where they  estimate the profit of a specific cargo or a combination of cargoes to find the potential profits measured in USD/day or EUR/day. USD/day = TCE (time charter equivalent).

In this blogpost we’ll walk you through the process of doing a voyage calculation. Since it is important to understand what type of risks and costs are involved in different type of pre-voyage calculations and fixtures.

In a voyage charter, a vessel is chartered (or fixed) for a single voyage or consecutive voyages, and will load a cargo in one or several ports, and transport the cargo to one or several a ports where the vessel will discharge the cargo.

Since the voyage calculations estimate the profit for one vessel loading and discharging a given cargo or several cargoes, the pre-voyage calculations help to compare the profit (USD/day) for different cargo alternatives, so you can understand which cargoes and which vessels give the best earnings.

Voyage calculations are typically used within bulk/tramp trading, and almost never for liner services. Bulk/tramp trading includes vessel segments such as dry bulk carriers, tankers, LPG and LNG. Since these segments transport cargoes that also are financial cargoes, the freight rate fluctuate from one day to another.  These type of cargoes are crude oil, oil products, iron ore, steel, gas, and aluminum.

In a voyage charter, the owner of the ship has the commercial control of the vessel and is responsible for the voyage operation and costs related to performing the voyage. Voyage related costs are such as bunkers, port charges, canal dues, extra insurances, costs related to transport the cargo from A to B.

To create accurate voyage calculations takes time, and you one can divide the process into 3 parts:

• Collect the relevant information you need
• Do the pre-voyage calculation
• Compare the profit for one combination of cargo and vessel with others

1. Collect the information you need

Start by collecting all the information about the cargo and the cargo operation;

• What type of cargo is to be shipped (coal, iron ore, crude oil, butane etc)? And then check if you have a vessel suitable for carrying such cargo.
• The size of the cargo and the stowage factor (the cubic space of one ton cargo)
• Special requirements on how to handle and store the cargo while shipped in your vessel
• In which port the cargo will load and discharge, port restrictions, port costs, loading and discharging terms and expected congestion (waiting time at an anchorage)

All cargoes have laycan (a window of dates) which means that your vessel has to arrive at the intended load port within these specific dates.

Collect information on bunker prices in different ports along your sea-route, which type (grade) of bunker is available in which ports and at which prices.

Make sure that the technical description of the vessel is correct. As a minimum you need to check the particulars that is related to the cargo:

• Summer DWT, draft and the TPC (tonnes per centimeters)
• Cubic capacity (total and in each hold/tank)
• LOA (the length overall of the vessel) and Beam.
• The year the vessel was built, as it often is an age limit on vessels
• Relevant certificates, insurance and vetting have to be in place and valid
• Speed and consumption
• The ice class the vessel has

Obtaining all this information requires considerable time and effort. However, using software like ShipIntel simplifies the process, allowing easy access to:

• Daily updated bunker prices in any port together with which bunker grade is available and at which price
• Stowage factors for most cargoes
• Vessels at anchorage, in port and vessels on their way to any of the ports and canals
• Technical description of vessels (that you can adjust and save in your private team)

2. Do the calculation

2.1 calculate the cost for bunkers, the sea route.

One of the most important parts of a voyage calculation is choosing the optimal sea route.

Choosing the optimal sea route is influenced by many factors;

• The size of your vessel and constrains in straits, canals and ports.
• How much bunker the vessel has onboard and how much bunker you need to supply to perform the voyage, and which bunkering options there are along the sea route (the bunker prices and grades offered in ports)
• Whether there is ice along the sea route or in the ports
• Weather predictions
• Anti-piracy activities
• Congestion in the canals (Kiel, Panama and Suez)

To find distances between ports you can use voyage planning software, electronic distance tables, or you can use ShipIntel’s Sea Route Calculator to calculate the distance for any type of vessel, from their live AIS position or from port-to-port.

We have spent a considerable amount of time making as accurate sea routes as possible, also taking in consideration the trade that specific vessels (type and size) are actually doing. Though the sea-routes in ShipIntel are not meant for navigation.

The distance from Houston in USG to Chiba in Japan is 15 801 nm (nautical miles) if you want to avoid all canals and go around Cape of Good Hope. If you want to go through Suez it is 14 595 nm, but you have to pay canal dues. If you want to go through Panama it is 9 263 nm but also here you have to pay canal dues.

In ShipIntel, you can toggle on and off “avoid constrains”, and if you want to add your own waypoints, you can drag the route-line as in Google maps, making it easy to tailor-made the sea route you want to perform.

ShipIntel also provides you with:

• Updated weather forecast and ice conditions
• Bunker ports along the sea route
• ECA sones and war sones and the calculated carbon emissions.

Easy to adjust and to find the tailor-made sea route for your vessels.

Calculate the time in sea

Speed affects fuel consumption, voyage duration, and cost for the consumed bunkers, so you’ll should have a software helping you to optimize the speed of the vessel during the voyage. ‍ In pre-voyage calculations that might not be so easy to do, so some chartering managers often prefer to add an additional sea margin of 5 to 10 percent as a safety margin for bad weather or other delays that might occur during a sea passage.

