Bunkering= available in most locations, but several facilities do not permit bunkering and several others have a few thousand dollar surcharge to allow same. The bunker delivery companies also have surcharges for deliveries which are calculated in relation to the distance travelled to/from their home bases. The best strategy for bunkering depends on a couple of factors: a/ location of intended berth in relation to bunker barge home base b/ if there is a berthing delay and an automatic waiting anchorage c/ if a discharging ship will also be loading prior to departure d/ off/on hires to Time Charters It is almost always cheaper to take bunkers prior to completion of the final cargo operation. Due to the current on the River, stopping a ship outbound will almost always require (by the pilots) the use of at least 1 tug into and another tug out of that anchorage, 2 tugs each for larger vessels. This extra cost is avoided if the bunkers are taken while the bow is still pointed up river. Electing to stop a ship inbound to take bunkers, even if the berth is open/available, might be the best financial strategy – assuming the ship’s place in line at the berth won’t be lost as a result.
Tug usage= Almost all dry-bulk facilities have their own private contract Almost all liquid or gas bulk facilities are Owner’s choice All public Port of New Orleans and Port of Baton Rouge docks and all anchorages are Owner’s choice
Closest airport = MSY Louis Armstrong International, New Orleans 20-60 minute drive to most locations, traffic permitting
Vessel crew cargo hold washing = most locations not a problem
Cargo hold washwater disposal = generally permitted at most anchorages, but there are limitations regarding proximity to various City/Town freshwater intakes. All are chemist permit regulated (chemist boards the vessel, takes samples, adds chemical if/as necessary to correct the ph levels and then issues the permit). Launch use is normally required. The permits can only be issued in the place that the washwater will actually be pumped. A permit issued at the discharge location will not be good/valid for eventual discharging of washwater at the next anchorage.
Freshwater availability= many berths have freshwater hook-ups. Some have flat rate charges and others try and measure what is being delivered. Many do not (especially all the mid-stream buoy operations), and then the only option is delivery via tug/barge. Rates quoted when requested, but the overall cost will depend on vessel location in relation to the delivery company’s home base. Tug/barge rental is not cheap and delivery via this method can easily cost many thousands of dollars. Cost indications are available here.
Launch usage = Any ship boarding prior to docking will require launch usage, and (of course) all mid-stream buoy facilities can only be accessed via launch. Many bulk facilities do not permit truck deliveries – so launch usage for delivering stores, provisions, spares, chemicals, bottles, spares, etc is often necessary. Launches are not cheap, and the tariffs can be complicated (cranes usage, delivery time, overtime, holidays, fuel surcharges, standby time, etc). Pilots do not take orders on which launch boats to utilize. We do our very best to combine launch needs in order to minimize these costs when and where possible. Owners and Masters are encouraged to organize all their surveys and delivery intentions and make them known to us early in the port call so we can assist in this endeavor.