Page 16: of Maritime Reporter Magazine (January 2020)

The Path to Zero

IMO2020

Low Sulfur Fuels

Is Everyone Ready?

re the world’s ships’ engines ready for IMO “The trouble will come compliant very low sulfur fuel? That’s a wide open question as ship owners step to when the products are the end of the preparatory gang-plank on

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January 1, 2020 when 0.5% very low sul- mixed and some blends fur distillate fuels (VLSF) have to replace residual heavy fuel oil (HFO) containing prove incompatible with 3.5% sulfur.

You might think that given the length of time to prepare – one another: when a more since 2008 – shipping experts and engineers would have a aromatic 0.5% product comes clearer picture about new fuels and marine engines and oper- ability. That newer engines and systems, for example, might into contact with a more fare better than older equipment. Or that trial runs so far are proving optimistic – we can do this. Or even a rather grim paraf? nic blend, the products warning: there aren’t any general conclusions – every sin- gular engine and vessel and captain and crew face their own are likely to separate and at-sea tests.

“The risk of a spate of engine failures across the world in form sludge, blocking ? lters.” 2020 is currently keeping marine engineers awake at night.”

That pessimistic assessment was written by Jack Jordan, a researcher with S&P Global Platts. Jordan’s comments are

Jack Jordan part of an extensive S&P report titled “Into the storm: How will shipping cope with fuel bills from IMO 2020?,” pub-

S&P Global Platts lished last May. In December, Jordan’s concerns continue.

Jordan explains that marine fuel will shift from a histori- cally limited offering – heavy residual fuel oil (HFO), with International Union of Marine Insurance. (Better check your relatively predictable and constant properties – to a much policy.)

The guidance covers fuel issues from bunkering, segrega- wider range of new and unfamiliar distillate products. tion, testing and, ? nally, combustion. It’s a sobering review.

He explains further:

The new fuels “could range from a largely unaltered low Every aspect of a ship’s fuel operations needs a re-look as well as new and revised crew training. These will be speci? c sulfur straight run fuel oil to a primarily distillate-based prod- challenges on each ship. Don’t expect helpful, broad-brush uct, or use other re? nery streams including VGO and hydro- advisories or sector-wide how-tos.

cracker bottoms. The trouble will come when the products are

The guidance advises that even crews familiar with fuel mixed and some blends prove incompatible with one another: when a more aromatic 0.5% product comes into contact with switching, say, when entering a coastal ECA (emissions con- a more paraf? nic blend, the products are likely to separate trol area), will need additional training to work with the new fuels. The Guidance advises that a systems evaluation should and form sludge, blocking ? lters.” cover “different grades of fuels, and the issues and dangers

Concerns with endless singular challenges may prove cor- rect. This scenario is described, in detail, in a document titled that are associated with switching over while maneuvering, “The supply and use of 0.50%-sulfur marine fuel” published during long idle times and while starting engines in port. Po- tential hazards include, but are not limited to, loss of pro- as a “Joint Industry Guidance” by a host of trade groups, in- pulsion, blackouts, failure to start the engine, and ? re and cluding the African Re? ners Association, International Bun- ker Industry Association and the International Council on explosions.”

More pointedly, the guidance tells that “the issues related to

Combustion Engines. And I probably should mention the 16 Maritime Reporter & Engineering News • January 2020

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