To comply, companies have several options. The sulfur content of vessel fuel must be no more than 0.1 percent by weight, a substantial reduction from the 1 percent allowed in 2010. and Canadian fresh and saltwater coasts). By January 1, 2015, vessels must comply with more stringent controls on sulfur-dioxide emissions as mandated within the North American Emissions Control Area (essentially all U.S. What’s fueling a fuel change?Ī deadline is looming for the Great Lakes maritime industry. So the bottom line answer when visitors ask “Why are the ships sitting out there?” is that it involves companies’ bottom lines. When an abundance of an agricultural product arrives, there may not be enough berths to service all the vessels ready to load, and ships must take turns, Adele explains. This year in particular, an increase in oil hauling delayed the grain shipments that foreign vessels come to pick up. Rail capacity can dictate when product is available. As Carol writes, “Considering that grain cargoes can easily be worth more than $10 million, contracts putting the sales together will take time, so the ship may have to sit at anchor for a couple days.” Ships may be delayed or ahead of schedule due to weather or crew changes in other ports, says Adele Yorde, public relations manager for the Duluth Seaway Port Authority.įinal contract negotiations might delay loading. Lawrence Seaway to the western tip of Lake Superior. It’s difficult to schedule an exact arrival date for a foreign vessel crossing the ocean and then making the 2,342-mile trek up the St. Just why a vessel ends up waiting includes a long list of logistical challenges.
In an article for the Duluth Seaway Port Authority’s North Star Port magazine, Carol wrote: “All told, this can total thousands of dollars that neither the owner of the ship nor the charterer will be willing to pay.”Īvoiding extra days of charges means savings for the company and keeping sailors onboard assures the ship is not shorthanded when its turn to load comes up. Costs such as for pilots and line handlers repeat each time a ship moves to a new location for layby or to load. pilots and tugs to guide the ship to dock, line handlers to tie it up and dockage fees that figure in 24-hour guard duty and dockside insurance. The reasons a ship might need to be at anchor, however, are more varied.įees kick in once a vessel enters the harbor, according to Carol Carrasca, a freight forwarder who retired after more than 40 years organizing shipments of goods for Lakeshead Forwarding.Īmong expenses tallied are U.S.
#Moving dock in ocean free#
The reason a ship, most often foreign, anchors for hours or days outside the harbors comes down to two simple words: free parking. A Great Lakes freighter, a laker, passes under Duluth’s Aerial Lift Bridge while an oceangoing ship, a saltie, waits at anchor in the Lake.
0 kommentar(er)
