TRƯỜNG ĐẠI HỌC HÀNG HẢI VIỆT NAM

KHOA KINH TẾ
HỌC PHẦN KHAI THÁC TÀU

ĐỒ ÁN MÔN HỌC KHAI THÁC TÀU

GIÁO VIÊN HƯỚNG DẪN: …

SINH VIÊN THỰC HIỆN: …… – 89588
……….G – 87203
……….. – 87056
……….. – 86345

LỚP: N02

HẢI PHÒNG – 2024

 GROUP ASSIGNMENT
GROUP
Part I: You are the ship operator. Choose the offer matched your ship in terms of
technical conditions, laycan and distance. Explain clearly your choice (show calculation).
OFFER 1:
ACCT: ABC CO.LTD
CARGO: 50.000mt 5% MOLOO of Coal in bulk. SF 1.2 WOG
-POL : 1sb MUARA BERAU, INDONESIA
-POD : 1sb XIAMEN, CHINA
-LAY CAN : 15th– 22th AUG 2024
-LOADG RATE : 9,800 MT PWWD SHEX EIU
-DISCHG RATE : 11,000 MT PWWD SHEX EIU
-FRT USD XX.00PMT FIOST BSS 1/1
-GRAB TO BE SUPPLIED BY SHIPPER IF VSL HAS NOT FITTED GARB.
-CARGO READINESS TO BE CONFIRMED BEFORE LIFTING SUB BY
OWNER WITH
SHIPPER`S DETAIL WITH CONTRACT NO. TO AVOID DELAY OF VSL DUE
TO UNREADINESS OF CGO.
-PERFORMING VSL WILL BE NOMINATED BY 3 DAYS BEFORE VSL`S
ARRIVAL AT LOADINGPORT.
-OTHERS GENCON 94 C/P
- ADD COM 2.5 AND BROKERAGE 1.25%

OFFER 2:
ACCT: E.LTD
CARGO: 49.000mt 2% MOLOO of Clinker in bulk. SF 0.8 WOG
POL : 1SA Cam Pha, VN
POD: 1SB Davao, Philippiné
LAYCAN: 19 – 20th AUG 2024
+ LOADING RATE: 8000 PWWD SHINC
+ DISHRATE: 7500 PWWD SHEX
OWNER BEST IDEA BSS 1/1 FIO
CARGO READINESS TO BE CONFIRMED BEFORE LIFTING SUB BY OWNER
WITH
SHIPPER`S DETAIL WITH CONTRACT NO. TO AVOID DELAY OF VSL DUE
TO UNREADINESS OF CGO.
-PERFORMING VSL WILL BE NOMINATED BY 3 DAYS BEFORE VSL`S
ARRIVAL AT LOADING PORT.
-OTHERS GENCON 94 C/P
TTLCOM 3.75 % INC BROKERAGE 1.25%

SHIP:
OWNER: VOSCO
MV VOSCO SKY – OPEN VUNG TAU14TH AUG 2024

SPEED / CONSUMPTION:
BALLAST - ABT 13.5 KTS ON ABT 27 MT FO RMG380 + 0.2MT MDO
LOADED - ABT 13KTS ON ABT 28 MT FO RMG380 + 0.2MT MDO
 AT PORT MOORING OR LOADING OR DISCHARING BASIS: WORK 4 MT
HFO380 + 0.2MT MGO
AT PORT IDLE, ONE A/E + BOILER: 2.3MT FO38O + 0.2MT MGO

OTHER SHIP PARTICULARS (SELF SEARCHING)

Part II: The charter invites your freight idea. Calculate the TCE to identify the
freight idea for the shipment you choose and calculate demmurage/despatch. Show the
table of calculation and the freight rate you choose in USD/T.
- Running cost: 9800 USD/day
- Loading port disbursement: 14.800 USD
- Discharging port disbursement:17.000 USD
TCE= 8000 USD/day

Part III: The charter and you are happy with all terms. Recap your fixture note
of this shipment as in the form bellow:

