The latest LNG industry news
We believe the global maritime industry take up of LNG as a marine fuel is and will be driven by the MARPOL Annex VI 2020 requirements and further establishment of strict SOx (0.1%) and NOx Tier III Emission Control Areas.
I am very optimistic about LNG as a marine fuel. The recent IMO 0.5% sulphur cap limit as well as the decision to limit Nox emissions in the Baltic and North Seas clarifies for the shipowners that they have to switch to cleaner fuels
“I think for next year the flood of US LNG should materialise. It was already predicted for this year but it was a little bit delayed. What the industry has to do to cope with that is to create new demand and further reduce the costs.” Watch the interview with Stefaan Adriaens, Commercial Manager, Gate terminal […]
“We had an opportunity at the time when we were designing a new ship to choose a new fuel. We know that there are new regulations coming and we really wanted to be able to future proof our vessel.” Click here to watch the interview with Tom Strang, VP, Maritime Affairs, Carnival Corp & PLC
“I would love to see many more countries move away from coal and oil for energy production and go towards LNG.” Watch the interview with David Colson, Commercial Vice-President, GTT here.
It cannot be that we have partners that are truck constructors, that from one side are showing concern about environmental activities but when it comes to their products prices are not showing a strong interest in making them more competitive when compared to a normal diesel truck.
The decision to invest in LNG was made after taking into account that the Total Cost of Ownership of a vessel mainly depends on its resale value. Considering then the impact of environment regulations, and the discontinuity they bring in the evaluation criteria of vessels, we had to seek for a vessel that will remain attractive and competitive in a changing world, and this option we found to be met with LNG as fuel.
LNG is the cleanest fossil fuel available for operating ships as of now. We firmly believe that LNG is a responsible and sustainable way to power ships in the future.
This is a growth business and it quickly became apparent how the sector has changed over the past 12 months from being one of “it could grow” to “it is growing.”
LNG is emerging as a cost-competitive and cleaner burning fuel vs heavy fuel oil and diesel shipping, heavy road-transport and industrial applications. In the future, we expect it also be used for rail and mining.
LNG remains the fuel to take shipping into the coming decades. However, the “fog” of artificially low oil pricing has shrouded that passage.
We expect the ECA zones to extend geographically and we expect the NOx Tier III emission levels to be introduced in the near future. Furthermore, a global sulphur cap of 0.5% is being imposed as of 2020. And it works – not long ago, I read in a Danish newspaper that only six months after the sulphur cap had been imposed, the sulphur pollution in Denmark had lowered by 50% compared to before 1 Jan 2015.
SGMF was established at the end of 2013 as an industry based organisation to try and help the industry with the safe and prosperous use of gas as a marine fuel for its members and society as a whole. Board governed and committee led, SGMF provides guidance to the industry based upon members experienced and knowledge.
China is paving the way for LNG in road transport. Around 4,000 CNG stations and 4,400,000 vehicles in operation. There are 2,500 LNG stations, 180,000 NGVs.
On the marine side, a key driver was how to reflect to SECA (Sulphur Emission Control Area) legislation. We completed a thorough a study, and even though there have been other options additionally, LNG is the only viable, long term solution which is cost efficient and able to tackle all current and future environmental legislation.
As the first global logistics company, DHL has set itself a target to improve its CO2 efficiency until 2020 by 30%. In road transportation approximately 80% of the groups’ emissions are generated by trucks, even though they only account for approximately 20% of our fleet.
A severe drop in oil prices is having a knock on affect in the LNG industry. With more LNG available than clients buying, it is a crowded market.
Establishing the Netherlands as core to LNG imports and distribution across Europe, Gas Access to Europe (Gate) LNG Terminal is critical to increasing security in the supply of gas, as well as meeting ever-increasing demands for LNG across the region.
LNG as fuel in maritime and road transport and energy solution in off-grid destinations is gathering ground throughout Europe. The GLE small-scale LNG map for the first time provides the LNG industry and interested parties with an overview of the available, planned and announced small-scale LNG infrastructure and services in Europe.
As the Coral Anthelia berthed at Gate terminal B.V. in The Netherlands, it marked the 100th time an LNG carrier had arrived at the terminal.
This year to date, the Belgian Zeebrugge LNG terminal has reloaded more small-scale (SS)LNG carriers than conventional carriers.
Six shipments of about 15,000 cubic metres (cbm) each have been reloaded up to the end of April, compared with only three conventional carriers, according to Zeebrugge terminal operator Fluxys.
© The CWC Group 2017