Transformation and Transportation OPRE 6389 Quiz Practice Questions by Metin C¸Akanyıldırım Compiled at 10:56 on Thursday 31St March, 2016

Total Page:16

File Type:pdf, Size:1020Kb

Transformation and Transportation OPRE 6389 Quiz Practice Questions by Metin C¸Akanyıldırım Compiled at 10:56 on Thursday 31St March, 2016 Transformation and Transportation OPRE 6389 Quiz Practice Questions by Metin C¸akanyıldırım Compiled at 10:56 on Thursday 31st March, 2016 A. Put T before a statement if you think that statement is true. Otherwise put X. When there are compar- isons, assume that everything is constant or same, except for the compared attributes/quantities. 1. ( ) Chinamax, Seawaymax, Panamax, Aframax and Suzemax tanker sizes are all based on different canal, harbor, river and channel limitations. ANSWER X. 2. ( ) Aquifers and salt domes are both impermeable and geologically sealed gas storage options. ANSWER X. 3. ( ) Aquifer storage is the most expensive and least desirable natural gas storage option. ANSWER T. 4. ( ) Japan is the largest importer of liquefied natural gas in the world. ANSWER T. 5. ( ) Long distance shipments of natural gas is more economical with pipeline than with LNG tankers. ANSWER X. 1. A Wasington DC company buys pipeline capacity to ship gas from Henry Hub to DC at $0.6 per MMBtu. The price spread between these locations will remain positive but the magnitude of the spread can be 0.55, 0.65, 0.75, 0.85, 0.95 dollars per MMBtu, each magnitude is equally likely. What is the probability of profiting from this venture? ANSWER It profits when the spread is more than 0.6, which happens with 80%=0.2+0.2+0.2+0.2 chance when the spread is 0.65, 0.75, 0.85 or 0.95 dollars per MMBtu. A f g f g 2. A pipeline network has arcs = (5, 3), (4, 5), (8, 4), (3, 5), (8, 3), (4, 8), (8, 5), (4, 3) and supplies b3, b4, b5, b8 , where some b’s can be negative while others are nonnegative. Draw this network. Can you exactly identify sources and markets by looking at the direction of the pipelines without knowing b’s? Write a constraint in terms of b’s and flow variables xij from i to j to ensure that flows in and out of node 5 are feasible: If node 5 is a source, it should not supply more than it can; If node 5 is a market, it should receive at least its demand. ANSWER Connect f8, 4g with a bidirectional arc and connect f3, 5g with a bidirectional arc. Draw all possible directional arcs from f8, 4g to f3, 5g. When finished, your network should look like a “closed envelope”. Since directional arcs are from f8, 4g to f3, 5g, at least one of f8, 4g is a source and at least one of f3, 5g is a market. But we cannot exactly say that f8, 4g are sources and f3, 5g are markets, as for example, 4 can be a market with b4 < 0. ≤ − − − ≤ ≤ We use out f low - in f low supply: x53 x35 x45 x85 b5. When node 5 is a market, b5 0, − ≥ − ≥ alternatively you can write x35 + x45 + x85 x53 b5, that is in f low - out f low magnitude of demand. Consider the following refinery for the rest of questions: Cracking and coking facilities of a refinery respectively receive heavy oil (LiO) and residuum (R) as inputs. Each barrel of LiO, when cracked, yields 0.5 barrel of cracked oil (CO) and 0.4 barrel of cracked gasoline (CG). Each barrel of R, after coking, yields 0.6 barrel of lube oil (LO). Note that both cracking and coking create some waste so sum of output amounts is less than the input amount. Blending has no waste and it blends CO, HO and R to obtain fuel oil (FO). Output of the cracking, cooking and blending are CG, FO and LO. 3. Draw a flow diagram with 3 processes (cracking, coking and blending as blocks), show 2 inputs (LiO, R), an intermediate (CO) and 3 outputs (CG, FO, LO). ANSWER Three processes of the diagram have the following inputs/outputs: Cracking: Input LiO and Outputs CG, CO. Coking: Input R and Output LO. Blending: Inputs CO, HO, R and Output FO. 4. If inputs are LiO=100, R=80 and the two outputs are CG=12, LO=12, what is the output FO amount? ANSWER CG=12 implies input LiO=30=12/0.4 for cracking and output CO=15=30*0.5. LiO reserved for blending is 70=100-30. LO=12 implies input R=20=12/0.6 for coking. R reserved for blending is 60=80-20. Inputs into blending are LiO=70, CO=15 and R=60, their sum is FO=145. 5. If outputs are CG=20, FO=100, LO=18, what are the input LiO and R amounts, be as specific as possible? 