FIXTURE NOTE
1.PERFORMING VESSEL :
2. CARGO
3. LAYCAN
4. LOAD PORT
5. DISCHARGE PORT
6. LOAD /DISCHARGE RATE
7. FREIGHT
8. FRT PAYMENT : 100PCT FRT TO BE PAID TO OWRS NOMINATED BANK
ACCT W/I 04
(FOUR) BANKING DAYS AFTER COMPLETION LOADING N S/R BS/L OR
TELEX RELEASE
CARGO BUT ALWAYS B.B.B. IF BS/L MARKED “FREIGHT PREPAID”
SAME TO BE
RELEASED UPON OWS RECEIVED FULL FRT. FREIGHT DEEMS TO BE
EARNED/
DISCOUNTLESS/NON- RETURNABLE WHETHER CARGO/VSL LOST OR
NOT LOST.
9. CHTRS AGENT AT LOADING PORT IS X
10. GENCON BILL FORM B/L TO BE USED
11. NOTICE OF READINESS TO BE TENDERED UPON VESSEL’S ARRIVAL
AT PILOT STATION W.W.W.W AND LAYTIME TO COMMENCE AS PER GENCON
1994 AFTER NOR TO BE ACCEPTED/TENDERED UNLESS ACTUAL LOADING TIME
SOONER SHALL BE COUNT AS LAYTIME.
LAYTIME NONREVERSIBLE. ONCE ON DEMURRAGE ALWAYS ON
DEMURRAGE.CGO TO BE LOADED ONLY IN CLEAR UNOBSTRUCTED SPACES
LAYTIME CEASE TO COUNT ONCE COMPLETION OF
LOADING/DISCHARGING. OWNERS TO GIVE MAX 12 HRS AT LOAD PORT AFTER
COMPLETION OF LOADING FOR CARGO DOCS & CUSTOM CLEARANCE AND
ANY FURTHER TIME LOSS/DELAY (BEYOND 12 HRS FREE TIME) ARE TO BE FOR
CHTRS ACCOUNT TILL SHIPPERS EXPORT DOCUMENTS HANDED OVER TO
VESSEL/ OWNERS LOAD PORT AGENTS.
SHIFTING TIME FROM ANCHORAGE TO BERTH NOT TO COUNT.
 SHIFTING TIME FROM BERTH TO BERTH REQUESTED BY PORT
AUTHORITY OR CHTR OPTION TO BE ON CHTR’S ACCOUNT
ANY STOPPAGES IN THE OPERATIONS OF THE VESSEL DUE TO VESEL'S
LOADING EQUIPMENT SHALL NOT BE COUNTED AS LAYTIME OR TIME
PRORATA TO NUMBER OF CRANES/GRABS NOT WORKING, PROVIDED SUCH
STOPPEAGES ARE NOT CAUSED BY STEVEDORES
TIME USED FOR QUARANTINE, INSPECTION NOT TO COUNT.
TIME FOR FIRST OPEN/LAST CLOSE HATCH NOT COUNT.
TIME FOR DRAFT SURVEY NOT TO COUNT.
12. DEMURRAGE USD …./- PDPR WORKING TIME SAVED AT BOTH ENDS .
….. DESPATCH BENDS
13. OWNERS SHALL ENSURE ALL CGO HOLD SHOULD BE CLEAN AND
DRY IN ABSOLUTELY FREE FROM RUST AND RESIDUE OF ANY PREVIOUS
CARGO AND SUITABLE FOR LOAD UPON ARRIVAL AND PASS THE INSPECTION
BEFORE LOADING AT LOADING PORT . THE INSPECTION TIME NOT COUNTED
AS LAYTIME.
14. OWRS GUARANTEE THE VSL’S DERRICK/CRANE IN GOOD WORKING
CONDITION AND PROVIDE FREE USAGE FOR LOADING N DISCHARGING
CARGO WITH SAFEY LIFTING FOR LONG TIME WORKING. IF VSL’S DERRICK/
CRANE CAN NOT WORK (DAMAGE) THEN SHORE CRANE / FLOATING CRANE
TO BE USED BENDS TBF OWNERS ACCT
15. OWNER HAVE TO FOLLOW THE LOCAL PROTOCOL RULE FOR
HANDLING COVID19.
16. LIGHTERAGE IF ANY TO BE FOR CHTRTS/SHIPPERS/RCVRS ACCT
SHIFTING FROM ANCHORAGE TO WHARF AT BENDS INCLUDING SHIFTING IF
ORDERED BY PORT AUTHORITY TBF OWNER'S ACCT.
17. COMMISION
18. OTHERS TERMS N CONDITIONS: AS PER GENCON C/P 1994.
=======

