10 th International Congress of the International Maritime Association of the Mediterranean (IMAM), Rethymno, Crete, May 2002

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1 0 th Iteratioal Cogress of the Iteratioal Maritime Associatio of the Mediterraea (IMAM, Rethymo, Crete, May 2002 OPIMIZIG MAPOWER O-BOARD SHIPS ARGEIG O HE ICREASE OF HE COMPEIIVEESS OF HE EU-FLEE HE CASE OF A SHIP ORIEED AUOMAIO ELECROIC OOL (ACOSOS M Dilzas P. Kostatios, Bartzis A. Paagiotis, Lyridis V. Dimitrios, Vetikos P. ikolas, Aaxagorou Patelis & Psaraftis. Harilaos Departmet of aval Architecture & Marie Egieerig atioal echical Uiversity of Athes 9 Heroo Polyteceiou street GR Zografou, Greece kosdil@deslab.tua.gr ABSRAC I geeral, the problem of the EU flagged ships competitiveess is cosidered to be of extreme importace for the whole marie idustry. I this paper we will preset a ew electroic tool for the calculatio of the beefits that a shipower may have, if the ports i which his vessel operates, would implemet automated loadig/dischargig systems i order to achieve smaller port turaroud times. he electroic tool ca also calculate the beefit that a shipower may have by implemetig automated loadig/dischargig oboard his vessel KEY WORDS: Port operatio, Automated Systems, Cost Beefit Aalysis IRODUCIO It is geerally recogized that efficiet loadig ad dischargig ca be a sigificat factor i determiig the competitiveess of a ship because short port turaroud time ca be critical (Stephes, 989. he beefits of a efficiet loadig ad dischargig operatio ca be sigificat, ot oly to the shippig compay, but also to the shipper, to the port, ad to the recipiet of the cargo. I this paper, a cost-beefit Aalysis electroic tool amed ACOSOS is beig preseted. his electroic tool has bee created i order to estimate ad documet the beefits of a efficiet loadig ad dischargig operatio. he aalysis procedure is based o comparig a existig covetioal vessel-port system with a automated oe, both havig exactly the same characteristics except the oes referrig to loadig ad dischargig. he compariso will be performed usig et Preset Value (PV for criterio (Psaraftis, 986. he cost-beefit aalysis is based upo the assumptio that we have a so-called covetioal port-based loadig/dischargig system which has a specific loadig / dischargig capacity (speed which ca decrease by usig a automated Loadig/Dischargig System. he term automated refers to the port, meaig that the port has a ifrastructure able to icrease the port loadig/dischargig efficiecy (decrease the vessel port turaroud time. he scope of this task is ot to examie the details of that ifrastructure (it is treated as a black box, but to estimate possible beefits by the adoptio of such a ifrastructure. he oly characteristic which is sigificat for the aalysis is the loadig/dischargig time. So it is assumed that the automated system, whatever that may be, has lower loadig/dischargig times tha the covetioal oe. Accordig to that differece, the PV calculatios will aswer to the questio: How much could a shipower beefit, if the ports i which his vessel operates, would implemet automated loadig/dischargig systems i order to achieve smaller port turaroud times? I adoptig such a approach, we have explicitly ad very clearly exteded the object of our aalysis beyod the borders of the ship itself, ad ito the iterface betwee the ship ad the port. his is legitimate because precisely for the ship types for which port turaroud time is importat (such as cotaierships, a ship is a itegral compoet of the itermodal chai, ad efficiecy caot be defied oly o the ship but o the broader itegrated chai. For these scearios, optimizig oly the ship does ot ecessarily lead to optimal solutios for the chai itself (Mikelis, 990. he structure of the paper is as follows. It begis with a short descriptio of the whole procedure followed by