1 ANSWER CG=20 implies input LiO=50=20/0.4 for cracking and output CO=25=50*0.5. LO=18 implies input R=30=18/0.6 for coking. The amount of CO that goes into blending is 25, the rest of output FO must come from LiO and R, so for the amounts that go into blending LiO+R=100-25=75. Adding to these amounts of LiO and R used in cracking and coking, we have LiO+R=75+50+30=155 for the inputs. Note that we cannot uniquely determine LiO and R, all we can say is LiO+R = 155, LiO ≥ 50 and R ≥ 30. 6. If outputs are CG=20, FO=100, LO=18 and CO, LiO, R blends in the ratios of 1:2:1, what are the input LiO and R amounts, be as specific as possible? ANSWER Repeating the steps above LiO+R = 155, LiO ≥ 50 and R ≥ 30. Since CO=25, the blending ratios require blended amount of LiO to be 50 and the blended amount of R to be 25. We have LiO+R = 155, LiO ≥ 50+50 and R ≥ 30+25, whose solution is LiO=100 and R=55. Blending constraint on the ratios helps us to obatin a unique solution for input amounts. 2.
Recommended publications
  • In This Issue …
    In This Issue … INLAND SEAS®VOLUME 72 WINTER 2016 NUMBER 4 MAUMEE VALLEY COMES HOME . 290 by Christopher H. Gillcrist KEEPING IT IN TRIM: BALLAST AND GREAT LAKES SHIPPING . 292 by Matthew Daley, Grand Valley State University Jeffrey L. Ram, Wayne State University RUNNING OUT OF STEAM, NOTES AND OBSERVATIONS FROM THE SS HERBERT C. JACKSON . 319 by Patrick D. Lapinski NATIONAL RECREATION AREAS AND THE CREATION OF PICTURED ROCKS NATIONAL LAKESHORE . 344 by Kathy S. Mason BOOKS . 354 GREAT LAKES NEWS . 356 by Greg Rudnick MUSEUM COLUMN . 374 by Carrie Sowden 289 KEEPING IT IN TRIM: BALLAST AND GREAT LAKES SHIPPING by Matthew Daley, Grand Valley State University Jeffrey L. Ram, Wayne State University n the morning of July 24, 1915, hundreds of employees of the West- Oern Electric Company and their families boarded the passenger steamship Eastland for a day trip to Michigan City, Indiana. Built in 1903, this twin screw, steel hulled steamship was considered a fast boat on her regular run. Yet throughout her service life, her design revealed a series of problems with stability. Additionally, changes such as more lifeboats in the aftermath of the Titanic disaster, repositioning of engines, and alterations to her upper cabins, made these built-in issues far worse. These failings would come to a disastrous head at the dock on the Chicago River. With over 2,500 passengers aboard, the ship heeled back and forth as the chief engineer struggled to control the ship’s stability and failed. At 7:30 a.m., the Eastland heeled to port, coming to rest on the river bottom, trapping pas- sengers inside the hull and throwing many more into the river.
    [Show full text]
  • New South Exit Channel in Río De La Plata: a Preliminary Design Study
    New south exit channel in Río de la Plata: A preliminary design study Jelmer Brandt, Koen Minnee, Roel Winter, Stefan Gerrits & Victor Kramer TU Delft & University of Buenos Aires 17-11-2015 PREFACE During the Master of Civil Engineering at the TU Delft students can participate in a Multidisciplinary Project as part of their study curriculum. Student with different study backgrounds work together, simulating a small engineering consulting firm. Different aspects of a problem are regarded and a solution needs to be presented in a time-scope of 8 weeks. This project is often executed abroad. We took the opportunity to take this course and found a project in Buenos Aires, Argentina. During these two months we were able to apply our gained theoretical knowledge in a real time project setting. We experienced working and living in a in country with a significant culture difference. Argentina differs with the Netherlands in quite some areas, for example: Language, politics, economy and lifestyle. We had a great time being here working on the project as well as living in Buenos Aires. We would like to thank Ir. H.J. Verhagen (TU Delft) for getting us in touch with the University of Buenos Aires and for his project and content advise. Our supervisors, Eng. R. Escalante (Hídrovia S.A./UBA) in Buenos Aires, Ir. H. Verheij (TU Delft) and Prof. Ir. T. Vellinga (TU Delft) in The Netherlands, have been of great support providing the project group with advice and insights. We also had dinner with Dutch people in the Argentine water sector.
