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Shipping Intelligence Weekly - Sources, Methods & Definitions

Sources & Methods


for the
Shipping Intelligence Weekly

These Sources & Methods are part of the Clarksons Quality System registered
under BS EN ISO 9002:1994 by BSI. Certificate no. FS 30573.

Updated: July 2014

Clarkson Research Services

July 2014

Shipping Intelligence Weekly - Sources, Methods & Definitions


Shipping Intelligence Weekly (SIW) is published on a Friday (or earlier if public holidays demand)
fifty times a year (excluding Easter and Christmas weeks). Dedicated files are updated every week with
the latest available data whether its frequency is weekly, monthly or longer. Sources of information are
both internal and external. Internal data is gathered from Clarkson Research databases or from H.
Clarkson brokers. External data is gathered from a variety of published sources. All data and information in this report is as reported up to noon on the date of publication. The data is being continually
assessed, and changes may occur to historical time series. All the data in SIW is available through the
Shipping Intelligence Network (www.clarksons.net) in Excel compatible time series.
Cover
ClarkSea Index: The ClarkSea Index is the only published weekly indicator of earnings for all the
main commercial vessel types. It is weighted according to the number of vessels in each fleet sector.
Clarksons Research collects rates direct from the Clarksons brokers on a daily and weekly basis and
these are used to calculate the earnings that go to make up the ClarkSea Index. The sectors in the
ClarkSea Index are oil tankers (VLCC, Suezmax, Aframax and clean product carriers), dry bulk carriers
(Capesize, Panamax, Handymax and Handysize), gas carriers, and fully cellular containerships. The
ClarkSea Index is published in graphical/numerical form on the front page of the Clarksons Shipping
Intelligence Weekly (SIW) and as a downloadable time series and graph on SIN Shipping Intelligence
Network (www.clarksons.net). The precise components used in the calculation of the Clarksea Index
have been revised once, from the start of 2013.
1. Freight Rates (pp. 2-7,9)
Spot rates (pp.2-5): Currently, information for 97 tanker and 46 bulkcarrier spot voyages (see Annex 2)
are collected on a weekly basis and form a database stretching back, in some cases, over 30 years. This
is done with the assistance of H. Clarkson & Co. brokers who fill in pro-formas prepared each week by
Clarkson Research showing the previous weeks rates. Tripcharter rates for four routes for a 172,000
dwt Capesize vessel, four routes for a 74,000 dwt Panamax vessel, five routes for a 52,000 dwt Supramax vessel, four routes for a 45,000 dwt Handymax vessel, and six routes for a 28,000 dwt Handysize
vessel, all of which are based on the standard specifications of Baltic Exchange vessels (see Annex 3),
are also collected in this way. Best estimates of likely fixing levels are provided where no market fixture is made. Currently, rates are expressed in Worldscale (WS) for tanker voyages; $/tonne for dry cargo spot voyages (historically, some rates were quoted in $/(long) ton); and $/day for dry cargo tripcharters.
Spot rates (p.6): Spot gas and chemical voyage rates are also collected on a weekly basis with the assistance of H. Clarkson & Co. brokers who fill in pro-formas prepared each week by Clarkson Research
showing the previous weeks rates. Although some rates have historically been quoted in $/(long) ton,
they are all now expressed in $/metric tonne, as is the custom of the trade.
Spot rates (p.7): Short Sea rates are provided by H.C. Shipping & Chartering Ltd in Hull, UK, a subsidiary of H. Clarkson & Co. Rates for offshore vessels (in /day) are quoted by H. Clarkson & Co.
offshore brokers. Liner market charter rates (in $/day) are provided on a monthly basis by H. Clarkson
brokers who fill in pro-formas prepared each month by Clarkson Research showing the previous
months rate.
Earnings (pp.2-5): Earnings are estimated from voyage freight rates, and expressed in $/day for the
voyage. In broad terms, earnings for each route are calculated by taking the total revenue, deducting
current bunker costs based on prices at representative regional bunker ports, estimated port costs (after
currency adjustments) and total commission and then dividing the result by the number of voyage days.
Details of the calculations and their constituent parameters and assumptions are set out in more detail in
Annexes 1-4.

Clarkson Research Services

July 2014

Shipping Intelligence Weekly - Sources, Methods & Definitions


Earnings are calculated on the basis of standard ship types (listed in Annex 3). For all crude oil and dry
bulk routes, earnings are estimated for a modern and an older standard ship. Earnings for both are calculated based on a single freight rate (for modern tonnage). Only earnings based on the most modern
vessel are published in full in the SIW.
For tankers and bulkers, average earnings for each ship type (Ave. Earnings) are averages of the voyages earnings for selected routes. The constituent routes of these Average Earnings figures are listed
in Annex 4 (b).
Certain factors are not accounted for in the earnings calculations. These include:
(i) other voyage-related costs.
(ii) vessel waiting time at port.
(iii) time the vessel is off-hire.
Voyage earnings are also collected for the benchmark Arabian Gulf to Japan spot LPG voyage. These
rates are quoted in $ 000/month by the brokers, but are converted into $/day for publication on page 6.
It is important to note that these earnings calculations are only intended as benchmark indicators of the
direction of the market. As such, they should not be taken to represent the precise earnings of specific
vessels. However, it is possible discuss tailored statistics; For more information, please contact our Research Services team by email at research.crs@clarksons.com.
The assumptions and standard ship types used in the voyage earnings calculations are reviewed on a
regular basis by Clarkson Research and H. Clarkson brokers, and updates are made available in this
document. Comments on these assumptions and the resultant earnings calculation are welcome from
users of the data, although it is important to note that the assumptions used in the calculations are just
one of a range of possible assumptions, that other sources of earnings information may use alternative
assumptions, and that the use of different assumptions can potentially make a significant difference to
the results of earnings calculations.
For the tanker, bulk carrier and chemical markets, rates are collected and earnings calculated for routes
that are not published in SIW. All this additional data is available through the Shipping Intelligence
Network in Excel compatible time series.
Baltic Exchange Indices (p.5): A database is maintained of the daily Baltic Freight Indices and the
rates of their component routes as published by the Baltic Exchange. The rates published every week
are from the preceding Thursday, or from the nearest available date. For details of the Baltic Exchange
Indices (BDI, BCI, BPI, BSI, BHSI etc.) see www.balticexchange.com.
FFA Indications (p.5): FFA Indications are as reported by Clarksons Securities Ltd. at the close of
business the preceding Thursday, or the nearest available date. In the table of FFA Indications, the BPI
1A TransAtlantic R/V ($/day) was replaced on 21st November 2003 by the more liquid BCI 7 Bolivar/
Rotterdam ($/tonne).
Timecharters (p.9): Timecharter data is collected in two primary ways:
(i) One year, three year and five year tanker rates, expressed in $/day, are collected on a weekly basis
for standard ship types. In the dry bulk sector, data is collected for all these rates, plus a six month rate
as well. The ship types for which rates are collected are specified on page 9 of SIW. Specifications of
these ship types are based on modern vessels as defined in Annex 3. These specifications are guidelines only, and not actual ships.

Clarkson Research Services

July 2014

Shipping Intelligence Weekly - Sources, Methods & Definitions


With respect to timecharter rates, data is collected in the same way as for spot market rates; namely, by
requesting brokers to fill in a weekly pro-forma with the latest rate for each ship type or by estimating
the likely rate acceptable to an owner in the absence of any fixtures. Capesize and Panamax bulkcarrier
timecharter rates are the average of quotations for Atlantic and Pacific delivery, redelivery worldwide.
Timecharter rates are cross checked with the timecharter matrices that both the tanker and bulk carrier
broker desks publish each week.
13 timecharter rates are also collected for LPG vessels. These rates are quoted in $ 000/month by the
brokers, but are converted into $/day for publication on page 6.
(ii) Details of all reported tanker, bulk carrier, containership and gas timecharter fixtures are recorded in
the Clarkson Research commercial database. This data is sourced from available published sources and
cross checked with information gathered by H. Clarkson brokers in the course of their business. Activity in the tanker and bulker timecharter markets, recorded as the number of fixtures for periods of one
year or more, is generated from this and reported alongside average timecharter rates for tankers and
bulkcarriers on page 9 of SIW.
2. Ship Prices (pp.8, i-ii, 10-11)
Secondhand Sales & Prices (pp.8, i-ii): Prices for secondhand vessels are collated in conjunction
with H. Clarkson & Co. sale and purchase brokers who fill in pro-formas prepared by Clarkson Research showing the previous weeks levels. Prices are collected for various sizes and ages of vessels for
the main vessel types and relate to market sales where these have taken place and to brokers best estimates when no sale has occurred. Prices are for standard ships of the types described in average condition, built at first class competitive Far East/European shipyards but with no account taken for survey
status or condition which could affect values.
All data is collected on a weekly basis, with monthly timeseries based on end month data. Time series
of these prices stretch back over 30 years for some vessels. In general, prices are expressed in US$ million, but for individual sales maintained in the Clarkson Research Ship Sales Database other currencies
may be specified. In SIW, this is particularly relevant to Ro-Ro vessels, where sales and benchmark
timeseries are quoted in Euros. This sales data is sourced from market information provided by H.
Clarkson brokers and from published material. An extract of the most recent of these sales by vessel
type, including the latest sale of each ship type/size is displayed on page ii of SIW.
In recent years, numerous changes/updates have been made to the existing time series, all of which
have been noted on page 8. Please note that because the vessel sizes assigned to each type are representative benchmarks, they are adjusted in accordance with variances in the market, most usually to
reflect vessel upsizing over time. Generally, these changes will be amalgamated into existing time series.
The Clarkson 5-year-old Secondhand Price Indices are calculated by averaging the $ per dwt values of
the various 5-year-old ships. The base of 100 is taken as the average index value as of January 2000.
Between October 2008 and January 2010, CRSL did not publish benchmark values and users should be
aware that this was a period of transition in the Sale and Purchase markets, characterised by spells of
rapidly changing price levels, low levels of sales activity and a wide spread of price ideas. During this
period, the data should be treated with caution as confidence limits will vary over time and between
sectors. See Annex 5 for more details.
The Clarkson Ship Sales Database provides the source data for establishing the monthly volume of
sales activity by ship type/size and by buyer and the value of sales which is set out on page i of SIW.

Clarkson Research Services

July 2014

Shipping Intelligence Weekly - Sources, Methods & Definitions


Newbuilding Contracts & Prices (p.10): The procedures for collecting and collating newbuilding prices are the same as those for secondhand prices. They are collated on a weekly basis in conjunction with
H. Clarkson & Co. sale and purchase brokers who fill in pro-formas prepared by Clarkson Research
showing the previous weeks levels. Prices are collected for various sizes of newbuildings for the main
vessel types. These relate to concluded contracts when possible and to brokers best estimates when
none have occurred. Prices are for ships of a European Spec, 5x 20% payments and first class competitive yards quotations. It is also important to note that these newbuilding prices are benchmark values and prices will vary according to country of build, delivery and ship specification.
All data is collected on a weekly basis, with monthly timeseries based on end month data. Time series
of these prices stretch back over 30 years for some vessels. In general, prices are expressed in US$ million, but for individual sales maintained in the Clarkson Research Ship Sales Database other currencies
may be specified. Note, that for newly delivered vessels, the originally reported contract price is quoted
where available (see page iii of SIW).
Details of actual newbuilding contracts and overall activity are maintained in the Clarkson Research
Newbuilding Database, either as unconfirmed orders, options or confirmed orders along with the reported price level and currency when this is available. Data is also sourced from external published material. However, only confirmed contracts are published in the SIW.
The Clarkson Newbuilding Price Index is calculated by averaging the $ per dwt values of the various
ship types. The base of 100 is taken as the average index value as of January 1988.
Demolition Sales & Prices (p. 11): The procedures for collecting scrap prices are the same as those
for secondhand and newbuilding prices. They are collated on a weekly basis in conjunction with H.
Clarkson & Co. sale and purchase brokers who fill in pro-formas prepared by Clarkson Research showing the previous weeks levels. Prices are collected for a range of ship types and scrapping locations
(e.g. China, India and Bangladesh). The prices that are quoted are related to market sales where
they have taken place and to brokers best estimates when no sale has occurred.
All data is collected on a weekly basis, with monthly timeseries based on end month data. Time series
of these prices stretch back over 40 years in some instances. 21 separate prices expressed in terms of $
per lightweight ton (ldt) are collected every week for a range of ship types and scrapping locations (i.e.
the Far East and the Indian sub-Continent). The values published in SIW are based on prices on the
Indian sub-Continent for both tankers (based on a VLCC) and dry cargo vessels (based on a Handy dry
bulkcarrier of around 8,000 ldt). The additional values are available through the Shipping Intelligence
Network in Excel compatible time series.
Information on actual demolition sales is based on market information provided by H. Clarkson brokers
and is checked and validated by reference to a range of published sources. It is stored in the Clarkson
Ship Database. It includes data such as the vessels lightweights, the buyer and eventual breaker, its
reported sale price in $/ldt and its estimated value in $ million. Latest sales are listed in the table on
page 11 of SIW. The Database is used as the source material for the tables of demolition activity, by
buyer and by ship type/size.
3. Economic & Financial Data (p.12)
Economic and financial data e.g. GDP (historical and forecast), industrial production growth rates, exchange rates, forward buying rates, interest rates, inflation rates and commodity prices are sourced from
recognised business, governmental and international organisations as well as the financial and commodity press on a weekly, monthly, quarterly or annual basis depending on availability. Our sources
include the Financial Times, The Economist, OECD, the IMF, the International Energy Agency, the US

Clarkson Research Services

July 2014

Shipping Intelligence Weekly - Sources, Methods & Definitions


Energy Information Association, the International Grains Council, MySteel and the TEX Report.
4. Trade Data (p.13)
Data on the main oil and dry cargo trades is sourced from a multitude of recognised business, commodity, governmental and international organisations on a monthly, quarterly or annual basis depending on
availability. It is published as soon as it becomes available.
(i) Sources of information used for oil and oil related data include:
Petroleum Intelligence Weekly, IEA Oil Market Report, Reuters Inside Oil, Monthly Energy Review of
the IEA, Oil Market Intelligence, OPEC Monthly Report and Downstream Today.
(ii) Sources of data for the dry cargo trades include:
World Steel Association, TEX Report, Global Trade Atlas, International Grains Council and US Department of Agriculture publications.
Statistics are taken only from published data and no use is made of confidential information obtained
by Clarkson Research in the course of its business. Data are compiled into time series which are used to
project future trade flows on an annualised basis.
5. Fleet Data (p.14-15)
All historical and current data on the fleet, changes in the fleet and the orderbook for tankers, bulkcarriers, combined carriers, gas vessels, cellular containerships, multi-purpose vessels, general cargo, ro-ro
vessels, car carriers, reefer vessels, offshore vessels and other cargo vessels are compiled by the
Clarkson Research Statistics Department. Information is continuously updated through consultation
with the H. Clarkson broking network and through questionnaires and direct contacts with shipowners
and shipyards. Checking and validation is carried out with reference to a range of published sources.
Regular follow-up surveys ensure the quality and completeness of data is continuously improved.
Data collection and validation is carried out in accordance with the Clarkson Procedure CR/OPR/301.
Clarksons quality systems are ISO 9002 compliant. The system provides for monthly validations of the
data, with closure at the end of each month and output reported correct as at the beginning of the following month. These procedures provide for one of the only sources of regular monthly updates of fleet
data. Fleet data for tankers, combos and bulkcarriers are measured in metric tonnes. All fleet data is
adjusted retrospectively for minor miscellaneous changes in the fleet when necessary.
6. Fleet Activity (p.14)
Combined Carriers: An analysis of the trading activity of combined carriers is made each month.
Movements of all combined carriers are checked and an assessment made of the trades in which the
vessels are operating as at the first of each month based on their ports of call. A vessel is assumed to be
in a particular trade from the time it loads a cargo until it reached another load port.
The trades to which a vessel is allocated are either oil or one of four categories of dry bulk trades i.e.
iron ore, coal, grain or others. If a vessel is laid-up or otherwise inactive this is also recorded. If there is
ambiguity concerning which cargo a vessel is carrying based on its ports of call, the market knowledge
of H. Clarkson brokers and their access to owner information is relied upon.
Once the data for each vessel has been recorded it is linked with data from the Clarkson Research Ships
Database and a routine analysis is carried out that demarcates the trading activity of the fleet into trades
by ship type and size in terms of both numbers of ships and deadweight. A monthly historical record of
the trading pattern of the fleet is maintained.
Clarkson Research Services

July 2014

Shipping Intelligence Weekly - Sources, Methods & Definitions


Inactive Tonnage: The Clarkson Research Statistics Department make weekly checks on the activity
status of the tanker, combined carrier and bulkcarrier fleets. Non-trading codes are allocated to the relevant vessels within the Clarkson Research Ships Database, indicating whether it is:
(i) damaged and out of service.
(ii) idle and awaiting orders in the Arabian Gulf (4 weeks or more).
(iii) idle for more than six weeks.
(iv) laid-up.
(v) in long term storage (more than 60 days).
(vi) being repaired.
Information on ships that are damaged, scrapped or sent for repair is sourced primarily from publicly
available industry reports, such as the shipping press, and is subsequently checked and validated. Information on tonnage that is idle, laid-up or in storage is sourced primarily from broker information, fixture records and other industry sources/publications.
Note: Clarkson Research is registered for ISO 9002. All data collection and processing is carried
out in accordance with documented procedures on database maintenance, publication and information handling contained in the Clarkson Research Operating Handbook.

