May 15
Jose Roberto Rocha
May 11
Caroline Clarke
Local shipping group set to modify ships to use a hybrid of LNG and gasoil.
It is interesting to monitor the perspectives of different players as we wrestle with the fuels/switchover/abatement options spectrum of possibilities.
What if an energy efficiency intervention outperforms expectations, or what if fuel prices go higher than expected?
Singapore has shown the world that it is as committed to global environmental issues as its peers such as Hong Kong.
Overview of 2011 test helps determine which quality concerns may be hindering the supply of ISO 8217:2010 of compliant fuels.
The reluctance of the refiners to crack the waste they generate has meant that the better quality fuels are both difficult to obtain and excessively expensive.
Resistance to developing IMO guidelines for fuel oil sampling procedures may not be doing the industry any favours.
Should the IMO consider a phased approach between the current 3.50% and 0.50% global sulphur limit?
2011 saw a sharp increase in the number of claims of 'cappuccino' bunkers - but what really constitutes entrained air in bunkers?
Recent research shows that only 10% of owners are willing to fit scrubbers to their fleets.
The shipping industry requires a realistic lead in time to respond positively to decisions flowing from COP 17.
Will it motivate shipping companies to consider trying new ways of making their ships more efficient?
Without taking ship emissions into consideration, the UK's climate change act would be disingenuous. But is the method used in CCC's recent study of emissions flawed?
10-15% of bunkerings worldwide will be affected by the change in global sulphur limit come 1st January.
Putting a price on emissions means correct carbon data will be critical.
NOL deserves credit for taking this step, and for showing that the low-sulphur fuel model works for them.
A personal response to the Capital Link Forum.
Other observers may be sceptical as to the benefits of using LNG as a marine fuel - we are not.
Is the industry prepared for greater regulation that would require more transparency in fuel measurement and reporting?
A satirical look at how necessity drove ships to become bigger, stronger, safer and super.
The shipping industry may find IMO sulphur regulations a bit of a straitjacket, but for local regulators they are not always tight enough.
Sustainable Shipping Awards drew an audience from all over the world.
After recent airline tragedies caused by cargo bursting into flames, the thought of carrying such cargo on a container ship is definitely the sort of thing that keeps P&I underwriters awake at night.
With ship sizes increasing, so will bunker stems, but will suppliers be willing to extend credit to 'fill her up' if there is another rate crash?
A real step forward for international shipping.
This sends a strong signal that it is time to find ways to reduce emissions and fuel costs, while increasing overall ship efficiency. But the work is not done.
Sinopec and her JV companies replace Brightoil as China's second biggest bonded bunker supplier in the first half of 2011.
Taking a closer look at ballast water regulations, and a carbon levy on bunker fuel.
If peak oil is around the corner, we had better do more than agree on pollution thresholds or put in place silly carbon tax and cap and trade schemes.
Bunkerworld would like to join the IMO to mark the Day of the Seafarer and say: Thank you, seafarers.
Those who think that newer is better are in for a major disappointment, particularly when a supplier decides to take advantage of 'Annex B'.
A mandatory phase out period for heavy bunker fuel would provide an opportunity to develop LNG facilities.
Anyone can zero a credit line, but the really tough calls are when you are arguing for your decision to approve a credit line or to increase one.
It will take many interrelated actions to achieve large-scale, global efficiency improvements.
We will almost certainly see more collapses, as a result of the industry's Darwinistic tendency to self-regulate.
Predicament for shipping as oil giants have little incentive for their residual heavy bunker product outside of the shipping sector.
Pressure to achieve compliance with future environmental regulations driving dialogue on alternative fuel and energy efficient technologies.
The supplier's sales target 'close' to that of Chimbusco.
As the year draws to a close, one cannot help noticing the increase in the number of problem fuels all over the world.
Raising suspicions before they are substantiated will lead to increased costs in terms of time and money.
UNFCCC will bring shipping and aviation to the forefront.
I would rather not add LNG powered ships to the long list of things on which America ranks twenty-something, or last, in the world.
Ruling will impact those who live downwind until 2020.
