CLARKSONS Methods and Soruces

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: October 2010
Clarkson Research Services
October 2010

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 (VLGC) 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).
1. Freight Rates (pp. 2-7,9)
Spot rates (pp.2-5): Currently, information for 49 tanker and 34 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 45,000 dwt
Handymax vessel, four routes for a 52,000 dwt Handymax vessel and four routes for a 74,000 dwt
Panamax vessel, all of which are based on the standard specifications of BIFFEX 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 fully
owned subsidiary of H. Clarkson & Co. Rates for offshore vessels (in /day) are averages of reported
fixtures in the respective market sectors as supplied by One Offshore UK Ltd. 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.2-4): Earnings are estimated as daily timecharter equivalents (TCEs) of voyage freight
rates, and expressed in $/day on 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 (as provided by the OceanConnect bunker brokering desk) and estimated port costs (after currency adjustments) and then dividing the result by the number of voyage days. Details of the calculations and their constituent parameter and assumptions are set out in more detail in Annexes 1-4.
October 2010

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. The averages for older Capesize and Panamax vessels are also
published.
For tankers, average earnings for each ship type (Ave. Earnings) are averages of the voyage earnings
for selected routes, as indicated on the page. Average earnings for both the Capesize and Panamax bulk
carrier sectors are simple averages across all the recorded individual voyages for that vessel type.
Certain factors are not accounted for in the earnings calculations. These include:
(i) the payment of commission.
(ii) other voyage-related costs.
(iii) vessel waiting time at port.
(iv) time the vessel is off-hire.
TCEs of voyage freight rates are also collected for two LPG voyages. These rates are quoted in $ 000/
month by the brokers, but are converted into $/day for publication on page 6.
It is important to note that these earnings calculations are only intended as benchmark indicators of the
direction of the market. As such, they should not be taken to represent the precise earnings of specific
vessels. However, it is possible to tailor these statistics through Clarksons Consultancy Division. For
more information, please contact our consultancy team by email at research.crs@clarksons.com.
The assumptions and standard ship types used in the timecharter equivalent earnings calculations are
reviewed on a regular basis by Clarkson Research and H. Clarkson brokers, and updates are made
available in this document. Comments on these assumptions and the resultant earnings calculation are
welcome from users of the data, although it is important to note that the assumptions used in the calculations are just one of a range of possible assumptions, that other sources of earnings information may
use alternative assumptions, and that the use of different assumptions can potentially make a significant
difference to the results of earnings calculations.
For both the tanker and bulk carrier markets, rates are collected and earnings calculated for routes that
are not published in SIW. All this additional data is available through the Shipping Intelligence Network in Excel compatible time series.
Biffex (p.5): A database is maintained of the daily Baltic Freight Indices and the rates of their component routes as published by the Baltic Exchange. The rates published every week are from the preceding Thursday, or from the nearest available date. For details of the Baltic Exchange Indices (BPI, BDI,
BHMI, BCI, etc.) see www.balticexchange.com.
FFA Indications are as reported by Clarksons Securities Ltd. at the close of business the preceding
Thursday, or the nearest available date. In the table of FFA Indications, the BPI 1A TransAtlantic R/V
($/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 average ship types. In the dry bulk sector, data is collected for all of these rates, plus a six month
rate as well. The ship types for which rates are collected are specified on page 9 of SIW.
October 2010

