# Essays on Maximum Quantity in Weight and Volume that the Ship Can Carry along the Cape Town Route Case Study

The paper 'Maximum Quantity in Weight and Volume that the Ship Can Carry along the Cape Town Route " is a good example of a management case study. The previous paper recommended the use of the route which is via the Cape of Good Hope. This was due to the cost factor and the time factor both of which it proved efficient in the basic structure of the route is the stretch southwest through Sunda Strait and then crossing through the Southern end of the Indian Ocean up to Cape Town in South Africa a total distance of 6,822 nautical miles from Manila City.

The stretch then runs from Cape Town straight to New York, a distance of 6,773 nautical miles making the whole voyage to be totaling 13,595 nautical miles. The journey costs a total of \$829,570. This cost includes the fuel cost for the whole voyage and the additional charges at the port of Cape Town (Makkar, 2005). This paper will determine the maximum quantity in weight and volume that the ship can carry along the Cape Town route stating the assumptions that will come along.

The paper will then consider the security that the given cargo entails. This will be in terms of associated hazards in handling and ways that can reduce accidents in cargo handling. The last bit of the paper will focus on possible claims of shortfalls in the cargo which might result from claims from people and plans which can be laid up to mitigate the claims. MV Lotus Dawn Dawn has been assumed to be an average Panamax carrier of 65,000 deadweight tones, 230 meters long, a beam of 25 meters, and a 9 meters draft.

The dwt figure results from a gross weight of 39,000 tones and a net weight of 26,000 tones. Another assumption on the cargo being carried is that it is dry bulk. This paper will consider that the Lotus Dawn carries coal in its voyage. In calculating the maximum weight that MV Lotus Dawn Dawn can carry along the Cape of Good Hope route, we should first get the displacement of the ship. In this case, the displacement will mean the real actual weight of the ship which will hereby be expressed in metric tones.

To get the displacement, one should multiply the hull volume below the water surface by the gravity (specific) of the water. The specific gravity of the water is determined by the actual location of the ship that is if it is in sea waters, fresh waters or in the tropics. Tropics have less dense waters due to the waters being warm. Considering the lack of the block coefficient for the hull, the paper will assume the formula for calculating the net tonnage (Gjenvick-Gjø nvik Group, 2010). The assumption in this calculation will be that the ship is ¼ filled.

The net tonnage of a ship is the weight of that particular vessel without fuel. This factor is based on the cargo hold volume of the vessel in question. At times this calculation relies on the relationship between the different types of tonnages and the volumes. If the stowage factor is given, the calculation ten becomes easier. The stowage factor of a ship is the volume of space occupied per ton of the cargo in the carriage.

Works cited

Gjenvick-Gjønvik Group. “Ship Tonnage Explained - Deadweight, Cargo, Gross, Net, Displacement”. Gjenvick-Gjønvik Archives. Available from: http://www.gjenvick.com/SteamshipArticles/ShipTonnage/1932-06-28-ShipTonnageExplained.html 2010.

King, M. “Awed by ore: port strategy 02 April 2010”. Available from http://www.portstrategy.com/features101/port-operations/cargo-handling/iron-ore/awed- by-ore.2010.

Makkar, Jagmeet. “Commercial Aspects of Shipping – Voyage Estimation”. Marine Engineers’ Review (India), December 2005, pp. 41-43. Available from: http://www.ics.org.hk/doc%5CMER0512.pdf.2005.

Nearne, C. “United Kingdom: What Impact will the Rotterdam Rules have on Ship Owners?” PSF Journal. Avilable from http://www.mondaq.com/article.asp?articleid=107610. 2010.