Clarkson Research Services

July 2014

AnnexWeekly
1 - Earnings
Calculations
Shipping Intelligence
- Sources,
Methods & Definitions
The purpose of the voyage earnings series is to provide readers with an estimate of the daily earnings of
ships implied by the current level of spot freight rates. The calculated earnings relate to voyages only.
They take no account of any waiting or off-hire time. For both tankers and bulkcarriers, different voyage patterns are assumed depending on the route (see Annex 2).
For all crude oil and dry bulk routes earnings are estimated for more than one standard ship, though
only those for the most modern vessel are published in full in the SIW.
1. Routes Covered: Voyage earnings estimates are currently prepared each week by Clarkson Research
for 226 tanker and bulkcarrier voyage/ship combinations. This information is laid out in detail in Annex
2(a) and 2(d). Annex 2 also outlines and tracks the development of the routes that were used prior to the
current selection.
2. Ship Types Covered: The voyage earnings calculations are based on a set of 22 representative ships.
The representative ship types were selected, after consultation with H. Clarkson brokers, to provide a
fair indication of typical vessels being chartered on each route. A range of these typical vessels,
extracted from the Clarkson Research ship database, were then analysed to provide average ship characteristics. Details of the representative ships are listed in Annex 3. Annex 3 also outlines and tracks the
development of the vessel assumptions that were used prior to the current selection.
3. Voyage Earnings Calculation: Each week, the voyage earnings are calculated using a voyage estimating system. Annex 4 outlines the calculations. The key parameters in the equations are:
(i) Freight rates: although freight rates for some dry cargo routes have historically been quoted in $/
long ton, all dry cargo rates are currently expressed in $/tonne, as is the custom of the trade. Tanker
rates are converted from Worldscale using the Worldscale flat rate taken from the Worldscale website,
as published on 1st January of each calendar year. Please note that the Worldscale flat rates are subject
to revision as noted in the periodic distribution of Worldscale circulars.
(ii) Cargo loaded: these are predetermined and where relevant are based on the restrictions of the vessel
(e.g. cubic capacity), the load and/or discharge ports (draft restrictions) or canal restrictions (draft,
beam). Cargo quantity is shown in Annex 2, column 5. The cargo sizes are intended to represent the
most common quantity currently prevalent on that particular route.
(iii) Port costs: the total port cost for each voyage is calculated as the sum of loading and discharge
costs for the specified cargo size and ship type. The sources used to determine these figures range from
the ports themselves via questionnaires, owners via Clarkson brokers, and the Global Ports and Intertanko websites. The costs are then converted from the local currency to US dollars at the current exchange rate and updated at the start of every month.
(iv) Canal costs: when a voyage involves passage through a canal, the costs are added.
(v) Sea Time: calculated from the voyage distance (taken from BP distance tables and Worldscale) and
the vessel speed, plus a sea margin of 5% and any additional time for a canal transit.
(vi) Port time: is calculated as an average of two days loading and two days discharging for tanker voyages. For the bulk trades, the total port time is determined by the actual experiences of the trade as advised by the H. Clarkson & Co. brokers. Turn time is also added when relevant, see Annex 2.
(vii) Bunker prices: these are taken from prices reported each Thursday. For each geographical region,
a representative bunker port has been selected and one or more is allocated to each route as appropriate.

Clarkson Research Services

July 2014

1 - Earnings
continued
ShippingAnnex
Intelligence
WeeklyCalculations,
- Sources, Methods
& Definitions
The voyage estimating system first calculates the time the voyage takes in days. It then computes the
net revenue earned on the voyage, after deducting total fuel/bunker costs, port costs and canal charges,
and commission from the total freight revenue. The average earnings in $ per day is computed by dividing this net earnings by days for the voyage. The calculated earnings are for a single voyage only and
do not include any allowance for waiting time, delays or off-hire time.
4. Speed: No attempt is made to optimise earnings by adjusting speed in response to movement in bunker prices or freight rates. See Annex 3.
5. Consumption: For each vessel type, standard consumption values for laden and ballast voyages and
time in port have been used. See Annex 3. Consumption at sea accounts for consumption of LS fuel
within ECAs and consumption in port accounts for MGO fuel consumption in EU ports since start
2010, and LS fuel consumption in all other ports in ECAs. Dirty products voyage calculations include
allowance for heating consumption at sea and in port.
6. Ballast Voyages: For many tanker and dry cargo routes, the vessel is assumed to return to its loading
port in ballast after discharge. However for some routes, a shorter ballast voyage is used where this is
considered to be realistic. A list of the laden and ballast distances used in the calculation is contained in
Annex 2.
7. Commission: Commission is deducted from total freight revenue at a rate of 2.5% for tanker voyages and 3.75% for bulkcarrier voyages.
8. Procedure for Updating Freight Rates: Tanker and dry cargo freight rates on 143 routes are updated
on Thursday afternoon/Friday morning each week by the H. Clarkson & Co. brokers. Where there has
been no actual fixture on a particular route, an estimate is provided. For each market sector updating is
carried out by the H. Clarkson & Co. desk trading in that specific ship size.
9. Updating Procedure: The updated freight rates are entered into the database on Thursday evening/
Friday morning each week. Estimates are then checked by the editor of SIW.
10. Voyage Earnings Calculations: A summary of the basic voyage estimating equation for tankers
and bulk carriers is contained in Annex 4.
11. Validation of System: All possible measures have been taken to ensure that the opportunity of any
inadvertent corruption to our production process has been minimised. There are also numerous safeguards in place to prevent persistent errors.
12. Other Freight Information: In addition to the freight rates for the 143 voyages, data for 21 bulkcarrier tripcharter routes, 42 bulkcarrier period timecharters and 18 tanker period timecharters are collected. Clarkson brokers provide on a weekly basis all the period timecharter rates and the rates for the tripcharter routes. Freight rates for other specialised markets are also collected including: spot rates and
earnings and timecharter rates for LPG routes and vessels; spot freight rates for chemical cargoes; spot
freight rates for short sea cargoes, spot daily charter hire rates for offshore service vessels; daily hire
rates and period charter rates for a variety of liner vessels.
13. Stem Sizes: Sometimes the quoted cargo size moves slightly out of line with accepted practice. In
order to avoid constantly changing the cargo size, and unnecessarily disturb the time series, we ask the
brokers to continue to quote on a rate but as a pro rata.
Note: Clarkson Research is registered for ISO 9002. All data collection and processing is carried
out in accordance with documented procedures on database maintenance, publication and information handling contained in the Clarkson Research Operating Handbook.
Clarkson Research Services

July 2014

Annex 2(a)
- Tanker Voyage
(January
2009
Shipping
Intelligence
Weekly Details
- Sources,
Methods
& Onwards)
Definitions
No.

CRS Voyages
Load
Discharge

Route Nam e in SIW


(Issue No. 1067 onw ards)

Cargo
Size
Tonnes

CRS
Ship
No.

Voyage Dist.
Miles
Laden
Ballast

Sea
Tim e

Voyage Tim e - Days


Total
Sea
Port
Turn
Canal Voyage
Margin Tim e
Tim e Transit Tim e

Oper.
Speed
Knots (L/B)

VLCC - Modern c.2010-built (Crude)


T120
T121
T122
T123
T124
T125
T126
T127
T128
T129
T130
T131
T132
T133
T134

Ras Tanura
Ras Tanura
Ras Tanura
Sidi Kerir
Ras Tanura
Ras Tanura
Ras Tanura
Bonny Offshore
Bonny Offshore
Bonny Offshore
Rotterdam
Bonaire
Mongstad
Bonny Offshore
Ras Tanura

Rotterdam
Chiba
Ain Sukna
Rotterdam
Ulsan
LOOP
Singapore
LOOP
Kaohsiung
Jamnagar
Singapore
Singapore
LOOP
Ningbo
Jamnagar

T39
T40
T41
T42
T43
T44
T45
T46
T47
T79
T80
T81
T104
T109
T110

Ras Tanura
Ras Tanura
Ras Tanura
Sidi Kerir
Ras Tanura
Ras Tanura
Ras Tanura
Bonny Offshore
Bonny Offshore
Bonny Offshore
Rotterdam
Bonaire
Mongstad
Bonny Offshore
Ras Tanura

Rotterdam
Chiba
Ain Sukna
Rotterdam
Ulsan
LOOP
Singapore
LOOP
Kaohsiung
Jamnagar
Singapore
Singapore
LOOP
Ningbo
Jamnagar

T135
T136
T137
T138
T139
T140
T141
T142
T143
T144
T145

Sidi Kerir
Bonny Offshore
Bonny Offshore
Ras Tanura
Sullom Voe
Sullom Voe
Puerto La Cruz
Novorossisyk
Ras Tanura
Ras Tanura
Marsa El Hariga

Lavera
Philadelphia
Lavera
Huizhou
Wilhelmshaven
LOOP
LOOP
Augusta
Jamnagar
Trieste
Ningbo

T49
T50
T83
T51
T105
T106
T107
T111
T112
T113
T114

Sidi Kerir
Bonny Offshore
Bonny Offshore
Ras Tanura
Sullom Voe
Sullom Voe
Puerto La Cruz
Novorossisyk
Ras Tanura
Ras Tanura
Marsa El Hariga

Lavera
Philadelphia
Lavera
Huizhou
Wilhelmshaven
LOOP
LOOP
Augusta
Jamnagar
Trieste
Ningbo

T146
T147
T148
T149
T150
T151
T152
T153
T154
T155
T156
T157
T158
T159
T160
T161
T162
T163

Arzew
Curacao
Ras Tanura
Sidi Kerir
Sullom Voe
Curacao
Jakarta
Sullom Voe
Sullom Voe
Novorossisyk
Seria
Primorsk
Arzew
Es Sider
Bonny Offshore
Bonny Offshore
Kozmino
Zuetina

Philadelphia
Hamburg
Singapore
Trieste
Bayw ay
Texas City
Chiba
Wilhelmshaven
Trieste
Trieste
Sydney
Wilhelmshaven
Trieste
Fos
Fos
Houston
Ulsan
Singapore

T62
T66
T60
T61
T64
T65
T67
T63
T87
T88
T89
T97
T108
T115
T116
T117
T118
T119

Arzew
Curacao
Ras Tanura
Sidi Kerir
Sullom Voe
Curacao
Jakarta
Sullom Voe
Sullom Voe
Novorossisyk
Seria
Primorsk
Arzew
Es Sider
Bonny Offshore
Bonny Offshore
Kozmino
Zuetina

Philadelphia
Hamburg
Singapore
Trieste
Bayw ay
Texas City
Chiba
Wilhelmshaven
Trieste
Trieste
Sydney
Wilhelmshaven
Trieste
Fos
Fos
Houston
Ulsan
Singapore

Gulf-Europe
Gulf-Japan
Gulf-Red Sea
Gulf-S.Korea
Gulf-US Gulf
Gulf-Sing
WAF-US Gulf
WAF-WC India
Caribs - Singapore
WAF - China

280,000
265,000
280,000
280,000
265,000
280,000
270,000
260,000
260,000
260,000
275,000
275,000
280,000
260,000
265,000

23
23
23
23
23
23
23
23
23
23
23
23
23
23
23

11,170
6,654
3,121
3,159
6,216
12,225
3,702
5,912
9,440
7,075
11,866
10,767
4,707
10,196
1,184

4,475
6,654
3,121
3,159
6,216
6,011
3,702
5,912
9,440
7,075
3,730
3,730
6,011
10,196
1,184

50.0
43.6
20.5
20.7
40.8
58.6
24.3
38.8
61.9
46.4
49.6
46.2
35.4
66.9
7.8

2.5
2.2
1.0
1.0
2.0
2.9
1.2
1.9
3.1
2.3
2.5
2.3
1.8
3.3
0.4

4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0

0
0
0
0
0
0
0
0
0
0
0
0
0
0
0

0
0
0
0
0
0
0
0
0
0
0
0
0
0
0

56.5
49.8
25.5
25.8
46.8
65.5
29.5
44.7
69.0
52.7
56.1
52.5
41.2
74.2
12.2

13.5/12.0
13.5/12.0
13.5/12.0
13.5/12.0
13.5/12.0
13.5/12.0
13.5/12.0
13.5/12.0
13.5/12.0
13.5/12.0
13.5/12.0
13.5/12.0
13.5/12.0
13.5/12.0
13.5/12.0

4,475
6,654
3,121
3,159
6,216
6,011
3,702
5,912
9,440
7,075
3,730
3,730
6,011
10,196
1,184

43.5
37.0
17.3
17.6
34.5
50.7
20.6
32.8
52.4
39.3
43.3
40.3
29.8
56.6
6.6

2.2
1.8
0.9
0.9
1.7
2.5
1.0
1.6
2.6
2.0
2.2
2.0
1.5
2.8
0.3

4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0

0
0
0
0
0
0
0
0
0
0
0
0
0
0
0

0
0
0
0
0
0
0
0
0
0
0
0
0
0
0

49.6
42.8
22.2
22.4
40.3
57.2
25.6
38.5
59.1
45.3
49.5
46.3
35.3
63.5
10.9

15.0/15.0
15.0/15.0
15.0/15.0
15.0/15.0
15.0/15.0
15.0/15.0
15.0/15.0
15.0/15.0
15.0/15.0
15.0/15.0
15.0/15.0
15.0/15.0
15.0/15.0
15.0/15.0
15.0/15.0

9.3
34.0
26.7
33.8
3.9
34.9
12.4
8.3
7.8
18.0
44.0

0.5
1.7
1.3
1.7
0.2
1.7
0.6
0.4
0.4
0.9
2.2

4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0

0
0
0
0
0
0
0
0
0
0
0

0
0
0
0
0
0
0
2
0
1
1

13.8
39.7
32.0
39.5
8.1
40.6
17.0
14.7
12.2
23.9
51.2

13.5/12.0
13.5/12.0
13.5/12.0
13.5/12.0
13.5/12.0
13.5/12.0
13.5/12.0
13.5/12.0
13.5/12.0
13.5/12.0
13.5/12.0

7.9
28.8
22.6
28.7
3.3
29.3
10.5
7.1
6.6
15.8
37.5

0.4
1.4
1.1
1.4
0.2
1.5
0.5
0.4
0.3
0.8
1.9

4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0

0
0
0
0
0
0
0
0
0
0
0

0
0
0
0
0
0
0
2
0
1
1

12.3
34.2
27.7
34.1
7.5
34.7
15.0
13.4
10.9
21.6
44.4

15.0/15.0
15.0/15.0
15.0/15.0
15.0/15.0
15.0/15.0
15.0/15.0
15.0/15.0
15.0/15.0
15.0/15.0
15.0/15.0
15.0/15.0

23.6
20.1
24.3
7.8
19.8
11.8
22.5
3.9
23.2
10.8
27.5
9.0
9.7
6.7
26.7
41.0
3.2
38.0

1.2
1.0
1.2
0.4
1.0
0.6
1.1
0.2
1.2
0.5
1.4
0.4
0.5
0.3
1.3
2.1
0.2
1.9

4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0

0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0

0
0
0
0
0
0
0
0
0
2
0
0
0
0
0
0
0
2

28.8
25.1
29.5
12.2
24.8
16.4
27.6
8.1
28.3
17.4
32.8
13.4
14.2
11.1
32.0
47.1
7.4
45.9

