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Lukoil reviews lubricant experience after first 100 days of operation on VLSFO

Report draws on learnings from the transition from HFO to distillate fuels in 2015 with NAVIGO MCL Ultra (20BN) and also between different VLSFO blends, it says.
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LUKOIL cylinder

Russian multinational energy corporation Lukoil on Thursday (30 April) shared its recent experience on VLSFO operation with the lubricant NAVIGO MCL Extra (40BN) after a 100 day run to offer other shipowners practical advice on switching to VLSFO or between different VLSFO blends:

The report draws on learnings over the past few months as well as experience from the transition from HFO to distillate fuels in 2015 with NAVIGO MCL Ultra (20BN). Using the right cylinder oil, such as NAVIGO MCL Extra with extra detergency, is only the first step to avoid excessive liner wear on VLSFO. Feed rate optimization is equally important for good engine condition, in combination with engine inspections and monitoring the wear metal content of drain oil samples. The feed rate optimization process involves Cylinder Scrapedown Analysis (CSA) at regular intervals, provided by LUKOIL as part of their OPTIMIZE program. The switch to VLSFO or between different VLSFO blends can still be challenging and requires careful attention.

Cat fines, asphaltenes and fuel instability

The fuel that operators are switching from, the new fuel and how the transition is managed all play a major role in ensuring a smooth changeover. HFO is stable because it contains many polar hydrocarbons. Distillate fuels are non-polar and can cause instability in mixtures. Many ULSFO and VLSFO blends are such mixtures. When changing over from HFO to these fuels, the sludge, asphaltenes and cat fines which may have accumulated over time while on HFO can remain on the tank bottom and walls or in the fuel system unless these are fully cleaned or flushed as it was recommended before the transition to VLSFO.

This issue can be made worse because the ability of distillates, ULSFO and VLSFO to absorb cat fines and asphaltenes can cause them to be carried through to the filter, purifier and engine. Cat fine levels at the inlet to the main engine must be below 15 ppm, ideally below 8 ppm. Some ULSFO and VLSFO are treated with additives to improve their stability, but these further increase the fuel’s absorbance and must be handled with care. 

Mixing fuels can cause problems due to incompatibilities which cannot be completely avoided. Measures to manage this risk include; segregating the fuel qualities, minimizing mixing and monitoring filter, purifier and engine condition. Engine monitoring includes, for example, regular inspections and adjusting the feed rate where necessary, as well as regular laboratory analysis of scrape down samples.

Liner and ring condition

Some 100 BN cylinder oils, such as NAVIGO 100 MCL, offer improved detergency. Therefore, in some cases high BN cylinder oil is used for a short time to counteract deposits in the engine. In the long run, however, using excessive BN with VLSFO will lead to deposits in the piston top land and ring pack, which can ultimately lead to scuffing and, consequently, loss of liners and off-hire of the vessel. By contrast, NAVIGO MCL Extra has detergency comparable to a 100 BN cylinder oil but a lower alkalinity or neutralization capacity (BN). This keeps the engine free of deposits without the risks of excessive BN. A sufficient feed rate is required to prevent scuffing.

Another risk related to using high BN cylinder oil continuously for VLSFO operation is that it will change the surface structure of the liner and counteract the controlled corrosion that MAN favors in order to keep the surface rough. In this situation new rings are required to reduce the risk of scuffing. Extensive trials and monitoring have shown that NAVIGO MCL Extra provides exceptional scuffing resistance, but there is a limit to what can be achieved by lubrication. Hence, ring condition is critically important. Cermet coating provides improved scuffing resistance. The thickness of the cermet coating must be monitored and the rings must be replaced before reaching the critical values defined by the OEM, as MAN explains in its Service Letter SL2019-685 and WinGD’s ‘Guide for judging condition of relevant piston-running components’.

A liner that has experienced scuffing needs to be machined or exchanged, because the resulting hard surface cannot recover. In this case, exchanging only the piston rings will be insufficient, because the surface structure of the liner would still be polished and unable to provide enough lubrication.

