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For this, the mum from Perth relies on the Sabco Grout Brush ($4.50) from Bunnings, the Rubbermaid Power Scrubber ($20) from Bunnings and the $5 Glitz Cream Cleanser, also from the discount hardware store.

CANS data showed that around 75% of workers had come back to work at key shipbuilding companies in the southeastern provinces of Fujian and Liaoning, but only around 62.5% workers had returned to Shanghai as of Monday.

“China accounts for over 40% of all new buildings. So, beyond the on-going current issues, such as the depletion of the labour force, vessels currently under construction are being delayed. Some of these vessels may even slip into 2021,” Chasty told the Reuters Global Markets Forum.

Shipping sources said the delays were also having an impact on the fitting of exhaust gas cleaning systems known as scrubbers, which are needed to enable ships to continue to use high sulphur fuel after tough new rules on emissions.

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Around 172 ships have avoided the problem because they are powered by sulphur-free liquefied natural gas (LNG), data from Norwegian risk management and certification company DNV GL showed, but this in an expensive option.

Alvin Forster, deputy director with North P&I club, cited possible engine failure in busy shipping lanes, while Precious Shipping’s Hashim said members investing in expensive low-sulphur fuel should not have to share the loss on any scrubber claims.

BEIJING/LONDON, Feb 12 (Reuters) – Global ship deliveries have been hit as yards in China struggle to get fully back to work as a result of the coronavirus outbreak, with one shipbuilder saying it could not deliver two vessels.

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The IMO said it does not have a remit to regulate the fuel industry but that international standards for the new fuel and information about compatibility between types had been issued as part of comprehensive preparations.

An underlying problem is that oil refineries are not obliged to produce tailor-made shipping fuel, said Neil Roberts, head of marine underwriting at Lloyd´s Market Association, which represents the interests of all underwriting businesses in London´s Lloyd´s insurance market.

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Khalid Hashim, managing director of one of Thailand´s largest dry cargo ship owners, Precious Shipping, said it had not allowed co-mingling of marine fuel, also known as bunker fuel, for over five years and required all of it to be sample tested.

China’s Jiangsu New Times Shipbuilding, which has an annual production capacity of 5 million deadweight tonnes (DWT), had issued a force majeure notice on two vessels to Bermuda-based cargo operator 2020 Bulkers, a spokesman said.

Norwegian ship insurer Gard cited a few cases where sparks from welding or cutting fell into a scrubber through uncovered openings: in one case it spread to the engine room through glass reinforced epoxy piping.

“Over 70% of vessels currently undergoing scrubber retrofitting are doing so in China. On that front, there are on-going delays at shipyards because workforces are depleted, taking vessels out of action,” Charles Chasty, research analyst with broker Affinity Shipping, said.

Harris from Marsh, a broker active in marine insurance including hull and machinery, said assessing cover was still guesswork: for instance, who should pay a fine for a ship using high-sulphur fuel because no alternative was available?

To reduce emissions of toxic sulphur that cause premature deaths, shipowners who have long relied on the dirtiest residues of oil extraction will have to either switch to low-sulphur fuel or install exhaust gas cleaning systems from Jan. 1.

“Of course this costs us annually around $100,000, but we prefer that cost than to use untested bunker oil based solely on the Bunker Delivery Receipt and find that we have a massive problem on our ship,” he said.

Neither option has been fully tested for long, and some problems have already been reported, both with the more expensive new fuels and with devices known as scrubbers which extract the sulphur on board.