    [Show full text]
  • ANNUAL REPORT 2016 Corporate Profile
    ANNUAL REPORT 2016 Corporate Profile Diana Shipping Inc. (NYSE: DSX) is a global provider of shipping transportation services. We specialize in the ownership of dry bulk vessels. As of April 28, 2017 our fleet consists of 48 dry bulk vessels (4 Newcastlemax, 14 Capesize, 3 Post-Panamax, 4 Kamsarmax and 23 Panamax). The Company also expects to take delivery of one Post-Panamax dry bulk vessel by the middle of May 2017, one Post-Panamax dry bulk vessel by the middle of June 2017 as well as one Kamsarmax dry bulk vessel by the middle of June 2017. As of the same date, the combined carrying capacity of our fleet, excluding the three vessels not yet delivered, is approximately 5.7 million dwt with a weighted average age of 7.91 years. Our fleet is managed by our wholly-owned subsidiary Diana Shipping Services S.A. and our established 50/50 joint venture with Wilhelmsen Ship Management named Diana Wilhelmsen Management Limited in Cyprus. Diana Shipping Inc. also owns approximately 25.7% of the issued and outstanding shares of Diana Containerships Inc. (NASDAQ: DCIX), a global provider of shipping transportation services through its ownership of containerships, that currently owns and operates twelve container vessels (6 Post-Panamax and 6 Panamax). Among the distinguishing strengths that we believe provide us with a competitive advantage in the dry bulk shipping industry are the following: > We own a modern, high quality fleet of dry bulk carriers. > Our fleet includes groups of sister ships, providing operational and scheduling flexibility, as well as cost efficiencies.
    [Show full text]
  • Branch's Elements of Shipping/Alan E
    ‘I would strongly recommend this book to anyone who is interested in shipping or taking a course where shipping is an important element, for example, chartering and broking, maritime transport, exporting and importing, ship management, and international trade. Using an approach of simple analysis and pragmatism, the book provides clear explanations of the basic elements of ship operations and commercial, legal, economic, technical, managerial, logistical, and financial aspects of shipping.’ Dr Jiangang Fei, National Centre for Ports & Shipping, Australian Maritime College, University of Tasmania, Australia ‘Branch’s Elements of Shipping provides the reader with the best all-round examination of the many elements of the international shipping industry. This edition serves as a fitting tribute to Alan Branch and is an essential text for anyone with an interest in global shipping.’ David Adkins, Lecturer in International Procurement and Supply Chain Management, Plymouth Graduate School of Management, Plymouth University ‘Combining the traditional with the modern is as much a challenge as illuminating operations without getting lost in the fascination of the technical detail. This is particularly true for the world of shipping! Branch’s Elements of Shipping is an ongoing example for mastering these challenges. With its clear maritime focus it provides a very comprehensive knowledge base for relevant terms and details and it is a useful source of expertise for students and practitioners in the field.’ Günter Prockl, Associate Professor, Copenhagen Business School, Denmark This page intentionally left blank Branch’s Elements of Shipping Since it was first published in 1964, Elements of Shipping has become established as a market leader.