Cylinder oil feed rate

An optimal feed rate is always better than an excessive feed rate. However, due to the surface structure of the liner and the ring coating, VLSFO operation can be compared to a constant running-in process. Running-in is the most critical operation mode for an engine and an increased feed rate is required to improve the oil film thickness and reduce the risk of scuffing. Hence, each engine must be evaluated individually and the condition of liners and rings dictates the required feed rate. For example, micro seizures in the liner indicate an elevated risk of scuffing and the need for a higher feed rate. At a stabilized condition, the feed rate can then be gradually optimized while closely monitoring the engine condition

It is also necessary to consider potential loss of efficiency in old, worn lubricators. These might not sustain the expected feed rate and the resulting deviation is more critical on VLSFO then it may have been on HFO. An insufficient feed rate and BN while on VLSFO can also lead to cold corrosion and resulting high wear.

Fuel injection quality

If an engine is not equipped with a piston cleaning ring or mini-sac nozzle (FAST or slide-valve nozzle), increased fouling of the exhaust gas and piston running components, such as top land, may lead to oil film disturbance and ultimately scuffing. 

Scuffing starts at the top dead center where the piston has zero speed. If surface roughness is low, there will be less oil available and abrasive wear will start there. The type and condition of the ring coating in combination with a higher feed rate help to counteract this process, but it is important to use low BN cylinder oil optimized for VLSFO operation such as NAVIGO MCL Extra.

Scuffing prevention

An elevated feed rate is also required to flush out wear particles to prevent further abrasive wear by the piston ring. This is comparable to the running-in process and must not be confused with the purpose of the cylinder oil’s detergency. The oil’s detergency keeps the ring groove and back of the ring clean and free of deposits to ensure that the ring can move freely. If ring movement is impaired, the load on the ring increases and so does the risk of scuffing. The correct feed rate and BN level of a cylinder oil with low alkalinity but increased detergency is needed to keep liner, piston and ring pack clean and with controlled wear levels.

Follow OEM recommendations

Generalizing high feed rates as harmful is incorrect and may even be dangerous for certain engines. We highly recommend following OEM recommendations and lubricant manufacturers’ advice at all times.


Photo credit: Lukoil
Published: 5 May, 2020

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ENGINE: Europe & Africa Bunker Fuel Availability Outlook (1 April 2026)

East Mediterranean ports see high demand; Malta sees rough weather; high demand increases lead times in West Africa.
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4 months ago

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April 2, 2026

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RESIZED ENGINE Europe and Africa

The following article regarding Europe and Africa bunker fuel availability has been provided by online marine fuel procurement platform ENGINE for post on Singapore bunkering publication Manifold Times:

  • East Mediterranean ports see high demand
  • Malta sees rough weather
  • High demand increases lead times in West Africa

Northwest Europe

Availability of all fuel grades is stable in the ARA bunkering hub, but buyers are recommended to enquire about stems around five days ahead to get competitive offers from a wide selection of suppliers, a trader said.

The ARA’s independently held fuel oil stocks slumped 20% lower in March, according to Insights Global data.

The region imported around 160,000 b/d of fuel oil in March, down from 192,000 b/d imported in February, according to cargo tracker Vortexa. Most supplies have arrived from Denmark (21%), Poland (14%) and Libya (13%).

The region’s independent gasoil inventories – which include diesel and heating oil – have dipped 1% lower in March, compared to February.

The ARA imported 289,000 b/d of gasoil, down from the 304,000 b/d in February, according to Vortexa data. Around 27% of cargo volumes have come from Kuwait, while the US has sent around 24%.

In Germany’s Hamburg, buyers are being advised to book stems with a lead time of five days, a trader said.

Bunker fuel availability is very tight in Sweden’s Gothenburg and off Denmark’s Skaw, a trader told ENGINE.

Mediterranean

Securing supplies promptly is challenging in the Gibraltar Strait ports, and buyers are advised to book around seven days in advance to secure supplies of any fuel grade, a trader said.

Demand is stable in the Port of Gibraltar, with around 40 vessels expected to call for bunkers between 1-8 April, shipping agent A Mateos & Sons said.

Congestion caused in the port last week due to rough weather conditions has completely cleared as of Wednesday morning, port agent MH Bland said.

In Barcelona, buyers are usually requested to give a week’s notice for any delivery, but supplies can be arranged sometimes on a prompt basis, a trader told ENGINE.