aother sectio where a detailed aalysis of the methodology for the PV calculatios is preseted. he ext sectio presets the electroic tool ACOSOS ad it cocludes with some sample rus of the software ad some remarks HE PROBLEM OF SHOREIG HE LOADIG /DISCHARGIG IME As metioed i the itroductio, it is recogized that efficiet loadig ad dischargig ca be a critical factor i determiig the competitiveess of a ship. his is particularly true for the lier ad ferry trades (criterio of port turaroud time, because it is maily for those ships that a short port turaroud time ca be critical. I the cotext of the preset paper, it was decided that the effort that would be udertake would collect data that documet the beefits from a efficiet loadig ad dischargig operatio. he beefits from a streamlied loadig ad dischargig operatio ca be sigificat, ot oly to the shippig

2 compay, but also to the shipper, to the port, ad to the recipiet of the cargo. hese beefits are more importat for cargoes that are perishable (fruits, meats, ad vegetables ad/or are of high value (idustrial products. It is for this reaso that these beefits are more importat for ships i the lier trades. It is a commo fact that the efficiecy of loadig/dischargig exhibits little or o depedecy o the vessel itself, but depeds mostly or totally o the port (port facilities, operatioal & orgaizatioal structure, etc.. I the opiio of most people providig iformatio (mostly from the ship-owig side, vessel-based loadig/dischargig systems are as efficiet as they ca be. O the cotrary, ports were judged resposible for low loadig/dischargig times due to iefficiet ifrastructure. he whole methodology for the software tool ACOSOS was developed i a such way that it would cover o the oe had the case of a automated loadig/dischargig system that ca be implemeted o the vessel ad o the other had the case of a automated port-based loadig/dischargig procedure. his paper is ot examiig either the level or the details of these automated systems; they are treated as black boxes. he PV calculatios are doe accordig to a userdefied case study (so called sceario, which icludes a full descriptio of a specific vessel route. Systematic chages o the sceario characteristics lead to the desired estimatio of the beefits (if ay of the automated system MEHODOLOGY Sceario Desig Differet sceario set-ups have bee developed accordig to the specificatios of each vessel type. he vessel types for which the Aalysis has bee implied, are: Bulk s, s, Dry Ships, akers, s ad Ore/Bulk/Oil s. Accordig to the ship type, a wo-ports or a Multiple-Ports sceario optio ca be selected. he wo- Ports sceario assumes that the vessel operates betwee two predefied ports, while the Multiple-Ports sceario assumes that the vessel operates betwee user-defied ports. he umber of ports i that case varies betwee 3 ad 0. I the wo-ports case, both ports have the same loadig/dischargig characteristics (times; i Multiple-Ports, each port has its ow characteristic times. he sceario cocept for Bulk s, OBO s ad ships assumes that a vessel departs from a port with or without load ad arrives at aother port to discharge or to load. he whole loaded amout is beig discharged each time. o partial loadig or discharge is allowed. It is ot ecessary to load or discharge at every itermediate port i the sceario, but it is required to have a call at both the first ad the last port. Each trip with load may have its ow charter rate, while ballast trips give charter rates do ot affect the calculatios. he data eeded for the Cost-Beefit Aalysis ca be grouped i three categories: vessel data, ports data, ad geeral data. Vessel data: mai dimesios, size (GR, flag, speed, horsepower (BHP, fuel cosumptio, crew size, capacity (m 3, EU, operatig costs, ecoomic life of the vessel (years. Port data: distace tables, port costs, loadig/dischargig times. data: iterest rate, acquisitio cost of automatios, ad aual cost of automatios. Vessel data has bee retrieved from the LRS Database. Operatig cost, fuel cost ad port data have bee retrieved from relevat projects data ad from questioaires set to various shippig compaies, after persoal iterviews. Port cost data has bee collected either through direct cotact, or from other sources like the Fairplay Ports Guide. he rest of the data is to be defied by the user (this will form the sceario variables. A more detailed descriptio of the scearios accordig to vessel type, ca be foud i the ext paragraphs. s wo-ports Sceario: he vessel is loaded with a umber of x EUs at port # that are discharged at port #2. he same umber of EUs is the loaded at port#2, ad is discharged at port#. he vessel does this route cotiuously for its whole ecoomic life, except for the off-duty days (these are the days i which the vessel may be ormally off-duty due to various reasos, measured as a aual percetage. he gross profit is measured i /EU. Both ports have the same loadig/dischargig speeds. he covetioal case is always slower tha the automated oe. Speed is measured i moves/hr. As metioed earlier, the evaluatio of the loadig/dischargig systems will be doe by applyig the et Preset Value (PV criterio, comparig a covetioal with a automated vessel. Startig with the covetioal vessel, the series of calculatios are show i the ext rows (Dilzas, 994. he days at sea ( S for a sigle oe-way route are calculated as follows: PortsDis ta ce S = [days] ( VesselSpeed 24 For each port call, the vessel speds P days at port ( LD for loadig/dischargig ad R as port time other tha loadig/dischargig: + P = LD R [days] (2 Loadig/dischargig time is calculated as follows: EUsCarried LD = moves 24 hr [days] (3 ime R is approximately 25% of LD. his value has resulted from vessel ad port traffic data. Hece, a sigle oe-way route lasts = + 25 S 2. LD [days] (4 he total umber of sigle oe-way trips per year for the vessel is equal to ( 365 OffDutyDays Y = (5 Vessel s aual gross icome is

3 I = EUsCarried Y [$] (6 EU As a detailed defiitio of ruig costs is beyod the scope of this paper, vessel aual ruig cost is assumed to be equal to the aual maig cost (for ormal aual operatio, this is the most sigificat cost ayway. he aual maig cost is set approximately at about per crew member, hece Ruig Cost = x Crew Size [$] (7 Fuel oil cost is a fuctio of fuel price, specific cosumptio ad vessel s BHP: FuelCost = 24 SpecificCosumptio [$] (8 FO Pr ice BHP Y S Diesel Oil (for electric geerators cost cosists of a Sea ad a Port cost, as differet specific cosumptios are reported at port ad o sea: DOCost = 24 Y DO Price ( SpCosSEA S + SpCosPOR P [$] (9 Port Cost is calculated accordig to each port tariff. All relevat data is take from the Fairplay Ports Guide. Vessel Aual et Beefit is calculated as follows AualBeefit C = I C RuigCost C Fuel C PortCost C [$] (0 where idex C refers to the covetioal vessel. he same set of equatios is applied for the automated vessel too. he differeces betwee the two vessels arise from the differet loadig/dischargig times. Hece, the automated Vessel s Aual et Beefit is AualBeefitt A = I A RuigCost A -Fuel A PortCost A [$] [$] ( As the automated vessel speds less time for loadig/dischargig, the vessel makes more trips, gross profit ad operatig cost icrease. Assumig that the applied automatios have a iitial cost of buyig c iit, ad the aual automatios maiteace cost is c mait, the PV Criterio is applied through the followig equatio: ( AualBeefitA AualBeefitC PV = t ( + i Cma it C t ii ( + i [$] (2 Where: C mait is automatios aual maiteace cost (i the case of a ship based automatio system C ii is automatios iitial cost(i the case of a ship based automatio system i is the aual iterest rate, ad is the total ecoomic life of the vessel i years. his must ow be