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Innospec highlights important overview on handling fuel instability issue of VLSFO

Majority of VLSFO components come from low cost distillate and low sulphur petrochemical streams which can be readily separated to form distillate sludge.

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Colorado-based global specialty chemicals company Innospec has published an article on handling fuel instability of very low sulphur fuel oil (VLSFO) in their February technical bulletin :

Problems associated with VLSFO

  • Polished liners, Piston ring failure
  • Instability / compatibility
  • Fuel injector / pump damage
  • Low combustion efficiency
  • Post combustion fouling (Turbochargers, EGE, EGR, SCR, scrubbers/wash water)
  • Short storage lifespan
  • Reduced service intervals (purifiers)

What is Fuel instability and why is it more important than ever?

HSFO instability meant Asphaltenes dropped-out of solution causing filter blocking, tank fouling, poor combustion and increased purifier cleaning/servicing frequency. VLSFO still contains Asphaltenes from residual streams; however, it is a different animal. The majority of VLSFO components come from low cost distillate and low sulphur petrochemical streams which can be highly volatile, these can separate readily to form distillate sludge such as sticky gums, hard sediments or even polymers in storage/handling tanks, filters, pipework, purifiers and mechanical contact surfaces.

It has been shown that after-burn and dumb-bell ignition (both early and late ignition) are a high risk due to the incompatible mixture of light (paraffinic) and heavy (Asphaltenes) fractions used to achieve lower costs and 0.5% Sulphur found in VLSFO. Using the best methods for component mapping and stability monitoring we have proven the blend of two dissimilar components pose a significant risk of instability through rapid chemi-cal ageing, this makes storage/handling unpredictable with some of the effects being unavoidable on-board. 

Distillate sludge blocks filters and purifiers just as residual sludge does, only this can happen rapidly for a variety of reasons including prolonged storage (>1 month), heating or co-mingling. Unfortunately, it can also happen due to an inherent instability, which leads to chemical changes in the fuel once on-board.

The true risk of distillate sludge is to ships engines. Paraffinic gums are highly adhesive and stick to contact surfaces such as injectors and fuel pumps. Once established they allow hardinorganics such as metals/cat fines to become imbedded within, creating an abrasive surface that wear down fine tolerances, or create blockages. The quick onset of injector nozzle blockage leading to poor spray pattern and ignition efficiency which will lead to greater instance of liner impingement, after- burn and post combustion fouling (soot, ash, T/C deposits).

What does this mean for combustion?

Asphaltenes have always existed within Marine Fuels, they have a high calorific value and burn readily if effectively dispersed within the fuel; if stabilised the Asphaltenes are dispersed and protected by naturally occurring resins, which keep them small enough to find sufficient oxygen and burn during combustion. By contract, VLSFO can be an overly refined product containing low cost distillate streams that strip-away protective resins causing the Asphaltenes to agglomerate to form huge complex structures, which drop out of solution. Those that are not removed during filtration or purification or develop afterward are injected into the combustion chamber but are too large to burn effectively. This is when we see ‘black’ residual deposits on liners and pistons from unburnt fuel.

The same is true of distillate sludge, only that we have seen that these tend to effect engine components far more than Asphaltenes. Once injector efficiency is reduced through nozzle blockage, early ignition or contact surface wear, this leads to poor spray pattern and further compounds poor combustion efficiency.

How do we keep ships sailing?

Fuel handling practices will need to change to face the new challenges; unfortunately, each fuel bunkering will vary significantly from region to region or even within the same port. VLSFO is still a residual fuel that requires heating due to high pour points, variable viscosity and waxy distillate components. Unfortunately heating VLSFO can lead to the rapid onset of aging, which brings us instability. There are cases where fuel has polymerised within four hours of leaving the storage tank and entering the fuel handling system (with purifier temperatures as low as 60°C!). These chemical reactions cannot be avoided even when good on-board practices are followed.

Innospec were approached by Industry to develop OctamarTM HF-10 PLUS; our expertise in the Marine, Automotive, Aviation and Refinery business uniquely places us in a position to maximise the operability of fuels. 

OctamarTM HF-10 PLUS contains our famous Asphaltenes dispersant/stabiliser which has been used in over 3000 vessels world-wide to clean-up and maintain fuel tank cleanliness, and our unique distillate stabiliser/detergent and dispersant, which targets problem elements in the low quality distillate streams, preventing them from propagating into sludge or adhering to machinery contact surfaces.

This means clean tanks, filters, purifier, engines and better combustion. Our formulas have been a must-have in automotive/industrial diesels and long-term storage units for decades and we are pleased to bring it to the marine sector in these trying times.

OctamarTM HF-10 Plus chemically targets problem elements within the fuel, cleaning up Asphaltenes, distillate gums and sediments, and prevents the onset of polymerisation and oxidation.

Would you like to know more?