Let’s say you want to sail from Houston in USG to Chiba in Japan, you have many alternatives:

• Around the Cape of Good Hope: - 15 801 nm if you want to avoid all canals and. - At 13 knots it will take 50 days (15 801 /(24 hours x speed of the vessel) - At 14 knots it will take 47 days
• Through Suez - 14 595 nm, but you have to pay canal dues - At 13 knots that take 43 days - At 14 knots that take 43 days
• Through the Panama canal - 9 263 nm but you have to pay canal dues - At 13 knots that take 29 days - At 14 knots that take 27 days.

The the faster the vessel sails the more bunker she consumes, and if you want to pass Panama or Suez, you also have to pay canal dues. You can find the canal dues for different type of vessels on Leth Suez web site.

In ShipIntel’s Sea Route Calculator we also calculate the estimated time in ports and canals, so get an understanding of the time it might take to load and discharge the vessel based on historical data. So you don’t need to add a 10 % sea margin.

Calculate the time in port

In a pre-voyage calculation, you are told the applicable loading and discharging terms by the cargo owner or your broker. You are also told the notice of readiness time (NOR)  for tankers and LPG, and Turn time (TT) for dry cargo vessels. This information you add in your voyage calculations to estimate how much estimated time your vessel will spend in a port. The chartering managers often add a margin to the estimated time in port due to congestions or other unforeseen happenings.

The total duration of a voyage includes the time spent at anchorage and in port (berth) to perform cargo operations.

Congestion at port might lead to waiting times upon arrival at anchorage. In such cases, slowing down the vessel's speed could help reduce bunker costs, or if there's a tight laycan window, speeding up the vessel may be required to meet the schedule.

We will take you through how to calculate time in port for different segments below.

Laytime Calculating exact time spent in ports takes time due to various factors influencing port time, such as cargo volume, availability of loading and discharge equipment in port, concurrent vessel arrivals, pilot service, tidal water and weather. Additionally, delays may occur if cargo isn't ready upon the vessel's arrival at the loading port. Calculating exact time is not a part of the pre-voyage calculations but are known as laytime calculations.

Calculate the estimated fuel consumption and costs

As shown above, the sea route, the speed you decide for your vessels, type of fuel, fuel consumption and bunker (fuel) prices, determine the bunker costs for the voyage. Usually fuel (bunker costs) count for 70 – 80 % of over voyage related costs for over seas voyages, while bunker costs for vessels in coastal trade counts less because they spend more time in ports and have shorter sea routes.

Type of vessel, age and size of your vessel and the trade the vessel is doing will also influence the fuel consumption and eventually the costs.

The bunker costs are dependent on:

Speed & consumption

Assume the vessel consumes: 50 mt of fuel + 2 mt HFO and 3 mt MGO  if she does 14 knots and 47 mt of fuel + 2 mt HFO and 3 mt MGO  if she does 13 knots

Type of fuel (bunkers)

The vessel migh be able to use different type of fuels for her main engine, like HFO or VLSFO. Which type of fuel to select depends on the type of engine, costs for bunkers, the availability, the carbon emissions and the tax she has to pay for the carbon emissions.

If the selected sea route is Cape of Good Hope: 15 801 nm (nautical mile) and with 14 knots that takes 47 days.

Bunker prices

Along this sea route you have two options to bunker the vessel without deviating too much. That is Cape Town and Singapore. So you have to check the bunker prices for both places. In ShipIntel you will find daily updated bunker prices and which bunker grades are available for all ports. The daily bunker prices are delivered by BunkerEx .

Carbon Emissions

If you want to learn how to calculate the carbon emissions you can go to these web sites:

• You also have to calculate the carbon emission for the different type of fuel. Safety4Sea has written an informative blogpost on this. ‍
• You have to add the costs for carbon emissions if your vessel is trading in waters where carbon emissions are taxed. You can read more about Carbon tax Basics at C2ES webpages .

In ShipIntel we do the calculations for carbon emission as a part of the sea route and the pre-voyage calculation.

Bunker costs and carbon emissions in sea

Based on the numbers above the bunker costs in sea will be:

• Fuel for the main engine: 47 days x 50 mt x USD/mt 644 (VLSO in Singapore) = USD 1 513 400
• Fuel for the Aux engine: 47 days x 3 mt x USD/ mt 833 (MGO in Singapore) = USD 124 950

Bunker costs and carbon emissions in ports

Vessels also consume bunkers while they stay in ports, that might be both for the main engine and the auxiliaries. Because of this you have to add the days spent in a port and multiply the bunker consumption, to find how much the vessel consume while she is in a port.

• If the vessel consumes 2 mt HFO/VLSFO for the main engine and 3 mt MGO for the auxiliaries in ports, you have to calculate the number of days in port multiply with the bunker consumptions in port and the bunker costs.
• In addition you also have to calculate the carbon emissions if the load or discharge ports are inside regions where carbon emissions are taxed.

The ShipIntel sea route calculator is made to help you do these calculations quick and accurate, so you can spend time on evaluating and compare different cargo alternatives instead of spending time on collecting and calculating.   