Specifications of timecharter ships on page 9 of SIW:
(a)
CSBC is China Shipbuilding Corporation of Taiwan style of Capesize built in the
1980s and 1990s of approximately 149,500 dwt.
(b)
The Handysize dry bulk carrier is a modern vessel, between 28-30,000 dwt and fitted
with cranes between 25-30 tonnes.
(c)
The Handymax is 45,000 dwt, between 5-10 years old. This was 40,000 dwt until February 2002.
(d)
The Super Handymax (Supramax) is a 52,000 dwt modern vessel.
Note: 1. Modern is taken to mean no more than ten years old.
2. The above specifications are meant to be guidelines only, and not actual ships.
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.
Handymax bulkcarrier timecharter rates are the average of Atlantic delivery/redelivery and Pacific delivery/redelivery. This data is cross checked with the timecharter matrices that both the tanker and bulk
carrier broker desks publish each week.
Timecharter rates are also collected for over 10 LPG voyages. These rates are quoted in $ 000/month
by the brokers, but are converted into $/day for publication on page 6.
(ii) Details of all reported tanker and bulk carrier timecharter fixtures (and gas fixtures) are recorded in
the Clarkson Research commercial database. This data is sourced from available published sources and
cross checked with information gathered by H. Clarkson brokers in the course of their business. Activity in the timecharter market, recorded as the number of fixtures for periods of one year or more, is generated from this and reported alongside average timecharter rates for tankers and bulkcarriers on page 9
of SIW.
2. Ship Prices (pp.8, i-ii, 10-11)
Secondhand Sales & Prices (pp.8, i-ii): Prices for secondhand vessels are collated in conjunction
with H. Clarkson & Co. sale and purchase brokers who fill in pro-formas prepared by Clarkson Research showing the previous weeks levels. Prices are collected for various sizes and ages of vessels for
the main vessel types and relate to market sales where these have taken place and to brokers best estimates when no sale has occurred. Prices are for standard ships of the types described in average condition, built at good Far East/European shipyards but with no account taken for survey status or condition
which could affect values.
All data is collected on a weekly basis, and maintained as a database of month-end prices. Time series
of these prices stretch back over 30 years for some vessels. In general, prices are expressed in US$ 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 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. 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
October 2010

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 volume of sales activity
by ship type/size and by buyer and the value of sales which is set out on a monthly basis on page i of
SIW.
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, and maintained as a database of month-end ship prices. 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, and maintained as a database of month-end prices. Time series
of these prices stretch back over 40 years in some instances. Eighteen separate prices expressed in
terms $ 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 on the Clarkson Ship Database. It includes data such as the vessels lightweights, the buyer and eventual breaker, its
October 2010

reported sale price in $/ldt and its estimated value in $ million. Latest sales are listed in the table on
pages iii and 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 all 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 for this information include the Financial Times, The Economist, OECD, the IMF, Petroleum
Intelligence Weekly, International Grain Council and Metal Bulletin.
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 and sister publications, Exxon, BP, Monthly Energy Review of the EIA,
Bulletin Mensuel, Eurostat, Tex Report and Petroleum Association of Japan.
(ii) Sources of data for the dry cargo trades include:
International Iron & Steel Institute, Tex Report, Australian Bureau of Statistics, Eurostat, National Coal
Association (USA), Coal & Coke Statistics (Canada), Joint Coal Board (Australia), South African Coal
Report, International Wheat Council, US Department of Agriculture publications, and other national
custom statistics organisations.
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 is compiled into time series which are used to
project future trade flows on an annualised basis and ship demand.
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 and offshore vessels is 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.
October 2010

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 its 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.
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.
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.
October 2010
AnnexWeekly
1 - Earnings
Calculations
Shipping Intelligence
- Sources,
Methods & Definitions
The purpose of the TCEs 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 tankers, round voyages are assumed for all, except routes
T58/T66, T77/T78 and T80/T81; for bulk carriers, 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. With respect to the earnings for
the older vessels, only the averages for the bulk carrier routes of each vessel type are published in the
SIW.
1. Routes Covered: Timecharter equivalent estimates are currently prepared each week by Clarkson
Research for 143 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 average 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 the typical vessel 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. Timecharter Equivalent Calculation: Each week, the TCEs are calculated using a voyage estimating
programme. 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 4. 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 for tankers, the Intertanko
website. 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
Books) 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 the Thursday edition of the OceanConnect Bunker Price Re-
October 2010
1 - Earnings
continued
ShippingAnnex
Intelligence
WeeklyCalculations,
- Sources, Methods
& Definitions
port. For each geographical region, a representative bunker port has been selected and one or more is
allocated to each route as appropriate.
The voyage estimating programme 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 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.
6. Ballast Voyages: For tankers the vessel is assumed to return to its loading port in ballast after discharge, except for routes T58/T66, T77/T78 and T80/T81. For some dry cargo 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: No commission charge is included.
8. Procedure for Updating Freight Rates: Tanker and dry cargo freight rates on the 83 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 computer programme on Thursday evening/Friday morning each week. Estimates are then checked by the editor of SIW.
10. Voyage Earnings Calculations: A print-out of the basic voyage estimating equation for tankers
and bulk carriers is contained in Annex 4.
11. Validation of Programme: 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 above 143 voyage routes, data
for 12 bulkcarrier tripcharter routes, 44 bulkcarrier period timecharters and 24 tanker period timecharters are collected. Clarkson brokers provide on a weekly basis all the period timecharter rates and the
rates for the 12 tripcharter routes; data. 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 rota.
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.
October 2010
Annex
2(a) - Tanker
Voyage
DetailsMethods
(2004 Onwards)
Shipping
Intelligence
Weekly
- Sources,
& Definitions
No.
CRS Voyages
Load
Discharge
Route Name in SIW (Issue