Bunker availability is tight in the Canary Islands bunkering hub of Las Palmas, a trader said. Suppliers are giving earliest delivery dates around 10 days out for stems with competitive prices, the trader added.

Bunkering operations are currently being conducted in the inner anchorage and at the berth due to rough seas, port agent MH Bland said.

Malta is experiencing rough winds of more than 25 knots and waves of more than 2.5 metres, and the conditions are expected to persist until 3 February.

Bunkering operations off Malta have been currently suspended, port agent MH Bland said.

Some operations can be conducted in the sheltered Area 1 and Area 4, and operations are expected to resume normally in the offshore area around Saturday, shipping agent WMR told ENGINE.

Bunker demand has decreased recently off Malta, a trader said.

Fuel availability is steady in the Greece’s Piraeus, but high demand for bunkers is causing operational challenges related to barge and berth availability, a local supplier said. The port may face tight product availability around late April or early May if the conflict continues and crude flows through the Strait of Hormuz continue to remain disrupted, the supplier added.

Fuel availability is stable in Turkey’s Istanbul and demand is very strong, a local supplier told ENGINE. Buyers are securing bunkers as they anticipate tight availability next month, the supplier added.

Africa

Ships re-routing around the Cape of Good Hope have increased bunker demand in African ports, suppliers and traders told ENGINE.

West African ports are experiencing low product availability as demand is rising and supply is not able to keep up, a major supplier in West Africa said.

Lead times have increased significantly in many bunkering hubs due to the additional demand.

In Togo’s Lome and off Namibia’s Walvis Bay, buyers are recommended to enquire about stems around 10-11 days ahead, a trader said.

In Angola’s Luanda, one supplier has stopped supplying VLSFO, while LSMGO supplies may need around 7-10 days of notice, a supplier told ENGINE.

Getting VLSFO supplies in Nigeria’s Lagos anchorage also requires around 10 days of notice, a local supplier said.

In South Africa, availability is stable off Algoa Bay, a trader said. In Durban, LSMGO is priced around $3000/mt.

By Nachiket Tekawade

 

Photo credit and source: ENGINE
Published: 2 April 2026

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IMO: Caribbean maritime leaders draft policy recommendations to decarbonize shipping

Participants focused on moving from analysis to implementation by aligning policy, infrastructure planning, energy systems and finance.
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6 months ago

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February 5, 2026

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IMO: Caribbean maritime leaders draft policy recommendations to decarbonize shipping

The International Maritime Organization (IMO) on Tuesday (3 February) said Caribbean policymakers and financiers have emphasized that decarbonization will not succeed through isolated projects or technologies alone, but through coordinated action across sectors and countries, supported by evidence-based planning and investment-ready pathways. 

Senior representatives from Caribbean governments, maritime administrations, ports, energy authorities, development banks and financial institutions met for a regional roundtable convened in Port of Spain, Trinidad and Tobago (29 – 30 January) by IMO’s GreenVoyage2050 Programme, in collaboration with Global MTCC Network (GMN Phase II). 

The event, under the theme Unlocking maritime decarbonization, resulted in key draft policy recommendations for the region, including proposals for: 

  • enhanced regional coordination to harmonize national policies; 
  • knowledge-sharing; 
  • capacity building; and 
  • investment facilitation.  

Participants focused on moving from analysis to implementation by aligning policy, infrastructure planning, energy systems and finance. The participation of multilateral and regional development banks alongside policymakers and industry linked technical ambition with financial realism at an early stage. 

Dr Jose Matheickal, Director of the IMO’s Technical Cooperation and Implementation Division, underscored the need to bridge global ambition and national delivery: “The IMO GHG Strategy sets a clear global direction, but implementation happens at country and regional level. What is critical is creating the conditions, policy, institutional capacity and credible project pipelines, that allow finance to flow and turn ambition into action.” 

The first day of discussions connected the 2023 IMO GHG Strategy with delivery through technical cooperation and regional collaboration.  

Findings from the Jamaica Maritime Alternative Fuels Study, supported by the GreenVoyage2050 Programme, were shared to ground the regional dialogue in a concrete country example. The study illustrated how Caribbean States can assess future fuel demand, supply pathways, infrastructure needs and policy implications to inform investment and planning decisions. 

