consumption is complete, which means the first Carbon Intensity Indicator (CII) ratings, from A down to E will be made this year – with a target of C or better.


Clarksons Research estimates that more than one third of the deep sea cargo fleet will be rated D or E. But those achieving a C rating or higher cannot be complacent because the CII reduction factor increases yearly, which means more are likely to slip into D and E categories by 2026. IMO is set to review the effectiveness of its implementation by 1 January 2026, and if needed adopt further amendments. Penalties for non-compliance could also be introduced as part of these measures.


The good news is that the IMO targets are technology neutral, which means ship owners and operators are free to decide how best to gain and retain a C or better rating. What this means for the wider industry is increased complexity - a wider range of fuels, fuel blends and engine types, which increase the demand on the lubricant in use – and new additive technologies will be needed to help ensure trouble free operation.


There are already a number of GHG reduction options to choose from, which may require investment or impact profitability. Some of the largest GHG savings come from fuel selection.


Slow steaming


This might not be a new idea, but it’s easy to do and has a big GHG reduction potential, which makes it an attractive option. However, it is important to consider what running the engine at lower speeds and therefore at less than optimal operating load might mean.


During the slow steaming, the cooler in-cylinder temperatures means that sulphuric acid formed from the combustion by-products can condense onto the liner surface as a consequence of the temperature dropping below the dew point. This can result in increased corrosive wear of the cylinder liners. Unfortunately, the use of lower sulphur fuels does not stop cold corrosion because a significant amount of acid is still produced.


Infineum has developed advanced formulations so that lubricants can deliver excellent performance even at lower base number.


Using field-proven lower base number (BN) marine lubricants that meet the latest OEM standards (specifically formulated for 2-stroke engines, lubes that meet MAN ES Cat II requirements) and ensuring correct feedrate optimisation helps to control deposit build up. These lubricants are designed to provide all round protection to the engine, operating in real world conditions, and in addition to protect the engine when operating on the different fuels available today and those new fuels being introduced into the market.


Combustion improvement Another easy to implement, zero capital expenditure


way to cut vessel fuel consumption and lower the CO2 emissions is the use of proven combustion improver fuel additives.


Figure 2: Greenhouse gas reduction options


However, the wide availability of net zero carbon fuel options is still some way off, which means, other carbon cutting measures are needed to help ships improve reduce fuel consumption without significantly increasing running costs.


Cutting GHG emissions today Today two easy to implement options for cutting GHG emissions are slow steaming and the use of proven fuel combustion improver additives.


These additives can help reduce fuel consumption per nautical mile year-by-year and to that effect can become an integral part of achieving and retaining the target CII rating. Other benefits demonstrated in sea trials include the reduction of key emissions such as NOx and smoke as well as fuel stability, which minimises fuel lost as sludge - helping hardware stay cleaner for longer and also improving operational efficiency.


Infineum combustion improvers have undergone thorough verification across different engine and vessel types and their field performance has been independently verified.


Continued on page 10 LUBE MAGAZINE NO.184 DECEMBER 2024 9


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