2.2 Calculate the Voyage-Related Costs

The total voyage related costs are

• The bunker costs to perform the voyage (as estimated above)
• Voyage related insurance
• Time and costs in canal
• Time and cost in port

To find the voyage related insurance costs you have to check with the P&I (protection and indemnity) insurance companies, the cargo owner or the agents in the ports). Voyage related insurance costs might also be applicable if you plan for your vessel to sail through war zones or arrive in a port that is inside a war zone. You can find updated war zones and anti shipping activities in ShipIntel.

To calculate the canal costs you need to ask your agent or you can calculated the costs for Panama and Suez from the Leth Suez’ website . This kind of calculator will soon also be available in the ShipIntel sea route.

To calculate time and costs in port in a pre-voyage calculation is calculated based on cargo type and cargo quantity and the loading and discharging terms given to you from the broker and cargo owner.

For dry cargo there might be many different options but the most frequently used are: mt or per day in SHEX (Sunday and holiday excluded) of SHINC (Sunday and holiday included). If your vessel is loading 100 000 mt of coal, you first have to ask if it is SHEX or SCHINC. SHINC means that loading or discharging of the cargo take place also if your vessel arrives on a holiday. SHEX means that no cargo operation takes place if it is a Sunday or a holiday. There might be many different variations for SHEX / SHINC. To calculate the time in port if 20 000 mt SHINC you divide the cargo quantity with 20 000 and get 5 days. To calculate the time in port with 20 000 mt SHEX you divide the cargo quantity on 20 0000 mt as above, and multiply with a coefficient of 1.4, so number of days with SHEX terms are 7 days.

For tankers you have 72 hours all together for loading and discharging. So if your vessel is loading 100 000 mt crude oil you know that you have to add 72 hours (3 days) for time in ports no matter if there are many loading and discharge ports.

For LPG it is mostly number of days or hours as in tank. If your vessel is loading 35 000 mt Butane you might have to add a specific number of days given to you from the cargo owner.

To find an estimate of cost in port you can either check what you have paid for vessels in previous port calls for similar vessels, by asking your colleagues, check your company's database, or call an agent in the ports, or use a software helping you to calculate the port costs.

2.3 Calculate Expected Revenues

To estimate the revenues of a voyage you need to estimate the maximum cargo intake of the vessel , based on:

• The size of the cargo and the stowage factor
• The design of the vessel (technical descriptions)
• Port restrictions (tidal port or not)

After you have calculated the cargo intake, you have to multiply the cargo intake by the freight per ton. Let’s say you calculate that your vessel will be able to load and discharge 50 000 mt and the freight rate is USD/mt 15, the gross freight rate is 50 000 mt x 15 = USD 225 000.

Commission is the price you pay to the broker or might also be a tax the cargo owner put on the cargo. A principle in shipping is that it is always the ship owner who pays the commissions. If commission is 3,75 % you have to deduct that commission from the gross freight rate to find the net freight rate.   The commission is a fee to the broker or it might be a tax to the cargo owner, and then it is called address commission and is money the cargo owner will keep.

3. Find the Profitability (USD/day)

The TCE (Time Charter equivalent per day) show you the profitability (earnings) to perform the voyage, and the TCE makes it easy to compare the profitability of different cargo options for one vor several vessels. TCE = USD/day

To determine the TCE for a voyage you start with the gross freight revenue, deduct the commission you pay to your broker and deduct the voyage related costs. Then get a contribution margin which you divide by the total number of days you need to perform the voyage. (Total number of days = days in sea + days in ports.) For very small vessels in coastal trade it might be possible to discharge one cargo and pick up another cargo in the same port, but most dry cargo vessels, tankers, LPG and LNG vessels need to ballast to another port to load a cargo.

Days at sea =  total days in ballast condition (the voyage where the vessel is on her way to a port to pick up (load) a cargo) + total days in laden condition (sailing with the cargo onboard) + days spent in port for loading and discharging. So a pre-voyage calculation always starts from the port the vessel discharged the previous cargo.

By dividing the revenues minus voyage related costs with total days, you will find the TCE (time charter equivalent) or USD/day.

Chartering managers working with tankers and LPG do 2 types of pre-voyage calculations for each cargo option.

Chartering managers involved in tanker or LPG trades, also do a RV (round trip voyage calculation) . Instead of including the ballast leg as described above, the time in sea = days sailing from the load port to the discharge port and back again to the loadport (round voyage) + the days in port.

This is a theoretical voyage calculation and is meant to make it easier to compare different cargo options. The round voyage is a part of the World Scale system. Here the freight rate (flat rate) per mt is multiplied with a percentage. So if the flat rate (usd per mt) is USd/mt 12,00 and WS is 120, the usd per mt is 14,4. You can read about the world scale system here.

Software for pre-voyage calculations

With the new software tools coming into the market, these theoretical voyage calculations might not be needed, as modern software like ShipIntel can calculate many cargoes and vessels and compare the TCE in seconds. In the ShipIntel pre-voyage calculation you will also get which port and at which date your vessels will be next open and ready for a new cargo.

However, we think it is important that you understand what type of risk and costs are involved in voyage calculations, and to understand how to do a voyage calculations.

That’s why we have made this blogpost.

ShipIntel: Make better decisions today with tomorrow’s maritime solution

In ShipIntel we have made a pre-voyage calculation software helping you save hours doing your daily voyage calculations without compromising on the quality and accuracy.

