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https://www.dropbox.com/sh/y6b60t9c3xdbi0r/AABzTcV1vOX5GAoeTrry9MvOa?dl=0
It took me some time to price these images but Here they are.
As to the watermark: that is the forward mark which equals the aft mark on arrival. From official notification the departure marks are: fwd 7.20 meters and aft 9.20 (for those interested).
I now also received an official notification that the Bill of Lading states a weight of 60,595.170 mt. So that number was / is correct.
So if the Aoka Mizu continues the good work we may expect another 4 loads of this size in 2019. That would-be be quite an achievement.
Good luck to all.
AMAJA -
Thank you for the photos.
Your contributions here are much appreciated, even by those who just read, and don't add pearls of wisdom.
Also, by those of us who just add drivel.
Thanks Amaja...it's interesting to see the result of Hurricanes and the rigs hard graft. The ship's less than pristine appearances reminded me of this
http://www.poetrybyheart.org.uk/poems/cargoes/
Hi Amaja,thank you for the terrific pics and numbers which I’m sure will be the topic of conversation throughout the day as there’s nothing much else happening,Klepto.
Christ, Beer Belly,
Don't overdo it !
This BB is not for the high brow classically educated !
Its for the grease monkeys, and the oil barons like J.R. Ewing, and us fairies !
Amaja, thanks very much for the draught numbers. You've raised something I hadn't appreciated, that is the significant difference between aft and forward draught in an unloaded state. On AIS the draught is entered manually and of course it makes sense to enter the 'max' draught number. If I now use the mean unloaded draught in my figures I get 457K bbls. Close enough to your 470K number to relieve any doubts I had.
Best, Londonder7
The draught is a red herring in my opinion. They will alter it with ballast water depending on a variety of factors during production/tank volumes which are compartments in most likely hood/weather etc.
What it’s at entering port may be for transit efficiency or to avoid grounding on any raised/shallow seabed.
I’d not take much stock in it as an indicator.
wellwell, I take your point about variations due to ballast etc. Particularly, 'What it’s at entering port may be for transit efficiency or to avoid grounding on any raised/shallow seabed.'
After posting the same considerations occurred to me. There is also an inconsistency with an earlier offload. I guess I was keen to see a match between my data and that reported as 'facts' by others - after all I'm invested here and like to see the higher numbers.
To date I've been using draught calculations as confirmation of my expectations of parcel size on a different investment. These have fitted verified numbers and I believe it's because these are relatively full loads, when ballast is unlikely to be a factor. The first offload from Lancaster was confirmed at 'around 350K', a relatively light load and ballast may be confusing my data in this instance.
On offloads #2 and #3 I'm back to awaiting OAG or HUR confirmation. But at the end of the day this exercise is just a bit of fun.
Draught subject to other influences as well actual oil cargo.
Bill of lading every time. Keep them coming.
Thanks Amaja.