Deadweight Calculator

1. Deadweight Calculator Who we are ? Hans-Jürgen Hollstein born 1940 in Hamburg. (Swiss passport) Apprenticeship in engineering and shipbuilding in Hamburg, 13 years with the merchant navy, last three years as chief engineer, on motor- and steam turbine driven OBO- and bulk carriers, trading worldwide with interchangeable crude oil- and dry bulk cargoes. During these years, supervision of OBO-new buildings in France and Japan for British and German owners. 1973 joined the Bernhard Schulte group in Hamburg as superintendent in charge of liquid gas carriers (LPG, LNG and Ethylene-carriers) as well as supervision of two LNG-/Ethylene-new buildings in Oldenburg / Germany. 1974 joined Tradax / Cargill International SA in Geneva to supervise the re-construction and lengthening of one OBO at a yard in Hamburg and four new OBO carriers built in Split / Yugoslavia. After a short stay of 8 months in Amsterdam as superintendent for the Cargill OBO fleet, the ship management was transferred to Geneva 1975 and again 1986 to Hong Kong (Orient Ship Management, OSM, Cargill owned). Controlled the fleet as technical manager in Hong Kong during the period 1992 to 1995. Beside the operation as superintendent and technical manager , was deeply involved in the design and plan approval, heading the supervisions and guarantee matters of new OBO carriers, Panamax bulkers, Molten Sulphur- and Orange Juice carriers, built in Korea, Japan, Spain and USA. Acted as ship’s operator for the Orange-Juice Carrier and technical manager / consultant for the trading- and ship logistic groups as well as for the Orange-Juice department in Amsterdam. This was the time understanding the difficulties to get hold of reliable data for realistic pre-fixture voyage calculations, like sensible ship’s speeds for different trading areas and seasonal zones as well as correct cargo intake figures for different seasonal zones considering draft limitations in ports with different water densities. Prepared a number of quite complex spreadsheets to overcome above shortcomings and the risk of financial losses due to unrealistic voyage calculations and/or shortcomings with the on board cargo intake calculations. Designed and got commissioned a very save, simple and easy handling cargo hold cleaning equipment tool for safe and efficient applications of hold cleaning products up to the highest hold structures of modern Panamax- and Cape size carriers during sea passageswith hatch covers closed, saving hold cleaning chemicals, considerable amount of washing water, stripping time and overall hold cleaning time and costs. Hans-Jürgen Hollstein CH 1256 Troinex 30, Chemin du Champ-Carré Tel +41 22 342 0337 Fax +41 22 342 0384 E-mail : h-j.hollstein@bluewin.ch

2. All calculations for bulkers and tankers are performed fast and automatically for more than 4200 bulkers and 2200 product tankers. All yellow or red cells are variables and can be changed as required. The “red” indication of one cell is showing the predetermined limitation for this particular calculation. Top six(6) yellow fields are the applicable ship’s deductibles. Select the relevant ship’s name or IMO number from the drop down menus. (The IMO number is the sole appropriate identification for any vessel. In this drop down menu you can see eventually the ex-ship`s names.) Beside the ship’s name is a button for ship’s details where you can reconfirm whether you selected the right vessel. Below the ship’s deductibles is the requested or max. possible cargo intake depending on draft restrictions or as applicable to its load line marks (tropical-, summer or winter marks). When the cargo intake is changed (red indication), the corresponding drafts are shown automatically. Type of cargo can be entered via the drop down menu The adequate stowage factor can be entered if the shown default-/specified one does satisfy your requirements. Type of harbour water can be selected at the left bottom side Harbour water density for brackish can be entered Applicable draft restrictions in load ports can be entered, if the draft restriction is below the summer-/winter load line mark. Either Metric or Imperial Units can be selected for any calculation. Loading cases can be saved under the applicable ship’s name. Identical loading cases will not be recorded multiple. Each loading case can be printed (please see next page). Any new vessel can be added by clients which will only be visible by them. A special electronic entry form will be provided when the button “New Entries” is clicked on. The newly entered vessel can be used immediately for calculations, provided all entries are completed. Should the ship`s loadicator data show differences to the indicated ones, the ship data can be entered via the „New Entries“ key for this particular vessel (again only visible by you). Per vessel are 12 free calculations possible for the same account. Balance of remaining calculations can be requested by pressing the „New Key“ button (Activation Key Request). DWT Calculator

3. Example of voyage calculation print out

4. What is the DWT Calculator good for? • For Traders : • Immediate, accurate prefix-voyage calculations for max. possible cargo intakes (profit) depending on tropical-, summer- and winter load-lines and/ or port draft restrictions for any type of water, even if the selected vessel is possibly unknown to charterers. • Being in control of best possible cargo intakes / profits. • Being in control against fraudulent situations such as lower cargo intakes due to excessive/ hidden bunkers on board or de-ballasting problems due to excessive mud accumulation in DB tanks or due to any other mechanical- or electrical problems. Tip : When selecting the vessel in the DWT-Calculator via the IMO numbers, for many vessels the ex-names are shown, which might raise questions about the effectiveness of some vessels, especiallywhen they have changed several times the ownership. For ship operators: • Calculate immediately the max. possible cargo intakes for tropical-, summer- and winter load-lines and for any draft restrictions and different types of harbour waters. • Being in control of verifying the cargo figures indicated by Masters. Insist in the DWT-Calculator’s intake figures unless the Masters have very sound and specific reasons for their lower intake figures. Conclusion: Lower ship’s intake figures may indicate deficiencies with de-ballasting, excessively muddy double bottoms or even hidden and not declared bunkers. Dead-freight should be claimed for lower cargo intakes and unannounced bunker surveys arranged in suitable ports are recommended to verify the situations on board.

5. How can we assist you further? • Max possible intake figures in world wide load ports (tropical- and summer zones) considering the entries of NA-winter zones. • Max possible cargo intakes for draft restrictions in load- and discharge ports with different type of harbour waters. • Actual average speed losses trading world wide at different seasonal zones and different type of vessels as well as different ship’s loading conditions (based on numerous actual data). Should be considered for any realistic prefix-voyage calculation. • Speed-performance claims or reduction in daily T/C rates for consistent under performance. • Save cost and time with proper cargo hold cleaning procedures at sea (with hatch covers closed) , save for the crews, easy handling and efficienthold cleaning product application tool for Panamax- and Cape size bulkers to reach safely and easily highest hold structures. Saving costs and time due to considerable reduction of hold cleaning products and washing water. Also suitable and safe for product tanker tank shadow areas. It is a good risk management for owners / charterers, providing safe and efficient tools to ships crews.