You can find all cargoes that are available to you in your cargo list parsed from your e-mails.

Then you can quickly add one or several cargoes to a work-space and start adding vessels. You can add the vessels from your fleet or to add market vessels, and you will find the TCE for all the relevant cargo and vessels alternatives.

Then you quickly will find the different combinations of cargoes and vessels in your workspace, and you can spend time studying the different options and find which cargo you want to give an offer on and start negotiating, and pay less focus on the cargoes you are not interested in.

If you want to study the details in the voyage calculations, just click on the box and you will find how we have done the pre-voyage calculation.  

As a modular software, ShipIntel is easy to use and super flexible; if you’re only interested in sea routes, you should check out the sea route module.   ‍ If you’re only want to find what’s going on in ports, you should check out the port & monitoring module. If you want pre-voyage calculations you should check out our chartering module.

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Voyage calculation in an instant.

Our Voyage Calculator tool, which now comes with a built-in CO 2 emissions calc functions, is the go-to option when one needs a detailed breakdown of the various costs involved in a Dry Bulk voyage.

Now, we're providing our users with an alternative, which has been optimized for speed. Our new Smart Calculator is an AXSDry tool allowing them to run quick voyage calculations for multiple vessels.

The new calculator takes all the essential information for a voyage and returns its results simultaneously for each vessel in a simple grid. Its users have the option to input commodity types, quantities and tolerance, load and discharge rates, multiple voyage legs including bunkering operations, waiting times and DAs at each port, vessel constants, bunker costs, as well as time charter or freight rates.

The Smart Calculator can return results for an unlimited number of vessels simultaneously, provided they are suitable for the parameters set by the user. On top of time charter equivalent (TCE) and freight costs, it also calculates total CO 2 emissions for each vessel for the specific voyage, as well as Energy Efficiency Operating Indicator (EEOI) and Annual Efficiency Ratio (AER) values.

We've always known that speed is a key factor in shipping, but in the modern age of digitalization it's vital. Our new Smart Calculator takes the essentials from our Voyage Calculator module and streamlines them for higher rate of work. All the calculations now take place within Vessel Manager, and one can see how multiple vessels would perform in the same voyage at a single glance.

The Smart Calculator also allows a user to individually touch up the results by inputting info such as owners' ideas of rates for each vessel in the grid. It also makes it quick and easy for users to monitor the environmental impact of each potential voyage to stay within GHG guidelines.

Check out furter details about our time-saving solutions that have helped 18,000+ users worldwide.

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IMOS | Chartering

Dynamic c har tering for a digital world

Transform your chartering workflow with best-in-class voyage estimation, optimized voyage planning, dynamic scheduling, and comprehensive contract management.

Make the best decisions, faster than ever

The IMOS Platform’s Chartering module delivers the practical tools and insights today’s chartering professionals need in order to know more, act and adjust faster, and understand the impact of every decision involved in voyage chartering like never before.

With IMOS Chartering, you can:

Manage complex voyage estimates and freight calculations., evaluate multiple scenarios., collaborate with colleagues., centrally manage, share, and track performance., access the insights and tools you need from anywhere., what can imos chartering help you achieve.

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Capitalize on every voyage chartering opportunity

Voyage planning.

Understand the impact of every decision

Voyage Planning in IMOS Chartering enables users to make better decisions by comparing voyage estimates and vessel scenarios, seeing the cascading effects of every decision, collaborating with teammates, and visualizing the optimal voyages and routes throughout the voyage chartering process.

Optimize your schedule and save time

Scheduling combines all of your open vessel positions and cargo opportunities in a single, collaborative workspace that allows your chartering team to optimize fleet utilization, maximize profit, and save valuable time.

Make more profitable decisions

Manage every detail of every contract

Contract Management enables users to manage every detail across their freight and vessel contracts—from single-origin cargoes and trip time charters to unique agreement terms—then share those details across the commercial workflow for full continuity.

“With Chartering, we have all our vessel and cargo information right in front of us. We know exactly where we stand and can instantly test various scenarios. Decisions that would have taken up to an hour can be made in minutes.” Jens Axmann | Head of Operations

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Product Spotlight: VIP Voyage Estimator Webhooks

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• Calculating voyage duration
• Grade 10 – Maritime Economics
• 10.2. Learning Outcome 2: Shipping Operations 10.2.4. Calculating voyage duration

Major elements of and milestones in the history of the South African maritime trade

Basic principles of marine salvage.

When calculating the cost of a voyage, it is important to find out how long a ship will take to steam from one port to another. In these calculations, the distance between the ports and the speed of the ship are important.

A ship leaves Port A at 08:00 on 24 July and is heading to Port B (distance 5760 nautical miles) at an average speed of 20 knots. The master will need to inform his agent when the ship will arrive at Port B, and he will need to calculate her E stimated T ime of A rrival (ETA).

To find her ETA at Port B, we first have to find the time she took to reach Port B.

A ship leaves Port X at 07:00 on 21 April and is heading to Port Y (distance 7020 nautical miles) at an average speed of 15 knots. What is her E stimated T ime of A rrival (ETA) at Port Y?