No. 824 onwards)
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
Kaoshiung
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
Kaoshiung
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
Novorrosiyk
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
66.5
39.3
18.2
18.8
37.0
72.8
22.0
35.2
56.2
42.1
46.4
43.1
3.3
2.0
0.9
0.9
1.9
3.6
1.1
1.8
2.8
2.1
2.3
2.2
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
73.8
45.3
23.1
23.7
42.9
80.4
27.1
41.0
63.0
48.2
52.7
49.3
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
14.0/14.0
14.0/14.0
14.0/14.0
14.0/14.0
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
8.9
32.6
32.5
25.6
0.4
1.6
1.6
1.3
4.0
4.0
4.0
4.0
13.4
38.2
38.1
30.9
13.0/13.5
13.0/13.5
13.0/13.5
13.0/13.5
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
22.1
7.1
21.5
3.2
18.9
10.7
19.1
20.5
21.0
9.8
25.0
1.1
0.4
1.1
0.2
0.9
0.5
1.0
1.0
1.1
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
27.2
11.5
26.6
7.3
23.9
15.2
24.0
25.5
26.1
14.3
30.2
13.5/14.5
13.5/14.5
13.5/14.5
13.5/14.5
13.5/14.5
13.5/14.5
13.5/14.5
13.5/14.5
13.5/14.5
13.5/14.5
13.5/14.5
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
16.4
0.5
1.4
0.7
1.6
0.8
4.0
4.0
4.0
4.0
4.0
14.4
32.8
18.3
37.9
21.3
15.0/15.0
15.0/15.0
15.0/15.0
15.0/15.0
15.0/15.0
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
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
10
October 2010
Annex
2(b) - 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

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
11
October 2010
2(c) - 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

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
T18
Sullom Voe
T19
T20
Aframax (Mid 1980s)
Rotterdam
UK/Cont-UK/Cont
80,000
603
603
7.8
14.0/13.5
Bayway
UK/Cont-USAC
80,000
3,174
3,174
24.2
14.0/13.5
Curacao
Texas City
Caribs-US Gulf
80,000
1,797
1,797
15.4
14.0/13.5
Curacao
Hamburg
Caribs-Europe
80,000
4,500
1,797
23.9
14.0/13.5
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
12
October 2010
AnnexIntelligence
2(d) - Bulkcarrier
Details
(2008 &
Onwards)
Shipping
WeeklyVoyage
- Sources,
Methods
Definitions
CRS Voyages
No.
Load
Discharge
Route Name in SIW (Issue

No. 804 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
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
13.5/13.5
Capesize - Early 1990s (Coal)

B8
Hampton Roads
Rotterdam
122,000
17
3,544
3,544
21.9
1.1
6.5
1.0
0.0
30.5
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
14.5/15.0
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
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
14.5/15.0
Capesize - Modern (Coal)

B39
Hampton Roads
Rotterdam
135,000
16
3,544
3,544
20.0
1.0
6.5
1.0
0.0
28.5
B40
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
B41
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
B42
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
B43
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

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
USGulf/Japan(HSS)
49,000
22
13
9,213
October 2010
Annex
2(e) - 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
B10
Queensland
Japan
138,300
14
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
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 - Early 1990s (Coal)
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
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
14.5/15.0
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
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
14.5/15.0
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
14.0/13.5
Capesize - Modern (Coal)
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
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 - 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
14
October 2010
Annex 2(f) - Bulkcarrier Voyage Details (Pre-2002)

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
15
October 2010
Annex 3(a)
- Tanker
VesselMethods
Details & Definitions
Weekly
- Sources,
Applicable
Speed
Avg.
CRS
Laden Ballast
Cst380
YoB.
Voyages
Knots Knots
Laden Ballast
Vessel Type Used

CRS
No
Ship Type
Dwt
Consumption At Sea, mt. Cons. in Port, mt.