To find out more details please contact our technical team in your region and visit our website:

For Europe, Middle East and Africa mail [email protected]

For Asia Pacific mail [email protected]

For America mail [email protected]

Related: Innospec launches Octamar™ series of additives for new blends of IMO 2020 bunker fuels


Photo credit: Innospec
Published: 17 February, 2020

 

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Newbuilding

Singapore: Pinnacle Marine’s first B100 fuelled utility boat starts 1,000-hour research trial

Newbuilding operated by Prestige Ocean Pte Ltd will capture data on bunker fuel emissions, marine fuel behaviour, and performance.

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The 50th vessel constructed by local boat builder Pinnacle Marine (Singapore) Pte Ltd, namely President 100, is starting 1,000 hours of real-time research trials in collaboration with several parties from Wednesday (9 July) onwards, it says.

Powered by B100 biodiesel, the newbuilding operated by Prestige Ocean Pte Ltd will capture data on bunker fuel emissions, marine fuel behaviour, and performance.

It will be participating in trials with Maritime Energy & Sustainable Development Centre of Excellence (MESD), Weichai Singapore, China Classification Society, Pacific International Lines (PTE) Ltd, Abo Shoten, Ltd. / 株式会社安保商店 , Abo Singapore, Wilmar International, Gulf Marine, Amspec Testing & Services, and AYK Engineering and Consulting.

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The President 100, Pinnacle Marine’s first full biodiesel utility boat, was launched on Tuesday in the presence of over 100 guests.

“Our latest vessel, President 100, merges legacy and future. Named after our first aluminium boat (“President”) and inspired by B100 biodiesel, it leads the charge for our next 50 vessels — many of which will embrace green technology,” stated Pinnacle Marine in a LinkedIn post.

“The launch was amazing, with strong turnout from across the maritime sector — authorities, shipowners, operators, agencies, chandlers, researchers, offshore engineers, and petrochemical suppliers.”

It added: “We’re excited to see how it paves the way for wider adoption of B100 biodiesel — a cleaner, sustainable path for Singapore’s harbour craft sector.”

 

Photo credit: Pinnacle Marine (Singapore) Pte Ltd
Published: 9 July 2025

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Newbuilding

BHP awards charter contracts for two ammonia dual-fuelled bulk carriers

BHP continues to work with the maritime industry to develop an ammonia bunkering plan for the two vessels when they are delivered from 2028.

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Global resources company BHP on Wednesday (2 July) signed contracts with COSCO Shipping Bulk Co., Ltd., a subsidiary of COSCO shipping Group (COSCO Shipping) for the charter of two ammonia dual-fuelled Newcastlemax bulk carriers.

The new vessels to be built under this arrangement will be two of only a handful of vessels in the world capable of using ammonia as a bunker fuel.

The two vessels, expected to be delivered from 2028, will primarily transport iron ore from Western Australia to Northeast Asia.

When run on lower or low to zero greenhouse gas (GHG) emissions ammonia, these vessels will be capable of reducing GHG emissions by at least 50% and up to 95% on a per voyage basis compared to a conventionally fuelled voyage.

The five-year time charter contracts are expected to contribute towards a reduction in the GHG emissions intensity of BHP chartered shipping.

BHP continues to work with the maritime industry to develop an ammonia bunkering plan – the process of fuelling ships with ammonia – for the two vessels when they are delivered from 2028.

Sourcing lower and low to zero GHG emissions ammonia is subject to an ongoing tender process.

 

Photo credit: BHP
Published: 9 July 2025

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Milestone

Everllence celebrates 1,000th ME-GI engine; milestone unit goes to Hapag-Lloyd

Engine, a 7G95ME-GI type, bound for a Hapag-Lloyd container vessel currently under construction at Jiangsu New Yangzi Shipbuilding Co., Ltd.

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Everllence, formerly known as MAN Energy Solutions, on Tuesday (8 July) celebrated the order of its 1,000th ME-GI engine that can run on either heavy fuel oil or liquefied natural gas (LNG) as a bunker fuel.

The engine, a 7G95ME-GI type, is bound for a Hapag-Lloyd container vessel currently under construction at Jiangsu New Yangzi Shipbuilding Co., Ltd. where it is designated as hull #1721.

Rolf Habben Jansen, CEO of Hapag-Lloyd, said: “We are proud to mark this milestone with our partner, Everllence. The order for the 1,000th ME-GI engine reflects our commitment to decarbonising global supply chains. Dual-fuel technologies like the ME-GI are a key step on our journey to a low-emission fleet and support our ambition to drive change across the industry.”

Dr Uwe Lauber, CEO of Everllence, added: “Considering that the strongest interest in the ME-GI engine has come from the container segment, it is fitting that this significant milestone should be reached with an order from such a prestigious container player as Hapag-Lloyd. On the path to net-zero, the marine industry needs pioneers and Hapag-Lloyd is leading the way by example.”

“2025 has seen a large increase in ME-GI orders as methane makes for an excellent transition fuel on the way to decarbonising shipping. The ME-GI’s market-leading efficiency and technological maturity – as well as lowest methane slip – have confirmed its status as the marine industry’s default, dual-fuel, methane-fuelled engine.”

 

Photo credit: Everllence
Published: 9 July 2025

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