To find her ETA at Port Y, we first have to find the time she took to reach Port Y.

The calculations shown above assume that Port A is in the same time zone at Port B, and that Port X is in the same time zone as Port Y.

Let’s assume now that Port B is in a time zone that is 5 hours BEHIND of Port A. The ship’s ETA at Port B will be 5 hours behind that time calculated i.e.

• 08:00 on 5 August – 5 Hours = 03:00 on 5 August.

Let’s assume that Port Y is in a time zone that is 8 hours AHEAD OF Port X. The ship’s ETA at Port Y will 8 hours ahead of that time calculated, i.e.

• 19:00 on 10 May + 8 Hours   = 05:00 on 10 May.

Test Yourself 

• A ship sails from Port M at 03:00 on 9 March and steams at 22 knots for Port N which is 4224 nautical miles away. If Port N is 6 hours behind Port M, what is the ship’s ETA at Port N?
• A ship sails from Port J at 10:00 on 14 January and steams at 12 knots for Port K which is 2592 nautical miles away. If Port K is 6 hours ahead of Port J, what is the ship’s ETA at Port K?
• A ship sails from Port P at 13:00 on 4 November and steams at 19 knots for Port Q which is 7296 nautical miles away. If Port P and Port Q are in the same time zone, what is the ship’s ETA at Port Q?
• A ship sails from Port S at 22:00 on 3 September and steams at 16 knots for Port T which is 5952 nautical miles away. What is the ship’s ETA at Port T if:
• Port T is 8 hours behind Port S, and
• The ship spends a day in the Panama Canal, and
• The ship crosses the International Date Line from east to west.

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Vessel Voyage Calculator (Dry Cargo)

This financial model allows the user to calculate and compare 3 different vessel voyage estimations for dry cargoes ships.

Voyage Estimation is the calculation of the profit or loss that a ship will make from a proposed voyage charter. It involves analyzing the costs of chartering the vessel, fuel, port charges, cargo loading and unloading fees, and other related expenses. The ship owner or charterer then compares the estimated cost of the voyage with the expected revenue from the charter to determine the potential return for the voyage.

This financial model template will enable you to:

- Estimate up to 3 different voyage routes and compare them in terms of various operational and profitability metrics.

- Calculate the Gross Freight and Net Freight based on freight rates, commissions, and brokerage.

- Calculate fuel expenses based on vessel speed, vessel consumption at sea, during transits, and in port, as well as fuel prices.

- Calculate days for sea traveling, and loading / discharging, canal transit, bunkering, as well as bad weather allowance.

- Set various expenses related to port disbursements, hiring costs, and other expenses related to the voyage.

- Check the profitability of each voyage in terms of operating and net profit, as well as in terms of gross daily, net daily and TCE.

- Perform sensitivities on profit metrics and assess the risk of the voyage.

- Get an executive summary for each voyage.

- Present through a series of charts the performance and profitability of each voyage.   

So, a quick overview of the model, in the contents tab you can see the structure of the model and by clicking on any of the headlines to be redirected to the relevant worksheet.

On the timing tab you can feed the general information for the model such as: model name, responsible, timeline of the model and date and currency conventions.

Additionally, there is a description of the color coding of the model in the same tab. Inputs are always depicted with a yellow fill and blue letters, call ups (that is direct links from other cells) are filled in light blue with blue letters while calculations are depicted with white fill and black characters.

There is also a color coding for the various tabs of the model. Yellow tabs are mostly assumptions tabs, grey tabs are calculations tabs, blue tabs are outputs tabs (that is effectively results or graphs) and finally light blue tabs are admin tabs (for example: the cover page, contents, and checks).

Moving on to the inputs tab, you can adjust the various assumptions of the model based on the specifications and requirements of the voyage. The user can adjust the freight rates, commissions, brokerage, and other costs. You can set the rounding factor to 0,1 or 2 with 0 being the most conservative option in terms of calculations.

The cargo capacity can also be set, along with the constants. Then the user can set the vessel speed and consumption at sea, during canal transit and in port. The fuel prices can also be set accordingly for each available bunkering port.

Moving to the next set of assumptions, the user can set the loading and discharging ports along with their respective rates, and terms applied.

Moving forward the user can set the various legs of the voyage (up to 3 legs), and set the following parameters: from / to, ballast / laden, and nautical miles (where applicable). The user can also set the days spent in the bunkering port, in canal transits, and in adverse weather conditions.

Then the user can set the disbursements at each port, as well as canal transit fees, etc

Finally in the sensitivities the user can set the rate per ton, and the gross hire per day, or the commissions percentage.

The above assumptions can be set for each of the 3 voyages in the tabs (1 Inputs, 2 Inputs and 3 Inputs).

On the calculation tab, all calculations are performed instantly without the need of an excel macro. The calculations follow the same logical flow as the in the inputs tab. As already mentioned, no inputs from the use are needed here, as all the inputs are fed in the yellow cells on the inputs tab only.

On the executive summary tab, the user can see the main assumptions and outputs of the model such as general assumptions, voyage assumptions, bunkering and other assumptions, costs summary, financials in USD and in USD per day, and sensitivities on daily profit metrics, and on absolute profit metrics.

