Kochi 선박유 가격

Delivery is by barge, road tanker or from a shore-based installation: the port's own bunkering permission form makes the agent tick which of the three and name the barge or the number of road tankers. Barges work both alongside at berth and out at the open anchorage south of the approach channel, which the port describes as clay and sand with good holding ground. The anchorage is where the local rule bites. The port's bunkering circular allows inland-waterway barges to supply the outer anchorage only in the fair-weather season; through the monsoon only sea-going barges classed under the Merchant Shipping Act are permitted there, case by case, and Port Control's permission is needed before the barge sails out. Night bunkering is expressly allowed and clearance runs through a single window at the Q9 gate on a 24-hour basis, but each stem needs a signed safety checklist lodged with the port's Fire and Safety Division, which deputes fire personnel to watch transfers at port berths. A stem at the Vallarpadam container terminal also needs the terminal operator's own approval, so budget for a second permission chain. Size is the constraint worth pricing: HPCL's published Indian ports table shows Kochi worked by 350-tonne barges, and the port's circular caps its barge jetty at 70 metres length and three metres draught, so anything substantial means repeat runs. The port advertises 380 cSt at under 0.5 per cent sulphur; HPCL lists VLSFO, MGO, high-flash diesel and FO 380 across its Indian network. Neither the port nor the barge operators publish a maximum stem or a notice period, and the port says nothing about bunkering during cargo work.