On a 20 day laden Aframax passage that consumes around 700mt of fuel, it is estimated that VLSFO with the 25 deg. Heating bunker fuel requires additional fuel consumption. C above its pour point, heating is often required. In order to maintain VLSFO in the tank at 10-15 deg. ![]() C, so heating is rarely required for storing it in vessel's bunker tanks, while for VLSFO pour point typically ranges between 6 deg. For LSMGO pour point is typically below 0 deg. Lastly, from analysing thousands of tests, VLSFO blends tend to have paraffinic components, which generally increase its pour point. On top of this, unlike VLSFO, LSMGO can be easily mixed with the existing distillate fuel onboard and this also plays in favour of buying LMSGO in this case. In this case, VLSFO, despite being $20/mt cheaper than LSMGO, was actually more expensive per unit of energy. Assuming LSMGO is priced at $650/ mt, VLSFO on average will lose its competitiveness at $630/mt and above. The same logic applies to the price, where, on the energy basis, VLSFO becomes uncompetitive if it's less than 3% cheaper than LSMGO. ![]() In an ideal environment, this should translate into a 3% increase in the mileage, however in reality this number can change either way due to external influencing factors. VLSFO on average contains 3% more energy than HSFO, while LSMGO contains 3% more energy than VLSFO. This relationship is inverted, which means with the increase in density calorific value decreases.įor example, according to Integr8 Fuels global fuel quality database, the average density of HSFO in 2019 was 982.5 kg/ cbm, compared with 943.8 kg/cbm for VLSFO and 857.3 kg/cbm for LSMGO.įollowing from this, LSMGO has the highest calorific value, followed by VLSFO and HSFO and the difference between these is substantial.įigure 2 shows the average calorific values of different types of fuel. LSMGO has the highest calorific value, followed by VLSFO and HSFO and the difference between these is substantial
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