26 minute read
Muddy Deposits
by WorkBoat
Matching fuel systems with the right fuel additives can avoid costly problems.
By Michael Crowley, Correspondent
Diesel fuel and sludge formations aren’t good buddies The result of that combination is clogged fuel lines and higher-than-normal lter replacement while giving you and your boat a reputation for undesirable exhaust emissions.
When things get really bad some companies with larger ves-
sels must have their fuel tanks manually cleaned every couple of years to remove the bacterial infections and sludge
Matching your fuel system up with the right fuel additive can avoid such a scenario. It certainly hasn’t been a problem for the vessels of a large coal company in Hong Kong that has been adding Fuel Right’s fuel additives to its vessels’ diesel fuel for the past ve or six years. All the vessels are within the 50,000- to 78,000-dwt category and transport coal to major Chinese ports.
The fuel additives “puri es the fuel lines and tanks and achieves about a 3.5 percent savings in fuel,” said Carl Magnell of Wilmington, Del.-based Fuel Right. Fuel Right works by depositing a microscopic coating inside fuel tanks, fuel lines, lters, and strainers, which protects the system from corrosion, even when there’s contaminants and water present.
Fuel Right was brought in to use on the coal ships on a trial basis in 2016. After showing signi cant improvements in cleaner lters, fuel viscosity, and reduced emissions (as well as fuel economy), Fuel Right additives are now used in 43 of the coal company’s vessels, for a $5 million to $6 million annual fuel savings, according to Fuel Right.
Another test of the bene ts of using Fuel Right’s additives took place without Fuel Right’s initial knowledge, said Magnell. It was by the operators of the tug Naomi Princess that had just been built in China and was being delivered to Lagos, Nigeria, for oil eld work. That’s a distance of 8,218 miles divided into two legs: China to Singapore (3,366 miles) and Singapore to Lagos, Nigeria (4,852 miles), where it would work in Nigerian oil elds. The run from China to Singapore took 15 days. It was made without Fuel Right, at an average speed of 9.78 knots, burning 5.62 metric tons a day in light to moderate sea conditions.
Fuel Right 30K was added for the second leg, from Singa-
(Left) The tug Naomi Princess. (Above) A diesel fuel and sludge formation sample.
pore to Lagos. That trip took 22 days at an average speed of 9.5 knots while burning 5.03 metric tons a day in moderate to rough sea conditions. Overall, there was a “one metric ton of MGO fuel savings per day and no visible emissions,” according to the tug’s chief engineer, as quoted on Fuel Right’s website.
Magnell emphasizes that Fuel Right not only reduces the amount of fuel burned, but “the other signi cant thing we do is reduce emissions.” That would be about 60% hydrocarbon emissions and 38% particulate emissions. That’s based on an independent study by the faculty of Naval Architecture and Ocean Engineering at Istanbul Technical University.
INCIDENTAL DISCHARGES
In 2018, the Vessel Incidental Discharge Act (VIDA) went into effect, establishing new standards for vessel discharges incidental to normal operations. That did not include deck equipment, but with its potential for abovewater discharges, deck equipment has become a focus of the Environmental Protection Agency. That includes lubricant discharges from machinery such as booms, jibs and cables extended over the side of a boat as well as lubricants that leak onto the deck and are then washed overboard.
Thus “there’s the possibility of including deck equipment” under VIDA regulations, said Brandon Richards, Panolin America’s CEO. If that happens VIDA will be expanded beyond the oil-to-sea interfaces found with marine gear such as thrusters, stabilizers and rudders.
The likelihood that deck equipment will be included in the next iteration of VIDA is driving the growth of environmentally acceptable lubricants (EALs). The lubricants would need to meet three criteria, according to a proposed VIDA ruling: they must be “biodegradable, minimally-toxic and not bioaccumulative.” The “use of EALs is basically growing,” said Richards, noting that “biodegradable lubricants are our (Panolin’s) niche.”
That “niche” might explain why Panolin is the only company to have its environmentally acceptable hydraulic uids gain approval from the Bosch
Fuel Right 30K Super Concentrate.
Fuel Right, Fairville Products Inc.
Rexroth Fluid Ratings List, which, after extended testing, recommends the best uid solutions for individual application types against international standards.
To meet the growing demand for EALs, Panolin introduced a new product line, HLP SYNTH E. (The “E” stands for eco label, indicating it conforms to environmental standards.)
Panolin’s HLP SYNTH E is a synthetic, biodegradable hydraulic uid of saturated organic compounds, called esters, with special additives. It’s designed to prevent the formations of deposits and gumming, even at high operating temperatures. The new biohydraulic uid is fully compatible and mixable with Panolin HLP SYNTH and is available in various viscosities, including 15, 22, 32, 46 and 68. It complies with the European Ecolabel and VIDA/VGP.
Richards acknowledges that saturated esters “are the most expensive,”
Panolin’s HLP SYNTH.
but at the same time, he said, “they are the most reliable and highest performance.” Still, vessel operators that aren’t familiar with different types of biodegradable oils “are often making a decision on price.” That may mean using a product that compromises their equipment and turns into a leak, which may cause an oil spill.
That could be the case with vegetable-based or unsaturated oils when they heat up in a hydraulic system and start “cooking,” Richards said. “You get varnish and shellac and clogging of lters, but the price point is a lot lower,” he said. Though there’s a savings on the upfront cost, “they pay more for the equipment failures and downtime.”