FOR & ON BEHALF OF OWNER FOR & ON BEHALF

OF CHARTERER

Request:
Font Times New Roman 12-13
Lines: 1.15
Name and student of all members
Name of file: Group number_Assignment2020
Attached files: Table of TCE and Laytime Calculation.
Submit to Classroom
 INTRODUCTION
Maritime transport is an essential and crucial factor for the development of the global
economy, especially in the intercontinental trade activities between countries. Originating
early in history, maritime transport has been a method of long-distance goods transportation
by humans since the 5th century BC. Since then, this method of transport has become
increasingly important and indispensable for global economic development. Transport can
occur through various routes such as road, rail, river, sea, air, and pipelines.
Maritime transport also plays a fundamental role in changing the structure of goods
and markets worldwide, enabling the flow of products between countries and influencing the
balance of technology globally. With three-quarters of the world's surface covered by seas and
oceans, the maritime transport industry is a key component in the movement of goods
between nations worldwide. The volume of goods transported by sea accounts for more than
80% of total global transportation. Over time, maritime transport has gained more advantages
over other transport methods. The fleet of ships is one of the main factors determining the
survival and growth of the maritime transport sector. Therefore, finding ways to better utilize
the fleet is crucial for the development of the maritime economy. Efficient management and
operation of the fleet are extremely important, as the ultimate goal for any maritime transport
company is to achieve the highest profit with the lowest cost.
As students of the Faculty of Economics, specializing in Maritime Transport
Economics at Vietnam Maritime University, we are fully aware that these issues represent
great challenges for the industry as a whole and personal responsibilities as well.
Through the course "Ship Operations," we have gained closer insight into the
specialized knowledge, which will serve as a solid foundation for our future careers. We have
learned about ships, goods, and the calculations needed to select the best options to maximize
profits for the company. For this course project, our group has chosen the topic "Organizing a
Voyage for the MV VOSCO SKY."
To complete this project, we would like to express our sincere gratitude to Ms. Hồ Thị
Thu Lan, who has taught and supported us in successfully completing this course project.
This project consists of six chapters:
- Chapter 1: Analysis of initial data and evaluation of the feasibility of various options.
- Chapter 2: Calculations.
- Chapter 3: Preparation of the Fixture Note.
 CHAPTER 1: ANALYSIS OF INITIAL DATA AND EVALUATION OF THE
FEASIBILITY OF VARIOUS OPTIONS
1. Ship Information
MV VOSCO SKY
Item Details
Ship Name VOSCO SKY
Call Sign XVIP
IMO Number 9236896
Flag Vietnam
Year of Construction 2001
Shipyard Mizushima Works and Shipyard
Classification/Register No. NK 012988
Insurance [Insurance Details Here]
Overall Length (LOA) 189.90 m
Length Between Perpendiculars 182.00 m
(LBP)
Breadth Moulded 32.26 m
Draft (Summer) 12.04 m
Keel to Top of Mast 47.58 m
Deadweight (DWT) 52,523
TPC 55
Gross Tonnage (GRT) 29,367
Net Registered Tonnage (NRT) 17,651
Light Weight 8,003
Main Engine (M/E) SULZER-6RTA-48T
Main Engine Max Output / RPM 10,500PS / 118 RPM
Auxiliary Engine (A/E) YANMAR 6N18AL-HV (455kW x 900RPM) x 3
sets
Bow Thruster N/A
Service Speed 13.5 knots
No. of Cargo Holds / Hatches 5 / 20