compared to zero. amely, If PV>0, the ower beefits from the assumed icrease of loadig/dischargig speed, hece, he will be willig to pay (as extra port dues or as extra automatios o board up to the PV value. If PV<0, the ower loses from the assumed icrease of loadig/dischargig speed, hece, the covetioal case is the optimal for the ower. If PV=0, there s o loss or gai for the ower (Dilzas, 994. Multiple-Ports Sceario: he vessel departs from port # ad passes from all itermediate ports util the last oe, loadig ad/or dischargig ay desired umber of EUs at each port. For the way-back, the vessel departs from the last port, passes from all itermediate ports ad eds the route at port#, loadig/dischargig ay desired umber of EUs at each port. he vessel does this route cotiuously throughout its etire ecoomic life, except for the off-duty days. his setup has oe costrait: at ay momet, the total umber of EUs oboard should ot exceed vessel s total EU capacity. Each port has its ow loadig/dischargig characteristics (times ad dues. Vessel gross profit is measured i /EU, ad port speeds are measured i moves/hr. O with the calculatios ow, the days at sea ( S are calculated as follows: port# PortsDis ta ce port# S = VesselSpeed 24 [days] (3 For each port call, the vessel speds Pj days at port ( LDj for loadig/dischargig ad Rj as port time other tha loadig/dischargig, as show i Eq. (2, hece the total days at port will be: port# = ( + [days] (4 P port# LD j R j Loadig/dischargig time at each port will be ( EUsLoad + EUsDisch GO LD j = + moves 24 hr [days] (5 ( EUsLoad + EUsDisch REUR + moves 24 hr where GO ad REUR refer to the trip directio (port# port# or port# port#. ime Rj is approximately 25% of LDj, as o wo-ports sceario. A route port# port# port# lasts port# LD port# = [days] (6 S ad the total umber of trips per year for the vessel is equal to

4 ( 365 OffDutyDays Y = (7 Vessel aual gross icome is I = otaleuscarried Y [$] (8 EU Ruig, Fuel, Port Cost, as well as Vessel Aual Beefit ( covetioal ad automated, are calculated i the same way as i wo-ports Sceario. Fially, the PV Criterio is applied: ( AualBeefitA AualBeefitC PV = t ( + i Cma it C t ii ( + i [$] (9 akers, s, Bulk s, Ore/Bulk/Oil s, Dry Ships wo-ports Sceario: he vessel is supposed to be loaded with a amout of cargo of x m 3 at port# ad discharge that cargo at port#2. he same amout of cargo is the loaded at port#2, which is discharged at port#. he vessel does this route cotiuously throughout its etire ecoomic life, except for the off-duty days. Gross profit is measured i /day, ad cargo capacity i m 3. Both ports have the same loadig/dischargig speeds. Speeds are measured i m 3 /hr. he days at sea ( S for a sigle oe-way route are calculated as previous: PortsDis ta ce S = [days] (20 VesselSpeed 24 For each port call, the vessel speds P days at port ( LD for loadig/dischargig ad R as port time other tha loadig/dischargig: + P = LD R [days] (2 while loadig/dischargig time is ( 365 OffDutyDays Y = (24 Vessel s aual gross icome is I = S Y [$] (25 day Ruig, Fuel, Port Costs, as well as Vessel s Aual Beefit ( covetioal ad automated, are calculated i the same way as o wo-ports Sceario for s. PV Criterio is applied usig Eq. (2: ( AualBeefitA AualBeefitC PV = t ( + i Cma it C t ii ( + i [$] (26 Multiple-Ports Sceario: he multiple-ports Sceario is ot applyig to akers because for the akers, oly a two-ports-sceario is realistic, applicable, ad reliable. For all the other ship types (Bulk s, Ore/Bulk/Oil s, Dry Ships, s the multiple-ports sceario is as follows: he vessel departs from port # ad sails to port #, loadig/dischargig the desired amout of cargo at ay port. he same thig happes o the way back (port# to port#. his setup should meet the followig requiremet: the cargo discharged at ay port should be equal to the amout of cargo, which has bee previously