IMO 2020 is now just week’s away. Total discusses the two-stroke options as the industry gears up for the transition.
Between now and January 1 operators must implement their transition strategies to ensure 2020 compliance. The fuel switch needs to happen, the tanks need to be cleaned and the fuel treatment system onboard needs [ds_preview]to be working optimally.
For two-stroke engines, there are three routes to compliance. For those choosing the 0.5% Very Low Sulfur Fuel Oil (VLSFO), and in Emission Control Areas (ECAs) the 0.1% Ultra Low Sulfur Fuel Oil (ULSFO) option, we recommend Talusia Universal (BN 57). During the transition and into the first few months of the new regulation, cleanliness will be an important issue. Universal provides the right balance between a higher detergency and BN, without raising it to the level where there would be negative side-effects from calcium deposits on the engine.
For those who have chosen to install a scrubber and burn High Sulfur Fuel Oil (HSFO), there are a range of options. The average sulfur content in today’s HSFO is about 2.4-2.6%. However, with the lowest part of this expected to be used to blend 0.5% sulfur fuel in 2020, the average left for blending HSFO for scrubbers, will rise. In view of this, alongside our Traditional BN 70 and BN 140 products, we recommend Talusia Universal 100 (BN 100) and Talusia Optima (BN 100). While both are BN 100 products, the formulations have different philosophies and performances.
A third option is Liquefied Natural Gas (LNG) dual-fueled engines. Here, there is Talusia LS 25 (BN 25), which is recommended by both MAN and WinGD. However, due to the importance of detergency, it is also worth discussing Talusia Universal. Before the end of the year, Total will have completed its tests of Talusia Universal with an LNG fueled vessel to ensure our customers have all options available. There is also potentially a third option: Talusia Optima, which has been designed to cover all routes to compliance, providing operators with maximum flexibility.
Monitoring must also be considered by operators. Both MAN and WinGD have issued service letters focused on the right BN and feed-rates. Both letters state the importance of monitoring. This is because the operator is now the sole entity responsible for ensuring the right cylinder oil is used at the right feed-rate. Through a combination of our Diagomar Plus service and vessel data from crew, we can provide three levels of monitoring service. These services include Drain Oil Standard, which provides an easy-to-read spot analysis to quickly identify lubrication issues, Drain Oil Advanced, which records long-term trends of all the relevant information about the condition of the two-stroke engine within a unique user-friendly report, and finally, Drain Oil Optimize, which takes a holistic view of the two-stroke engine lubricant oil feed rate in combination with the lubrication performance.
Monitoring should not be underestimated, it is key for a smooth transition and for optimizing cost management in the longer term.
Whichever route to compliance, Total is ready.