Cargo Capacity (Grain/Bales) 66,597 CM (2,351,851 CF) / 64,545 CM (2,279,385
CF)
Gear and Outreach Crane 30T x 4 / 3m
Grab Fitted Yes
2. Cargo Information
. Analysis of Cargo Transportation Situation
In the year of operation, the company received a significant number of orders.
However, only those orders that met the conditions related to time, technical specifications,
safety, and economic factors were selected for contract signing.
Below is a comparison table of the two offers:
Item Offer 1 Offer 2
Account ABC CO.LTD E.LTD
Cargo 50,000 MT 5% MOLOO of Coal 49,000 MT 2% MOLOO of
in bulk. SF 1.2 WOG Clinker in bulk. SF 0.8 WOG
Port of Loading 1SB Muara Berau, Indonesia 1SA Cam Pha, Vietnam
(POL)
 Port of Discharge 1SB Xiamen, China 1SB Davao, Philippines
(POD)
Laycan 15th–22nd Aug 2024 19th–20th Aug 2024
Loading Rate 9,800 MT PWWD SHEX EIU 8,000 MT PWWD SHINC
Discharge Rate 11,000 MT PWWD SHEX EIU 7,500 MT PWWD SHEX
Freight Rate USD XX.00 per MT FIOST BSS Owner’s Best Idea BSS 1/1 FIO
(FRT) 1/1
Vessel Vessel to be nominated 3 days Vessel to be nominated 3 days
Nomination before arrival at loading port before arrival at loading port
Charter Party GENCON 94 C/P GENCON 94 C/P
Commission 2.5% 3.75% (includes brokerage
(COM) 1.25%)
Brokerage 1.25% 1.25%
Nature of the Cargo
1. Coal in Bulk
Physical Properties:
Coal is a dense, dry bulk commodity, typically black or dark brown in color, with a
granular texture. It varies in size from fine powder to larger, lumpier pieces. Coal is highly
prone to dust formation, and when transported or handled improperly, coal dust can
accumulate, posing a significant risk of fire or explosion.
Chemical Properties:
Coal is primarily composed of carbon, with small amounts of hydrogen, sulfur,
nitrogen, and oxygen. It is a high-energy fuel, used mostly for power generation. The sulfur
content in coal can contribute to environmental pollution when burned, leading to the
production of sulfur dioxide. Coal is also highly combustible, and its dust is a potential fire
hazard, especially when exposed to air or heat.
Storage Requirements:
Coal must be stored in a dry, well-ventilated area to minimize the risk of combustion
or spontaneous ignition. Coal piles should not be too high to allow air circulation and prevent
heat buildup, which could lead to self-ignition. It should be kept away from moisture, as the
presence of water can encourage the formation of mold and increase the risk of spontaneous
combustion.
Transportation Requirements:
During transportation, coal must be handled carefully to prevent dust spread and
contamination. The cargo holds should be lined and equipped with dust suppression systems
to control coal dust. The coal should not come into contact with flammable or incompatible
materials during transit, and special care should be taken to maintain proper ventilation in the
ship’s hold. Coal requires the use of grabs or cranes for loading and unloading, and, if
necessary, the shipper must provide grabs if the vessel is not equipped with them.
 2. Clinker in Bulk
Physical Properties:
Clinker is a hard, granular, dark gray material resulting from the cement production
process. It is typically less dusty than coal and has a high density, making it heavier in bulk.
The size of clinker particles can vary, but it is usually in the form of lumps or fine grains. It is
less prone to breakage than coal but can cause abrasion to shipholds and handling equipment.
Chemical Properties:
Clinker is primarily made up of calcium silicates and other minerals used in cement
production. It is chemically reactive when mixed with water, as it forms a solid mass