13.5/12.0
13.5/12.0
13.5/12.0
13.5/12.0
13.5/12.0
13.5/12.0
13.5/12.0
13.5/12.0
13.5/12.0
13.5/12.0
13.5/12.0
13.5/12.0
13.5/12.0
13.5/12.0
13.5/12.0
13.5/12.0
13.5/12.0
13.5/12.0

20.7
18.1
21.3
6.8
17.4
10.3
19.7
3.4
20.3
9.5
24.1
7.9
8.5
5.9
23.4
36.0
2.8
33.3

1.0
0.9
1.1
0.3
0.9
0.5
1.0
0.2
1.0
0.5
1.2
0.4
0.4
0.3
1.2
1.8
0.1
1.7

4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0

0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0

0
0
0
0
0
0
0
0
0
2
0
0
0
0
0
0
0
2

25.7
23.0
26.3
11.2
22.3
14.8
24.7
7.6
25.3
16.0
29.3
12.3
13.0
10.2
28.6
41.8
7.0
41.0

14.5/14.5
14.5/14.5
14.5/14.5
14.5/14.5
14.5/14.5
14.5/14.5
14.5/14.5
14.5/14.5
14.5/14.5
14.5/14.5
14.5/14.5
14.5/14.5
14.5/14.5
14.5/14.5
14.5/14.5
14.5/14.5
14.5/14.5
14.5/14.5

VLCC - 2000-built (Crude)


280,000
265,000
280,000
280,000
265,000
280,000
270,000
260,000
260,000
260,000
275,000
275,000
280,000
260,000
265,000

2
2
2
2
2
2
2
2
2
2
2
2
2
2
2

11,170
6,654
3,121
3,159
6,216
12,225
3,702
5,912
9,440
7,075
11,866
10,767
4,707
10,196
1,184

Suezmax - Modern c.2010-built (Crude)


Med-Med
WAF-USAC
WAF-Med

Black Sea - Med

130,000
130,000
130,000
130,000
135,000
135,000
130,000
140,000
130,000
130,000
130,000

24
24
24
24
24
24
24
24
24
24
24

1,420
5,184
4,070
5,159
600
4,531
1,888
1,269
1,184
4,461
7,612

1,420
5,184
4,070
5,159
600
6,011
1,888
1,269
1,184
1,215
5,897

Suezmax - 2000-built (Crude)


130,000
130,000
130,000
130,000
135,000
135,000
130,000
140,000
130,000
130,000
130,000

4
4
4
4
4
4
4
4
4
4
4

1,420
5,184
4,070
5,159
600
4,531
1,888
1,269
1,184
4,461
7,612

1,420
5,184
4,070
5,159
600
6,011
1,888
1,269
1,184
1,215
5,897

Aframax - Modern c.2010-built (Crude)


Med-USAC
Gulf-East
Sidi Kerir - Trieste
UKC-USAC
Carib-US Gulf
Indo-Japan
UKC-UKC
Black Sea-Med
Baltic-UKC
Es Sider - Fos

80,000
80,000
80,000
80,000
80,000
70,000
80,000
80,000
80,000
80,000
80,000
100,000
80,000
80,000
80,000
80,000
100,000
80,000

25
25
25
25
25
25
25
25
25
25
25
25
25
25
25
25
25
25

3,604
4,500
3,702
1,191
3,025
1,797
3,434
600
3,531
1,654
4,187
1,371
1,485
1,024
4,069
6,258
489
5,800

3,604
1,797
3,702
1,191
3,025
1,797
3,434
600
3,531
1,654
4,187
1,371
1,485
1,024
4,069
6,258
489
5,800

Aframax - 2000-built (Crude)


80,000
80,000
80,000
80,000
80,000
70,000
80,000
80,000
80,000
80,000
80,000
100,000
80,000
80,000
80,000
80,000
100,000
80,000

6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6

3,604
4,500
3,702
1,191
3,025
1,797
3,434
600
3,531
1,654
4,187
1,371
1,485
1,024
4,069
6,258
489
5,800

3,604
1,797
3,702
1,191
3,025
1,797
3,434
600
3,531
1,654
4,187
1,371
1,485
1,024
4,069
6,258
489
5,800

Continued on Page 11.


Clarkson Research Services

10

July 2014

Annex
2(a) - Tanker
VoyageWeekly
Details- (January
2009 Onwards
- Continued)
Shipping
Intelligence
Sources, Methods
& Definitions
No.

CRS Voyages
Load
Discharge

Route Nam e in SIW


(Issue No. 1067 onw ards)

Cargo
Size
Tonnes

CRS
Ship
No.

Voyage Dist.
Miles
Laden
Ballast

Sea
Tim e

Voyage Tim e - Days


Total
Sea
Port
Turn
Canal Voyage
Margin Tim e
Tim e Transit Tim e

Oper.
Speed
Knots (L/B)

Dirty Products
T181
T68
T69
T71
T182
T90
T183
T184
T185
T97
T98
T99
T186

Ras Tanura
St Eustatius
Antw erp
Skikda
Cap Limbe
Ras Lanuf
Ras Lanuf
Ras Lanuf
Amsterdam
Odessa
Lavera
Faw ley
Sillamae

Singapore
Houston
Houston
Houston
Houston
Amsterdam
Milazzo
Houston
Houston
Agioi Theodoroi
Augusta
Rotterdam
Amsterdam

T72
T93
T164
T165
T166
T24
T94
T167
T168
T169
T170
T25
T26
T27
T32
T73
T92
T95
T96
T101
T102
T103
T171
T172
T173
T174
T175
T176
T177
T178
T179
T28
T29
T30
T74
T75
T91
T33
T34

Ras Tanura
Mina Al Ahmadi
Yanbu
Rotterdam
Ulsan
Ras Tanura
Mina Al Ahmadi
Yanbu
Rotterdam
Sikka
Sikka
Ras Tanura
Singapore
Curacao
Rotterdam
Ras Tanura
Bombay
Mina Al Ahmadi
Sikka
Amsterdam
Houston
Sikka
Augusta
Skikda
Skikda
Houston
Houston
Singapore
Singapore
Ulsan
Ulsan
Bahrain
Augusta
Augusta
Tuapse
Ventspils
Tees
Tees
Augusta

Chiba
Rotterdam
Chiba
Chiba
Singapore
Chiba
Rotterdam
Chiba
Chiba
New York
Jeddah
Chiba
Chiba
New York
New York
Dar Es Salaam
Chiba
Rotterdam
Jebel Ali
Lome
Amsterdam
Singapore
New York
Houston
Sao Luis
Rio De Janeiro
Quintero
Sydney
Hong Kong
Singapore
Los Angeles
Bombay
Lavera
Rotterdam
Agioi Theodoroi
Amsterdam
Amsterdam
Dunkirk
Lavera

Caribs - US Gulf
UKC - US Gulf
Med - US Gulf

Black Sea - Med

80,000
50,000
55,000
55,000
55,000
45,000
45,000
45,000
45,000
30,000
30,000
30,000
30,000

30
31
31
31
31
32
32
32
32
33
33
33
33

3,702
2,061
5,100
5,446
6,362
2,827
516
6,197
5,142
743
699
279
1,381

3,702
2,061
5,100
5,446
6,362
2,827
516
6,197
5,142
743
699
279
1,381

24.3
13.5
33.4
35.7
41.7
18.5
3.4
40.6
33.7
4.9
4.6
1.8
9.1

1.2
0.7
1.7
1.8
2.1
0.9
0.2
2.0
1.7
0.2
0.2
0.1
0.5

4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0

0
0
0
0
0
0
0
0
0
0
0
0
0

0
0
0
0
0
0
0
0
0
2
0
0
0

29.5
18.2
39.1
41.5
47.8
23.5
7.6
47.7
39.4
11.1
8.8
5.9
13.5

13.5/12.0
13.5/12.0
13.5/12.0
13.5/12.0
13.5/12.0
13.5/12.0
13.5/12.0
13.5/12.0
13.5/12.0
13.5/12.0
13.5/12.0
13.5/12.0
13.5/12.0

6,654
8,232
7,493
6,654
0
6,654
5,307
7,493
6,654
6,014
2,307
4,643
909
1,770
3,383
2,841
3,378
5,307
327
4,170
5,148
2,800
4,268
2,061
3,794
5,281
4,209
4,471
1,458
0
5,260
1,353
699
2,496
884
1,096
307
357
699

43.6
48.8
49.1
57.9
7.9
43.6
38.7
49.1
57.9
45.7
15.1
36.7
12.1
11.6
22.2
18.6
28.5
38.7
4.1
27.3
33.8
18.4
28.0
24.0
24.9
34.6
27.6
29.3
9.6
7.9
34.5
8.9
4.6
16.4
5.8
7.2
2.0
2.0
4.0

2.2
2.4
2.5
2.9
0.4
2.2
1.9
2.5
2.9
2.3
0.8
1.8
0.6
0.6
1.1
0.9
1.4
1.9
0.2
1.4
1.7
0.9
1.4
1.2
1.2
1.7
1.4
1.5
0.5
0.4
1.7
0.4
0.2
0.8
0.3
0.4
0.1
0.1
0.2

4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0

0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0

0
1
0
1
0
0
1
0
1
1
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
2
0
0
0
0
0
0
0
2
0
0
0
0

49.8
56.3
55.6
65.8
12.2
49.8
45.6
55.6
65.8
52.9
19.9
42.5
16.7
16.2
27.3
23.6
33.9
45.6
8.3
32.7
39.5
23.3
33.4
29.2
30.1
40.4
35.0
34.8
14.0
12.2
40.2
13.3
8.8
21.2
12.1
11.5
6.1
6.1
8.1

13.5/12.0
13.5/12.0
13.5/12.0
13.5/12.0
13.5/12.0
13.5/12.0
13.5/12.0
13.5/12.0
13.5/12.0
13.5/12.0
13.5/12.0
13.5/12.0
13.5/12.0
13.5/12.0
13.5/12.0
13.5/12.0
13.5/12.0
13.5/12.0
13.5/12.0
13.5/12.0
13.5/12.0
13.5/12.0
13.5/12.0
13.5/12.0
13.5/12.0
13.5/12.0
13.5/12.0
13.5/12.0
13.5/12.0
13.5/12.0
13.5/12.0
13.5/12.0
13.5/12.0
13.5/12.0
13.5/12.0
13.5/12.0
13.5/12.0
14.5/15.0
14.5/15.0

Clean Products
Gulf - Japan

Gulf - Japan

Gulf - Japan
Singapore - Japan
UKC - USAC
Gulf - E.Africa
WC India - Japan
Gulf - UKC
UKC - W. Africa

USG - ECSA
Singapore - E Aus

Med - Med
Black Sea - Med

75,000
90,000
75,000
80,000
90,000
55,000
60,000
55,000
60,000
55,000
55,000
35,000
30,000
38,000
37,000
35,000
35,000
40,000
37,000
37,000
38,000
35,000
37,000
35,000
35,000
38,000
38,000
30,000
30,000
40,000
40,000
30,000
30,000
30,000
30,000
30,000
30,000
22,000
22,000

26
26
26
26
26
27
27
27
27
27
27
28
28
28
28
28
28
28
28
28
28
28
28
28
28
28
28
28
28
28
28
29
29
29
29
29
29
15
15

6,654
6,558
7,493
11,284
2,545
6,654
6,558
7,493
11,284
8,028
2,307
6,654
2,907
1,770
3,383
2,841
5,431
6,558
955
4,170
5,148
2,800
4,268
5,446
3,794
5,281
4,209
4,471
1,458
2,545
5,260
1,353
699
2,496
884
1,096
307
357
699

A triangular clean products voyage within the Atlantic is also calculated. This is the combination of two laden legs, one from Rotterdam to New York, followed by a second from Houston to
Amsterdam, at the prevailing worldscale rates for each. This utilises the standard "MR" sized benchmark vessel (CRS vessel 28), and the parameters shown below.
Rotterdam
New York
37,000
3,383
1,970
17.3
0.9
4.0
0
0
T180
28
43.1
13.5/12.0
Houston
Amsterdam
38,000
5,148
83
16.2
0.8
4.0
0
0

Clarkson Research Services

11

July 2014

Annex
2(b) - Tanker
Details
(2004-2008)
Shipping
Intelligence
WeeklyVoyage
- Sources,
Methods
& Definitions
No.

CRS Voyages
Load
Discharge

Route Name in SIW (Issue


No. 824 - 1016)

Cargo
Size
Tonnes

CRS
Ship
No.

Voyage Dist.
Miles
Laden Ballast

Sea
Time

Voyage Time - Days


Sea
Port
Turn
Margin Time
Time

Canal
Transit

Total
Voyage
Time

Oper.
Speed
Knots (L/B)

VLCC - Early 1990s (Crude)


T7
T8
T9
T10
T11
T35
T36
T37
T38
T76
T77
T78

Ras Tanura
Ras Tanura
Ras Tanura
Sidi Kerir
Ras Tanura
Ras Tanura
Ras Tanura
Bonny Offshore
Bonny Offshore
Bonny Offshore
Rotterdam
Bonaire

Rotterdam
Chiba
Ain Sukhna
Rotterdam
Ulsan
LOOP
Singapore
LOOP
Kaohsiung
Jamnagar
Singapore
Singapore

270,000
250,000
270,000
270,000
250,000
270,000
260,000
260,000
260,000
260,000
270,000
270,000

T39
T40
T41
T42
T43
T44
T45
T46
T47
T79
T80
T81

Ras Tanura
Ras Tanura
Ras Tanura
Sidi Kerir
Ras Tanura
Ras Tanura
Ras Tanura
Bonny Offshore
Bonny Offshore
Bonny Offshore
Rotterdam
Bonaire

Rotterdam
Chiba
Ain Sukhna
Rotterdam
Ulsan
LOOP
Singapore
LOOP
Kaohsiung
Jamnagar
Singapore
Singapore

T12
T13
T14
T82

Sidi Kerir
Bonny Offshore
Ras Tanura
Bonny Offshore

Lavera
Philadelphia
Huizhou
Lavera

T49
T50
T51
T83

Sidi Kerir
Bonny Offshore
Ras Tanura
Bonny Offshore

Lavera
Philadelphia
Huizhou
Lavera

T52
T53
T54
T55
T56
T57
T58
T59
T84
T85
T86

Ras Tanura
Sidi Kerir
Arzew
Sullom Voe
Sullom Voe
Curacao
Curacao
Jakarta
Sullom Voe
Novorossiysk
Seria

Singapore
Trieste
Philadelphia
Wilhelmshaven
Bayway
Texas City
Hamburg
Chiba
Trieste
Trieste
Sydney

T60
T61
T62
T63
T64
T65
T66
T67
T87
T88
T89

Ras Tanura
Sidi Kerir
Arzew
Sullom Voe
Sullom Voe
Curacao
Curacao
Jakarta
Sullom Voe
Novorrosiyk
Seria

Singapore
Trieste
Philadelphia
Wilhelmshaven
Bayway
Texas City
Hamburg
Chiba
Trieste
Trieste
Sydney

T68
T69
T70
T71
T90

Curacao
Antwerp
Immingham
Augusta
Ras Lanuf

New York
Houston
Milazzo
Houston
Immingham

Caribs-USAC
UKC-US Gulf

T24
T25
T26
T27
T28
T29
T30
T31
T32
T33
T34
T72
T73
T74
T75
T91
T92

Ras Tanura
Ras Tanura
Singapore
Curacao
Bahrain
Skikda
Skikda
Skikda
Rotterdam
Tees
Augusta
Ras Tanura
Ras Tanura
Tuapse
Ventspils
Tees
Bombay

Chiba
Chiba
Chiba
New York
Bombay
Lavera
Rotterdam
Philadelphia
New York
Dunkirk
Lavera
Chiba
Dar Es Salaam
Augusta
Amsterdam
Amsterdam
Chiba

Gulf-Japan
Gulf-Japan
Sing-Japan
Carib-USAC

3
3
3
3
3
3
3
3
3
3
3
3

11,170
6,605
3,061
3,159
6,216
12,225
3,702
5,912
9,440
7,075
11,866
10,767

11,170
6,605
3,061
3,159
6,216
12,225
3,702
5,912
9,440
7,075
3,730
3,730

65.3
38.6
17.9
18.5
36.4
71.5
21.7
34.6
55.2
41.4
46.0
42.8

3.3
1.9
0.9
0.9
1.8
3.6
1.1
1.7
2.8
2.1
2.3
2.1

4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0

72.6
44.6
22.8
23.4
42.2
79.1
26.7
40.3
62.0
47.5
52.3
48.9

14.0/14.5
14.0/14.5
14.0/14.5
14.0/14.5
14.0/14.5
14.0/14.5
14.0/14.5
14.0/14.5
14.0/14.5
14.0/14.5
14.0/14.5
14.0/14.5

