fuel additives

Unclear future for fuel may

S
uppliers, and their customers, believe
sales of marine fuel additives will grow
in future. The significant finding of a
survey carried out by The Strategy Works was
that growth in this market has come about due
to the changes in the deteriorating quality of
marine bunker fuel, and because the dynamics
of international trade require an increase in
vessel operational flexibility. The survey was
based on over 30 interviews with manufacturers
of marine fuel additives and the shipping
companies that use their products.
TSW’s research with shipping companies
confirms that about a third of large vessels are
slow steaming. For example, a leading shipping
company based in the Middle East reported
that, in general, its ships were running at 25 An engineer takes a sample for soot measurement
per cent to 45 per cent MCR, mostly because
of the cost of fuel and the company’s general Today’s marine fuel additives market is helps to reduce maintenance costs and boost
environmental policy. dominated by two global giants: Wilhelmsen engine efficiency; and demulsifiers to separate
NYK Lines also introduced slow steaming Ships Service of Norway, and US-owned Drew water-in-oil emulsions within the fuel. The
for its container ships in 2006 to reduce fuel Marine. Both companies have been established top sellers are mostly combustion improvers or
consumption. Kobune Goto, deputy general for more than 100 years and market their sludge dispersants.
manager of NYK’s Fleet Upkeep Group, said: own brands. Other companies in the market Virtually all additives are blended chemicals,
“We are now expanding it to all of our fleet, which formed part of this survey are: Aderco with the exception of Soltron, which is
including charter vessels.” of Canada, Innospec, PRI and EcoEmissions enzyme-based and acts as a catalyst, constantly
Albert Leyson, marketing manager for the of the US; Renergi of Norway; UK-based improving the state of the fuel. Most products
fuel management product line of Drew Marine, companies Infineum and Soltron; Bycosin of are dispensed as liquids that are added directly
confirmed that, and said: “Slow steaming has Sweden, and major Japanese shipping lines to the fuel, while EcoEmissions’ approach is
an increased probability of generating more Nippon Yuka Kogyo (NYK) and Mitsui OSK to inject a platinum-based catalyst as a vapour
incombustible diesel exhaust particulates that Lines (MOL), which manufacture additives for into the engine’s air intake to encourage better
accumulate on heat recovery transfer surfaces in their own use. combustion. Some products, like Aderco’s 2050
stack economisers.” While some manufacturers offer a single- or Renergi’s Mergi, are supplied as a concentrate
Ian Crutchley, technical co-ordinator for product solution, most supply a range of additives to facilitate distribution.
Marine EMEA at Innospec, said: “Operating to cope with different scenarios, which include NYK Lines has a single, in-house production
the engine continuously at a low load – well combustion improvers to enhance the burning of source – NYK group subsidiary Nippon Kogaku
outside what it’s designed for – may result heavy fractions and reduce soot deposits; sludge Kogyo – for its range of additives, which
in very poor combustion. This can lead to a dispersants; stabilisers for heavy fuel oil blends; includes a sludge dispersant that has produced
significant increase in the deposits inside the lubricity improvers to compensate for the lower impressive results. “The main reason for using
engine, particularly in the turbocharger and sulphur content in distillate fuel; corrosion the sludge dispersant is fuel cost savings, which
the exhaust system, which can be significantly inhibitors to tackle the effects of metals in the are about 2 per cent,” Mr Goto said.
reduced by fuel additives.” fuel; detergents to keep engines cleaner, which Meanwhile, Mitsui OSK Lines has gone one