loaded. Example: A vessel loads at port#4 a cargo of x m 3. his amout of cargo should have bee loaded at port#3, or at port#2 (without ay cargo exchage at port#3, or at port# (without ay cargo exchage at port#2 ad port#3. he vessel does this route cotiuously for its whole ecoomic life, except for the off-duty days. Vessel s gross profit per loaded trip is measured i /day, ad cargo i m 3. A loaded trip is a trip i which the vessel carries a amout of cargo. Each port has its ow characteristics (loadig/dischargig speeds ad dues. Speeds are measured i m 3 /hr. he days at sea ( S are calculated as follows: C arg ocarried = m 24 hr LD 3 [days] (22 port#( j+ j= port# j PortsDis ta ce S = [days] (27 VesselSpeed 24 Port Rest ime R is approximately 25% of LD, ad a sigle oe-way route lasts = + 25 S 2. LD [days] (23 he total umber of sigle oe-way trips per year for the vessel is equal to For each port call, the vessel speds Pj days at port ( LDj for loadig/dischargig ad Rj as port time other tha loadig/dischargig, as show i Eq. (2, hece the total days at port will be: port# = ( + [days] (28 P port# LD j R j Loadig/dischargig time at each port will be

5 ( C argoload + C argodis = GO LD j + 3 m 24 hr [days] (29 ( C argoload + C argodis REUR + 3 m 24 hr where GO ad REUR refer to the trip directio (port# port# or port# port#. ime Rj is approximately 25% of LDj. A route port# port# port# lasts port# LD port# = [days] (30 S cases, a set of additioal data is eeded i order to defie the sceario completely: wo-ports-sceario I the wo-ports-sceario, the user has to defie the amout of the Carried, the relevat Charter Rate, the aual Off-Duty days, the total Duratio of the sceario, the Iterest Rate, the covetioal ad automated Loadig/Dischargig speeds, as well as the relevat Automatios Costs (i case of studyig a ship-orieted automatio system. After completio of the sceario setup screes, the program starts computig all the ecessary terms i order to defie the et Preset Value of the Automated versus the Covetioal system. he results scree cotais both the Sceario Characteristics ad the Results. A sample of a results scree for a case of a Bulk of 530 GR is show i the Figure. ad the total umber of trips per year for the vessel is equal to ( 365 OffDutyDays Y = (3 Vessel s aual gross icome is I = S [$] (32 j j= day j Ruig, Fuel, Port Costs, as well as Vessel s Aual Beefit ( covetioal ad automated, are calculated i the same way as o all previous cases. Subsequetly, the PV Criterio is applied usig Eq. (2: ( AualBeefitA AualBeefitC PV = t ( + i Cma it C t ii ( + i [$] (33 ELECROIC OOL ACOSOS M he software applicatio that developed i order to apply the above Cost-Beefit Aalysis methodology ad evaluate the effectiveess of loadig/dischargig systems has bee amed as ACOSOS. he software documeted here has bee developed o a Itel Petium platform, usig Widows 95 eviromet ad Microsoft Visual FoxPro database maagemet system. he user may select oe of six differet ship types, amely Bulk,, OBO,, ad aker. Each type has its ow sceario setup which follows right after the Ship Size Selectio Scree. he Ship Size Selectio Scree displays those ships from the LRS Ships Database, which match the selected ship type but also have all the ecessary data for the cost-beefit aalysis. Oce type ad size (GR of the vessel-i-questio have bee selected, the user has to decide whether it will be a wo-ports-sceario or a Multiple-Ports-Sceario. wo- Ports-Sceario uses a pre-defied route (Port A Port B Port A while Multiple-Ports-Sceario gives the user the opportuity to select a route by specifyig the ports. I both Figure : ACOSOS M result scree for the two ports sceario - he case of a Bulk Multiple-Ports-Sceario O the Multiple-Ports-Sceario, the user defies iitially the umber of ports he wishes to examie i the sceario. ACOSOS ca maage a sceario of 3 up to 0 ports. I each