The voyage itinerary can be calculated by reference to mileages between Osaka and Newcastle (NWS) and between Newcastle via the Cape of Good Hope to Rotterdam. To this must be added the aforementioned allowance for anticipated strong head winds between Newcastle and the Cape of Good Hope. The mileages can be divided by 336 (nautical miles daily at 14 knots) and the resulting days and decimal parts of a day rounded up to the next whole figure. (NB. For short distances – say one and a half days – this may not be realistic and the entry best made as 1.5 days, but for long voyages as in this case, it is perhaps simpler and just as accurate to round up as suggested). Bunker consumptions can be obtained by multiplying the daily bunker consumption against the days duration of each voyage leg. Thus 13 days (from Osaka to Newcastle) x 36 tonnes daily (when in ballast condition at 14 knots) = 468 tonnes. Port Consumption might have to wait until cargo quantity has been established. In this case, however, where a very fast daily tonnage loading rate of 20,000 tonnes is involved, an approximate port time can be calculated on the assumption that around 62,500 tonnes cargo should be loaded, thus: 62,500 mt ) 20,000 = 3.125 days x 1.4 (‘magic formula’ 7 ) 5 to allow for weekends and holidays) = 4.375 days. 4.375 days rounded up to the nearest ‘whole’ day, to allow for notice time, etc. = 5 estimated port days at Newcastle. Rotterdam discharge is based on ‘shinc’ terms, not on ‘shex’ as at Newcastle. Thus: 62,500 ) 20,000 shinc = 3.1215 days, which rounded up to allow for notice time, etc. = 4 days. 5 days (Newcastle) + 4 days (Rotterdam) = 9 days x 2 tonnes diesel oil daily in port = 18 mts. (Most panamax vessels are ‘gearless’, the ‘CURLEW’ being no exception. Thus port consumption for these ships is always basis gear being ‘idle’ and does not differ whether the vessel is loading or discharging.