By 2016, all inland barges sailing in European waters must comply with new CCR4 emission standards issued by the Central Commission for the Navigation of the Rhine
ACSF reasons that the economics of any particular marine LNG project would be improved significantly, if the project could take advantage of existing LNG import or production capacity within a reasonable distance of the vessel home port. Looking at all four U.S. coasts, the foundation notes that there are several LNG liquefaction/storage facilities near the Great Lakes that could be used to support LNG conversions. As a potential market, ACSF counts the U.S. Coast Guard vessels for 55 Great Lakes bulk carriers, of the type being converted by Interlake. There are also 243 tugs and 83 ferries operating in and around the Great Lakes, although not all of these vessels would be good candidates for LNG conversion.There also are several LNG liquefaction/storage facilities close to the Central Atlantic Coast, says ACSF. Those could support converting 590 tugs and 246 ferries operating in the New York/New Jersey region. On the Northwest Pacific Coast, there is an LNG liquefaction/storage facility that could support converting ferries, particularly the Washington State Ferry system and international ferries operating between the United States and British Columbia–a total of 97 vessels–as well as 11 cruise vessels operating between Seattle and Alaska.Finally, the report says there are several LNG import terminals on the Gulf Coast that could be used to support converting 949 tugs and 63 ferries operating in the lower Mississippi River, and in Louisiana and Texas ports serving Gulf Coast marine traffic.
Hong KongHong Kong is reportedly “very determined” to implement an emissions control area (ECA) around the port and Pearl River delta area. The government is already discussing specific rules with the Guangdong government in order to ensure a level playing field with other ports.
Global LNG bunkering infrastructure as of January 2014