(concrete). Although less hazardous than coal, clinker can absorb moisture, leading to
clumping if exposed to high humidity, and its handling must prevent contamination with other
chemicals.
Storage Requirements:
Clinker should be stored in a dry, well-ventilated space to prevent moisture absorption,
which could lead to clumping. It should not be exposed to water or excessive humidity, as this
could compromise its quality. Clinker should be stored in a way that avoids direct contact
with the ground to prevent contamination from dirt and other external materials.
Transportation Requirements:
During transportation, clinker should be carefully handled to avoid abrasion damage to
the vessel’s hold. It should be transported in sealed, sturdy containers or holds to prevent
exposure to moisture. The cargo holds should be equipped with proper ventilation systems to
maintain airflow and avoid humidity buildup. Clinker should not come into contact with
flammable or chemically reactive materials during transit. Handling equipment, such as grabs
or cranes, should be used to load and unload the clinker, with care taken to minimize damage
to the product.
Analysis:
1.1.Laycan Time
The carrier must bring the ship to the loading port within the required Laycan period.
Based on the ship's availability, the time the ship must arrive at the loading port can be
determined by the following formula:
Ttd + Tkh ≤ Tmax laycan
Where:
Ttd: Time of availability (the time the ship becomes free)
Tkh: Empty running time, if any
Tkh = Lkh / Vkh
 Lkh: Distance from the free port to the loading port (in HL)
Vkh: Ship's speed while running empty (in HL per hour)
Tmax laycan: The latest time the ship must arrive to start loading
After calculating the time the ship needs to reach the loading port, we will compare it
with the laycan period in each offer to see which ship meets the requirements.
We have:
Lkh (HL) Lch (HL) Vkh Vch (HL/h) Tkh (day) Tch (day)
(HL/h)
Offer 1 1000 2100 13.5 13 3.09 6.73
Offer 2 380 710 13.5 13 1.17 2.27
Explanation:
Free Port Loading Discharge Time of Laycan NOTE
Port Port Arrival at Period
Loading Port
Offer 1: Vung Muara Xiamen, 17/04/2024 15–22 acceptable
Tau 14/08/2024) Berau, China /08/2024
Indonesia.
Offer 2: Vung Da Nang, Bangkok, 15/04/2024 19-20 Not
Tau Vietnam Thailand /08/2024 acceptable
(14/08/2024)
Conclusion: Based on the analysis above, the MV VOSCO SKY is eligible to
transport the cargo in Offer 1 within the Laycan period
1.2. Analyze Cargo Capacity and Suitability
To evaluate the VOSCO SKY vessel's ability to handle the cargo for both offers, we
need to consider various factors such as the ship’s cargo capacity, speed, consumption, and the
specific cargo requirements for each offer.
1. Cargo Capacity Analysis
 VOSCO SKY has the following cargo capacity:
o Cargo Capacity (Grain/Bales): 66,597 CM (2,351,851 CF) / 64,545 CM
(2,279,385 CF)
o The vessel can carry bulk cargo up to 66,597 cubic meters (grain
measurement), which translates to 66,597 metric tons (MT), depending on the
cargo's density.
 Offer 1 (Coal in Bulk):
o Cargo: 50,000 MT, with 5% margin (MOLOO).
o Total cargo weight including margin: 50,000 MT×1.05=52,500
o The coal in bulk is SF 1.2 WOG (stowage factor). Given this, the cargo
volume would be: 50,000 MT×1.2 m3/MT=60,000 m3
 o VOSCO SKY’s cargo capacity of 66,597 CM (cubic meters) can easily
accommodate this volume, so the vessel is suitable for carrying the coal cargo.
 Offer 2 (Clinker in Bulk):
o Cargo: 49,000 MT, with 2% margin (MOLOO).
o Total cargo weight including margin: 49,000 MT×1.02=50,980 MT
o The clinker in bulk is SF 0.8 WOG, and the cargo volume would be: 49,000
