The more observant amongst you will note that our itinerary has adjusted since our original figures. Not only do we have an extra half day’s delay to account for at Cape Town, our policy of rounding decimal parts of a day up to the next full day has ‘increased’ our voyage by one day. We now have a voyage of 63.5 days, a fuel consumption (not counting safety surplus) of 2108 tonnes and a diesel consumption of 127 tonnes. One final word of warning before we go on to voyage expenses, and that is about diesel oil. A safety surplus of only 6 tonnes of diesel oil is in reality no safety surplus at all. In reality it would be normal to carry around 50 tonnes spare. Thus our cargo should be reduced from 63,100 to 63,050 tonnes. So we have already made a good start to calculating voyage expenses by solving the problem of calculating bunker costs. We know that 1468 tonnes fuel oil is to be purchased in Osaka and the remaining 640 tonnes in Cape Town. An overall cost of $166,360. For the ship’s diesel oil requirements allowing a safety margin of 50 tonnes means that the procedure is a little changed. To reach Newcastle the ship needs to use 26 tonnes, a further 10 tonnes will be used during the loading there, and 40 tonnes plus 4 tonnes bad weather allowance on the voyage to Cape Town. In all this amounts to 80 tonnes, but we still need around 50 tonnes safety surplus which would bring the total to 130 tonnes. This is almost identical to the amount needed for the whole voyage (127 tonnes) and since prices are $5 cheaper in Osaka than Newcastle it is better to buy the whole lot there. Although that will leave us with almost no safety surplus on arrival at Rotterdam we can of course take on more diesel oil at Cape Town where prices are even lower than in Osaka. Not that that will affect the outcome of the estimate because we will use all of the diesel bought at Osaka during the voyage leaving any oil bought in Cape Town to carry forward to the next voyage.