11,170
6,605
3,061
3,159
6,216
12,225
3,702
5,912
9,440
7,075
3,730
3,730

62.1
36.7
17.0
17.6
34.5
67.9
20.6
32.8
52.4
39.3
43.3
40.3

3.1
1.8
0.9
0.9
1.7
3.4
1.0
1.6
2.6
2.0
2.2
2.0

4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0

69.2
42.5
21.9
22.4
40.3
75.3
25.6
38.5
59.1
45.3
49.5
46.3

15.0/15.0
15.0/15.0
15.0/15.0
15.0/15.0
15.0/15.0
15.0/15.0
15.0/15.0
15.0/15.0
15.0/15.0
15.0/15.0
15.0/15.0
15.0/15.0

8.5
30.9
30.7
24.2

0.4
1.5
1.5
1.2

4.0
4.0
4.0
4.0

12.9
36.4
36.2
29.4

14.0/14.0
14.0/14.0
14.0/14.0
14.0/14.0

7.9
28.8
28.7
22.6

0.4
1.4
1.4
1.1

4.0
4.0
4.0
4.0

12.3
34.2
34.1
27.7

15.0/15.0
15.0/15.0
15.0/15.0
15.0/15.0

22.9
7.4
22.2
3.3
19.6
11.1
19.4
21.2
21.8
10.2
25.8

1.1
0.4
1.1
0.2
1.0
0.6
1.0
1.0
1.1
0.5
1.3

4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0

28.0
11.7
27.4
7.4
24.6
15.6
24.4
26.3
26.9
14.7
31.1

13.5/13.5
13.5/13.5
13.5/13.5
13.5/13.5
13.5/13.5
13.5/13.5
13.5/13.5
13.5/13.5
13.5/13.5
13.5/13.5
13.5/13.5

3,702
1,191
3,604
531
3,174
1,797
1,797
3,434
3,531
1,645
4,187

21.3
6.8
20.7
3.1
18.2
10.3
18.1
19.7
20.3
9.5
24.1

1.1
0.3
1.0
0.2
0.9
0.5
0.9
1.0
1.0
0.5
1.2

4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0

26.3
11.2
25.7
7.2
23.2
14.8
23.0
24.7
25.3
13.9
29.3

14.5/14.5
14.5/14.5
14.5/14.5
14.5/14.5
14.5/14.5
14.5/14.5
14.5/14.5
14.5/14.5
14.5/14.5
14.5/14.5
14.5/14.5

1,776
4,939
2,444
5,805
2,958

9.9
27.4
13.6
32.3
17.6

0.5
1.4
0.7
1.6
0.9

4.0
4.0
4.0
4.0
4.0

14.4
32.8
18.3
37.9
22.5

15.0/15.0
15.0/15.0
15.0/15.0
15.0/15.0
14.0/14.0

6,605
6,605
2,907
1,770
1,353
401
2,033
3,947
3,383
357
729
6,605
2,836
1,297
1,031
307
5,431

36.7
39.3
17.3
10.5
8.1
2.4
12.1
23.5
20.1
2.0
4.1
38.0
16.9
7.7
6.1
1.8
32.3

1.8
2.0
0.9
0.5
0.4
0.1
0.6
1.2
1.0
0.1
0.2
1.9
0.8
0.4
0.3
0.1
1.6

4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0

42.5
45.3
22.2
15.1
12.5
6.5
16.7
28.7
25.1
6.1
8.3
43.9
21.7
12.1
10.4
5.9
37.9

15.0/15.0
14.0/14.0
14.0/14.0
14.0/14.0
14.0/14.0
14.0/14.0
14.0/14.0
14.0/14.0
14.0/14.0
14.5/15.0
14.5/15.0
14.5/14.5
14.0/14.0
14.0/14.0
14.0/14.0
14.0/14.0
14.0/14.0

VLCC - Modern (Crude)


Gulf-Europe
Gulf-Japan
Gulf-Red Sea
Med-UKC
Gulf-S.Korea
Gulf-US Gulf
Gulf-Sing
WAF-US Gulf
WAF-East
WAF-WCIndia

280,000
265,000
280,000
280,000
265,000
280,000
270,000
260,000
260,000
260,000
275,000
275,000

2
2
2
2
2
2
2
2
2
2
2
2

11,170
6,605
3,061
3,159
6,216
12,225
3,702
5,912
9,440
7,075
11,866
10,767

Suezmax - Early 1990s (Crude)


130,000
130,000
130,000
130,000

5
5
5
5

1,420
5,184
5,159
4,070

1,420
5,184
5,159
4,070

Suezmax - Modern (Crude)


Med-Med
WAF-USAC
Gulf-S.China
WAF-Med

130,000
130,000
130,000
130,000

4
4
4
4

1,420
5,184
5,159
4,070

1,420
5,184
5,159
4,070

Aframax - 1990/01 (Crude)


80,000
80,000
80,000
80,000
80,000
70,000
80,000
80,000
80,000
80,000
80,000

7
7
7
7
7
7
7
7
7
7
7

3,702
1,191
3,604
531
3,174
1,797
4,500
3,434
3,531
1,645
4,187

3,702
1,191
3,604
531
3,174
1,797
1,797
3,434
3,531
1,645
4,187

Aframax - Modern (Crude)


Gulf-East
Med-Med
Med-USAC
UKC-UKC
UKC-USAC
Carib-US Gulf
Indo-Japan
UKC-Med
Black Sea-Med

80,000
80,000
80,000
80,000
80,000
70,000
80,000
80,000
80,000
80,000
80,000

6
6
6
6
6
6
6
6
6
6
6

3,702
1,191
3,604
531
3,174
1,797
4,500
3,434
3,531
1,645
4,187

Dirty Products

Med-US Gulf
Med-UKC

50,000
55,000
50,000
55,000
45,000

12
12
12
12
13

1,776
4,939
2,444
5,805
2,958

Clean Products

Clarkson Research Services

Med-Med
Med-UKC
Med-USAC
UKC-USAC

Gulf-Japan
Gulf-E.Africa
Black Sea-Med
Baltic-UKC
UKC-UKC

55,000
35,000
30,000
38,000
30,000
30,000
30,000
30,000
37,000
22,000
22,000
75,000
35,000
30,000
30,000
30,000
35,000

9
13
13
13
14
14
14
14
13
15
15
8
13
14
14
14
13

6,605
6,605
2,907
1,770
1,353
401
2,033
3,947
3,383
357
729
6,605
2,836
1,297
1,031
307
5,431

12

July 2014

Annex
2(c) - Tanker
Details
(1997-2003)
Shipping
Intelligence
WeeklyVoyage
- Sources,
Methods
& Definitions
CRS Voyages
No.

Load

Discharge

Route Name in SIW


(Issue No. 503 823)

Cargo

CRS

Voyage Dist.

Size

Ship

Miles

Tonnes

No.

Laden

Ballast

Total

Oper.

Sea

Sea

Voyage Time - Days


Port

Turn

Canal

Voyage

Speed

Time

Margin

Time

Time

Transit

Time

Knots (L/B)

78.4

3.9

4.0

86.3

13.0/13.0

ULCC - Mid 1970s (Crude)


T1

Ras Tanura

LOOP

Gulf-US Gulf

320,000

12,225

12,225

VLCC - Early 1990s (Crude)


T7

Ras Tanura

Rotterdam

270,000

11,170

11,170

69.0

3.4

4.0

76.4

13.5/13.5

T8

Ras Tanura

Chiba

250,000

6,605

6,605

40.8

2.0

4.0

46.8

13.5/13.5
15.0/15.0

T9

Ras Tanura

Ain Sukhna

280,000

3,061

3,061

18.9

0.9

4.0

23.8

T10

Sidi Kerir

Rotterdam

270,000

3,159

3,159

19.5

1.0

4.0

24.5

13.5/13.5

T11

Ras Tanura

Ulsan

250,000

6,216

6,216

38.4

1.9

4.0

44.3

13.5/13.5

T35

Ras Tanura

Loop

270,000

12,225

12,225

75.5

3.8

4.0

83.2

13.5/13.5

T36

Ras Tanura

Singapore

260,000

3,702

3,702

22.9

1.1

4.0

28.0

13.5/13.5

T37

Bonny Offshore

Loop

270,000

5,912

5,912

36.5

1.8

4.0

42.3

13.5/13.5

T38

Bonny Offshore

Kaohsiung

260,000

9,440

9,440

58.3

2.9

4.0

65.2

13.5/13.5
15.0/15.0

VLCC - Modern (Crude)


T39

Ras Tanura

Rotterdam

Gulf-Europe

275,000

11,170

11,170

62.1

3.1

4.0

69.2

T40

Ras Tanura

Chiba

Gulf-Japan

260,000

6,605

6,605

36.7

1.8

4.0

42.5

15.0/15.0

T41

Ras Tanura

Ain Sukhna

Gulf-Red Sea

280,000

3,061

3,061

17.0

0.9

4.0

21.9

15.0/15.0

T42

Sidi Kerir

Rotterdam

Med-UK/Cont

270,000

3,159

3,159

17.6

0.9

4.0

22.5

15.0/15.0

T43

Ras Tanura

Ulsan

Gulf-S.Korea

250,000

6,216

6,216

34.5

1.7

4.0

40.3

15.0/15.0

T44

Ras Tanura

Loop

Gulf-US Gulf

275,000

12,225

12,225

67.9

3.4

4.0

75.3

15.0/15.0

T45

Ras Tanura

Singapore

260,000

3,702

3,702

20.6

1.0

4.0

25.6

15.0/15.0

T46

Bonny Offshore

Loop

WAF-US Gulf

260,000

5,912

5,912

32.8

1.6

4.0

38.5

15.0/15.0

T47

Bonny Offshore

Kaohsiung

WAF-East

260,000

9,440

9,440

52.4

2.6

4.0

59.1

15.0/15.0

T12

Sidi Kerir

Lavera

135,000

1,420

1,420

8.9

0.4

4.0

13.4

13.0/13.5

T13

Bonny Offshore

Philadelphia

130,000

5,184

5,184

32.6

1.6

4.0

38.2

13.0/13.5

T48

Ras Tanura

Huizhou

130,000

5,159

5,159

32.5

1.6

4.0

38.1

13.0/13.5
14.0/15.0

Suezmax - Early 1990s (Crude)

Suezmax - Modern (Crude)


T49

Sidi Kerir

Lavera

Med-Med

135,000

1,420

1,420

8.2

0.4

4.0

12.6

T50

Bonny Offshore

Philadelphia

W.Africa-USAC

130,000

5,184

5,184

29.8

1.5

4.0

35.3

14.0/15.0

T51

Ras Tanura

Huizhou

Gulf-S.China

130,000

5,159

5,159

29.7

1.5

4.0

35.2

14.0/15.0

T52

Ras Tanura

Singapore

80,000

3,702

3,702

22.1

1.1

4.0

27.2

13.5/14.5

T53

Sidi Kerir

Trieste

80,000

1,191

1,191

7.1

0.4

4.0

11.5

13.5/14.5

Aframax - 1990/01 (Crude)

T54

Arzew

Philadelphia

80,000

3,604

3,604

21.5

1.1

4.0

26.6

13.5/14.5

T55

Sullom Voe

Wilhelmshaven

80,000

531

531

3.2

0.2

4.0

7.3

13.5/14.5

T56

Sullom Voe

Bayway

80,000

3,174

3,174

18.9

0.9

4.0

23.9

13.5/14.5

T57

Curacao

Texas City

80,000

1,797

1,797

10.7

0.5

4.0

15.2

13.5/14.5

T58

Curacao

Hamburg

80,000

4,500

1,797

19.1

1.0

4.0

24.0

13.5/14.5

T59

Jakarta

Chiba

80,000

3,194

3,194

19.0

1.0

4.0

24.0

13.5/14.5

T60

Ras Tanura

Singapore

Gulf-East

80,000

3,702

3,702

21.3

1.1

4.0

26.3

14.5/14.5

T61

Sidi Kerir

Trieste

Med-Med

80,000

1,191

1,191

6.8

0.3

4.0

11.2

14.5/14.5
14.5/14.5

Aframax - Modern (Crude)

T62

Arzew

Philadelphia

Med-USAC

80,000

3,604

3,604

20.7

1.0

4.0

25.7

T63

Sullom Voe

W'haven

UK/Cont-UK/Cont

80,000

531

531

3.1

0.2

4.0

7.2

14.5/14.5

T64

Sullom Voe

Bayway

UK/Cont-USAC

80,000

3,174

3,174

18.2

0.9

4.0

23.2

14.5/14.5

T65

Curacao

Texas City

Caribs-US Gulf

80,000

1,797

1,797

10.3

0.5

4.0

14.8

14.5/14.5

T66

Curacao

Hamburg

Caribs-Europe

80,000

4,500

1,797

18.1

0.9

4.0

23.0

14.5/14.5

T67

Jakarta

Chiba

Indo-Japan

80,000

3,194

3,194

18.4

0.9

4.0

23.3

14.5/14.5
13.0/13.0

Dirty Products
T68

Curacao

New York

Caribs-USAC

50,000

12

1,776

1,776

11.4

0.6

4.0

16.0

T69

Antwerp

Houston

UK/Cont-US Gulf

50,000

12

4,939

4,939

31.7

1.6

4.0

37.2

13.0/13.0

T70

Immingham

Milazzo

UK/Cont-Med

50,000

12

2,444

2,444

15.7

0.8

4.0

20.5

13.0/13.0

T71

Augusta

Houston

Med-US Gulf

50,000

12

5,805

5,805

37.2

1.9

4.0

43.1

13.0/13.0

Clean Products
T24

Ras Tanura

Chiba

Gulf-Japan

55,000

6,605

6,605

42.3

2.1

4.0

48.5

13.0/13.0

T25

Ras Tanura

Chiba

Gulf-Japan

30,000

10

6,605

6,605

39.4

2.0

4.0

45.3

13.5/14.5

T26

Singapore

Chiba

Sing-Japan

30,000

10

2,907

2,907

17.3

0.9

4.0

22.2

13.5/14.5

T27

Curacao

New York

Caribs-USAC

30,000

10

1,770

1,770

10.5

0.5

4.0

15.1

13.5/14.5

T28

Bahrain

Bombay

Gulf-WC India

30,000

10

1,353

1,353

8.1

0.4

4.0

12.5

13.5/14.5

T29

Skikda

Lavera

Med-Med

27,500

10

401

401

2.4

0.1

4.0

6.5

13.5/14.5

T30

Skikda

Rotterdam

Med-UK/Cont

30,000

10

1,963

1,963

11.7

0.6

4.0

16.3

13.5/14.5

T31

Skikda

Philadelphia

Med-USAC

33,000

10

3,947

3,947

23.5

1.2

4.0

28.7

13.5/14.5

T32

Rotterdam

New York

UKC-USAC

33,000

10

3,383

3,383

20.2

1.0

4.0

25.2

13.5/14.5

T33

Tees

Dunkirk

UK/Cont-UK/Cont

20,000

11

289

289

1.8

0.1

3.0

4.8

14.0/13.5

T34

Augusta

Lavera

Med-Med

20,000

11

651

651

3.9

0.2

3.0

7.1

14.0/13.5

T72

Ras Tanura

Chiba

Gulf-Japan

75,000

6,605

6,605

36.7

1.8

4.0

42.5

15.0/15.0

T73

Ras Tanura

Dar Es Salaam

35,000

10

2,831

2,831

16.9

0.8

4.0

21.7

13.5/14.5

T74

Tuapse

Augusta

Black Sea-Med

30,000

10

1,297

1,297

7.7

0.4

4.0

12.1

13.5/14.5

T75

Ventspils

Amsterdam

Baltic-UKC

30,000

10

923

923

5.5

0.3

4.0

9.8

13.5/14.5

Clarkson Research Services

13

July 2014

2(d) - Tanker
Details
(Pre-1997)
ShippingAnnex
Intelligence
WeeklyVoyage
- Sources,
Methods
& Definitions
CRS Voyages
No.

Load

Discharge

Route Name in SIW


(Pre-Issue No. 503)

Cargo

CRS

Voyage Dist.

