An idled New Jersey asphalt facility is being repurposed as part of Maersk’s IMO 2020 sulfur cap strategy. A.P. Moller – Maersk and PBF Logistics LP (PBFX) have reached an agreement for
low sulfur fuel
OCTOBER 15, 2018 — Another major containership operator — OOCL — is opting to meet the IMO global sulfur cap by using low sulfur fuel (LSF) and passing the added cost on
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By John LaRese, Marine Fuels Technical Advisor, ExxonMobil AUGUST 24, 2018 — The International Maritime Organization’s (IMO) decision to implement a 0.50% cap on sulfur emissions has created uncertainty among vessel operators.
APRIL 4, 2018 — Swedish headquartered appliance giant Electrolux AB is expanding a pilot project with shipping company Hamburg Süd to reduce pollution from high levels of sulfur oxides (SOx) in port
DECEMBER 21, 2017—Greek shipping remains a powerhouse, boasting the world’s largest fleet with some 4,585 ships (over 1,000 grt) representing 342.75 million dwt. Like the rest of the world’s shipowners, Greek ships
SEPTEMBER 2, 2016 — China issued its first national standards to curb emissions from the shipping industry on August 30. The standards, issued jointly by the Ministry of Environment (MEP) and the
MAY 9, 2016 — Alfa Laval’s U-design PureSOx exhaust gas scrubber is now available with greatly reduced dimensions. “We have a strategy of continuous development for the Alfa Laval PureSOx platform,” says
APRIL 28, 2016 — ExxonMobil has compiled five “top-tips” to help vessel operators effectively switch fuels when entering and exiting Emission Control Areas (ECAs) without introducing maintenance issues. Typically, inadequate management of
The port agent was appointed by the owners of the chemical tanker to attend the vessel in port. As the agent did not have an office at that particular port, it engaged its usual sub-agent to assist locally.
Prior to the vessel’s arrival, the master sent an email to the agent asking whether there were any restrictions on the type of fuel that could be used while the vessel was both alongside and at the port’s outer roads.
The agent passed this request to its sub-agent, who in turn made inquiries of the local harbor master, who was responsible for enforcing the EU directive relating to the use of low sulfur fuel.
The harbor master confirmed that the vessel was required to burn low-sulfur marine gas oil from the time of its arrival at the port’s outer roads. This advice was passed to the master, who duly followed these instructions.
As the vessel waited at anchorage it became clear to the master that he would not have sufficient low-sulfur fuel on board to complete operations and, as the vessel was unable to take on additional low-sulfur fuel at that port, the owners decided to divert to another port to replenish their supply.
The vessel thereafter returned to its intended discharge port and operations proceeded without further disruption.
The agent subsequently received a claim from the owners of the vessel for approximately $150,000. The owners alleged that the information provided to them by their agent was incorrect, and that the local regulations only required vessels to burn low sulfur fuel while alongside the berth, and not at anchorage. Because low-sulphur fuel was more expensive, the owners claimed for the additional costs incurred in burning this fuel when, they claimed, this was not necessary. They also claimed for the costs of diverting the vessel to take on the additional low sulfur fuel.
It was established that the sub-agent had simply passed on the instructions received from the harbor-master, and that the agent had in turn passed this on, word for word, to the owners.
Lawyers mounted a vigorous defense to the claim, which was subsequently withdrawn. ITIC covered the legal costs of defending the agent.