Sea Time • Speed-Power • Weather Margin • ECA Fuel • Port Consumption • ROB • Reserve • Bunker Uplift • Tank Capacity • Voyage Cost
Ship Fuel Consumption, Voyage Cost & Bunker Requirement Tool
Estimate sea and port fuel consumption, split primary and ECA/secondary fuels, calculate voyage time and cash cost, convert required bunker uplift between tonnes and cubic metres, check tank capacity and arrival ROB, and test the speed-versus-fuel-cost tradeoff before fixing the bunker plan.
Vessel & Consumption Basis
Cube-law mode scales main-engine burn with (speed / reference speed)³.
knots.
tonnes/day.
tonnes/day.
tonnes/day, unless advanced port rows override.
Fuel Grades, Prices & Tank Capacity
USD/tonne.
USD/tonne.
tonnes/m³ at planning reference temperature.
tonnes/m³.
m³ total usable bunker tank volume entered.
m³.
% of entered tank capacity.
Display only. No FX conversion is performed.
Voyage Route
nautical miles.
nm. Remaining distance uses primary fuel.
knots.
knots.
% added to calculated sea time for routing/weather/current.
% applied to voyage consumption before reserve ROB.
days total.
Advanced Sea-Leg Register
Each leg can use its own distance, speed, time margin, main-engine and auxiliary consumption. Main-engine burn can be scaled from each row's reference speed or treated as a direct t/day input.
| Leg | Distance nm | Speed kn | Ref speed | ME t/day | Aux t/day | Time margin % | Fuel |
|---|
Advanced Port / Idle Register
| Port / idle period | Days | Burn t/day | Fuel |
|---|
ROB, Reserve & Bunker Uplift
The tool calculates the departure quantity needed to cover voyage consumption plus the greater of entered reserve-days burn or minimum arrival ROB, plus unpumpable / unusable fuel.
tonnes.
tonnes.
days. Converted to fuel using average sea burn by fuel.
tonnes.
tonnes.
tonnes.
tonnes.
tonnes. 0 = compare against calculated requirement only.
tonnes.
Other Voyage Costs
currency/day. Set 0 for fuel-only voyage cost.
currency.
currency.
currency.
Planning Readiness
Planning limitation: Cube-law speed scaling is a screening approximation. Actual consumption depends on displacement, draft/trim, hull/propeller condition, engine load/SFOC, wind, waves, current, shallow water, fouling, weather routing, auxiliary load, boiler demand and operational restrictions. Use vessel-specific performance data and company reserve policy for the final bunker order.