Compliance & enforcement – it’s complicated

Shipping pollution
At a recent LISW forum hosted by IBIA the key discussions focussed on different options for how the upcoming sulphur cap in 2020 can be enforced and how well the compliance will be monitored. IBIA’s IMO representative Unni Einemo told the forum that enforcers should differentiate between intentional non-compliance and non-compliance due to non-availability of compliant fuel oil.

Read the full article on the forum here and join in the debate!

Understanding the 2020 sulphur cap and recent developments

Article from

There are only two years and two month left until IMO’s global sulphur cap comes into force. Much has been discussed over the last months but still there are some open questions. Here is a good article to read in order to get an understanding of the current issues.

Weekly summary CW42

As last week’s news mostly covered the uncertainty among the shipping industry concerning the 2020 sulphur cap revealed by ExxonMobil’s survey, this week focused on ways to comply with the regulations including their enforcement.

Earlier this week CEO of Hyundai Merchant Marine C. K. Yoo stated that the technical solutions for meeting the requirements “ought to be shared with all stakeholders by the parties, whoever may find them.” In Russia the Omsk Refinery has implemented a technology for producing low-sulphur marine fuel, enabling ship owners and operators compliance with the sulphur limit regulations. The Omsk Refinery said it plans to ship as much as 50,000 tonnes of the low-sulphur marine fuel by the end of 2017, estimating the total market potential for the product at 158,000 tonnes per year.

Calls this week have not only covered the options for compliance but also the ways to enforce the new regulations. Last week Norway presented an IMO proposal introducing a prohibition to carry bunkers exceeding 0.5% sulphur right away. The relevant IMO sub-committee will meet in February 2018 to discuss how the sulphur cap can be implemented. A carriage ban on high sulphur fuel oil bunkers for ships without valid exemptions could make it easier to enforce the global sulphur cap as this can be detected in port, either by document check or by sampling and analysis of the fuel oil.

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