    [Show full text]
  • AFRAMAX Tanker Design
    The Society of Naval Architects and Marine Engineers (SNAME) Greek Section – Technical Meeting 15. March 2012, Athens HOLISTIC SHIP DESIGN OPTIMISATION: Theory and Applications by Apostolos Papanikolaou National Technical University of Athens - NTUA Ship Design Laboratory – SDL http://www.naval.ntua.gr/sdl A. Papanikolaou HOLISTIC SHIP DESIGN OPTIMISATION 1 List of contents 1. Introduction to Holistic Ship Design Optimisation • Important Design Optimization Notions • Holistic Optimisation Methodology 2. Optimization of RoPax ships – Case study • Projects ROROPROB (2000-2003) and EPAN-MET4 (2004-2007) 3. Optimisation of High-Speed vessels • Project FLOWMART (2000-2003) 4. Holistic Optimisation of Tanker Ships – Projects SAFEDOR and BEST (2005-2011) • Multi-objective Optimization of Tanker Ships • Case study-reference ship • Alternative configurations • Discussion of results 5. Conclusions- The Way Ahead A. Papanikolaou HOLISTIC SHIP DESIGN OPTIMISATION 2 Important Design Optimization Notions (1) • Holism (from Greek όλος, meaning entire, total)-holistic The properties of a system cannot be determined or explained by looking at its component parts alone; instead of, the system as a whole determines decisively how the part components behave or perform. “The whole is more than the sum of the parts” (Aristotle Metaphysics) • Reductionism-reduction: is sometimes interpreted as the opposite of holism. “A complex system can be approached by reduction to its fundamental parts” • Holism and reductionism need, for proper account of complex systems, to be regarded as complementary approaches to system analysis. • Systemic and analytical approaches are also complementary and strongly related to holism and reductionism • Risk (financial): “A quantifiable likelihood of loss or of less-than-expected returns” • Risk (general): “A quantifiable likelihood of loss of an acceptable state or of a worse-than-expected state condition” • Safety: may be defined as “An acceptable state of risk” A.
    [Show full text]
  • Weekly Market Report
    GLENPOINTE CENTRE WEST, FIRST FLOOR, 500 FRANK W. BURR BOULEVARD TEANECK, NJ 07666 (201) 907-0009 September 24th 2021 / Week 38 THE VIEW FROM THE BRIDGE The Capesize chartering market is still moving up and leading the way for increased dry cargo rates across all segments. The Baltic Exchange Capesize 5TC opened the week at $53,240/day and closed out the week up $8,069 settling today at $61,309/day. The Fronthaul C9 to the Far East reached $81,775/day! Kamsarmaxes are also obtaining excellent numbers, reports of an 81,000 DWT unit obtaining $36,500/day for a trip via east coast South America with delivery in Singapore. Coal voyages from Indonesia and Australia to India are seeing $38,250/day levels and an 81,000 DWT vessel achieved $34,000/day for 4-6 months T/C. A 63,000 DWT Ultramax open Southeast Asia fixed 5-7 months in the low $40,000/day levels while a 56,000 DWT supramax fixed a trip from Turkey to West Africa at $52,000/day. An Ultramax fixed from the US Gulf to the far east in the low $50,000/day. The Handysize index BHSI rose all week and finished at a new yearly high of 1925 points. A 37,000 DWT handy fixed a trip from East coast South America with alumina to Norway for $37,000/day plus a 28,000 DWT handy fixed from Santos to Morocco with sugar at $34,000/day. A 35,000 DWT handy was fixed from Morocco to Bangladesh at $45,250/day and in the Mediterranean a 37,000 DWT handy booked a trip from Turkey to the US Gulf with an intended cargo of steels at $41,000/day.
    [Show full text]
  • Tanker Orders Turn to Bulkers
    4 TradeWinds 19 October 2007 www.tradewinds.no www.tradewinds.no 19 October 2007 TradeWinds 5 DRY BULK DRY BULK More older Dollar signs tankers set for Capesize market hopping Tanker Trond Lillestolen Oslo sizes from NS Lemos of Greece start to erase and says one of the ships, the conversion The period-charter market for 164,000-dwt Thalassini Kyra capesizes was busy this week (built 2002), has been fixed to old stigmas Trond Lillestolen and Hans Henrik Thaulow with a large number of long-term Coros for 59 to 61 months at Oslo and Shanghai deals being done. $74,750 per day. Gillian Whittaker and Trond Lillestolen Quite a few five-year deals Hebei Ocean Shipping (Hosco) Athens and Oslo The rush to secure dry-bulk ton- orders have been tied up. One of the has fixed out two capesizes long nage is seeing more owners look- most remarkable was Singapore- term. The 172,000-dwt Hebei The hot dry-bulk market is ing to convert old tankers. based Chinese company Pacific Loyalty (built 1987) went to Old- closing the price gap for ships BW Group is converting two King taking the 171,000-dwt endorff Carriers for one year at built in former eastern-bloc more ships, while conversion Anangel Glory (built 1999) from $155,000 per day and Hanjin countries. specialist Hosco is acquiring the middle of 2008 at a full Shipping has taken the 149,000- Efnav of Greece is set to log a even more tankers and Neu $80,000 per day. The vessel is on dwt Hebei Forest (built 1989) for massive profit on a sale of a Seeschiffahrt is being linked to a turn to charter from China’s Glory two years at $107,000 per day.