www.mpropulsion.com Marine Propulsion I August/September 2011 I 215

step further by teaming up internally with Ralph Lewis, VP (technical) of PRI, also “If the resultant blend is unstable, ships
Taihokohzai, Japan’s largest fuel additive agrees that the reduced lubricity of low-sulphur not using a fuel conditioner/stabiliser will
manufacturer, to develop its own ‘bespoke’ fuels is a major concern: “The industry is still not have increased sludging in storage tanks and
product, Taicrush HD, which improves that well-informed on this issue. There’s a lot of centrifuges while handling the fuel. Drew
combustion and sludge dispersion, lowers fuel evidence to show that marine fuel pumps that Marine will definitely see an increase in
consumption and reduces soot deposits. During are designed to pump heavy fuel do not operate demand by ships calling on US and Canadian
product trials on 106 voyages of a Japanese well on these fuels and tend to wear faster.” ports between now and August 2012, when the
coastal ferry, under uniform sailing conditions, Within the industry there are differences new ECA [US and Canada] is implemented. The
fuel efficiency improvements of between 1.12 of opinion about how fast the volume of fuel increase will be in fuel conditioner/stabiliser
per cent and 1.46 per cent were recorded, additives sales is increasing. Drew Marine is type additives such as Amergy 222 for residual
according to MOL. already seeing the impact, and claims there fuels and Amergy XLS for distillate fuels, and
“Our strategy is firstly to introduce Taicrush was a significant increase in sales of Amergy micro biocide type additives like Amerstat 25.“
HD to about 900 ships in our fleet,” said XLS in 2010 as a result of the 0.1 per cent Owners, though, are reluctant to use
Yoshikazu Kawagoe, general manager of the sulphur requirement by the European Union. fuel additives due to warranty issues. The
technical division in MOL’s ship planning and At Innospec, Mr Crutchley is also bullish, and frustration on this position from the engine
development group. “Based on the evidence we said: “We picked up 44 new customers last manufacturers’ perspective is summed up by
gather, MOL and Taihokohzai are ready to sell year, mainly because of these additives. Sales Geoff Grice, marine business development
the product to third parties.” in Europe increased by 20 per cent and a lot of manager at Innospec: “What we’re all striving
In addition to the operational requirements, that was new business.” for is to get a reference from an engine
and varying quality of the fuel oil, the industry Mr Lewis also reports a dramatic annual manufacturer, but you are very unlikely to
is facing the introduction of low-sulphur fuel. increase in the sales of PRI-D which, by using get a reference, despite showing good results.
Jonas Östlund, product manager at Wilhelmsen a method known as thermal stability, stabilises Most of the fuel additive people have a ‘no
Ships Service, said: “Switching from HFO to the fuel for long-term storage, thereby objection letter’ or ‘no harm certificate’ from
low-sulphur MGO to comply with the ECA providing the appropriate lubricity and quality the manufacturers to say if you use this
emissions limit will bring fundamental changes for the fuel. additive it won’t damage our engine.”
in global shipping operations – as well as to However, Eric Holmes, market development The industry still faces tough new
the additives business – as diesel becomes the manager at Wilhelmsen Ships Service (formerly legislation, and the future direction of how
standard marine fuel.” Nalfleet), sees it as more of a timing issue: “We to meet this requirement is far from clear.
Albert Leyson, marketing manager at Drew have developed a fuel lubricity product, but it However, there are a number of alternatives.
Marine, agrees that the legislation has – and has been slow to take off despite a lot of interest Advances in engine combustion technology,
will continue to have – a tremendous impact from customers. The reason for this is that the coupled with the use of external technologies
on the shipping industry, which will also have sulphur level isn’t yet at a low enough point to such as scrubbers and exhaust gas recirculation,
to contend with lubricity and injector-fouling affect the lubricity so adversely.” are a possibility. The use of alternative fuels
issues as the sulphur content and injection Fuel additives manufacturers are hoping for is another, with LNG, LPG and MDO being
equipment tolerances decrease. an endorsement from the engine manufacturers. actively considered.
At Drew Marine, Mr Leyson said: “Our core The acceptance of fuel additives as a
customers that believe in the chemistry of our viable alternative still presents a number
products have essentially eliminated their fuel of challenges for the manufacturers. Even
related problems.” though additives are now widely accepted
However, engine manufacturers are against within the global shipping industry, there
an endorsement of fuel additives. Kai Juoperi, remains a hard core of non-believers. “Some of
head of fluids technology at Wärtsilä, summed the big companies don’t use additives because
up the company’s position: “If customers are the technical manager, or somebody at a senior
using fuels fulfilling the ISO 8217:2010 fuel level, decides not even to give them a try,” says
standard, as well as original spare parts, and Per Anderssen, Renergi’s joint owner, voicing
maintaining the engines according to the the suppliers’ frustrations.
maintenance schedule, the continuous use of It is clear that the future is by no means
fuel additives is not recommended.” certain, and there are difficulties with all the
Dorthe Jacobsen, fuel oils development alternatives to meeting the new legislation.
manager at MAN Diesel, supported this view: However, in the end market forces will decide,
“We tell our customers to buy slide valves…if according to Mr Juoperi, who said: “When the
they will be running low loads then to install new legislation comes into force, customers will
turbocharger cut outs, and then we see very little have to choose whether to operate their engines
issues if their engines are running correctly.” on distillate fuel or to install an exhaust gas
However, Mr Leyson is of the opinion that scrubber. The main driver in that decision will
there will be changes in fuel quality once the be the price difference between distillate fuel
industry starts to adopt the new ISO 8217 fuel and heavy fuel.” MP
specification. “Furthermore, since sulphur
content is not stipulated for the residual fuel oil *Michael Herson is managing director of
grades, it is possible that fuel suppliers will blend marketing consultancy The Strategy Works,
Fuel treatment additives are connected to down to meet, say, 1.0 per cent sulphur maximum based in London.
the fuel system level required by ships operating in ECAs. www.thestrategyworks.com

216 I Marine Propulsion I August/September 2011 www.mpropulsion.com