MDO
Cst380
MDO
2004 Onwards
1
ULCC
337,699
1975
13.0
13.0
145.0
118.0
0.0
404.0
0.0
VLCC (m odern, d/h)
300,000
2000/01
T39-47, 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,
14.0
14.5
84.0
69.0
0.0
133.0
0.0
T76-T78.
4
Suezm ax (m odern, d/h)
150,000
1998/99
T49-T51, T83.
15.0
15.0
65.0
60.0
0.0
100.0
0.0
Suezm ax (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
Afram ax (m odern, d/h)
106,000
1999/00
T60-T67, T87-T89.
14.5
14.5
50.0
50.0
0.0
67.0
0.0
Afram ax (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" (Afram ax) Products
106,000
late '90s
T72.
14.5
14.5
50.0
50.0
0.0
67.0
0.0
"LR1" (Panam ax) Products
70,000
early '00s
T24.
15.0
15.0
45.0
45.0
0.0
43.0
0.0
10
"MR" Handy (Clean)
39,000
1988
13.5
14.5
24.0
24.0
1.0
28.0
2.5
11
"SR" Handy (Clean)
23,500
1989
14.0
13.5
20.4
19.4
0.0
20.0
6.0
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 (m odern, d/h)
47,000
1999
T25-T27, T32,
14.0
14.0
32.0
32.0
0.0
23.5
0.0
14.0
14.0
30.0
30.0
0.0
25.0
0.0
14.5
15.0
32.5
32.5
0.0
21.5
0.0
T73, T92.
14
"MR" Handy (m odern, d/h)
37,000
1999
T28-T31, T74-T75,
T91.
15
"SR" Handy (early 1990s )
29,000
early '90s
T33-T34.
1997 - 2003
ULCC
337,699
1975
T1.
13.0
13.0
145.0
118.0
0.0
404.0
0.0
VLCC (m odern, d/h)
300,000
2000/01
T39-T47.
15.0
15.0
87.5
74.0
0.0
260.0
0.0
275,000
1990/91
T7-T11, T35-T38.
13.5
13.5
58.0
58.0
2.5
280.0
0.0
Suezm ax (m odern, d/h)
150,000
1998/99
T49-T51.
14.0
15.0
52.5
50.0
0.0
195.0
18.0
Suezm ax (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
Afram ax (m odern, d/h)
106,000
1999/00
T60-T67.
14.5
14.5
49.0
40.0
0.0
116.0
0.0
Afram ax (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" (Afram ax) Products
106,000
late '90s
T72.
15.0
15.0
50.0
50.0
5.0
20.0
6.0
"LR1" (Panam ax) 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 (m id 1970s )
337,699
1975
T1.
14.0
13.5
133.8
92.9
0.0
400.0
0.0
291,640
m id-90s
T7-T11.
14.0
13.5
67.9
48.4
0.0
280.0
0.0
VLCC (m id 1970s , s /h)
277,746
m id-70s
T2-T6.
14.0
13.5
159.5
121.0
0.0
300.0
0.0
Suezm ax (early 1990s , d/h)
139,497
90s
T12-T13.
14.0
13.5
43.8
34.8
0.0
110.0
0.0
Afram ax (m id 1980s )
89,636
80s
T14-T20.
14.0
13.5
35.7
30.5
2.5
96.0
12.0
OBO (m id 1980s )
T21-T23.
14.0
13.5
31.8
24.8
2.5
60.0
10.0
Clean tanker (late 1980s )
53,700
80s
83,955 Late '80s
T24.
14.0
13.5
28.9
26.9
1.5
40.0
3.0
T25-T27.
14.0
13.5
27.0
24.0
2.0
32.0
5.0
Clean tanker (m id 1980s )
39,000 Late '80s