At the IMO meeting I’ll be working with our environmental NGO colleagues and progressive shipping interests to try to fix this situation.
The motivation and budgets to improve efficiencies and reduce a ships impact on the environment just aren’t there.
Is the shipping industry unjustly facing ultimatums because it is seen as an easy target?
The drumbeat of change is sounding and it is important that the shipping industry heeds its call.
Thank you Watchkeeper for highlighting the benefits of emissions trading.
Government shows 'blurry attitude' on whether they will issue more licenses.
It is my pleasure to announce that the fourth edition of ISO 8217 - Specifications of marine fuels- and ISO 8216-1 - Classification of marine fuels- will be published on the 15th of June 2010.
Empirical conclusions are an accepted method of research in every field of science.
To suggest that guidelines could be preventing the development of new technologies is simply incorrect.
Condemning fuel outright due to the presence, rather than effect, of contaminants could result in costly and unnecessary disputes.
The revision of the ISO 8217 fuel specification is not without its critics, but in at least one sense the work is to be encouraged.
The marine industry spends $6 billion a year in the prevention or treatment of biofouling.
Demand predicted to jump 270% by 2014, compared to 2009 levels.
A careful reading of the final draft of ISO 8217:2010 gives the clear impression that para 5 will no longer help a fuel buyer.
Stalled investment cash flows and geopolitical issues should mitigate demand growth and pockets of shortages globally.
Market capitalization is exceeding $120 billion.
Why climate change issues are problematic for the Chinese.
Japanese and Singaporean companies involved.
Call for ISO 8217 Working Group to take suppliers' concerns into account.
Senior official warns that 'now the most acute problem in China is the increased importation of crude oil'.
India needs to learn from China's success in dealing with Africa.
Owners and operators run the risk of overlooking below the line or hidden costs.
The collapse of shipping companies and how banks will behave.
Editor-in-Chief of the Energy Tribune looks ahead.
Houston University Professor discusses feasibility of carbon capture.
Valles technical manager looks at COP15 targets as set by the International Maritime Organization (IMO).
Buffalo Marine looks at how cap and trade has the potential to cause vast disparaties.
Interferry CEO highlights concerns over limiting sulphur content in fuel.
Ron Wells considers what Taleb's musings may mean for the Credit Risk Management profession.
Canadian shipping industry supports global measures to control CO2 emissions.
The principles to judge the effectiveness of the ultimate solution to address pollution from ships.
Fuel transfer mishap involving the Dubai Star tanker.
Big changes are coming and there is no 'norm' to return to.
There were a number of lengthy debates within the Working Group.
Sellers' margins have gone up as credit risk has increased.
Reducing the level of crisis you will have to manage in the coming months.
While it's encouraging that the EU is going to start to address aviation, it begs the question, 'Is shipping next'?
Confusion and 'wrong practice' surrounding the taking of official MARPOL samples.
Equipment durability and reliability are the cornerstones of a successful shipping operation.
Counter-party risk has, in many ways, actually surpassed price volatility as a matter of deepest concern to the market.
Recent comments made in Lloyd's List once again cast considerable doubt over the economics of switching exclusively to low sulphur bunker fuels.
Many drilling rig owners are not meeting MARPOL Annex VI fuel legislation requirements because they do not think it applies to them.
From January 1, 2010 all vessels will have to consume fuel or apply measures to ensure that exhaust emissions are equivalent to the use of fuel containing no more than 0.1% Sulphur.
Bio-diesel requires particular understanding of its characteristics and requirements for storage, handling, treatment, combustion and the resulting impact on emissions.
As for so many industries, one of the main victims of the current economic climate has been cash flow and, as a result, many vessels are bunkering smaller volumes more frequently.
US/Canada proposal is biggest expansion yet of tighter emissions rules.
The testing of bunker samples is therefore becoming increasingly important, as is monitoring wear.
A flexible, objective driven approach to meeting a common objective allows all parties to adopt the most appropriate course of action.
What is truth? This is certainly a phrase that should come to mind to any person dealing
with marine bunker fuels and its associated quality specification.
