Page 62: of Maritime Reporter Magazine (May 2018)

FUELS & LUBES

The BOS Emulsi? er with no moving parts: the critical component for producing optimized emulsi? ed fuel for con- sistent fuel savings

Photo: Chevron

The MT Seriana on the Bosporus: severe corrosion problems were solved with Chevron’s Special HT Ultra 140 BN cylinder oil.

The shipping industry is more than the applicability of low-carbon fuels. Shell: MILES Ahead mand planning that includes a vessel’s ever portrayed in a bad light due to in- Such fuels have already penetrat- Shell Marine’s Global Technical operating pro? le.

creasing awareness of its contribution ed the fuel mix for other parts of the Manager, Dr. Sara Lawrence, has said At the start of 2017, the company’s to global climate change, according to marine industry, particularly in the that the technical, commercial and reg- Shell Alexia two-stroke cylinder oil

Dirk Kronmeijer, CEO of GoodFuels Netherlands. Sustainable marine fuels ulatory variables in play when consid- portfolio covered fuel types from LNG

Marine. Kronemeijer is convinced that add a competitive edge to companies ering a shipowner’s optimum cylinder to HSHFO, operating regimes from full biofuels will play a signi? cant role in servicing public operations, as clients oil supply solution are continuing to load to slow steaming, and engines of drastically reducing the shipping indus- demand these fuels in order to reduce rise. To overcome some of these chal- all ages. It extended from Shell Alexia try’s impact on global emissions and their carbon footprint. lenges, the company last year intro- S3, a 25 BN oil for ECAs, Shell Alexia that tugs and offshore support vessels GoodFuels Marine is active in the duced new two-stroke and four-stroke S4 (BN 60) and Shell Alexia 50 (BN (OSVs) are in a very good position to distribution of sustainable marine fuels cylinder oils, opened a blending facility 70) to the 100 BN Shell Alexia S6, lead the industry by example because and their adoption in the marketplace in Singapore, added new delivery ports, which was developed to perform with of their high visibility in coastal areas. by presenting the case for companies and introduced new technical services. HSHFO in conditions where oils are

Kronemeijer has said that the recently employing ships (or any other machin- An additional initiative from the under extreme stress. Shell Marine in- updated IMO standards for marine fuel ery running on fossil fuels) to switch to company this year is its Marine Inte- troduced Shell Alexia 140 in 2017 to sulfur content from 3.5 percent to 0.5 a (partial) low-carbon fuel. By doing grated Lubrication and Expert Solu- deliver added protection against cold percent by 2020 is a signi? cant step to- so, these companies can set an example tions (MILES) development, which corrosion for modern engines. The oil wards improving the fuels employed by for the future as well as bene? t from combines purchasing options, services can be mixed with lower-BN oils to the shipping sector and that, more im- increased chances of winning tenders, and an extensive range of lubricant adjust base number as vessels move portantly, this will bring into existence and portray themselves as sustainable products in a multi-faceted strategy in and out of ECAs. The company global emission control areas (ECAs), companies. GoodFuels’ marine fuel is for customers to address their most has also secured a No Objection Let- which previously were restricted to an easy-drop-in fuel that can be used pressing operational concerns. MILES ter (NOL) for use from MAN Diesel & the North Sea and the U.S. coasts. In without any adjustments to equipment includes new and different delivery op- Turbo, which also used the product as these ECAs, the world’s most pollut- or engines and, as such, is a zero-capex tions and a coherent response to digi- its ? rst test oil for automated cylinder ing fuel, HFO, can no longer be used alternative to decarbonization. tal disruption in the maritime sector, oil mixing (ACOM) ; Shell Alexia 140 without the employment of scrubbers. Kronemeijer said that regulation and Lawrence said. It not only takes full has also been successfully used with

Although carbon emissions are being incentives are essential for the broad advantage of digitalization, but is also Maersk Fluid Technology’s ‘blend-on- excluded from international maritime adoption of low-carbon marine fuels a proposition that addresses the chal- board’ technology. Lawrence said that regulations until 2023 (supposedly due to take place and that, as the IMO has lenges shipowners face from regulators the approach of the IMO 2020 meant to a lack of accurate emissions data), agreed that a detailed carbon strategy and new engine technology, new fuels that cylinder oil optimization to deal market players and local governments will not be ? nalized until 2023, inclu- and new ef? ciency pressures. She said with changing fuel composition was are pushing to bring the date for regula- sion in the EU emissions trading sys- that MILES not only provides optimal continuing. Post 2020, both LNG and tory change forward. The legal limit on tem (ETS) will be an important ? rst volumes/port liftings recommenda- HSHFO will ‘have a place’, she stated, sulfur and the expected carbon regula- step towards establishing low-carbon tions, but can also be evolved to offer but owner decisions taken to date sug- tion will dramatically affect the marine shipping and send a clear signal to the entire lubrication management for a gest that low-sulfur fuels will be the sector’s fuel consumption and heighten IMO. vessel, combining stock levels and de- shipping industry’s mainstay. 62 Maritime Reporter & Engineering News • MAY 2018

MR #5 (58-65).indd 62 MR #5 (58-65).indd 62 5/3/2018 12:30:13 PM5/3/2018 12:30:13 PM