29,900 Mid '80s
T28-T32.
14.0
13.5
27.2
26.0
2.5
30.0
10.0
10
23,400
T33-T34.
14.0
13.5
20.4
19.4
0.0
20.0
6.0
Late '80s
Note: The Standard Clark son Research Ship Types have b een selected in conjunction with Clark sons b rok ers.
16
October 2010
Annex 3(b)
- Bulkcarrier
Vessel
Details
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.
0.0
0.0
2.0
2.5
1.0
3.5
2.0
0.0
1.0
4.0
0.0
MDO
58.0
0.0
3.0
Cst380
58.0
33.5
0.5
0.0
0.0
MDO
15.0
41.4
30.0
1.0
2.0
2.5
Ballast
Cst380
13.5
32.5
27.8
36.7
0.0
0.0
Laden
14.5
14.0
33.0
44.1
30.0
28.0
March 2008 Onwards
13.5
13.5
13.5
30.0
33.0
B27-B33, B35-B39,
13.5
14.0
2000
B48-B54, B75-B79.
14.0
14.0
14.5
170,450
1996
B16, B67.
14.0
Capesize (modern)
70,000
1982
B18-B20, B41-B43,
14.0
16
Panamax (mid 90s)

75,395
1984
B83.
B80-B82.
B68-B74.
B22-B25, B55-60.
B2-B6, B8-B11,
B61-B66.
18
Panamax (OBO)
65,282
1997
2001
1990/91
1999/00
B2-B3, B5-B11,
B27-B40.
13.5
14.5
13.5
15.0
41.4
58.0
33.5
58.0
0.0
0.0
1.0
3.5
4.0
4.0
1991
19
Panamax
52,454
74,000
149,513
170,450
149,513
20
Supramax
Panamax (2001)
Capesize (modern)
Capesize
21
Capesize (early 1990s)
17
22
13
2002 - Feb 2008
14
15
Panamax (early 1980s, OBO)
Panamax (mid 1990s)
65,282
75,395
70,000
1984
1982
1997-98
B13-B15, B18-B20,
B12, B16.
B44-B54.
14.0
14.0
13.5
13.5
13.5
14.0
33.0
44.1
32.5
27.8
36.7
30.0
1.0
5.0
0.0
3.0
2.0
2.5
2.0
0.0
1.0
B22-B26.
16
Panamax (mid 1980s)
B41-B43.
17
12
11
Panamax (mid 1980s)
Panamax (early 1980s, OBO)
Capesize (early 1990s)
65,282
75,395
149,513
1984
1982
1990/92
B13-B15, B18-B21.
B12, B16-B17.
B1-B11.
14.0
14.0
13.5
13.5
13.5
13.5
33.0
44.1
41.4
27.8
36.7
33.5
1.0
5.0
0.0
3.0
2.0
1.0
2.0
0.0
4.0
Pre-2002
13
Note: The Standard Clarkson Research Ship Types have been selected in conjunction with Clarksons brokers.
October 2010
17
Annex 3(c)Weekly
- Timecharter
Vessel
Details
- Sources,
Methods
& Definitions
Specifications of timecharter ships on page 9 of SIW:
(a)
CSBC is China Shipbuilding Corporation of Taiwan style of Capesize built in the
1980s and 1990s of approximately 149,500 dwt.
(b)
The Handysize dry bulk carrier is a modern vessel, between 28-30,000 dwt and fitted
with cranes between 25-30 tonnes.
(c)
The Handymax is 45,000 dwt, between 5-10 years old. This was 40,000 dwt until February 2002.
(d)
The Super Handymax (Supramax) is a 52,000 dwt modern vessel.
Note: 1. Modern is taken to mean no more than ten years old.
2. The above specifications are meant to be guidelines only, and not actual ships.
Annex 3(d) - BIFFEX Standard Vessel Details

Vessel Type Used
Speed
Consumption At Sea, mt.
Max.
Laden
Ballast
Cst380 (*)/Ifo180(#)
age
Knots
Knots
Laden
MDO
Ship Type
Dwt
Panamax
74,000
7 years
14.0
14.0
32 *
28 *
0.0
Supramax
52,454
10 years
14.0
14.5
30 *
30 *
0.0
Handymax
45,496
15 years
14.0
14.0
29.5 #
29.5 #
0.0
18
Ballast
October 2010
AnnexWeekly
4 - Earnings
Equations
- Sources,
Methods & Definitions
Tanker Calculations
Bulkcarrier Calculations
EARNINGS: (E)
E = (R-C)/D
EARNINGS: (E)
average earnings
$/day
E = (R-C)/D
average earnings
$/day
V*($*WS/100)
freight revenue
V*F
GRT*OPA
OPA costs revenue
freight revenue
(Ddl*SM)*Ldfo*FOd$
laden fuel oil cost
((Ddl*SM)+Ddc)*Ldfo*FOd$
(Ddb*SM)*Bdfo*FOd$
ballast fuel oil cost
laden FO 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
REVENUE: (R)
REVENUE: (R)
COSTS: (C)
COSTS: (C)
GRT*OPA
OPA premium
Pd$
port charges
Pd$
port charges
Cd$
canal charges
Cd$
canal charges
total voyage time
days
total voyage time
days
VOYAGE TIME: (D)