MT×0.8 m3/MT=39,200 m3
o Again, VOSCO SKY’s cargo capacity of 66,597 CM is more than sufficient
to accommodate the cargo of clinker.
2. Speed and Fuel Consumption Analysis
The vessel's speed and fuel consumption are important factors for determining the
time and cost efficiency for each offer.
VOSCO SKY’s Speed / Fuel Consumption:
Ballast (empty): 13.5 knots using 27 MT of RMG380 fuel + 0.2 MT MDO.
Loaded: 13 knots using 28 MT of RMG380 fuel + 0.2 MT MDO.
Offer 1 (Coal in Bulk) - Muara Berau, Indonesia to Xiamen, China:
Distance from Muara Berau to Xiamen: Approx. 2,100 nautical miles (nm).
Speed: 13 knots (loaded speed).
Time Required (Tkh): Tkh ≈6.73days
Fuel Consumption: The vessel uses 28 MT of RMG380 and 0.2 MT of MDO per day.
For a journey of 6.73 days:
RMG380 fuel consumption: 28 MT/day×6.73 days=188.44 MT
MDO fuel consumption: 0.2 MT/day×6.73 days=1.35 MT
Total fuel consumption for Offer 1: 188.44 MT RMG380 + 1.35 MT MDO.
Offer 2 (Clinker in Bulk) - Cam Pha, Vietnam to Davao, Philippines:
Distance from Cam Pha to Davao: Approx. 710 nautical miles (nm).
Speed: 13 knots (loaded speed).
Time Required (Tkh): Tkh≈2.27days
Fuel Consumption: For a journey of 2.27 days:
RMG380 fuel consumption: 28 MT/day×2.27 days=63.56 MT
MDO fuel consumption: 0.2 MT/day×2.27 days=0.45 MT
 Total fuel consumption for Offer 2: 63.56 MT RMG380 + 0.45 MT MDO.
3. Suitability Analysis:
 Offer 1 (Coal): The ship is fully capable of transporting 50,000 MT of coal with the
required specifications. The vessel’s cargo capacity is sufficient, and the fuel consumption
over the estimated time is manageable.
Offer 2 (Clinker): The vessel is also highly suitable for carrying 49,000 MT of
clinker, with ample cargo space and low fuel consumption due to the shorter distance
between the ports.
Comparison Summary:
Item Offer 1 (Coal) Offer 2 (Clinker)
Cargo 50,000 MT (with 5% MOLOO) 49,000 MT (with 2% MOLOO)
Cargo Volume 60,000 m³ (approx.) 39,200 m³ (approx.)
Distance 2,100 nm (Muara Berau to 710 nm (Cam Pha to Davao)
Xiamen)
Time Required 6.73 days 2.27 days
Fuel 188.44 MT RMG380 + 1.35 MT 63.56 MT RMG380 + 0.45 MT
Consumption MDO MDO
Suitability Fully suitable (within cargo Fully suitable (within cargo
capacity) capacity)
Conclusion:
The VOSCO SKY vessel is well-suited for both offers, as its cargo capacity exceeds
the required volume for both coal and clinker. The fuel consumption for Offer 1 is higher due
to the longer voyage, but the vessel is capable of handling the coal transport efficiently. Offer
2 has a shorter voyage, resulting in lower fuel consumption, but both offers are within the
operational limits of the vessel.
1.3. Analysis of the Speed and Fuel Consumption of the Ship
We will now analyze the suitability of the VOSCO SKY vessel’s speed and fuel
consumption for Offer 1 and Offer 2 based on the data provided, which includes the ship's
performance and the required transport times for each offer.
Key Data for VOSCO SKY:
Ballast (Empty Ship):
Speed: 13.5 knots
Fuel Consumption: 27 MT RMG380 + 0.2 MT MDO per day
Loaded (Full Cargo):
Speed: 13 knots
Fuel Consumption: 28 MT RMG380 + 0.2 MT MDO per day
Cargo and Voyage Data for Offers 1 and 2:
Item Offer 1 Offer 2
Cargo 50,000 MT coal (5% 49,000 MT clinker (2%
MOLOO) MOLOO)
Port of Loading (POL) Muara Berau, Indonesia Cam Pha, Vietnam
Port of Discharge Xiamen, China Davao, Philippines
(POD)
Distance (nm) 2,100 nm 710 nm
Time for Loading (Tkh) 3.09 days 1.17 days
Time for Charter (Tch) 6.73 days 2.27 days
1. Speed Analysis for Offers 1 and 2
Speed Calculation for Offer 1:
Time to Complete the Voyage (Tkh) is 6.73 days (from loading port to discharge port).