Size

Ship

Miles

Tonnes

No.

Laden

Ballast

Total

Oper.

Sea

Sea

Voyage Time - Days


Port

Turn

Canal

Voyage

Speed

Time

Margin

Time

Time

Transit

Time

Knots (L/B)

81.8

14.0/13.5

ULCC - Mid 1970s (Crude)


T1

Ras Tanura

LOOP

Gulf-US Gulf

320,000

12,225

12,225

VLCC - Mid 1970s (Crude)


T2

Ras Tanura

Rotterdam

Gulf-Europe

270,000

11,170

11,170

75.1

14.0/13.5

T3

Ras Tanura

Chiba

Gulf-East

250,000

6,605

6,605

46.0

14.0/13.5

T4

Ras Tanura

Ain Sukhna

Gulf-Red Sea

270,000

3,061

3,061

23.5

14.0/13.5

T5

Sidi Kerir

Rotterdam

Med-UK/Cont

270,000

3,159

3,159

24.1

14.0/13.5

T6

Ras Tanura

Ulsan

Not in SIW

250,000

5,854

5,854

41.3

14.0/13.5

VLCC - Early 1990s (Crude)


T7

Ras Tanura

Rotterdam

Gulf-Europe

270,000

11,170

11,170

75.1

14.0/13.5

T8

Ras Tanura

Chiba

Gulf-East

250,000

6,605

6,605

46.0

14.0/13.5

T9

Ras Tanura

Ain Sukhna

Gulf-Red Sea

270,000

3,061

3,061

23.5

14.0/13.5

T10

Sidi Kerir

Rotterdam

Med-UK/Cont

280,000

3,159

3,159

0.0

15.0/15.0

T11

Ras Tanura

Ulsan

Not in SIW

250,000

5,854

5,854

41.3

14.0/13.5

Suezmax (Early 1990s)


T12

Sidi Kerir

Lavera

Med-Med

135,000

1,420

1,420

13.0

14.0/13.5

T13

Bonny Offshore

Philadelphia

W.Africa-USAC

130,000

5,184

5,184

37.0

14.0/13.5

T14

Ras Tanura

Singapore

Gulf-East

80,000

3,702

3,702

27.6

14.0/13.5

T15

Sidi Kerir

Trieste

Med-Med

80,000

1,191

1,191

11.6

14.0/13.5

T16

Arzew

Philadelphia

Med-USAC

80,000

3,604

3,604

26.9

14.0/13.5

T17

Sullom Voe

Rotterdam

UK/Cont-UK/Cont

80,000

603

603

7.8

14.0/13.5

T18

Sullom Voe

Bayway

UK/Cont-USAC

80,000

3,174

3,174

24.2

14.0/13.5

T19

Curacao

Texas City

Caribs-US Gulf

80,000

1,797

1,797

15.4

14.0/13.5

T20

Curacao

Hamburg

Caribs-Europe

80,000

4,500

1,797

23.9

14.0/13.5

Aframax (Mid 1980s)

Dirty Products
T21

Rotterdam

Bayway

UK/Cont-USAC

50,000

3,424

3,424

25.8

14.0/13.5

T22

Milford Haven

Milazzo

Not in SIW

50,000

2,107

2,107

17.4

14.0/13.5

T23

Milford Haven

Wil'haven

UK/Cont-UK/Cont

50,000

780

780

9.0

14.0/13.5

14.0/13.5

Clean Products
T24

Ras Tanura

Chiba

Gulf-Japan

55,000

6,605

6,605

46.0

T25

Ras Tanura

Chiba

Gulf-Japan

30,000

6,605

6,605

46.0

14.0/13.5

T26

Singapore

Chiba

Sing-Japan

30,000

2,907

2,907

22.5

14.0/13.5

T27

Curacao

New York

Caribs-USAC

30,000

1,770

1,770

15.3

14.0/13.5

T28

Bahrain

Bombay

Gulf-WC India

28,000

1,353

1,353

12.6

14.0/13.5

T29

Skikda

Lavera

Med-Med

28,000

401

401

6.6

14.0/13.5

T30

Skikda

Rotterdam

Med-UK/Cont

28,000

1,963

1,963

16.5

14.0/13.5

T31

Skikda

Philadelphia

Med-USAC

28,000

3,947

3,947

29.1

14.0/13.5

T32

Rotterdam

New York

UK/Cont-USAC

28,000

3,383

3,383

25.5

14.0/13.5

T33

Tees

Dunkirk

UK/Cont-UK/Cont

20,000

10

289

289

4.8

14.0/13.5

T34

Augusta

Lavera

Med-Med

20,000

10

651

651

7.1

14.0/13.5

Clarkson Research Services

14

July 2014

AnnexIntelligence
2(e) - Bulkcarrier
Details
(2010 &
Onwards)
Shipping
WeeklyVoyage
- Sources,
Methods
Definitions
CRS Voyages
No.

Load

Discharge

Route Name in SIW (Issue


No. 1,128 onwards)

Cargo

CRS

Voyage Dist.

Size

Ship

Miles

Tonnes

No.

Laden

Ballast

Total

Oper.

Sea

Sea

Voyage Time - Days


Port

Turn

Canal

Voyage

Speed

Time

Margin

Time

Time

Transit

Time

Knots (L/B)

Capesize - Early 1990s (Iron Ore)


B2

Tubarao

Rotterdam

145,000

17

5,025

5,025

31.0

1.6

6.0

1.0

0.0

39.6

13.5/13.5

B3

Tubarao

Japan

145,000

17

11,331

5,025

50.5

2.5

7.0

1.0

0.0

61.0

13.5/13.5
13.5/13.5

B6

Dampier

Japan

145,000

17

3,470

3,470

21.4

1.1

4.8

0.8

0.0

28.0

B22

Tubarao

Qingdao*

145,000

17

11,086

4,974

49.6

2.5

9.5

2.3

0.0

63.9

13.5/13.5

B23

Dampier

Qingdao*

145,000

17

3,582

3,500

21.9

1.1

7.5

2.8

0.0

33.3

13.5/13.5

B24

Saldanha Bay

Qingdao*

145,000

17

7,976

6,138

43.6

2.2

7.6

2.8

0.0

56.1

13.5/13.5

B55

Narvik

Rotterdam

145,000

17

1,140

1,140

7.0

0.4

6.0

0.5

0.0

13.9

13.5/13.5

B57

Goa

Qingdao*

145,000

17

4,616

4,668

28.7

1.4

11.5

2.3

0.0

43.9

13.5/13.5

B58

Port Cartier

Rotterdam

140,000

17

2,901

2,901

17.9

0.9

6.0

0.8

0.0

25.6

13.5/13.5

B110

Tubarao

El Dekheila

145,000

17

5,745

5,025

33.2

1.7

1.5

1.0

0.0

37.4

13.5/13.5

B8

Hampton Roads

Rotterdam

122,000

17

3,544

3,544

21.9

1.1

6.5

1.0

0.0

30.5

13.5/13.5

B9

Queensland

Rotterdam

135,000

17

13,633

3,943

54.2

2.7

9.4

1.0

0.0

67.4

13.5/13.5

B10

Queensland

Japan

138,300

17

3,943

3,943

24.3

1.2

8.0

1.8

0.0

35.4

13.5/13.5

B11

Richards Bay

Rotterdam

137,000

17

7,054

7,341

44.4

2.2

8.9

1.5

0.0

57.1

13.5/13.5

B25

Bolivar

Rotterdam

136,000

17

4,500

4,500

27.8

1.4

9.9

1.0

0.0

40.1

13.5/13.5

B59

Banjarmasin

Rotterdam

138,400

17

11,872

2,690

44.9

2.2

11.5

0.5

0.0

59.2

13.5/13.5

B60

Baltimore

Rotterdam

115,000

17

3,665

3,665

22.6

1.1

8.5

1.0

0.0

33.3

13.5/13.5

B111

Hay Point

Qingdao

145,000

17

4,104

3,844

24.5

1.2

9.0

1.0

0.0

35.8

13.5/13.5

B112

Richards Bay

Gangavaram

145,000

17

4,304

5,030

28.8

1.4

8.0

1.0

0.0

39.2

13.5/13.5

Capesize - Early 1990s (Coal)

Capesize - Modern (Iron Ore)


B27

Tubarao

Rotterdam

B28

Tubarao

Japan

Tubarao/Rotterdam

167,500

16

5,025

5,025

28.4

1.4

6.0

1.0

0.0

36.8

14.5/15.0

166,000

16

11,331

5,025

46.5

2.3

7.0

1.0

0.0

56.8

14.5/15.0

B30

Dampier

Japan

Dampier/Japan 18m

167,500

16

B31

Tubarao

Qingdao*

Tub/Qingdao

165,000

16

3,470

3,470

19.6

1.0

4.8

0.8

0.0

26.1

14.5/15.0

11,086

4,974

45.7

2.3

9.5

2.3

0.0

59.8

B32

Dampier

Qingdao*

Dampier/Qingdao

167,500

16

14.5/15.0

3,582

3,500

20.0

1.0

7.5

2.8

0.0

31.3

B33

Saldanha Bay

Qingdao*

Saldanha/Qingdao

166,000

14.5/15.0

16

7,976

6,138

40.0

2.0

7.6

2.8

0.0

52.4

B61

Narvik

Rotterdam

14.5/15.0

168,000

16

1,140

1,140

6.4

0.3

6.0

0.5

0.0

13.3

B63

Goa

Qingdao*

14.5/15.0

166,000

16

4,616

4,668

26.2

1.3

11.5

2.3

0.0

41.4

14.5/15.0

B64

Port Cartier

Rotterdam

B100

Tubarao

El Dekheila

B35

Hampton Roads

Rotterdam

B36

Queensland

Rotterdam

B37

Queensland

Japan

B38

Richards Bay

Rotterdam

B39

Bolivar

Rotterdam

Bolivar/Rotterdam

156,700

16

4,500

4,500

25.4

1.3

9.9

1.0

0.0

37.6

14.5/15.0

B65

Banjarmasin

Rotterdam

Indonesia/Rotterdam

159,500

16

11,872

2,690

41.6

2.1

11.5

0.5

0.0

55.7

14.5/15.0

Tubarao/El Dekheila

151,800

16

2,901

2,901

16.4

0.8

6.0

0.8

0.0

24.0

14.5/15.0

165,000

16

5,745

5,025

30.5

1.5

1.5

1.0

0.0

34.5

14.5/15.0

Capesize - Modern (Coal)


Hay Pt./Rotterdam
R.Bay/Rotterdam

135,000

16

3,544

3,544

20.0

1.0

6.5

1.0

0.0

28.5

14.5/15.0

148,500

16

13,633

3,943

50.1

2.5

9.4

1.0

0.0

63.0

14.5/15.0

157,000

16

3,943

3,943

22.3

1.1

8.0

1.8

0.0

33.2

14.5/15.0

159,500

16

7,054

7,341

40.7

2.0

8.9

1.5

0.0

53.1

14.5/15.0

B66

Baltimore

Rotterdam

124,600

16

3,665

3,665

20.7

1.0

8.5

1.0

0.0

31.2

14.5/15.0

B101

Hay Point

Qingdao

Hay Pt./China

150,000

16

4,104

3,844

22.5

1.1

10.5

1.0

0.0

35.1

14.5/15.0

B102

Richards Bay

Gangavaram

R.Bay/EC India

150,000

16

4,304

5,030

26.3

1.3

11.9

1.0

0.0

40.6

14.5/15.0

*Voyage earnings based on discharge at Beilun/Baoshan prior to start 2011.

Continued on Page 16.

Clarkson Research Services

15

July 2014

Annex
2(e) -Intelligence
BulkcarrierWeekly
Voyage-Details
(2010
Onwards
Continued)
Shipping
Sources,
Methods
& Definitions
CRS Voyages
No.

Load

Discharge

Route Name in SIW (Issue


No. 1,128 onwards)

Cargo

CRS

Voyage Dist.

Size

Ship

Miles

Tonnes

No.

Laden

Ballast

Total

Oper.

Sea

Sea

Voyage Time - Days


Port

Turn

Canal

Voyage

Speed

Time

Margin

Time

Time

Transit

Time

Knots (L/B)

14.0/13.5

Panamax - 1980s (Coal)


B16

Baltimore^

ARA

72,980

19

3,613

3,613

21.9

1.1

4.1

1.0

0.0

28.1

B18

Roberts Bank

Japan

64,000

20

4,275

4,275

25.9

1.3

7.1

0.5

0.0

34.8

14.0/13.5

B19

New South Wales

Cont

62,375

20

12,762

4,320

51.3

2.6

4.9

1.0

0.0

59.8

14.0/13.5

B20

Newcastle

Japan

63,000

20

4,287

4,287

26.0

1.3

6.7

1.0

0.0

35.0

14.0/13.5

B41

Bolivar

ARA

60,000

20

4,359

4,359

26.4

1.3

4.6

1.0

0.0

33.3

14.0/13.5

B42

Richards Bay

Rotterdam

60,000

20

7,057

3,606

32.1

1.6

4.3

1.3

0.0

39.3

14.0/13.5

B43

Roberts Bank

Rotterdam

57,000

20

8,904

4,426

40.2

2.0

5.4

0.5

1.0

49.1

14.0/13.5

B67

US Gulf

ARA

69,900

19

4,854

4,854

29.4

1.5

8.0

1.0

0.0

39.9

14.0/13.5

B68

Richards Bay

Spanish Med.

63,000

20

6,140

4,757

33.0

1.6

7.0

1.3

0.0

42.9

14.0/13.5

B69

Indonesia

Rotterdam

60,000

20

9,225

2,345

34.7

1.7

7.0

0.5

1.0

44.9

14.0/13.5

B70

Maracaibo

Rotterdam

50,000

20

4,427

4,427

26.8

1.3

4.5

0.5

0.0

33.2

14.0/13.5

B72

Ventspils

Rotterdam

63,000

20

1,088

1,088

6.6

0.3

5.5

1.0

0.0

13.4

14.0/13.5

B73

Murmansk

Rotterdam

63,000

20

1,731

1,731

10.5

0.5

5.5

1.3

0.0

17.8

14.0/13.5

B74

US Gulf

Morocco

62,500

20

4,520

4,520

27.4

1.4

8.0

1.0

0.0

37.8

14.0/13.5

B48

Baltimore^

ARA

67,000

18

3,613

3,613

21.9

1.1

4.1

1.0

0.0

28.1

13.5/14.0

B49

Roberts Bank

Japan

67,000

18

4,275

4,275

25.9

1.3

7.1

0.5

0.0

34.8

13.5/14.0

B50

New South Wales

Cont

66,000

18

12,762

4,320

52.2

2.6

4.9

1.0

0.0

60.8

13.5/14.0

B51

Newcastle

Japan

B52

Bolivar

ARA

B53

Richards Bay

B54

Roberts Bank

B75

US Gulf

B76
B77

Panamax - 1990s (Coal)


Baltimore/ARA

67,000

18

4,287

4,287

26.0

1.3

6.7

1.0

0.0

35.0

13.5/14.0

Bolivar/ARA

67,000

18

4,359

4,359

26.4

1.3

4.6

1.0

0.0

33.3

13.5/14.0

Rotterdam

Richards B./Rott

66,500

18

7,057

3,606

32.5

1.6

4.3

1.3

0.0

39.7

13.5/14.0

Rotterdam

Roberts Bank/Rott

58,000

18

8,904

4,426

40.7

2.0

5.4

0.5

1.0

49.6

13.5/14.0

ARA

USGulf/ARA

67,000

18

4,854

4,854

29.4

1.5

8.0

1.0

0.0

39.9

13.5/14.0

Richards Bay

Spanish Med.