(Ddb+Ddl)*SM+Ddp
VOYAGE TIME: (D)

(Ddb+Ddl)*SM+(Ddp+T)+Ddc
KEY:
KEY:
Earnings:
Earnings:
Earnings
$/day
Earnings
$/day
Revenue
Revenue
Costs
Costs
Voyage time
days
Voyage time
days
Cargo Loaded
tonnes
Cargo Loaded
ton(ne)s
WS
Worldscale Rate
rate
Freight Rate
$/ton or
Worldscale Basic
$/tonne
GRT
Vessel grt
grt
OPA
OPA Premium
$/grt
Ddl
Days Laden
days
Ddl
Days Laden
Ddb
Days Ballast
days
Ddb
Days Ballast
days
Ddp
Days in Port
days
Ddp
Days in Port
days
Revenue:
Revenue:
$/tonne
Costs:
Costs:
days
Ldfo, Bdfo
FO Cons.
m.t./day
Ddc
Canal days
days
Lddo, Bddo
DO Cons.
m.t./day
Ldfo, Bdfo, Pdfo
FO Cons.
m.t./day
Pdfo, Pddo
Port cons.
tonnes
Lddo, Bddo, Pddo
DO Cons.
m.t./day
FOd$
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
Ballast
Laden
Ballast
In port
In port
FO
Fuel oil
FO
Fuel oil
DO
Diesel Oil
DO
Diesel Oil
19
October 2010
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 to ensure 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 liqidity 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 2009 - 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.
20
October 2010

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Shipping Intelligence Weekly - Sources, Methods & Definitions

Sources & Methods

Updated: October 2010

Clarkson Research Services

Shipping Intelligence Weekly - Sources, Methods & Definitions

Clarkson Research Services

Shipping Intelligence Weekly - Sources, Methods & Definitions

Clarkson Research Services

Shipping Intelligence Weekly - Sources, Methods & Definitions

Clarkson Research Services

Shipping Intelligence Weekly - Sources, Methods & Definitions

Clarkson Research Services

Shipping Intelligence Weekly - Sources, Methods & Definitions

Clarkson Research Services

Shipping Intelligence Weekly - Sources, Methods & Definitions

Clarkson Research Services

Clarkson Research Services

Route Name in SIW (Issue

Voyage Time - Days

VLCC - Early 1990s (Crude)

VLCC - Modern (Crude)

Suezmax - Early 1990s (Crude)

Suezmax - Modern (Crude)

Aframax - 1990/01 (Crude)

Aframax - Modern (Crude)

Clarkson Research Services

Route Name in SIW

Voyage Time - Days

ULCC - Mid 1970s (Crude)

VLCC - Early 1990s (Crude)

VLCC - Modern (Crude)

Suezmax - Early 1990s (Crude)

Suezmax - Modern (Crude)

Aframax - 1990/01 (Crude)

Aframax - Modern (Crude)

Clarkson Research Services

Route Name in SIW

Voyage Time - Days

ULCC - Mid 1970s (Crude)

VLCC - Mid 1970s (Crude)

VLCC - Early 1990s (Crude)

Suezmax (Early 1990s)

Aframax (Mid 1980s)

Clarkson Research Services

Route Name in SIW (Issue

Voyage Time - Days

Capesize - Early 1990s (Iron Ore)

Capesize - Early 1990s (Coal)

Capesize - Modern (Iron Ore)

Capesize - Modern (Coal)

Hay Pt./Japan 17m

Panamax - 1980s (Coal)

New South Wales

Panamax - 1990s (Coal)

New South Wales

Supramax - Modern (Grain)

Clarkson Research Services

Route Name in SIW

Voyage Time - Days

Capesize - Early 1990s (Iron Ore)

Capesize - Early 1990s (Coal)

Capesize - Modern (Iron Ore)

Hay Pt./Japan 17m

Capesize - Modern (Coal)