A survey by Deloitte found that shipping companies prefer to convert to LNG, in order to comply with the IMO’s stricter new international emissions standards for marine bunker fuels. However, lack of refuelling and bunkering infrastructure would raise obstacles to the large scale uptake of LNG as a transport fuel.
Faced with a decision with huge cost implications, shipowners are considering all options on how to tackle sulphur emissions. Although any possible delay was ruled out during IMO MEPC 71, industry stakeholders think that a postponement of the 2020 deadline is possible, likewise the time extension of the BWM Convention.
The clock is ticking for the 0.5%sulphur cap and although this measure is about to become effective globally in two years from now, the route to compliance remains foggy. SAFETY4SEA seeks to collect essential data reflecting trends with respect to industry’s readiness to comply with the 0.5% sulphur cap.
Veritas Petroleum Services announced the development of a revised Code of Practice for Bunker Quantity Surveying. The second section has been developed to address delivery of fuel via Mass Flow Meter, not only to address the Port of Singapore requirements, but to be prepared to conduct such surveys in any bunker port in the world.
Ahead of the International Maritime Organization’s (IMO) decision on the timing of the global 0.50% sulphur cap for marine fuels, the International Bunker Industry Association (IBIA) is advising its members on the potential impact of the shift. IBIA, whose members include marine fuel buyers, suppliers and traders, is concerned that global refining and shipping will struggle to cope, and has outlined a series of options that it believes could facilitate a smoother transition to a lower sulphur cap.
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