Distance = 2,100 nm.
Ship’s Speed = 13 knots (loaded speed).
Time Calculation: The vessel needs 6.73 days to cover the 2,100 nm.
Speed Calculation for Offer 2:
Time to Complete the Voyage (Tkh) is 2.27 days.
Distance = 710 nm.
Ship’s Speed = 13 knots (loaded speed).
Time Calculation: The vessel needs 2.27 days to cover the 710 nm.
2. Fuel Consumption Analysis for Offers 1 and 2
Fuel Consumption per Day (Loaded):
RMG380: 28 MT per day.
MDO: 0.2 MT per day.
Offer 1: Muara Berau, Indonesia to Xiamen, China (2,100 nm)
Total Time (Tch): 6.73 days.
Fuel Consumption:
RMG380: 28 MT/day×6.73 days=188.44 MT
MDO: 0.2 MT/day×6.73 days=1.35 MT
Total Fuel Consumption for Offer 1:
188.44 MT RMG380 + 1.35 MT MDO
Offer 2: Cam Pha, Vietnam to Davao, Philippines (710 nm)
Total Time (Tch): 2.27 days.
Fuel Consumption:
RMG380: 28 MT/day×2.27 days=63.56 MT
MDO: 0.2 MT/day×2.27 days=0.45 MT
Total Fuel Consumption for Offer 2:
63.56 MT RMG380 + 0.45 MT MDO
3. Comparison of Time and Fuel Consumption
Item Offer 1 (Coal) Offer 2 (Clinker)
Distance 2,100 nm 710 nm
 Time (Tkh) 6.73 days 2.27 days
Total Fuel 188.44 MT RMG380 + 63.56 MT RMG380 + 0.45
Consumption 1.35 MT MDO MT MDO
Suitability Fully suitable for the Fully suitable for the
longer voyage and cargo shorter voyage and cargo
Conclusion
Offer 1: The VOSCO SKY vessel is well-suited for transporting 50,000 MT of coal from
Muara Berau, Indonesia to Xiamen, China. With a distance of 2,100 nm, the vessel’s
speed of 13 knots is adequate to complete the voyage in 6.73 days, consuming 188.44
MT of RMG380 and 1.35 MT of MDO. This makes it a feasible choice for long-haul
bulk transport with efficient fuel consumption.
Offer 2: The vessel is also fully capable of transporting 49,000 MT of clinker from Cam
Pha, Vietnam to Davao, Philippines. With a shorter distance of 710 nm, the vessel
completes the voyage in 2.27 days, consuming 63.56 MT of RMG380 and 0.45 MT of
MDO. This shorter trip results in lower fuel consumption and is well within the ship's
operating capabilities.
Overall, VOSCO SKY is suitable for both offers, with its fuel consumption and speed
being efficient for both long and short voyages. The vessel can carry the cargo within the
required timeframes and fuel limits.
 Choosing Offer 1
.
 CHAPTER 2: CALCULATION TABLE SETUP
Step 1: Calculate the TCE (Time Charter Equivalent)
The TCE is calculated as follows:
Freight Earned−Total Running Costs
TCE=
Total Days
Where:
 Freight Earned is the total amount of money received for carrying the cargo.
 Total Running Costs is the daily running cost multiplied by the total number of days.
 Total Days is the total time spent on the voyage (sum of loading time, transit time, and
discharge time).
Freight Earned:
The freight rate per ton needs to be chosen. For the calculation, let's assume a freight
rate of USD 15.00 per ton (this is just an example, you can replace it with a specific figure if
available).
So, the total freight earned for 50,000 MT of coal is:
Freight Earned=50,000 MT×15.00 USD/MT=750,000 USD
Total Running Costs:
The total running cost is the daily running cost multiplied by the total number of days. The
total number of days is the sum of the loading time, discharge time, and voyage time.
 Voyage Time (Assumed) = 2,100 nm / 13 knots = 6.46 days (time to sail from
loading port to discharge port).
So, the total days is:
Total Days=3.09 (loading)+6.46 (voyage)+6.73 (discharge)=16.28 days
The total running costs is:
Total Running Costs=9,800 USD/day×16.28 days=159,344 USD
TCE Calculation:
750000−159344
TCE= =36.29 USD /day
16.28
The TCE for this shipment is 36.29 USD/day.