67,000

18

6,140

4,757

33.1

1.7

7.0

1.3

0.0

43.0

13.5/14.0

Indonesia

Rotterdam

Indonesia/Rotterdam

70,000

18

9,225

2,345

35.5

1.8

7.0

0.5

1.0

45.7

13.5/14.0

B78

Maracaibo

Rotterdam

54,000

18

4,427

4,427

26.8

1.3

4.5

0.5

0.0

33.2

13.5/14.0

B113

Richards Bay

Mundra

70,000

18

5,030

5,030

30.5

1.5

5.8

1.0

0.0

38.8

13.5/14.0

B114

Richards Bay

Krishnapatnam'

70,000

18

3,966

5,030

27.2

1.4

5.9

1.0

0.0

35.5

13.5/14.0

B115

Dalrymple Bay

Longkou

70,000

18

4,277

3,657

24.1

1.2

5.8

1.0

0.0

32.0

13.5/14.0

B116

Roberts Bank

Longkou

70,000

18

5,263

5,263

31.9

1.6

6.5

1.0

0.0

41.0

13.5/14.0

B117

Dalrymple Bay

Rotterdam

70,000

18

13,646

3,615

52.9

2.9

6.0

1.0

0.0

62.5

13.5/14.0

B118

Samarinda

Ennore"

70,000

18

2,688

1,421

12.5

0.6

9.6

2.0

0.0

24.8

13.5/14.0

B119

Samarinda

Dahej~

70,000

18

3,764

1,421

15.8

0.8

8.4

2.0

0.0

27.0

13.5/14.0

B80

Ventspils

Rotterdam

70,000

21

1,088

1,088

6.5

0.3

5.5

1.0

0.0

13.3

14.0/14.0

B81

Murmansk

Rotterdam

65,000

21

1,731

1,731

10.3

0.5

5.5

1.0

0.0

17.3

14.0/14.0

B82

US Gulf

Morocco

65,000

21

4,520

4,520

26.9

1.3

8.0

1.0

0.0

37.3

14.0/14.0

B103

Richards Bay

Mundra

B104

Richards Bay

Krishnapatnam'

B105

Dalrymple Bay

Longkou

B106

Roberts Bank

B107

Dalrymple Bay

B122

Samarinda

B123

Samarinda

Panamax - 2000s (Coal)

Richards B./WC India

72,000

21

5,030

5,030

29.9

1.5

5.8

1.0

0.0

38.2

14.0/14.0

72,000

21

3,966

5,030

27.8

1.4

5.9

1.0

0.0

36.1

14.0/14.0

Dalrymp. B./N. China

72,000

21

4,277

3,657

23.6

1.2

5.8

1.0

0.0

31.5

14.0/14.0

Longkou

Roberts Bank/N. China

72,000

21

5,263

5,263

31.3

1.6

6.5

1.0

0.0

40.4

14.0/14.0

Rotterdam

Dalrymple B./Rott

Ennore"

Dahej~

72,000

21

13,646

3,615

51.4

2.6

6.0

1.0

0.0

60.9

14.0/14.0

72,000

21

2,688

1,421

12.2

0.6

9.6

2.0

0.0

24.4

14.0/14.0

72,000

21

3,764

1,421

15.4

0.8

8.4

2.0

0.0

26.6

14.0/14.0

4,854

41.4

2.1

16.0

0.0

1.0

60.4

14.0/14.5

Supramax - Modern (Grain)


B83

US Gulf

Japan

USGulf/Japan(HSS)

49,000

22

9,213

Supramax - Modern (Coal)


B108

Richards Bay

Visakhapatnam

B109

Richards Bay

Pipavav

B120

Samarinda

Paradip*

50,000

22

2,643

1,421

11.9

0.6

10.0

2.0

0.0

24.5

14.0/14.5

B121

Samarinda

Pipavav

50,000

22

3,740

1,421

15.2

0.8

10.0

2.0

0.0

28.0

14.0/14.5

Richards B./WC India

50,000

22

4,374

5,030

27.5

1.4

8.0

1.0

0.0

37.8

14.0/14.5

50,000

22

5,030

5,030

29.4

1.5

5.8

1.0

0.0

37.7

14.0/14.5

^Voyage earnings based on loading at Hampton Roads prior to start 2014.


'Rate quoted for Richards Bay - Gangavaram prior to 27th June 2014.
"Rate quoted for Samarinda - Visakhapatnam prior to 27th June 2014.
~Rate quoted for Samarinda - Mundra prior to 27th June 2014.
*Rate quoted for Samarinda - Visakhapatnam prior to 4th July 2014.

Timeseries with respect to routes featured in this annex for the first time may incorporate historical data prior to 2010.

Clarkson Research Services

16

July 2014

Annex
2(f) - Bulkcarrier
Details
(2008-2009)
Shipping
Intelligence
Weekly -Voyage
Sources,
Methods
& Definitions
CRS Voyages
No.

Load

Discharge

Route Name in SIW (Issue


No. 804 - 952)

Cargo

CRS

Voyage Dist.

Size

Ship

Miles

Tonnes

No.

Laden

Ballast

Total

Oper.

Sea

Sea

Voyage Time - Days


Port

Turn

Canal

Voyage

Speed

Time

Margin

Time

Time

Transit

Time

Knots (L/B)

Capesize - Early 1990s (Iron Ore)


B2

Tubarao

Rotterdam

145,000

17

5,025

5,025

31.0

1.6

6.0

1.0

0.0

39.6

13.5/13.5

B3

Tubarao

Japan

145,000

17

11,331

5,025

50.5

2.5

7.0

1.0

0.0

61.0

13.5/13.5

B5

Dampier

Rotterdam

145,000

17

11,536

3,500

46.4

2.3

6.0

0.8

0.0

55.5

13.5/13.5

B6

Dampier

Japan

145,000

17

3,470

3,470

21.4

1.1

4.8

0.8

0.0

28.0

13.5/13.5

B22

Tubarao

Beilun/Baoshan

145,000

17

10,874

4,974

48.9

2.4

9.5

2.3

0.0

63.2

13.5/13.5

B23

Dampier

Beilun/Baoshan

145,000

17

3,371

3,500

21.2

1.1

7.5

2.8

0.0

32.6

13.5/13.5

B24

Saldanha Bay

Beilun/Baoshan

145,000

17

7,775

6,138

42.9

2.1

7.6

2.8

0.0

55.5

13.5/13.5

B55

Narvik

Rotterdam

145,000

17

1,140

1,140

7.0

0.4

6.0

0.5

0.0

13.9

13.5/13.5

B56

Nouadhibou

Rotterdam

130,000

17

2,229

2,229

13.8

0.7

6.0

0.5

0.0

20.9

13.5/13.5

B57

Goa

Beilun/Baoshan

145,000

17

4,497

4,668

28.3

1.4

11.5

2.3

0.0

43.5

13.5/13.5

B58

Port Cartier

Rotterdam

140,000

17

2,901

2,901

17.9

0.9

6.0

0.8

0.0

25.6

13.5/13.5

B8

Hampton Roads

Rotterdam

122,000

17

3,544

3,544

21.9

1.1

6.5

1.0

0.0

30.5

13.5/13.5

B9

Queensland

Rotterdam

135,000

17

13,633

3,943

54.2

2.7

9.4

1.0

0.0

67.4

13.5/13.5

Capesize - Early 1990s (Coal)

B10

Queensland

Japan

138,300

17

3,943

3,943

24.3

1.2

8.0

1.8

0.0

35.4

13.5/13.5

B11

Richards Bay

Rotterdam

137,000

17

7,054

7,341

44.4

2.2

8.9

1.5

0.0

57.1

13.5/13.5

B25

Bolivar

Rotterdam

136,000

17

4,500

4,500

27.8

1.4

9.9

1.0

0.0

40.1

13.5/13.5

B59

Banjarmasin

Rotterdam

138,400

17

11,872

2,690

44.9

2.2

11.5

0.5

0.0

59.2

13.5/13.5

B60

Baltimore

Rotterdam

115,000

17

3,665

3,665

22.6

1.1

8.5

1.0

0.0

33.3

13.5/13.5

Capesize - Modern (Iron Ore)


B27

Tubarao

Rotterdam

Tubarao/Rotterdam

167,500

16

5,025

5,025

28.4

1.4

6.0

1.0

0.0

36.8

14.5/15.0

B28

Tubarao

Japan

Tubarao/Japan 18m

166,000

16

11,331

5,025

46.5

2.3

7.0

1.0

0.0

56.8

14.5/15.0

B29

Dampier

Rotterdam

Dampier/Rotterdam

166,000

16

11,536

3,500

42.9

2.1

6.0

0.8

0.0

51.8

14.5/15.0

B30

Dampier

Japan

Dampier/Japan 18m

167,500

16

3,470

3,470

19.6

1.0

4.8

0.8

0.0

26.1

14.5/15.0

B31

Tubarao

Beilun/Baoshan

Tubarao/Beilun.Baoshan

165,000

16

10,874

4,974

45.1

2.3

9.5

2.3

0.0

59.1

14.5/15.0

B32

Dampier

Beilun/Baoshan

Dampier/Beilun.Baoshan

167,500

16

3,371

3,500

19.4

1.0

7.5

2.8

0.0

30.7

14.5/15.0

B33

Saldanah Bay

Beilun/Baoshan

Saldanha /Beilun.Baoshan

166,000

16

7,775

6,138

39.4

2.0

7.6

2.8

0.0

51.8

14.5/15.0

B61

Narvik

Rotterdam

168,000

16

1,140

1,140

6.4

0.3

6.0

0.5

0.0

13.3

14.5/15.0

B62

Nouadhibou

Rotterdam

143,000

16

2,229

2,229

12.6

0.6

6.0

0.5

0.0

19.7

14.5/15.0

B63

Goa

Beilun/Baoshan

166,000

16

4,497

4,668

25.9

1.3

11.5

2.3

0.0

41.0

14.5/15.0

B64

Port Cartier

Rotterdam

151,800

16

2,901

2,901

16.4

0.8

6.0

0.8

0.0

24.0

14.5/15.0

B35

Hampton Roads

Rotterdam

135,000

16

3,544

3,544

20.0

1.0

6.5

1.0

0.0

28.5

14.5/15.0

B36

Queensland

Rotterdam

Hay Pt./Rotterdam

148,500

16

13,633

3,943

50.1

2.5

9.4

1.0

0.0

63.0

14.5/15.0

B37

Queensland

Japan

Hay Pt./Japan 17m

157,000

16

3,943

3,943

22.3

1.1

8.0

1.8

0.0

33.2

14.5/15.0

B38

Richards Bay

Rotterdam

R.Bay/Rotterdam

159,500

16

7,054

7,341

40.7

2.0

8.9

1.5

0.0

53.1

14.5/15.0

Capesize - Modern (Coal)

B39

Bolivar

Rotterdam

Bolivar/Rotterdam

156,700

16

4,500

4,500

25.4

1.3

9.9

1.0

0.0

37.6

14.5/15.0

B65

Banjarmasin

Rotterdam

Indonesia/Rotterdam

159,500

16

11,872

2,690

41.6

2.1

11.5

0.5

0.0

55.7

14.5/15.0

B66

Baltimore

Rotterdam

124,600

16

3,665

3,665

20.7

1.0

8.5

1.0

0.0

31.2

14.5/15.0

Panamax - 1980s (Coal)


B16

Hampton Roads

ARA

H.Rds/ARA

72,980

19

3,539

3,539

21.5

1.1

4.1

1.0

0.0

27.6

14.0/13.5

B18

Roberts Bank

Japan

Roberts Bank/Japan

64,000

20

4,275

4,275

25.9

1.3

7.1

0.5

0.0

34.8

14.0/13.5

B19

New South Wales

Cont

Newcastle/Cont

62,375

20

12,762

4,320

51.3

2.6

4.9

1.0

0.0

59.8

14.0/13.5

B20

Newcastle

Japan

Newcastle/Japan

63,000

20

4,287

4,287

26.0

1.3

6.7

1.0

0.0

35.0

14.0/13.5

B41

Bolivar

ARA

Bolivar/ARA

60,000

20

4,359

4,359

26.4

1.3

4.6

1.0

0.0

33.3

14.0/13.5

B42

Richards Bay

Rotterdam

Richards B./Rott

60,000

20

7,057

3,606

32.1

1.6

4.3

1.3

0.0

39.3

14.0/13.5

B43

Roberts Bank

Rotterdam

Roberts Bank/Rott

57,000

20

8,904

4,426

40.2

2.0

5.4

0.5

1.0

49.1

14.0/13.5

B67

US Gulf

ARA

USGulf/ARA

69,900

19

4,854

4,854

29.4

1.5

8.0

1.0

0.0

39.9

14.0/13.5

B68

Richards Bay

Spanish Med.

63,000

20

6,140

4,757

33.0

1.6

7.0

1.3

0.0

42.9

14.0/13.5

B69

Indonesia

Rotterdam

60,000

20

9,225

2,345

34.7

1.7

7.0

0.5

1.0

44.9

14.0/13.5

B70

Maracaibo

Rotterdam

50,000

20

4,427

4,427

26.8

1.3

4.5

0.5

0.0

33.2

14.0/13.5

B71

Gdansk

Rotterdam

60,000

20

869

869

5.3

0.3

5.5

0.5

0.0

11.5

14.0/13.5

Indonesia/Rotterdam

B72

Ventspils

Rotterdam

63,000

20

1,088

1,088

6.6

0.3

5.5

1.0

0.0

13.4

14.0/13.5

B73

Murmansk

Rotterdam

63,000

20

1,731

1,731

10.5

0.5

5.5

1.3

0.0

17.8

14.0/13.5

B74

US Gulf

Morocco

62,500

20

4,520

4,520

27.4

1.4

8.0

1.0

0.0

37.8

14.0/13.5

Panamax - 1990s (Coal)


B48

Hampton Roads

ARA

H.Rds/ARA

67,000

18

3,539

3,539

21.5

1.1

4.1

1.0

0.0

27.6

13.5/14.0

B49

Roberts Bank

Japan

Roberts Bank/Japan

67,000

18

4,275

4,275

25.9

1.3

7.1

0.5

0.0

34.8

13.5/14.0

B50

New South Wales

Cont

Newcastle/Cont

66,000

18

12,762

4,320

52.2

2.6

4.9

1.0

0.0

60.8

13.5/14.0

B51

Newcastle

Japan

Newcastle/Japan

67,000

18

4,287

4,287

26.0

1.3

6.7

1.0

0.0

35.0

13.5/14.0

B52

Bolivar

ARA

Bolivar/ARA

67,000

18

4,359

4,359

26.4

1.3

4.6

1.0

0.0

33.3

13.5/14.0

B53

Richards Bay

Rotterdam

Richards B./Rott

66,500

18

7,057

3,606

32.5

1.6

4.3

1.3

0.0

39.7

13.5/14.0

B54

Roberts Bank

Rotterdam

Roberts Bank/Rott

58,000

18

8,904

4,426

40.7

2.0

5.4

0.5

1.0

49.6

13.5/14.0

B75

US Gulf/ARA

ARA

USGulf/ARA

67,000

18

4,854

4,854

29.4

1.5

8.0

1.0

0.0

39.9

13.5/14.0

B76

Richards Bay

Spanish Med.

67,000

18

6,140

4,757

33.1

1.7

7.0

1.3

0.0

43.0

13.5/14.0

B77

Indonesia

Rotterdam

70,000

18

9,225

2,345

35.5

1.8

7.0

0.5

1.0

45.7

13.5/14.0

B78

Maracaibo

Rotterdam

54,000

18

4,427

4,427

26.8

1.3

4.5

0.5

0.0

33.2

13.5/14.0

B79

Gdansk

Rotterdam

68,000

18

869

869

5.3

0.3

5.5

0.5

0.0

11.5

13.5/14.0

Indonesia/Rotterdam

B80

Ventspils

Rotterdam

70,000

21

1,088

1,088

6.5

0.3

5.5

1.0

0.0

13.3

14.0/14.0

B81

Murmansk

Rotterdam

65,000

21

1,731

1,731

10.3

0.5

5.5

1.0

0.0

17.3

14.0/14.0

B82

US Gulf

Morocco

65,000

21

4,520

4,520

26.9

1.3

8.0

1.0

0.0

37.3

14.0/14.0

4,854

41.4

2.1

16.0

0.0

1.0

60.4

14.0/14.5

Supramax - Modern (Grain)


B83

US Gulf

Japan

Clarkson Research Services

USGulf/Japan(HSS)

49,000

22

17

9,213

July 2014

Annex
2(g) - Bulkcarrier
(2002-2008)
Shipping
Intelligence
Weekly -Voyage
Sources,Details
Methods
& Definitions
CRS Voyages
No.

Load

Discharge

Route Name in SIW


(Issue No. 503 - 803)

Cargo

CRS

Voyage Dist.

Size

Ship

Miles

Tonnes

No.

Laden

Ballast

Total

Oper.