    [Show full text]
  • Assessment of Vessel Requirements for the U.S. Offshore Wind Sector
    Assessment of Vessel Requirements for the U.S. Offshore Wind Sector Prepared for the Department of Energy as subtopic 5.2 of the U.S. Offshore Wind: Removing Market Barriers Grant Opportunity 24th September 2013 Disclaimer This Report is being disseminated by the Department of Energy. As such, the document was prepared in compliance with Section 515 of the Treasury and General Government Appropriations Act for Fiscal Year 2001 (Public Law 106-554) and information quality guidelines issued by the Department of Energy. Though this Report does not constitute “influential” information, as that term is defined in DOE’s information quality guidelines or the Office of Management and Budget's Information Quality Bulletin for Peer Review (Bulletin), the study was reviewed both internally and externally prior to publication. For purposes of external review, the study and this final Report benefited from the advice and comments of offshore wind industry stakeholders. A series of project-specific workshops at which study findings were presented for critical review included qualified representatives from private corporations, national laboratories, and universities. Acknowledgements Preparing a report of this scope represented a year-long effort with the assistance of many people from government, the consulting sector, the offshore wind industry and our own consortium members. We would like to thank our friends and colleagues at Navigant and Garrad Hassan for their collaboration and input into our thinking and modeling. We would especially like to thank the team at the National Renewable Energy Laboratory (NREL) who prepared many of the detailed, technical analyses which underpinned much of our own subsequent modeling.
    [Show full text]
  • Weekly Market Report
    Weekly Market Report th Issue: Week 18 |Tuesday 11 May 2021 Market insight by Nassos Soulakis, SnP Broker Chartering (Wet: Softer / Dry: Firmer) Tanker S&P is finally back! Exceptional gains for the dry bulk owners for another week, with the Pana- For an extended period, Dry bulk & Wet market rates have been diverging, with max sector taking the lead in terms of w-o-w improvement followed by the the SnP deals on each sector more or less tracking the market trend. However, Capesize outstanding performance. Geared size rates have been on a rise as since April, this trend appears to be revoked; despite a lackluster tanker freight well. The BDI today (11/05/2021) closed at 3,254 up by 97 points compared market, tanker SnP transactions gained pace tracking the bulkers volumes. It is to previous Tuesday’s (04/05/2021) levels. Rates for the crude carrier sec- interesting to note, that older tankers units attracted the majority of SnP inter- tors remained at disappointing levels for another week with Far Eastern est, contrary to bulkers, where the majority of transactions took place for 10Y old holidays adding to the overall sluggishness of the market. The BDTI today units and younger. Record high steel prices are supporting asset values across (11/05/2021) closed at 606, an increase of 4 points, and the BCTI at 504, an the board, despite the tanker market underperforming, with owners positioning increase of 42 points compared to previous Tuesday’s (04/05/2021) levels. for a market recovery, while older units are still relatively undervalued.
    [Show full text]
  • Weekly Shipping Market Report Week 45
    WEEKLY SHIPPING MARKET REPORT WEEK 45 Week 45 (30th Oct to 6th Nov 2020) Bulkers Baltic Indices Defender Holding have sold their Capesize “True Dream” 181/2014 Bulkers Tsuneishi Cebu, Philippines (SS/DD 04/2022) for USD 27 mill. Remind you 5.000 that a month ago, the two years older sister vessel “Huge Hakata” 181/2012 4.000 Tsuneishi Cebu, Philippines (SS 09/2021, DD 05/2021) was sold at USD 23 mill. Moreover, Noble Group committed their “Aqua Vision” 180/2011 3.000 Dalian, China (SS/DD 09/2021) to Greek buyers Lavinia for region USD 15,75 2.000 mill, while CSSC Shipping’s “CSSC Wan Mei” 176/2012 SWS, China (SS/DD 11/2022) was committed to Berge Bulk for USD 18,3 mill. 1.000 0 The BWTS fitted Kamsarmax “Mild Sea” 82/2013 Qingdao Beihai, China (SS 01/2023, DD 12/2020) was committed to undisclosed buyers for USD 14 mill, with last similar sale the two years younger “SBI Conga” 81/2015 B.D.I B.C.I B.P.I. B.S.I. B.H.S.I. Hudong-Zhonghua, China which was sold a month ago at USD 18,4 mill basis SS/DD passed and BWTS fitted. In addition, MC Shipping’s “Gemini Ocean” 81/2017 JMU, Japan (SS/DD 02/2022) was sold for region USD 25 mill. Last INDEX 6-Nov 30-Oct ± (%) done for the latter was a month ago, the one year younger sister vessel “BTG BDI 1.196 1.283 -6,78% Eiger” 81/2016 JMU, Japan (SS/DD 01/2021) at USD 23,5 mill.