In contrast, EALs such as those from Panolin are speci cally designed to avoid such issues.
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ABS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Ahead Sanitation Systems Inc . . . . . . . . . . . . . . . . . . . 33 Airmar Technology. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 American Clean Power Association . . . . . . . . . . . . . . 26 BAE Systems Ship Repair . . . . . . . . . . . . . . . . . . . . . . . 19 Coast Guard Foundation . . . . . . . . . . . . . . . . . . . . . . . . . 4 David Clark Company Inc . . . . . . . . . . . . . . . . . . . . . . . . 7 Furuno USA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CV3 International WorkBoat Show . . . . . . . . . . . . . . . . .2, 34 Karl Senner, LLC. . . . . . . . . . . . . . . . . . . . . . . . . . . . . CV4 Lubriplate Lubricants . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 MTU - A Rolls-Royce solution . . . . . . . . . . . . . . . . . CV2 Panolin America Inc. . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 Philadelphia Gear, A Timken Brand . . . . . . . . . . . . . . 25 Pacifi c Marine Expo . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 Platypus Marine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 RIBCRAFT USA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Rouses Markets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33 R W Fernstrum & Company . . . . . . . . . . . . . . . . . . . . . . 6 Sea Tow Services Intl Inc . . . . . . . . . . . . . . . . . . . . . . . 17 STI Marine Firestop . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 Subsalve USA Corp . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31 Thomas USAF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 Willard Marine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
SEPTEMBER 1962
LOOKS BACK
• Intercity Barge Co. Inc., a new subsidiary of National Marine Service Inc., has purchased two four-barge integrated tows and two 10,000-bbl. barges from Moran Inland Waterways Corp. Intercity Barge is taking over the operations that were handled by Moran Inland on the Ohio, Illinois and Upper Mississippi rivers. • St. Louis Shipbuilding and Steel Co. has been awarded a contract by the Ohio River Co. to build a 4,000-hp, 164'×40'×11' twin-screw towboat, the Wm. H. Zimmer. • A new 65'×21'×7', 760-hp towboat, the Jacob G, has been delivered by
Hillman Barge and Construction
Co. to Mon River Towing Inc., Belle Vernon, Pa. The new boat will be used primarily in the petroleum trade on the Monongahela and Ohio the Monongahela and Ohio rivers. Main engines are Caterpillar D353 Series D diesels.
SEPTEMBER 1982
• A Louisiana-based towing company executive and his wife were among the 154 victims of the crash of a Pan American World Airways jet in Kenner, La. Ted Eymard, secretarytreasurer of Eymard & Sons Shipyard and Louis Eymard Towing Co. Inc., both located in Marrero, La., and his pregnant wife Margaret were among the 146 passengers on the jet when it crashed in the New Orleans suburb. Of-
SEPTEMBER 1972
• The former Radcliff Materials oyster shell steam dredge Gull Wing, which operated in Mobile Bay, Ala., for many years, will soon begin a second career as a nightclub. The Gull Wing was recently purchased by two people from Mobile, Ala., who have moored it just off Battleship Parkway near Spanish Fort, Ala. Stripped of its machinery, but still sporting its shotgun stack, the Gull Wing has been brightly painted red and white. It is being remodeled into a nightclub.
• Final standards designed to end the discharge of treated and untreated wastes in U.S. waterways have been issued by the Environmental Protection Agency. Approximately 6,000 tugs and towboats are among 600,000 vessels which will be affected by the standards, according to the American Waterways Operators. After several public hearings, the standards were drawn up. The Coast Guard is the enforcement agency.
cials included the unborn baby in the of cial death count. • McDermott Shipyards, Morgan City, La., recently delivered the El Gallo Grande to Twenty Grand Offshore Inc., a division of Tidewater Marine Corp. The new 126'×34'×16' tugboat is powered by two EMD 16645E6A engines, developing 3,900 hp. Shipboard power is provided by dual Detroit Diesel 125-kW generators.
“With more than 65 sets of Reintjes gears in service today, our business has continued to operate safely and efficiently Karl Senner LLC is proud to supply the main propulsion Hybrid with reliable and dependable service from Karl Senner, LLC. With Reintjes and Karl Senner, LLC. as our partners, we are confident that we will have many more years of operating success along America’s Inland waterways.” Gearboxes onboard a new ferry for State of Maine DOT. - Clark Todd, President, Blessey Marine Services Inc.
Gearbox and Electric Motor Rendering
Each REINTJES gearbox has an input for the main Caterpillar diesel engine, and an input for the BAE electric motor. The functionality of both gearboxes will allow the operator to select between an Electric Drive Mode, a Diesel Drive Mode, or a Boost Mode that Karl Senner, LLC is proud to supply combines both the diesel engine and electric motor power. The Electric Drive Mode will two REINTJES WAF 563 Gearboxes allow the vessel to operate at Zero Emissions onboard the M/V Daniel Wisner. during harbor operations for loading and offloading passengers.
Owner/Operator: State of Maine DOT Owner: Shipyard: Naval Architect: Blessey Marine Services, Inc. Senesco Marine Gilbert Associates
Shipyard: Verret Shipyard