Sea

Sea

Voyage Time - Days


Port

Turn

Canal

Voyage

Speed

Time

Margin

Time

Time

Transit

Time

Knots (L/B)

Capesize - Early 1990s (Iron Ore)


B2

Tubarao

Rotterdam

145,000

14

5,025

5,025

31.0

1.6

6.0

1.0

0.0

39.6

13.5/13.5

B3

Tubarao

Japan

145,000

14

11,331

5,025

50.5

2.5

7.0

1.0

0.0

61.0

13.5/13.5
13.5/13.5

B5

W.Australia

Rotterdam

145,000

14

11,536

3,500

46.4

2.3

6.0

0.8

0.0

55.5

B6

W.Australia

Japan

145,000

14

3,470

3,470

21.4

1.1

4.8

0.8

0.0

28.0

13.5/13.5

B22

Tubarao

Beilun/Baos

145,000

14

10,874

4,974

48.9

2.4

9.5

2.3

0.0

63.2

13.5/13.5

B23

W.Australia

Beilun/Baos

145,000

14

3,371

3,500

21.2

1.1

7.5

2.8

0.0

32.6

13.5/13.5

B24

Saldanha Bay

Beilun/Baos

145,000

14

7,775

6,138

42.9

2.1

7.6

2.8

0.0

55.5

13.5/13.5

B7

H.Rds/R.Bay

Japan

132,000

14

15,126

3,539

57.6

2.9

9.0

1.8

0.0

71.2

13.5/13.5

B8

Hampton Roads

Rotterdam

122,000

14

3,544

3,544

21.9

1.1

6.5

1.0

0.0

30.5

13.5/13.5

B9

Queensland

Rotterdam

135,000

14

13,633

3,943

54.2

2.7

9.4

1.0

0.0

67.4

13.5/13.5
13.5/13.5

Capesize - Early 1990s (Coal)

B10

Queensland

Japan

138,300

14

3,943

3,943

24.3

1.2

8.0

1.8

0.0

35.4

B11

Richards Bay

Rotterdam

137,000

14

7,054

7,341

44.4

2.2

8.9

1.5

0.0

57.1

13.5/13.5

B25

Bolivar

Rotterdam

136,000

14

4,500

4,500

27.8

1.4

9.9

1.0

0.0

40.1

13.5/13.5

B26

Rizhao

Rotterdam

140,000

14

14,139

484

45.1

2.3

11.9

1.0

0.0

60.3

13.5/13.5

Capesize - Modern (Iron Ore)


B27

Tubarao

Rotterdam

Tabarao/Rotterdam

167,500

13

5,025

5,025

28.4

1.4

6.0

1.0

0.0

36.8

14.5/15.0

B28

Tubarao

Japan

Tubarao/Japan 18m

166,000

13

11,331

5,025

46.5

2.3

7.0

1.0

0.0

56.8

14.5/15.0
14.5/15.0

B29

W.Australia

Rotterdam

Dampier/Rotterdam

166,000

13

11,536

3,500

42.9

2.1

6.0

0.8

0.0

51.8

B30

W.Australia

Japan

Dampier/Japan 18m

167,500

13

3,470

3,470

19.6

1.0

4.8

0.8

0.0

26.1

14.5/15.0

B31

Tubarao

Beilun/Baoshan

Tub/Beilun.Baoshan

165,000

13

10,874

4,974

45.1

2.3

9.5

2.3

0.0

59.1

14.5/15.0

B32

W.Australia

Beilun/Baoshan

Dampier/Beilun.Bao.

167,500

13

3,371

3,500

19.4

1.0

7.5

2.8

0.0

30.7

14.5/15.0

B33

Saldanha Bay

Beilun/Baoshan

Saldanha/Beilun.Boa.

166,000

13

7,775

6,138

39.4

2.0

7.6

2.8

0.0

51.8

14.5/15.0

14.5/15.0

Capesize - Modern (Coal)


B34

H.Rds/R.Bay

Japan

159,274

13

15,126

3,539

53.3

2.7

9.0

1.8

0.0

66.7

B35

Hampton Roads

Rotterdam

135,000

13

3,544

3,544

20.0

1.0

6.5

1.0

0.0

28.5

14.5/15.0

B36

Queensland

Rotterdam

Hay Pt./Rotterdam

148,500

13

13,633

3,943

50.1

2.5

9.4

1.0

0.0

63.0

14.5/15.0
14.5/15.0

B37

Queensland

Japan

Hay Pt./Japan 17m

165,000

13

3,943

3,943

22.3

1.1

8.0

1.8

0.0

33.2

B38

Richards Bay

Rotterdam

R.Bay/Rotterdam

161,500

13

7,054

7,341

40.7

2.0

8.9

1.5

0.0

53.1

14.5/15.0

B39

Bolivar

Rotterdam

Bolivar/Rotterdam

156,700

13

4,500

4,500

25.4

1.3

9.9

1.0

0.0

37.6

14.5/15.0

B40

Rizhao

Rotterdam

Rizhao/Rotterdam

150,000

13

14,139

484

42.0

2.1

11.9

1.0

0.0

57.0

14.5/15.0

Panamax - 1980s (Grain)


B12

New Orleans

Rott. (Lights)

57,700

16

4,829

4,829

29.3

1.5

14.0

0.0

0.0

44.7

14.0/13.5

B13

New Orleans

Rott. (HSS)

54,500

17

4,829

4,829

29.3

1.5

14.0

0.0

0.0

44.7

14.0/13.5

B14

New Orleans

Japan

54,500

17

9,213

4,854

42.4

2.1

16.0

0.0

1.0

61.5

14.0/13.5

B15

NOPAC

Japan

54,500

17

4,667

4,667

28.3

1.4

14.0

0.0

0.0

43.7

14.0/13.5

B16

Hampton Rds

ARA

72,980

16

3,539

3,539

21.5

1.1

4.1

1.0

0.0

27.6

14.0/13.5

B18

Roberts Bank

Japan

64,000

17

4,275

4,275

25.9

1.3

7.1

0.5

0.0

34.8

14.0/13.5

B19

NSW

Continent

62,375

17

12,762

4,320

51.3

2.6

4.9

1.0

0.0

59.8

14.0/13.5

B20

Newcastle

Japan

63,000

17

4,287

4,287

26.0

1.3

6.7

1.0

0.0

35.0

14.0/13.5

B41

Bolivar

ARA

60,000

17

4,359

4,359

26.4

1.3

4.6

1.0

0.0

33.3

14.0/13.5

B42

Richards Bay

Rotterdam

60,000

17

7,057

3,606

32.1

1.6

4.3

1.3

0.0

39.3

14.0/13.5

B43

Roberts Bank

Rotterdam

57,000

17

8,904

4,426

40.2

2.0

5.4

0.5

1.0

49.1

14.0/13.5

Panamax - 1980s (Coal)

Panamax - 1990s (Grain)


B44

New Orleans

Rott. (Lights)

USGulf/Rott(Lights)

55,500

15

4,829

4,829

29.3

1.5

14.0

0.0

0.0

44.7

13.5/14.0

B45

New Orleans

Rott. (HSS)

USGulf/Rott(HSS)

62,500

15

4,829

4,829

29.3

1.5

14.0

0.0

0.0

44.7

13.5/14.0

B46

New Orleans

Japan

USGulf/Japan(HSS)

56,700

15

9,213

4,854

42.9

2.1

16.0

0.0

1.0

62.0

13.5/14.0

B47

NOPAC

Japan

Nopac/Japan

56,700

15

4,667

4,667

28.3

1.4

14.0

0.0

0.0

43.7

13.5/14.0

B48

Hampton Rds

ARA

H.Rds/ARA

67,000

15

3,539

3,539

21.5

1.1

4.1

1.0

0.0

27.6

13.5/14.0

B49

Roberts Bank

Japan

Roberts Bank/Japan

67,000

15

4,275

4,275

25.9

1.3

7.1

0.5

0.0

34.8

13.5/14.0

B50

NSW

Continent

Newcastle/Cont

66,000

15

12,762

4,320

52.2

2.6

4.9

1.0

0.0

60.8

13.5/14.0

B51

Newcastle

Japan

Newcastle/Japan

67,000

15

4,287

4,287

26.0

1.3

6.7

1.0

0.0

35.0

13.5/14.0

B52

Bolivar

ARA

Bolivar/ARA

67,000

15

4,359

4,359

26.4

1.3

4.6

1.0

0.0

33.3

13.5/14.0

B53

Richards Bay

Rotterdam

Richards B./Rott

66,500

15

7,057

3,606

32.5

1.6

4.3

1.3

0.0

39.7

13.5/14.0

B54

Roberts Bank

Rotterdam

Roberts Bank/Rott.

58,000

15

8,904

4,426

40.7

2.0

5.4

0.5

1.0

49.6

13.5/14.0

Panamax - 1990s (Coal)

Clarkson Research Services

18

July 2014

Annex 2(h) - Bulkcarrier Voyage Details (Pre-2002)


Shipping Intelligence Weekly - Sources, Methods & Definitions
CRS Voyages
No.

Load

Discharge

Route Name in SIW (PreIssue No. 503)

Cargo

CRS

Voyage Dist.

Size

Ship

Miles

Tonnes

No.

Laden

Ballast

Total

Oper.

Sea

Sea

Voyage Time - Days


Port

Turn

Canal

Voyage

Speed

Time

Margin

Time

Time

Transit

Time

Knots (L/B)

Capesize Ore
B1

Narvik

Rotterdam

Narvik/Rotterdam

145,000

11

1,128

1,128

12.8

13.5/13.5

B2

Tubarao

Rotterdam

Tubarao/Rotterdam

145,000

11

4,974

4,974

38.7

13.5/13.5

B3

Tubarao

Japan

Tubarao/Japan 17m

145,000

11

11,525

4,974

62.2

13.5/13.5

B4

Nouadhibou

Rotterdam

Nouadhibou/Rott.

130,000

11

2,229

2,229

20.9

13.5/13.5

B5

W.Australia

Rotterdam

W.Aust/Rotterdam

145,000

11

11,329

3,682

56.1

13.5/13.5

B6

W.Australia

Japan

W.Aust/Japan 17m

145,000

11

3,682

3,682

31.6

13.5/13.5

B7

H.Rds/R.Bay

Japan

H.Rd.R.Bay/Japan 16m

132,000

11

15,247

3,544

71.6

13.5/13.5

B8

Hampton Roads

Rotterdam

H.Rds/Rotterdam

122,000

11

3,544

3,544

30.5

13.5/13.5

Capesize Coal

B9

Queensland

Rotterdam

Q'land/Rotterdam

135,000

11

13,633

3,943

67.0

13.5/13.5

B10

Queensland

Japan

Q'land/Japan 17m

138,300

11

3,943

3,943

35.6

13.5/13.5

B11

Richards Bay

Rotterdam

R.Bay/Rotterdam

137,000

11

7,054

3,606

55.9

13.5/13.5

4,854

45.9

14.0/13.5

Panamax Grain
B12

US Gulf

Rott. (Lights)

USGulf.Rott(Lights)

57,700

12

4,854

B13

US Gulf

Rott. (HSS)

USGulf/Rott(HSS)

54,500

13

4,854

4,854

45.9

14.0/13.5

B14

US Gulf

Japan

USGulf/Japan(HSS)

54,500

13

9,213

4,854

63.0

14.0/13.5

B15

Nopac

Japan

Nopac/Japan

54,500

13

4,500

4,500

46.6

14.0/13.5

Panamax Coal
B16

Hampton Rds

ARA

H.Rds/ARA

72,980

12

3,544

3,544

29.6

14.0/13.5

B17

US Gulf

ARA

USGulf/ARA

69,900

12

4,854

4,854

39.9

14.0/13.5

B18

Roberts Bank

Japan

Roberts Bank/Japan

64,000

13

4,275

4,275

35.2

14.0/13.5

B19

NSW

Continent

NSW/Cont

62,375

13

12,762

7,114

72.9

14.0/13.5

B20

Newcastle

Japan

Newcastle/Japan

63,000

13

4,287

4,287

63.3

14.0/13.5

B21

Richards Bay

Spanish Med.

R.Bay/Sp.Med

63,000

13

6,464

4,757

43.9

14.0/13.5

Clarkson Research Services

19

July 2014

Annex 3(a)
- Tanker
VesselMethods
Details & Definitions
Shipping Intelligence
Weekly
- Sources,
Applicable

Vessel Type Used


CRS
No

Ship Type

Dwt

YoB.

Speed

Consumption At Sea, mt.

CRS

Laden

Ballast

Cst380

MDO

Voyages

Knots

Knots

Laden

Ballast

Cons. in Port, mt.


Cst380

MDO

January-2009 Onwards
23 VLCC (c.2010-built, d/h)

318,000

c.2010

T120-T134

13.5

12.0

80.0

55.0

0.0

225.0

0.0

VLCC (c.2000-built, d/h)

300,000

c.2000

T39-T47, T79-T81, T104, T109-T110

15.0

15.0

93.0

80.0

0.0

225.0

0.0

24 Suezmax (c.2010-built, d/h)

157,000

c.2010

T135-T145

13.5

12.0

52.0

38.0

0.0

120.0

0.0

150,000

c.2000

T49-T51, T83, T105-T107, T111-T114

15.0

15.0

65.0

60.0

0.0

120.0

0.0

25 Aframax (c.2010-built, d/h)

115,000

c.2010

T146-T163

13.5

12.0

42.0

30.0

0.0

100.0

0.0

Aframax (c.2000-built d/h)

105,000

c.2000

T60-T67, T87-T89, T97, T108, T115-T119

14.5

14.5

50.0

50.0

0.0

100.0

0.0

26 "LR2" (Aframax) Products

115,000

c.2010

T72, T164, T93, T165-166

13.5

12.0

42.0

30.0

0.0

100.0

0.0

27 "LR1" (Panamax) Products

74,000

c.2010

T24, T94, T167-T170

13.5

12.0

36.0

27.0

0.0

67.5

0.0

28 "MR" Product Tanker (Clean)

50,000

c.2010

T25-T27, T32, T73, T92, T95-T96,

13.5

12.0

30.0

25.0

0.0

38.0

0.0

Suezmax (c.2000-built, d/h)

T101-103, T171-179
29 38,000 dwt Handy (Clean)

38,000

15 "SR" Handy (early 90s-blt, Clean) 29,000


30 Aframax (heating dirty cargo)

c.2010

T28-T30, T74-T75, T91

13.5

12.0

28.5

20.0

0.0

32.0

0.0

early '90s

T33-T34

14.5

15.0

32.5

32.5

0.0

21.5

0.0

115,000

c.2010

T181

13.5

12.0

52.0

30.0

0.0

115.0

0.0

31 Panamax (heating dirty cargo)

74,000

c.2010

T68-T69, T71, T182

13.5

12.0

42.0

27.0

0.0

76.5

0.0

32 'MR' (heating dirty cargo)

50,000

c.2010

T90, T183-T185

13.5

12.0

35.0

25.0

0.0

45.5

0.0

33 38,000 dwt Handy (heating)

38,000

c.2010

T97-T99, T186

13.5

12.0

32.5

20.0

0.0

38.0

0.0

2004 - 2008
2

VLCC (modern, d/h)

300,000

2000/01

T39-T47, T79-T81.

15.0

15.0

87.5

74.0

0.0

150.0

0.0

VLCC (early 1990s, s/h)

275,000

1990/91

T7-T11, T35-T38, T76-T78.

14.0

14.5

84.0

69.0

0.0

133.0

0.0

Suezmax (modern, d/h)

150,000

1998/99

T49-T51, T83.

15.0

15.0

65.0

60.0

0.0

100.0

0.0

Suezmax (early 1990s, s/h)

140,000

1990/91

T12-T14, T82.

14.0

14.0

60.0

55.0

0.0

106.0

0.0

Aframax (modern, d/h)

106,000

1999/00

T60-T67, T87-T89.

14.5

14.5

50.0

50.0

0.0

67.0

0.0

Aframax (early 1990s, s/h)

96,000

1990/91

T52-T59, T84-T86.

13.5

13.5

41.0

39.0

0.0

80.0

18.0

"LR2" (Aframax) Products

106,000

late '90s

T72.

14.5

14.5

50.0

50.0

0.0

67.0

0.0

"LR1" (Panamax) Products

70,000

early '00s

T24.

15.0

15.0

45.0

45.0

0.0

43.0

0.0

12 Dirty Products

70,000

2000

T68-T71, T90.

15.0

15.0

45.0

45.0

0.0

43.0

0.0

13 "MR" Handy (modern, d/h)

47,000

1999

T25-T27, T32, T73, T92.

14.0

14.0

32.0

32.0

0.0

23.5

0.0

14 "MR" Handy (modern, d/h)

37,000

1999

T28-T31, T74-T75, T91.

