To comply with a 2016 regulation enacted by the International Maritime Organization (IMO), vessels must either treat their exhaust, use an alternative fuel such as liquefied natural gas (LNG), or begin using fuel oil containing 0.5 percent sulfur or less by Jan. 1, 2020. Contained in Annex VI to the International Convention for the Prevention of Pollution from Ships (MARPOL), the regulation reduces the sulfur limit from its current level of 3.5 percent. In response, fuel suppliers have adjusted refining processes, while operators are adapting to changes in fuel prices and quality before the cap takes effect.
The sulfur cap forces bluewater operators in the United States to decide between opting for compliant fuel or burning high-sulfur fuel oil (HSFO) while using a scrubber system that removes sulfur oxide from exhaust, according to Kathy Metcalf, president, and CEO of the Chamber of Shipping of America (CSA).
“Either option comes at a cost to a vessel’s budget, although it is predicted that scrubbers would pay for themselves ... no longer than three years from the initial investment and installation,” she told Professional Mariner.
Installing a scrubber can cost anywhere from $2 million to $5 million. According to Metcalf, the expected price of compliant fuel could increase next year by at least 30 percent over current HSFO prices.
Vessels sailing within 200 nautical miles of the U.S. and Canadian coasts will continue to comply with the 0.1 percent Emission Control Area (ECA) sulfur limit that has existed since 2015. Given this history, Chamber of Marine Commerce President Bruce Burrows said he does not foresee many compliance issues in Canada next year. While most Canadian operators have decided to burn compliant fuel, he said the scrubber decision largely depends on fuel costs.
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Denne historien er fra December / January 2020-utgaven av Professional Mariner.
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Mariner's role still unknown as autonomous shipping gains speed
Mariners’ role still unknown as autonomous shipping gains speed
Piracy edges closer to home with wave of raids in southern Gulf
In the brief cellphone video recorded by a crewmember on the offshore supply vessel (OSV) Remas, the pirates walk back and forth on the deck of the ship, clenching their guns and using them to point as they order around the crew. Their faces are draped in clothing and bandanas.
Casualties
NTSB: Dredge hit Texas gas pipeline, causing fire that killed four
IMO emissions report raises new concerns about methane slip
A recent report from the International Maritime Organization (IMO) reveals that global shipping emissions increased nearly 10 percent from 2012 to 2018, with the industry facing a growing challenge concerning methane slip.
Bay State brothers find industry niche by making old into new
Zero non-conformities is what you want to hear when the U.S. Coast Guard inspects your tugboat. Once you’ve prepared your vessel, the inspectors come aboard to peruse your paperwork. They ask you pointed questions, to which they expect straightforward answers. Perusal completed, they then scrutinize all of the related safety systems, from bilge to antennas — even the ship’s bell.
Signals
A year into the pandemic, thousands ‘essentially indentured’ on ships
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While the salvage of the sunken vehicle carrier Golden Ray has been delayed for months due to COVID-19 and the hurricane season, analysis by the U.S. Coast Guard has determined a possible cause for the rollover: a combination of vehicles placed too high on the ship’s decks, and not enough ballast water gave the placement of the cargo.
Seastreak newcomer pushing through dip in demand
Two years ago, Seastreak LLC took delivery of Seastreak Commodore, a 600-passenger fast ferry, from Gulf Craft of Franklin, La. Designed by Australia-based Incat Crowther, the vessel is the largest of its kind in the United States and was built to meet the burgeoning demand for service in the New York-New Jersey market.
New year in a new world: Navigating COVID's maritime realities
In a matter of days, the decorative time balls will drop, “Auld Lang Syne” will fill the air, and ships at anchor will sound their horns as the world welcomes in the new year.
Advanced props, rudders provide new efficiencies below the waterline
It took a decade or two from the invention of the marine propeller in the 19th century for the technology to become widely accepted. Thereafter, adoption has been nearly universal, but progress toward improved efficiencies has come in fits and starts.