case, the user defies the ports as well as the calls sequece. he available ports are retrieved from a database with various port data, which has bee created for determiig ports, port cost ad distaces betwee ports. he user also defies the cargo characteristics at each port. he tool gives default values for all data eeded, however the user has the ability to specify each ad every value separately. he cargo characteristics are: Loadig/Dischargig Capacities o both directios (Port Port 5 ad Port 5 Port, relevat Charter Rates, as well as Covetioal ad Automated Loadig/Dischargig speeds for each port. O the scree, the vessel s total capacity is also displayed. I the case of s, the sceario cocept assumes that the ship may be loaded ad/or discharged at every port, havig oly two costraits: i he total umber of EUs oboard at ay time should ot exceed the vessel total EU Capacity, ad ii at the fial port i each directio, the ship should discharge all EUs i order to complete the oe-way trip. Hece, the relevat Characteristics Defiitio Scree is slightly differet for s, ad is divided i two parts: Loadig/Dischargig EU Capacity Defiitio ad Ports imes Defiitio. O the first oe, Loadig/Dischargig data are defied for both directios (Port Port 5 ad Port 5 Port while o scree, the vessel maximum EU capacity is displayed. If the user eters data that does ot match the cocept

6 assumptios described earlier, there s a error message promptig for correctios. O the secod oe, the user defies both Covetioal ad Automated Loadig/Dischargig speeds for each port. he covetioal ad automated speeds are defied as described earlier as well as the relevat Automatios Costs (i case of studyig a ship-orieted automatio system By ow, the sceario setup has bee completed, ad the program cotiues with the et Preset Value calculatios. A extra utility is available to the users i order to view the previously ra scearios. A sample of a results scree for a is show i Figure 2 aker aker ,5 able I : Particulars of the selected vessels COVEIOAL RIPS PER YEAR AUOMAED RIPS PER YEAR 56,0 57,7 3,92 34,07 20,89 22,56 58,62 59,3 70, ,09 62,8 78,48 80,3 53,86 6,74 Figure 2: ACOSOS M result scree for the multiple ports sceario he case of a RUS OF HE SOFWARE Some sample rus of the electroic tool were doe for 0 ships. hese ships are: 3 s, 2 ships, 2 akers ad 2 s. he iformatio eeded for these te ships was provided by Greek Shippig compaies. able I provides some geeral iformatio about these ships, while able II shows the umber of vessels trips per year for the covetioal ad for the automated case. able III shows the results of the ACOSOS M (PV for the selected ships. SIZE GRAI EU SPEED (GR (m 3 (o (kots , , , ,5 aker,82,86 aker,37,69 able II: umber of trips per year for the covetioal ad for the automated status. PV (US$ aker 4800 aker able III: ACOSOS `M results for the selected vessels Figures 3,4,5ad 6 illustrate the ACOSOS `M results for the selected vessels i a graph format.

7 COAIERSHIPS HE.P.V. OF HE DIFFERECES BEWEE HE SHIPS' BEEFIS BEFORE AD AFER HE IMPLEMEAIO OF HE "LOADIG/ULOADIG AUOMAIO SYSEMS" AKERS HE.P.V. OF HE DIFFERECES BEWEE HE SHIPS' BEEFIS BEFORE AD AFER HE IMPLEMEAIO OF HE "LOADIG/ULOADIG AUOMAIO SYSEMS" BASIC ASSUMPIOS: GR 2329 GR 8908 GR CREW SIZE: 27 CREW SIZE: 25 CREW SIZE: 8 FLAG : JAPA FLAG: ORWAY FLAG:GERMA 260 EU 234 EU 976 EU BASIC ASSUMPIOS: ROUE: PIRAEUS - HAIFA LOADIG RAE: 70% SHIPS' LIFEIME: 20 YEARS IERES RAE: 5% OFF DUY DAYS: 0% CHARER RAE: 280 /EU COVEIOAL LOADIG/DISCHARGIG RAE: 22 EUs/hr AUOMAED LOADIG/DISCHARGIG RAE: 20 EUs/hr GR 263 GR CREW SIZE:4 CREW SIZE:35 FLAG:JAPA FLAG:LUXEMBURG ROUE: LAGOS - PIRAEUS LOADIG RAE: 00% SHIPS' LIFEIME: 20 YEARS IERES RAE: 5% OFF DUY DAYS: 0% COVEIOAL LOADIG/DISCHARGIG RAE: 2000 m 3 /hr AUOMAED LOADIG/DISCHARGIG RAE:3000 m 3 /hr Figure 3: he ACOSOS M results for the selected ships Figure 