In the Compare tab the user can compare the 3 voyages and see on the columns to the right the best and worst voyage based on each parameter. Additionally, the user can select 2 voyages and direct compare them by observing the percentage differences and the absolute differences of each metric.

Finally, the checks tab where the most critical checks are aggregated in this page. Whenever you see an error message in any page, you should consult this page to see where the error is coming from.

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"Powerful Voyage Estimation Calculator"

Voyage Estimation

Cargo Relet Estimation

Time Charter Estimation

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Laytime Calculator

(S)ECA Distance & Bypass (S)ECA Options

You can estimate the total duration, operation expense, bunkers consumption and other important factors for your voyage.

You can estimate the total profit and other important factors when subletting your cargo.

You can estimate the total profit and other important factors when subletting your vessel.

You can estimate the bunker consumption for (S)ECA, LSDO and LSFO as well as normal IFO and MDO by using Bunker Simulator. It also compares the bunker consumption both at full and eco speed.

You can simulate the daily freight and total profit expected.

You can simulate the most suitable freight and hire with the analyzed table. You can also check out your breakeven point with this analyzer.

The Grain/Bale and MT loadable quantity is provided for loadable calculation. You can also calculate the loadable quantity considering of loading and discharging port draft.

You can estimate the Demurrage and Dispatch.

(S)ECA distance is shown separately on the voyage for your convenience. You will have four(4) options as below for Passing/Bypassing (S)ECA to select suitable for your voyage.

• - Make right and quick decision by various analysis tools
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Powerful Estimation Tool for Most of Tramper Business

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Commercial user, how to get free trial, step1. create netpas id, step2. download & install.

Main Functions

Simple switching between voyage and cargo relet estimation.

You can figure out the best business type by converting and comparing the business type with minimum inputting numbers.  You can switch Voyage Estimation into Cargo Relet Estimation, or vise versa, by simply clicking "Copy to Voyage or Cargo Relet Sheet”. The data is copied from/to each other.

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a calculated move —

Ipados 18 could ship with built-in calculator app, after 14 calculator-less years, every single iphone and mac has come with a calculator app, but not the ipad..

Andrew Cunningham - Apr 23, 2024 8:17 pm UTC

Last year, Apple introduced the ability to set multiple timers at once in the Clock app on its various platforms.

“We truly live in an age of wonders,” deadpanned Apple’s Craig Federighi in the company’s official presentation , tacitly acknowledging the gap between the apparent simplicity of the feature and the amount of time that Apple took to implement it.

The next version of iPadOS may contain another of these "age of wonders" features, an apparently simple thing that Apple has chosen never to do for reasons that the company can't or won't explain. According to MacRumors , iPadOS 18 may finally be the update that brings a version of Apple's first-party Calculator app to the iPad.

Calculator was one of the very first iPhone apps that shipped with the iPhone back in 2007 but was mysteriously and inexplicably absent from the iPad when it launched in 2010. It's also the very last of those original missing apps to find its way to the iPad's home screen—Stocks, Clock, Voice Memos, and Weather had all made the jump previously, with the Weather app coming as recently as 2022 .

It's not that the iPad is incapable of calculating; the Spotlight search feature can already handle basic off-the-cuff math and conversion questions, and third-party calculator apps like PCalc , Numerical² , Calcbot , and innumerable free-to-download no-name calculator apps have stepped up to fill the gap. But it was never clear why Apple decided against shipping a first-party Calculator app with the iPad, when it had shipped one with every iPhone since 2007 and every Mac since 1984.

The new Calculator app should be more than just a straightforward port of the current iOS or macOS app. Apple is apparently planning a small overhaul of the Calculator app for macOS 15 with a history tape for tracking past calculations, a resizable window, and an updated round-button design that more closely imitates the iOS version. The iPad and macOS versions of many of Apple's apps share a lot of code these days—Stocks, Voice Memos, News, Home, Weather, Clock, and others share essentially the same design and layout in both operating systems—so it's a fair bet that this redesigned Mac app and the newly introduced iPad app will be the same software.

At least one developer of a prominent iPad calculator seemed undaunted by the news that his app could be Sherlocked this fall.

"Yes, I saw the MacRumors article," wrote PCalc developer James Thomson on his Mastodon account , responding to no one in particular. "Yes, it's fine."

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Apple Finally Plans to Release a Calculator App for iPad Later This Year

Apple is finally planning a Calculator app for the iPad, over 14 years after launching the device, according to a source familiar with the matter.

AppleInsider last week reported that macOS 15 will feature a revamped Calculator app with a resizable window, integration with the Notes app , a sidebar that lists recent calculations, and more. While we have not independently confirmed those details, it is possible that the updated Mac app will be based on the new iPad app.

The lack of an official Calculator app on the iPad has been a long-running meme on social media, given it is such a basic tool. In the meantime, iPad users must rely on third-party calculator apps in the App Store, such as PCalc and Calcbot.

In June 2020, Apple's software engineering chief Craig Federighi told tech reviewer Marques Brownlee that the company simply "hadn't gotten around" to releasing a "great" calculator app for the iPad. "That day may come," he added.

The first beta of iPadOS 18 is expected to be released immediately following the WWDC keynote, and the update should be widely released in September.