14.0

14.0

30.0

30.0

0.0

25.0

0.0

15 "SR" Handy (early 1990s)

29,000

early '90s

T33-T34.

14.5

15.0

32.5

32.5

0.0

21.5

0.0

1997 - 2003
1

ULCC

337,699

1975

T1.

13.0

13.0

145.0

118.0

0.0

404.0

0.0

VLCC (modern, d/h)

300,000

2000/01

T39-T47.

15.0

15.0

87.5

74.0

0.0

260.0

0.0

VLCC (early 1990s, s/h)

275,000

1990/91

T7-T11, T35-T38.

13.5

13.5

58.0

58.0

2.5

280.0

0.0

Suezmax (modern, d/h)

150,000

1998/99

T49-T51.

14.0

15.0

52.5

50.0

0.0

195.0

18.0

Suezmax (early 1990s, s/h)

140,000

1990/91

T12-T13, T48.

13.0

13.5

41.0

41.0

2.0

240.0

2.0

Aframax (modern, d/h)

106,000

1999/00

T60-T67.

14.5

14.5

49.0

40.0

0.0

116.0

0.0

Aframax (early 1990s, s/h)

89,636

1990/91

T52-T59.

13.5

14.5

39.0

39.0

2.5

106.0

0.0

"LR2" (Aframax) Products

106,000

late '90s

T72.

15.0

15.0

50.0

50.0

5.0

20.0

6.0

"LR1" (Panamax) Products

70,000

early '00s

T24.

13.0

13.0

30.0

30.0

2.0

20.0

4.0

10 "MR" Handy (Clean)

39,000

1988

T25-T32, T73-T75.

13.5

14.5

24.0

24.0

1.0

28.0

2.5

11 "SR" Handy (Clean)

23,500

1989

T33-T34.

14.0

13.5

20.4

19.4

0.0

20.0

6.0

12 Dirty Products

73,000

2000

T68-T71.

13.0

13.0

25.0

19.0

3.0

56.0

3.0

Pre-1997
1

ULCC (mid 1970s)

337,699

1975

T1.

14.0

13.5

133.8

92.9

0.0

400.0

0.0

VLCC (early 1990s, s/h)

291,640

mid-90s

T7-T11.

14.0

13.5

67.9

48.4

0.0

280.0

0.0

VLCC (mid 1970s, s/h)

277,746

mid-70s

T2-T6.

14.0

13.5

159.5

121.0

0.0

300.0

0.0

Suezmax (early 1990s, d/h)

139,497

90s

T12-T13.

14.0

13.5

43.8

34.8

0.0

110.0

0.0

Aframax (mid 1980s)

89,636

80s

T14-T20.

14.0

13.5

35.7

30.5

2.5

96.0

12.0

OBO (mid 1980s)

53,700

80s

T21-T23.

14.0

13.5

31.8

24.8

2.5

60.0

10.0

Clean tanker (late 1980s)

83,955

Late '80s

T24.

14.0

13.5

28.9

26.9

1.5

40.0

3.0

Clean tanker (late 1980s)

39,000

Late '80s

T25-T27.

14.0

13.5

27.0

24.0

2.0

32.0

5.0

Clean tanker (mid 1980s)

29,900

Mid '80s

T28-T32.

14.0

13.5

27.2

26.0

2.5

30.0

10.0

10 Clean tanker (late 1980s)

23,400

Late '80s

T33-T34.

14.0

13.5

20.4

19.4

0.0

20.0

6.0

Note: The Standard Clarkson Research Ship Types have b een selected in conjunction with Clarksons b rokers.

Clarkson Research Services

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July 2014

Annex 3(b)
- Bulkcarrier
Vessel
Details
Shipping Intelligence
Weekly
- Sources,
Methods
& Definitions

No

CRS

Vessel Type Used


Ship Type

Dwt
Voyages

CRS
Knots

Laden
Knots

Ballast

Speed

Avg.

Applicable
YoB.

Consumption At Sea, mt.

Cons. in Port, mt.

14.5

14.0

13.5

15.0

33.0

44.1

32.5

41.4

58.0

28.0

27.8

36.7

30.0

33.5

58.0

0.0

1.0

0.5

0.0

0.0

0.0

2.5

3.0

2.0

2.5

1.0

3.5

0.0

2.0

0.0

1.0

4.0

0.0

MDO

13.5

13.5

33.0

Cst380

13.5

13.5

MDO

B2, B3, B6, B8-B11, B22-25,

14.0

14.0

Ballast

Cst380

1991
B48-B54, B75-B78, B113-B119

14.0

Laden

149,513
1996
B16, B67.

14.0

November 2010 Onwards

Capesize
70,000
1982
B80-B82, B103-B107,

B18-B20, B41-B43, B68-B74.

B27-B28, B30-B33, B35-B39,

Panamax (mid 90s)


75,395
2001

1984

2000

17

Panamax (OBO)
74,000

65,282

170,450

18
Panamax

Capesize (modern)

19
Panamax (2001)

16

20

B55, B57-B60, B110-B112.

B61, B63-B66, B100-B102.

21

14.5

14.0

13.5

15.0

14.5

41.4

58.0

30.0

33.5

58.0

30.0

0.0

0.0

0.0

1.0

3.5

2.0

4.0

0.0

0.0

B122, B123.

13.5

B83, B108, B109, B120, B121.

B27-B33, B35-B37, B39-40, B61-B66.

1997

2000

B2, B3, B5, B6, B8-B11,

52,454

170,450
1991

Supramax

Capesize (modern)
149,513

22

16
Capesize

21

20

19

18

Supramax

Panamax (2001)

Panamax

Panamax (OBO)

Panamax (mid 90s)

52,454

74,000

65,282

75,395

70,000

1997

2001

1984

1982

1996

B83.

B80-B82.

B18-B20, B41-B43, B68-B74.

B16, B67.

B48-B54, B75-B79.

14.0

14.0

14.0

14.0

13.5

14.5

14.0

13.5

13.5

14.0

30.0

33.0

33.0

44.1

32.5

30.0

28.0

27.8

36.7

30.0

0.0

0.0

1.0

0.5

0.0

2.0

2.5

3.0

2.0

2.5

0.0

0.0

2.0

0.0

1.0

B22-B25, B55-60.

March 2008 - October 2010

17

22

14

13
Panamax (mid 1990s)

Capesize (early 1990s)

Capesize (modern)

70,000

149,513

170,450

1997-98

1990/91

1999/00

B44-B54.

B2-B3, B5-B11, B22-B26.

B27-B40.

13.5

13.5

14.5

14.0

13.5

15.0

32.5

41.4

58.0

27.8

36.7

30.0

33.5

58.0

1.0

5.0

0.0

0.0

0.0

3.0

2.0

2.5

1.0

3.5

0.0

1.0

4.0

4.0

2002 - Feb 2008

15

44.1

2.0

33.0

4.0

13.5

1.0

2.0

0.0

13.5

0.0

3.0

2.0

14.0

33.5

1.0

5.0

14.0

41.4

27.8

36.7

B12, B16.

13.5

33.0

44.1

B13-B15, B18-B20, B41-B43.

13.5

13.5

13.5

1982

B1-B11.

14.0

14.0

1984

B12, B16-B17.

75,395

1990/92

B13-B15, B18-B21.

65,282

149,513

1984

1982

Panamax (mid 1980s)

75,395

Panamax (early 1980s, OBO)

Capesize (early 1990s)

65,282

16

11

Panamax (mid 1980s)

Panamax (early 1980s, OBO)

17

12

Pre-2002

13

Note: The Standard Clarkson Research Ship Types have been selected in conjunction with Clarksons brokers.

July 2014

21

Clarkson Research Services

Annex
3(c) -Baltic
Exchange
Standard
Vessel&Details
Shipping
Intelligence
Weekly
- Sources,
Methods
Definitions
Vessel Type Used

Speed

Consumption At Sea, mt.

Max.

Laden

Ballast

age

Knots

Knots

Laden

Cst380
Ballast

MDO

Ship Type

Dwt

Capesize

172,000

10 years

14.5

15.0

56.0

56.0

0.0

Panamax

74,000

12 years

14.0

14.0

32.0

28.0

0.0

Supramax

52,454

15 years

14.0

14.5

30.0

30.0

0.0

Handymax

45,496

15 years

14.0

14.5

29.5

29.5

0.0

Handysize

28,000

15 years

14.0

14.0

22.0

22.0

0.0

Max.

Laden

Ballast

age

Knots

Knots

Laden

Ballast

Laden

Vessel Type Used

Speed

Consumption At Sea, mt.


Cst380

MDO

Ship Type

Dwt

VLCC

300,000

20 years

14.5

14.5

100.0

80.0

0.0

Suezmax

160,000

20 years

14.5

14.5

60.0

50.0

0.0

Aframax

105,000

20 years

14.5

14.5

54.0

48.0

0.0

LR2

105,000

12 years

14.5

14.5

54.0

48.0

0.0

LR1

75,000

15 years

15.5

15.5

51.5

49.0

0.0

MR

47,000

15/20 years

14.5

14.5

36.0

30.0

0.0

Clarkson Research Services

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July 2014

Annex Weekly
4(a) - Earnings
Equations
Shipping Intelligence
- Sources,
Methods & Definitions
Tanker Calculations

Bulkcarrier Calculations

EARNINGS: (E)
E = (R-C)/D

EARNINGS: (E)
average earnings

$/day

E = (R-C)/D

freight revenue

V*F*(1-CM)

REVENUE: (R)
V*($*WS/100)*(1-CM)

average earnings $/day

REVENUE: (R)
freight revenue

((Ddl*SM)+Ddc)*Ldfo*FOd$

laden FO cost

(Ddb*SM)*Bdfo*FOd$ ballast fuel oil cost $

(Ddb*SM)*Bdfo*FOd$

ballast FO cost

(Ddl*SM)*Lddo*DOd$ laden mdo cost

(((Ddl+Ddb)*SM)+Ddc)*

Total DO cost

(Ddb*SM)*Bddo*DOd$ ballast mdo cost

Lddo*DOd$

Pdfo*FOd$

port fuel cost

(Ddp+T)*Pdfo*FOd$

port FO cost

Pddo*DOd$

port mdo cost

(Ddp+T)*Pddo*DOd$

port DO cost

COSTS: (C)
(Ddl*SM)*Ldfo*FOd$

COSTS: (C)
laden fuel oil cost $

Pd$

port charges

Pd$

port charges

Cd$

canal charges

Cd$

canal charges

total voyage time

days

(Ddb+Ddl)*SM+(Ddp+T)+Ddc total voyage time days

VOYAGE TIME: (D)


(Ddb+Ddl)*SM+Ddp

VOYAGE TIME: (D)

KEY:

KEY:

Earnings:

Earnings:

Earnings

$/day

Earnings

$/day

Revenue

Revenue

Costs

Costs

Voyage time

days

Voyage time

days

Revenue:

Revenue:
V

Cargo Loaded

tonnes

Cargo Loaded

ton(ne)s

WS

Worldscale Rate

rate

Freight Rate

$/ton or

Worldscale Basic

$/tonne

CM

Commission

2.50%

CM

Commission

3.75%

$/tonne

Costs:

Costs:
Ddl

Days Laden

days

Ddl

Days Laden

days

Ddb

Days Ballast

days

Ddb

Days Ballast

days

Ddp

Days in Port

days

Ddp

Days in Port

days

Ldfo, Bdfo

FO Cons.

m.t./day

Ddc

Canal days

days

Lddo, Bddo

DO Cons.

m.t./day

Ldfo, Bdfo, Pdfo

FO Cons.

m.t./day

Pdfo, Pddo

Port cons.

tonnes

Lddo, Bddo, Pddo

DO Cons.

m.t./day

FOd$

Cost FO

$/tonne

FOd$

Cost FO

$/tonne

DOd$

Cost DO

$/tonne

DOd$

Cost DO

$/tonne

SM

Sea Margin

Fixed 5%

SM

Sea Margin

Fixed 5%

Pd$

Port Charges

Pd$

Port Charges

Cd$

Canal Charges

Cd$

Canal Charges

Voyage Time

days

Turn time

days

Voyage time:

Voyage time:
D

Voyage Time

days

General

General
L

Laden

Laden

Ballast

Ballast

In port

In port

FO

Fuel oil

FO

Fuel oil

DO

Diesel Oil

DO

Diesel Oil

Note : Voyage earnings for standard ships built c.2000 or later account for consumption at sea of LS fuel within ECAs and consumption of MGO in EU ports
since start 2010 and of LS fuel in all other ports in ECAs.

Clarkson Research Services

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July 2014

Annex
4(b)Intelligence
- Components
of Average
Vessel
Type Earnings
Series
Shipping
Weekly
- Sources,
Methods
& Definitions
Vessel Type
CRS No

CRS Voyages Used in Average

Ship Type
Tankers (2009 Onwards)

23

Average VLCC Earnings 2010-built

VLCC Average Earnings c 2000 built

24

Average Suezmax Earnings 2010-built

Suezmax Average Earnings c 2000 built

25

Average Aframax Earnings 2010-built

Aframax Average Earnings c 2000 built

31

Dirty Products Average Earnings

28

MR Clean Average Earnings

29

Handy Clean Average Earnings

T021, T124, T125, T127, T133


T40, T43, T44, T46, T109
T135, T136
T49, T50
T148, T149, T151, T152, T153, T155, T157
T60, T61, T63, T65, T67, T88, T97
T68, T69, T71
T32, T92, T95, T101, T174, T176
T29, T74

Clean Products Average Earnings

T32, T92, T95, T101, T174, T176, T29, T74


Bulkers (2010 Onwards)

17

Capesize, 1990/91-built, Average Spot Earnings

B2, B6, B22, B23, B25

16

Capesize 1999/00-built, Average Spot Earnings

B27, B30, B31, B32, B39

18

Panamax, 1997/98-built, Average Spot Earnings

B48, B52-54, B75, B77, B103-B107, B122, B123

22

Supramax Average Earnings

B83, B108, B109

Average Capesize Tripcharter Rate

Cont/Far East, TransPacific R/V, Far East/Cont, TransAtlantic R/V.

Panamax Bulkcarrier Average Trip Earnings

Cont/Far East, TransPacific R/V, Far East/Cont, TransAtlantic R/V.

Handymax, 52,000 dwt, Average Trip Earnings

Cont/Far East, TransPacific R/V, Far East/Cont, TransAtlantic R/V.

Handysize Average Trip Earnings

Cont/ECSA, Cont/USEC-USG, ECSA/Cont, USEC-USG/Cont,


SEAsia/Australia R/V, TransPacific R/V.

Clarkson Research Services

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July 2014

Annex
5 - Secondhand
Benchmark
Publication
Shipping
Intelligence
WeeklyPrice
- Sources,
Methods
& Definitions
Note Re Secondhand Price Benchmark Publication (p.8)
Following the period of financial market turbulence in September 2008, Clarkson Research Services
Limited (CRSL) suspended their publication of second-hand benchmark prices in Shipping Intelligence
Weekly (SIW). This action recognised the difficulties in giving a representative benchmark value to
the market considering the rapidly changing price levels, low levels of sale and purchase activity,
(partly due to the difficulties in securing bank finance), and wide spread of price ideas of sellers and
buyers. To this extent, it could have been misleading to give a benchmark index valuation without proper accompanying guidance. Accordingly, as guided in SIW throughout the period of non-publication of
the benchmark index values, if the reader needed any valuation guidance Clarkson Valuations Limited
(CVL) continued to actively provide specific valuations, including for its wide range of existing clients,
and remained the leading supplier of valuations to the shipping industry. Additional wording was developed to explain the difficulties involved in the valuation process and a regular dialogue was entered into
with clients to highlight the complexities and where confidence limits on valuations were wider than
normal.
CRSL felt this was an important and responsible action, since prices produced as benchmark figures,
without suitable guidance and explanation could have been misleading. In January 2010, CRSL resumed its publication of values in SIW this decision was made on the basis that liquidity had returned
to all the markets covered and the start year was a clean and convenient point in time to resume. The
Sale and Purchase markets had returned to some form of normality with more stable pricing and greater
sales volumes. These volumes culminated in December 2009at the time the most active month since
May 2008 reported across the sectors covered in the benchmark tables. The historical time series in the
intervening period have been placed on Shipping Intelligence Network (SIN) but users should treat the
data with caution and be aware of the periods of uncertainty discussed above.

Clarkson Research Services

25

July 2014