6: he ACOSOS M results for the selected akers GEERAL CARGO SHIPS HE.P.V. OF HE DIFFERECES BEWEE HE SHIPS' BEEFIS BEFORE AD AFER HE IMPLEMEAIO OF HE "LOADIG/ULOADIG AUOMAIO SYSEMS" GR 5446 GR GR CREW SIZE:6 CREW SIZE:59 CREW SIZE:29 FLAG:GREEK FLAG:GREECE FLAG:GERMA BASIC ASSUMPIOS: ROUE: PIRAEUS - HAIFA LOADIG RAE: 00% SHIPS' LIFEIME: 20 YEARS IERES RAE: 5% OFF DUY DAYS: 0% COVEIOAL LOADIG/DISCHARGIG RAE: 2000 m 3 /hr AUOMAED LOADIG/DISCHARGIG RAE:3000 m 3 /hr COCLUSIOS I geeral, the focus has bee set o loadig ad dischargig systems, as these systems ca strogly ifluece the competitiveess of a ship. A method has bee proposed which allows the detailed evaluatio of the relevat costs ad beefits. Moreover, a software applicatio has bee developed i order to test the methodology o a series of vessels. For the purposes of the cost-beefit aalysis, it has bee decided that istead of aalysig vessel-based systems, a aalysis of beefits for port-based systems (if such beefits i fact exist has bee doe. Please ote that the software has bee developed i order to be able to aalyse vessel-based systems too. Figure 4: he ACOSOS M Ships results for the selected ACOSOS M is the ame of a electroic tool that was created i order to calculate the beefits of usig a automated loadig/ dischargig system istead of a covetioal oe either based o port or based oto the ship itself CHEMICAL CARRIERS HE.P.V. OF HE DIFFERECES BEWEE HE SHIPS' BEEFIS BEFORE AD AFER HE IMPLEMEAIO OF HE "LOADIG/ULOADIG AUOMAIO SYSEMS" GR CREW SIZE:4 FLAG: JAPA 263 GR CREW SIZE: 35 FLAG: LUXEMBURG BASIC ASSUMPIOS: ROUE: PIRAEUS - HAIFA LOADIG RAE: 00% SHIPS' LIFEIME: 20 YEARS IERES RAE: 5% OFF DUY DAYS: 0% COVEIOAL LOADIG/DISCHARGIG RAE: 2000 m 3 /hr AUOMAED LOADIG/DISCHARGIG RAE:3000 m 3 /hr Figure 5: he ACOSOS M results for the selected s he most sigificat result from the aalysis ca be that the time the ship speds i a automated eviromet port is reduced for all ship types. his rages from about 0% for a cotaiership to about 50% for other ship types. herefore, a ship may use more days per year for trasportig cargo ad, thus, there is a correspodig icrease i her umber of roud trips per year as show i able II. A taker has a very small icrease, a cotaier ship will average a 5% icrease but this may be more substatial for a geeral cargo vessel that may reach 5%. Assumig also that there is a fixed umber of off duty days, this meas that there is a defiite icrease i the ships carryig capacity. herefore, there will also be a icrease i the ship ower's total icome, which rages from 5 to 7% for a cotaier ship to 4% for geeral cargo ships, although much less is expected for a taker. O the other had the icrease of roud trips per year has a defiite effect o the ship operatig cost ad o the Diesel ad fuel oil cosumed. he result of the above is a icrease of the ower's aual profit whe he opts for a automated situatio. he et Preset Value over the ship lifetime of this differece is give i the able III. As it ca be see, it rages from about US$ 50,000 to about US$ 5,000,000 depedig o the ship type ad size. I the cases we examied there was always a small but evidet icrease o the aual profits ad this looks promisig.

8 ACKOWLEDGME he work reported i this paper has bee supported by the Europea Research Project AOMOS II ad the Commissio of Europea Commuities REFERECES K.P.Dilzas,he competitiveess of the Greek flagged Ships, Athes, (994.E.Mikelis, ad C.J.Dea, he fleet cotrolled by the Europea Commuity, Lloyd s Register of Shippig, Iteratioal Cogress of the Iteratioal Maritime Associatio of East Mediterraea, Athes, (990 H..Psaraftis, Ecoomics of Maritime rasport, Athes, (986 M.Stephes, Fiacial ad Fiscal measures cocerig shippig operatios with ships registered i the commuity, Commissio of the Europea Commuities, Brussels,989

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