Now, if only we could get Instagram and WhatsApp for the iPad…

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The vast new whaling ‘mother ship’ that Japan hopes will revive a shrinking industry

A new $47m vessel is preparing for its maiden voyage in coastal waters, but there are fears the Kangei Maru could one day mean a return to hunting in the Southern Ocean

T he dish of the day has the appearance and consistency of steak. But the item on the menu at Nisshin Maru in Shimonoseki isn’t brisket or rib-eye – it is a prime cut of the restaurant’s speciality: whale meat .

Every few minutes, chefs in the open kitchen produce another plate of cetacean delicacies – raw sashimi marbled with fat, slices of “bacon”, roast minke whale cut into bite-size pieces and served with a selection of dipping sauces. On a warm weeknight, every table is full.

A short walk away, the outline of the Kangei Maru dominates the shoreline. Completed earlier this year at a cost of ¥7.5bn ($47.4m), the Kangei Maru replaces the ageing Nisshin Maru, a whaling “mother ship” that gained notoriety during the Japanese fleet’s frequent clashes with environmental activists in the perilous waters of the Antarctic. Such vessels allow harpooned whales to be flensed , processed and stored.

In May, the Kangei Maru and its 100 crew will leave Shimonoseki and begin an eight-month expedition off the north-east coast, the maiden voyage of Japan’s first new ship of its kind for more than 70 years.

The new vessel’s range of 13,000km is fuelling suspicion that, five years after Japan abandoned its controversial “scientific” hunts in the Southern Ocean and resumed commercial whaling along its own coastline, Japan is again preparing to slaughter the mammals far from its own shores.

In the new vessel, the whaling industry envisions an age of prosperity and rising demand, ultimately guaranteeing the future of the most controversial ingredient in Japan’s culinary repertoire. The 9,300-ton ship, equipped with a slipway that can haul 70-ton fin whales, can store up to 600 tons of meat at a time, enabling it to remain at sea for long periods.

Last year, whalers caught 83 minke, 187 Bryde’s and 25 sei whales in Japan’s exclusive economic zone, but the appetite for the delicacy is at historic lows. Between 1,000 and 2,000 tons of whale meat are consumed in Japan a year – less than 1% of the 230,000 tons eaten at the industry’s peak in 1962, according to the fisheries agency.

“Some people in the industry thought the return to commercial whaling would bring prices down, but in fact prices are higher and the catch is much smaller, with fewer whale varieties, than it was when Japan hunted in the Southern Ocean,” said Mitsuhiro Kishimoto, a professor in the economics faculty at Shimonoseki City University.

“The relationship between Shimonoseki and whaling is far from broken, but whale meat is too expensive. The price needs to be lower, because if future generations don’t eat whale meat the industry will die.”

The International Whaling Commission (IWC) banned commercial hunts in 1986 but allowed Japan to continue catching a small number of whales in the Antarctic each year for “research” purposes.

In 2014, the international court of justice ordered a halt to the expeditions after concluding the hunts were not, as Japan had claimed, conducted for scientific research. Four years later, Japan pulled out of the IWC and announced it would end the Antarctic hunts, but resume commercial whaling in its coastal waters .

Despite leaving the IWC, Japan has “not given up” on the resumption of whale hunting in the Antarctic, according to Ren Yabuki, director of the environmental and animal protection group Life Investigation Agency.

“That is why they built the Kangei Maru, which is equipped to go whaling in the Antarctic Ocean,” Yabuki said. “I believe it’s possible that whales may be killed again there despite what the international community thinks. That’s what Japan is preparing to do.”

The ship’s owner, Kyodo Senpaku, dismissed the claim. “We left the IWC and so at this point in time it is not under consideration,” said spokesperson Konomu Kubo. “The government has not indicated that Southern Ocean whaling is in its plans, and our mission is to use the new ship to conduct commercial coastal whaling for at least the next 30 years.”

Taxpayers are footing part of the bill for the Kangei Maru, with Shimonoseki city – for decades the centre of Japan’s whaling industry – contributing ¥300m. The rest is from loans that will take Kyodo Senpaku decades to repay as it struggles to resurrect Japan’s heavily subsidised whaling industry amid plummeting demand .

Jun Tezuka, director of the whale industry promotion office at the Shimonoseki municipal government, said the launch of the Kangei Maru was “a dream come true”.

“When Japan started commercial whaling again, the fleet left from this port, and it was a big thing for the city,” he said. “It also meant that people could start eating refrigerated meat caught off the coast rather than frozen meat from the Southern Ocean. And we’ve been able to be more ambitious about promoting whale meat.”

Shimonoseki city serves 100,000 whale meat lunches a year at primary and middle schools – the equivalent to five servings per child – and is home to several dedicated whale meat restaurants and about 100 others that include the dish on their menus. Whale meat burgers are sold at university culture festivals, and chefs are attempting to come up with new ways of cooking its meat. Last year, Kyodo Senpaku opened whale meat vending machines in Tokyo, Yokohama and Osaka to boost sales, and says it plans to open more at about 100 sites.

But the Kangei Maru’s enormous cost means prices are unlikely to fall any time soon. “We want as many people to eat whale meat as possible, but we also have to make profits to repay the loan for the Kangei Maru and get commercial whaling back on track,” Kubo said.

