On average, an individual has an 8 to 12-hour work day, with a minimum of ten hours rest period. Are you that type of person who is spending his/her rest period trying to “check boxes” and improve on the things you’re not good at? Have you ever thought what really matters to success?
With the shipping industry entering a new, environmentally-friendly period, stakeholders in the maritime industry are seeking for ways to reduce their ships’ emissions. Apart from choosing green fuels and scrubbers, ports come to add another solution: Cold Ironing. This is the process of providing shoreside electrical power to a ship at berth, while its main and auxiliary engines are turned off.
Liquefied Natural Gas (LNG) is considered as an alternative fuel for shipping and a technically feasible option for compliance with the MARPOL annex VI revised requirements of 2020. Nowadays more than 200 LNG powered carriers operate worldwide, while there are also several LNG carriers with dual mode engines which can operate with both fuel oil and LNG.
Bunkering is considered as one of the most challenging operations and procedures on board because it requires a great level of effort, time and response in order to be conducted safely. Bunkering is also involved in the new IMO requirement toward the reduction of Green House Gases – and especially CO2 – from ship emissions, the so called IMO Data Collection System.
With new, stricter regulations coming into force regarding fuels’ sulphur content, the quality of bunkers delivered to ships is of high importance; they need to meet the agreed purchase specifications and applicable global and local regulations. Nevertheless, there are cases in which ‘bad bunkers’ are delivered, which may lead to damages to ship engines, disputes between owners and charterers, even detentions and fines.
The bunkering of ships, which formerly was a relatively low skill and low value activity, has deployed into a highly focused shipboard operation, due to the continuously rising oil price in conjunction with the imperative need for high marine environmental protection.
A bulk carrier was anchored prior delivery to a shipowner. Before delivery, the shipowner requested bunker supply to the ship, so a bunker barge got alongside on port side of vessel and started bunker supply at late afternoon hours.
A General cargo ship “M” was involved in cargo operations in an Indonesian port. Charterers had arranged the vessel to receive bunkers by a local bunker barge. The barge moored alongside of the vessel for supplying the agreed amount of 155M/T of fuel oil (180cst) into No.1 & 2 F.O. tanks respectively.
As the first government-to-government regional agreement against piracy, one of ReCAAP ISC’s notable achievements is sharing figures to raise awareness. But to what extent is this feedback properly accepted by the industry? Is it possible sometimes that we only look at numbers and ignore the actual meaning?
Shipowners are already ordering compliant fuels as, January 1st, 2020, the deadline for sulphur cap approaches bringing together a great need for major changes in the ways we source, handle and use energy. However, with less than a year left, industry experts and stakeholders still argue on the hard path towards decarbonization after 2020.
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