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materials would align with traditional environmentally acceptable lubricants (EAL) criteria, including biodegradability (in terms of ready or ultimate), low aquatic toxicities, and non-bio accumulative properties [2]. At this point, it must be clarified, that “bio-no- tox” properties are not linked to sustainability, even they match the sustainability development goals #3&#6 of United Nations from October 2015. This is regularly mismatched. Bio-no-tox or EAL criteria are solely related to environmental protection and not to climate protection goals (see Table 1).
However, beginning with the EALs in the 1990s, numerous regulatory bodies load additional, non-techni-cal requirements on top, which have nothing to do with the aforementioned functional properties of lubricants.
The set of functional properties delivered by lubricants is very well described in specifications of OEMs, Tier 1-suppliers and stakeholders illuminate complex interactions between these attributes. On the other hand, one must be prepared for the fact that renewable raw materials, product carbon footprint, re-refining, carbon neutral and energy efficiency will be the new functional requirements in the medium to long term, and the “classic” technical requirements and “fit-for-purpose” will simply be taken for granted. In the 1990s, U.S. overtook Europe without catching up with the “mandatory” 2013 Vessel General Permit [5]. As a consequence, the USA has a global market
share of ~50% in bio-lubes! This regulation mandates the use of environmentally acceptable lubricants in all oil-to-sea interfaces for vessels exceeding 79 feet in length, unless technically infeasible.
There are sufficient regulations and guidelines in place, which define in a similar way the term “green”. The question is: “can lubricants be green and sustainable?” [2].
The sustainability of lubricants To advance lubricant sustainability, it becomes imperative to look on the product carbon footprint of purchased resources. Nowadays, any known type of base fluid known and synthesised for fossil resources can be synthesised from biogenic resources. Here, different types of sustainable aviation fuels are as drop-in solutions far ahead. One must keep in mind that the future task is clearly “climate protection” and not the purchase of renewable raw materials. Apart from land consumption and the possible interaction with the food supply, an LCA tips over when synthetic fertilisers are used, because they are very energy intensive. This will change with the availability of green ammonia.
The economic importance of tribology and lubrication sciences as well as their unrecognised and hidden significance for achieving climate targets can´t be repeated often enough.
Table 1: Biodegradation in aerobic aquatic environments for environmental classification of lubricants. D7373 correlates with D6731 (OECD 301F). ASTM E1720 and E1279 were withdrawn and D7373 is under ballot for withdrawal.
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LUBE MAGAZINE NO.180 APRIL 2024
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