At the city’s Karato morning market, groups of tourists from China, South Korea and Taiwan make a beeline for counters selling freshly made sushi but show little interest in the whale meat – a vital source of protein in Japan after the second world war.

Koji Yoshida, a Karato seafood seller, said whale meat consumption was “a generational thing”, admitting he struggled to sell his stock to people under a certain age. “But if the Kangei Maru can bring back good whale meat – not the tough, cheapest parts we used to serve in schools – then we can show children how good it really is.”

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Missing ship discovered at the bottom of lake superior over 100 years later.

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Historians in Michigan recently announced that a shipwreck dating back more than a century has been discovered at the bottom of Lake Superior.

The Adella Shores, a wooden steamship built in 1894, was carrying salt to Duluth, Minnesota, when it mysteriously disappeared on May 1, 1909.

None of the ship’s 14 sailors were ever heard from again, according to the Great Lakes Shipwreck Historical Society (GLSHS), located in Paradise, Michigan.

The vessel’s name came from the company that built it, which was Shores Lumber Company, and the owner’s daughter — who was named Adella.

The GLSHS waited until the 115th commemoration of the ship’s disappearance before announcing that the wreck was discovered a few years ago.

The ship was spotted in the summer of 2021 thanks to the GLSHS’s side-scan sonar system.

Researchers found the remains of the ship’s boiler, its cargo hold, its port bow and more on the bottom of Lake Superior.

Although debris was found, there was no sign of the sailors’ remains.

Bruce E. Lynn, executive director of the GLSHS, told Fox News Digital that shipwrecks in the Great Lakes were more common than one might expect.

“There are a variety of reasons for this, and the weather was often a prime factor,” he said. 

“The lakes create their own micro-climates and conditions can change extremely quickly.”

“Weather reporting was not as accurate as it is today, and ships like the Adella Shores could get caught in situations, very quickly, that they were unable to safely get out of,” Lynn added.

“Reduced visibility caused problems, too, and vessel collisions were not uncommon. There were far more ships operating.”

The Adella Shores sank two times before the fatal 1909 incident. Lynn said ice caused the ship to sink twice at docks, but a storm most likely caused the final shipwreck.

“Ships like the Adella Shores didn’t have radar or GPS … so they would often sail ‘blind’ through low visibility situations, sometimes leading to collision.”

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A fully-electric 10,000 ton container ship has begun service equipped with over 50,000 kWh in batteries

Chinese state-owned company COSCO Shipping has launched what it calls the “world’s largest” river-to-sea electric container ship. The Green Water 01 is a 10,000-ton+ fully electric vessel that sets a new benchmark in sustainability in the marine logistics industry.

China Ocean Shipping (Group) Company, or COSCO for short, is a state-owned multinational conglomerate headquartered in Shanghai specializing in marine transport. Not to be confused with Costco , COSCO Shipping was founded as a subsidiary in 2016 following an approved merger between COSCO and China Shipping.

The COSCO Group is the largest liner carrier in China, transporting hundreds of container vessels daily while also providing ships to Chinese automakers to help them export their electric vehicles to new markets overseas, including Europe.

To adapt to the times, COSCO has developed a massive, fully electric container ship, which has now officially begun service in China.

COSCO’s electric container ship begins service in China

According to a WeChat post from COSCO Shipping, which features reports from China’s CCTV , the company’s Green Water 01 electric container ship arrived safely and was berthed in the Port of Yangshan by the local maritime safety administration.

Top comment by Grant

This is a big deal. Maritime shipping causes three percent of greenhouse gas emissions by using 300 million tons of fuel every year.

The Green Water 01 sails at a total length of 119.8 meters, a molded width of 23.6 meters, a molded depth of 9 meters, a design draft of 5.5 meters, and a maximum speed of 19.4 km/h (12 mph). COSCO Shipping says the Green Water 01 electric container ship presents multiple firsts for the marine industry, including total length, width, container capacity, deadweight tonnage (10,0000 tons), and battery capacity (50,000+ kWh).

Speaking of batteries, the electric container ship is powered by a large-capacity battery combining for over 50,000 kWh. However, COSCO says the number of battery modules can be configured depending on the length of the voyage at sea. For example, additional 20-foot battery boxes offering 1,600 kWh of electricity can be loaded onto the container for extra range.

This ship’s captain, Wang Jun, told CCTV that when the Green Water 01 is equipped with 24 battery boxes, the electric container ship can complete trips that consume 80,000 kWh of energy, equivalent to approximately 15 tons of fuel for a similar journey in a traditional container ship.

COSCO Shipping also shared that the new Green Water 01 can save 3,900 kg (8,600 pounds) of fuel for every 100 nautical miles traveled, cutting carbon dioxide emissions by 12.4 tons. Following the successful launch, the Green Water 01 has commenced weekly service between Shanghai and Nanjing.

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Scooter Doll is a writer, designer and tech enthusiast born in Chicago and based on the West Coast. When he’s not offering the latest tech how tos or insights, he’s probably watching Chicago sports. Please send any tips or suggestions, or dog photos to him at [email protected]

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