Step 2: Calculate Demurrage and Despatch

1. Demurrage:
Demurrage is the charge for the delay in loading or unloading beyond the agreed
laytime. The standard laytime for this contract is assumed to be 6 days.
 Demurrage Rate: Usually, the demurrage rate is agreed upon in the charter party.
Let’s assume USD 20,000 per day for demurrage.
  Demurrage Calculation:
o The loading time is 3.09 days, which is within the laytime of 6 days. Thus,
there is no demurrage for the loading port.
o The discharge time is 6.73 days, which is over the laytime of 6 days by 0.73
days.
o Therefore, the demurrage is calculated as:
Demurrage=0.73 days×20,000 USD/day=14,600 USD
2. Despatch:
Despatch is the reward paid to the charterer for completing loading or unloading
before the agreed time. The despatch rate is usually 50% of the demurrage rate.
 Despatch Calculation:
o Since there is no early completion of loading or unloading, there is no
despatch.
Step 3: Final Table of Calculations
Item Value (USD)
Freight Rate 15.00 USD/MT
Total Freight 750,000 USD
Earned
Running Costs 159,344 USD
Total Time 16.28 days
TCE 36.29 USD/day
Demurrage 14,600 USD
Despatch 0 USD
Conclusion:
The TCE for this shipment is 36.29 USD/day, which is an indication of the effective
daily rate that the vessel owner earns, considering both freight earnings and operational costs.
Demurrage of 14,600 USD is charged due to the excess discharge time beyond the
laytime.
No despatch is earned as the cargo was not loaded or discharged ahead of schedule.
This calculation helps assess the financial feasibility and profitability of the shipment
based on the chosen freight rate.
 CHAPTER 3: FIXTURE NOTE
Date: Aug 15th, 2024
It is on this day mutually agreed by and between:
Vietnam Maritime Corporation as the Owner and Charterer.
That subject vessel has been fixed for the subject voyage under following terms and
conditions:
01. NAME OF VESSEL: MV VOSCO SKY
FLG: VIETNAM; BLT IN 2001
CLASS.: NK
DWT/GRT/NRT: 52523/ 29367/ 17651
LOA/B: 189.90 m/ 32.26 m
HO/HA: 5 5 / 20
SPEED/COURSE: 13.5
02. Cargo and quantity: 50.000mt 5% MOLOO of Coal in bulk. SF 1.2 WOG
03. Loading/ Discharging Ports: 1sb MUARA BERAU, INDONESIA/ 1sb
XIAMEN, CHINA
04. Laycan: 15th – 22th Aug, 2024.
05. Loading/Discharging rate: 3700/4200 MT/DAY SHEX UU
06. Freight rate: 15.00 USD/MT
07. Payment Terms
100% freight to be paid to the Owner's nominated bank account within 4 banking
days after completion of loading and the issuance of the shipping receipt, Bill of Lading, or
Telex Release.
Freight is deemed earned and non-returnable, regardless of whether the cargo or
vessel is lost or not.
08. Notice of readiness (NOR)
The NOR will be tendered when the vessel arrives at the pilot station, and laytime will
commence 12 hours after the NOR is tendered/accepted. Laytime is non-reversible. Once
demurrage is imposed due to delay, it will always be charged. Cargo will only be loaded into
available holds, without any obstruction. Laytime will end once loading/discharging is
completed. The shipowner will allow a maximum of 12 hours at the loading port for
paperwork and customs clearance after loading is completed; any additional delay (beyond
the 12-hour free time) will be charged to the charterer’s account until the export documents
are delivered to the vessel’s agent/shipowner at the loading port.
09. Demurrage Charges:
 Demurrage charges are USD [rate]/day PDPR. Time saved at both ends will be
calculated for transshipment charges.
10. Shipowner’s Commitment:
The shipowner guarantees that all holds will be clean and dry, free from rust and any
remnants of previous cargo, and that they will be suitable for loading upon arrival. Inspection
time will not be included in laytime.
11. Crane System:
The shipowner ensures the crane system is in good working order and provides it free
of charge for loading and unloading operations, ensuring long-term safe operation. If the
ship’s crane system is not operational, shore cranes or floating cranes will be used at the
shipowner’s expense.
12. Compliance with local protocols
Owners must follow the local COVID-19 handling protocols as required by the
authorities at the loading and discharge ports.
13.Lighterage:
Lighterage, if any, will be at the charterer’s account, including movement from anchorage to
the quay, as well as any movements required by port authorities. This will be at the
shipowner’s account.
14. Commission:
2.5% to Owners and 1.25% brokerage as per the agreemen
15. Other Terms and Conditions:
All other terms and conditions as per the GENCON C/P 1994.
This Fixture Note becomes effective upon being duly signed/stamped by both the
Owner and Charterer.
For and On Behalf of Charterers For and On Behalf of Shipowners
[Signature] [Signature]
 CONCLUSION
With the foundational and specialized knowledge of the maritime transport industry
provided by our professors, we have completed the course project on the topic "Organizing a
Voyage for VOSCO SKYVessel." The project covers the following main areas: analysis of
initial data, voyage time and costs, and signing and executing the transport contract.
Through this project, we have realized the importance of organizing voyages for cargo
transportation. To organize an efficient and cost-effective voyage for the vessel, the cargo
owner must have a thorough understanding of both domestic and international transport
markets, calculate reasonable costs, and choose the right transport mode that suits the cargo
and port requirements. Understanding these aspects will undoubtedly help the cargo owner
make informed decisions when selecting the appropriate ship chartering options.
The process of planning vessel operations is crucial for both tramp and liner shipping,
as it ensures smooth, regular operations and the highest efficiency for the transport company.
After completing this project, we have gained significant knowledge about chartered
vessels and a deeper understanding of voyage planning operations. This knowledge will
provide a solid foundation to help us perform better in the future. However, due to limited
practical exposure, there are still some shortcomings in the project design. We sincerely thank
our lecturer, Mrs. ……………, for her enthusiastic guidance in helping us complete this
project!