Building on this evidence, participants discussed credible fuel pathways for the region, barriers to adoption and where regional coordination could accelerate progress. Interactive mapping exercises captured existing initiatives, infrastructure gaps and opportunities for collaboration across the Caribbean, while practical examples demonstrated how policy intent is already translating into action through green port development, fleet initiatives and pilot projects. 

 

The second day of the roundtable focused on unlocking investment, with development banks and financial institutions outlining what is needed to improve project bankability and mobilize public and private finance.  

Discussions explored financial instruments, risk-sharing approaches and policy signals required to support investment in ports, clean fuels and maritime infrastructure, reinforcing the importance of aligning national priorities with financier expectations. 

Ms Thandi McAllister, Director – Legal Services, Maritime Administration Department, Guyana, said: “This Regional Roundtable provided a vital platform for States and other maritime stakeholders to gain valuable insights into the impact and opportunities that are optimizable by Caribbean SIDs and LDCs in their pursuit of decarbonisation goals.” 

Finally, the participants visited the ammonia-fuelled ship Fortescue Green Pioneer for a first-hand look at alternative fuel technology in use onboard.

 

Photo credit: International Maritime Organization
Published: 5 February, 2026

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ICS and 47 governments submit GHG pricing mechanism proposal to IMO

Key purpose of mandatory GHG charge will be to reduce cost gap between zero/near-zero GHG emission fuels and conventional bunker fuels to incentivise accelerated uptake of green energy sources.

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Published

2 years ago

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January 10, 2025

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IMO

The International Chamber of Shipping (ICS) on Thursday (9 January) said it has joined 47 governments in a joint submission to the final round of negotiations at the United Nations’ International Maritime Organization (IMO) to adopt a maritime greenhouse gas (GHG) emissions pricing mechanism to achieve net zero GHG emissions from international shipping by 2050. 

The joint text is supported by major shipping nations such as Greece, Japan, Korea and the United Kingdom, the world’s largest flag States including Bahamas, Liberia, Marshall Islands and Panama, all EU States (and the European Commission), other African countries such as Nigeria and Kenya, plus Small Island Developing States from the Caribbean and the Pacific.

The joint submission by governments sets out convergent regulatory text for amendments to the IMO MARPOL Convention, which will require shipping companies operating ships on international voyages to make GHG contributions per tonne of CO2e emitted to a new “IMO GHG Strategy Implementation Fund”.

ICS said the key purpose of this mandatory GHG charge will be to reduce the cost gap between zero/near-zero GHG emission (ZNZ) fuels such as green methanol, ammonia and hydrogen and conventional bunker fuels, to incentivise the accelerated uptake of green energy sources. 

Revenue generated will be used to reward the production and uptake of ZNZ marine fuels, whilst also providing billions of US dollars annually to support the maritime GHG reduction efforts of developing countries.

International Chamber of Shipping Secretary General, Guy Platten, said: “The industry fully supports the adoption by IMO of a GHG pricing mechanism for global application to shipping.”

“The joint text put forward by this broad coalition is a pragmatic solution and the most effective way to incentivise a rapid energy transition in shipping to achieve the agreed IMO goal of net zero emissions by or close to 2050.”

“We are very pleased that such a large and diverse group of nations now firmly supports a common approach to maritime carbon charging. This proposed joint text has been hard fought and is broadly based on ideas which ICS has been advocating for the past ten years.

“While a large number of governments now support a universal flat rate GHG contribution by ships – or something similar – a minority of governments continue to have concerns. Working in co-operation with all IMO Member States we will do our best to allay such concerns during the final stages of these critical negotiations about regulatory text.”

This mature regulatory proposal will be considered by a critical IMO meeting in February – in the week of 17 February 2025 at ISWG-GHG 18. 

If the MARPOL amendments are approved by IMO in April 2025, they should enter into force globally in early 2027, with the collection of annual GHG contributions from ships commencing in 2028.

Note: The joint proposal to IMO for a maritime GHG emissions pricing mechanism can be found here.

 

Photo credit: International Maritime Organization
Published: 10 January, 2025

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