    [Show full text]
  • The Importance of Economies of Scale for Reductions in Greenhouse Gas Emissions from Shipping
    Energy Policy 46 (2012) 386–398 Contents lists available at SciVerse ScienceDirect Energy Policy journal homepage: www.elsevier.com/locate/enpol The importance of economies of scale for reductions in greenhouse gas emissions from shipping Haakon Lindstad a,b,n, Bjørn E. Asbjørnslett a, Anders H. Strømman a a Norwegian University of Science and Technology (NTNU), NO-7491 Trondheim, Norway b Norwegian Marine Technology Research Institute (MARINTEK), NO-7450 Trondheim, Norway article info abstract Article history: CO2 emissions from maritime transport represent 3.3% of the world’s total CO2 emissions and are Received 15 August 2011 forecast to increase by 150%–250% by 2050, due to increased freight volumes (Second IMO GHG study, Accepted 29 March 2012 2009). Fulfilling anticipated climate requirements (IPCC, 2007) could require the sector to reduce Available online 19 April 2012 emissions per freight unit by a factor of five or six. The International Maritime Organization (IMO) is Keywords: currently debating technical, operational and market-based measures for reducing greenhouse gas Maritime transport emissions from shipping. This paper also investigates the effects of economies of scale on the direct Economies of scale emissions and costs of maritime transport. We compared emissions from the current fleet (2007), with Greenhouse gas emissions what can be achieved by increasing average vessel size. The comparison is based on the 2007 levels of trade and predictions for 2050. The results show that emissions can be reduced by up to 30% at a negative abatement cost per ton of CO2 by replacing the existing fleet with larger vessels. Replacing the whole fleet might take as long as 25 years, so the reduction in emissions will be achieved gradually as the current fleet is renewed.
    [Show full text]
  • Tolls Calculation Guide for Panamax Tanker Vessels Panamax Tanker Toll Structure Remains in PC/UMS Bands
    Tolls Calculation Guide for Panamax Tanker Vessels Panamax Tanker toll structure remains in PC/UMS bands: Tariff for Panama Canal Net Tonnage PC/UMS Total Toll Example #1: Laden Panamax Tanker – 40,000 DWT = 18,490 PC/UMS * laden tariff 10,000 PC/UMS x $5.50 = $55,000.00 8,490 PC/UMS x $5.39 = $45,761.10 $100,761.10 $100,761.10 Multiplying by $5.50 the first 10K PC/UMS tons + Total Toll multiplying by $5.39 the rest PC/UMS tons, results in Total Toll Example #2: Ballast Panamax Tanker 40,000 DWT = 18,490 PC/UMS * ballast tariff 10,000 PC/UMS x $4.55 = $45,500.00 8,490 PC/UMS x $4.39 = $37,271.10 $82,771.10 $82,771.10 Multiplying by $4.55 the first 10K PC/UMS tons + Total Toll Multiplying by $4.39 the rest PC/UMS tons, results in Total Toll For further details about toll structure please refer to: • The Panama Canal Tolls Structure Source: http://www.pancanal.com/peajes/pdf/tolls-proposal-2015.pdf • Tolls tables Source: http://www.pancanal.com/peajes/ApprovedTollsTables-v2.pdf • Toll Calculator Source: https://peajes.panama-canal.com/ppal.aspx Tolls Calculation Guide for Neopanamax Tanker Vessels Neopanamax Tanker toll structure is composed of: Fixed tariff for Panama Canal Net Tonnage Variable tariff for metric tons of (PC/UMS) cargo transported Total tolls Metric Tons (MT) of cargo= Example #1: Laden Aframax Tanker – 100,000 DWT = 46,136 PC/UMS + 60,000 cargo tons * laden tariff 10,000 PC/UMS x $5.58 = $55,800.00 20,000 MT x $0.34 = $6,800.00 10,000 PC/UMS x $5.40 = $54,000.00 20,000 MT x $0.22 = $4,400.00 15,000 PC/UMS x $5.51 = $82,650.00
    [Show full text]