The popularity of low-sulfur fuel in the context of the 2020 IMO’s global sulfur limit regulations has significantly disrupted the marine lubricant market. The high alkaline lubricants are no longer suitable for low-sulfur fuel, while the ones with low alkali usually are usually not that clean, which means the crews have to alternate these two lubricants.
 
To tackle the problem, marine lubricants suppliers have developed new types of lubricants to better suit low-sulfur fuel in recent years. Chevron Marine Lubricants (一个视频看懂雪佛龙(Chevron)船用润滑油业务的历史) is one of them, which has launched 40 BN Category II last year (雪佛龙首发40 BN Category II船用润滑油) and described it as a future-oriented product that is fully technical-prepared for the rise of alternative fuels in the industry.
 
How Chevron views the decarbonization and digital transformation happening in the industry? What are their plans for the future market development? To address these concerns, Xinde Marine News interviewed Glen Phua, Regional Manager for Chevron Marine Lubricants covering Asia Pacific. 

Thank you, Glen. We would like to discuss the questions regarding Chevron Marine Lubricants and your product in relation to past challenges as well as the future of the shipping industry：
 
1. First of all, Could you please introduce yourself and Chevron Marine Lubricants？
 
I’m Glen Phua, Regional Manager for Chevron Marine Lubricants covering Asia Pacific. I’ve been in the marine industry for over 18 years, covering various market segments and product ranges. Over the last six years that I have been with Chevron Marine, my team has successfully developed our business in the region, ensuring that we provide the same level of service and assurance to all our customers globally.

Chevron Marine Lubricants provides a wide range of high performance marine lubricants to fleets across the world. With a presence at hundreds of strategically located ports globally, offering main engine oils and gear oils, coolants and transmission fluids, we have the solutions for your journey.

Our high performance lubricants range is supported by our world-class dedicated customer support and technical services teams, alongside advanced technical and digital services including FAST™ fluid analysis and OnePort™ e-commerce solution. 

2. How do you view the Chinese market and what are your future plans in the Chinese market?

China is viewed as an important market, with a strong base business, and lots of growth potential with the shipbuilding yards all across the country. There is a good mix of ship owners and managers, coupled with strong investments being made into port infrastructure to enhance the attractiveness of the shipping trade routes into China.

At this time, Chevron has invested in a full team of sales, customer service and technical support in China to drive our growth there. We have established a good foundation in the marine lubricants market and will be looking to continuously develop our business with key ship owners and having a strong focus on the new-building segment in the country.

3. The implementation of IMO Sulphur 2020 poses a significant challenge to the marine lubricants industry. How did your company address this challenge and what did you learn from that?
 
When the IMO’s initial GHG strategy came in to force in 2020, we were ready with lubricants that had been tested with a variety of fuels, and we are proud that Taro Ultra main engine oil was used in some of the first dual-fuel methanol powered ships. 

The IMO has set an ambition to reduce the carbon intensity of international shipping by at least 40% by 2030 and to reduce its greenhouse gas emissions by 50% by 2050, in comparison to 2008. Our technical specialists and marine engineers participate in working groups, and work with OEMs, to ensure we are prepared for the engine requirements of today, and tomorrow. 

In 2023, a review of the IMO’s initial greenhouse gas strategy is planned and we will be watching this closely. The current strategy addresses only tank-to-wake emissions. Chevron would like to see a more holistic approach that also considers well-to-tank emissions, based on an agreed lifecycle analysis methodology.  Fossil fuels will remain in use for a while, but they could be combined with onboard carbon capture expected to meet future greenhouse gas emissions reduction targets.  
 
4. Chevron’s Taro® Ultra Advanced 40 was first delivered on 30 August last year. How is the market performance of this lubricant now?  What's the feedback from the market？
 
The first delivery of Taro Ultra Advanced 40 took place in the summer of 2022, ahead of schedule.

We are implementing supply strategies to ensure Taro Ultra Advanced 40 is available where our customers need it.  And as more ship operators take up Category II 40 BN oils, we will expand our capabilities with a vision of having a global footprint. 

We will continue to monitor the demand of each product and manage the life cycle of these accordingly.  We have a robust supply chain to deliver our lubricants to vessels across our global network of ports. 

5. What advice does Chevron Marine Lubricants have for shipping companies（shipowners) to use alternative fuels, and what support and assistance can you provide?
 
Our White Paper, the future of marine two-stroke engine lubrication, which was published in June 2022, explores the link between sulphur content in fuel and cylinder condition, something that became a significant topic when IMO’s sulphur-cap was introduced on 1 January 2020, making very-low sulphur fuel oil (VLSFO), containing 0.5% sulphur, the standard fuel for ships not fitted with scrubbers. 

Perhaps the greatest unknown factor in managing cylinder condition in the future is which fuels will be preferred. One authority on the subject is CIMAC, the International Council on Combustion Engines. According to its Secretary, Genera Peter Müller-Baum, the four most likely candidates for “net-zero” carbon fuels suitable for deep-sea shipping are green ammonia, green methanol, LNG and synthetic hydrocarbons (including biofuels).  

Each of these future fuels has its own impact on cylinder condition. For synthetic hydrocarbons, the challenges would be similar to those accompanying the use of the current HSFO, marine diesel or whichever fuel is to be replicated. For LNG and methanol, there is already growing understanding of the required lubrication regime.  

Only ammonia remains unknown. From publicly available information, an ammonia engine is under development and is expected to be available commercially by 2024. It is pre-mature to describe the cylinder condition concept or lubrication requirements for this new engine type. 

6. Different alternative fuels have different physical/chemical properties. What does this mean for Marine lubricants? Will different lubricants be used for different alternative fuels in the future? (There are many ships with dual-fuel engines, so whether it has any impact on the use and switching of lubricating oil)
 
Dual-fuel auxiliary engines offer a particular lubricating challenge because operators can switch between LNG and residual or distillate fuels, depending on the availability of LNG.  

Around three quarters of ships using LNG as fuel have dual-fuel four-stroke engines that, when running continuously on LNG, require an oil formulated to minimise ash deposits. Those deposits can affect the performance of gas engines by encouraging premature ignition or pre-ignition. However, when dual-fuel engines are operating on residual or distillate fuels, those oils will not be appropriate. 

In fact, these engines might have to use a spectrum of fuel combinations as operational requirements see them shift from running on gas to using marine diesel oil, right up to full operation on heavy fuel oil, therefore, operators may face uncertainty about which lubricant they should be using with which fuel. 

7. What digital solutions will Chevron Marine Lubricants offer to help shipowners achieve a more reliable and efficient lubricant supply?
 
On the digital front, we are planning to launch some updates to our digital services. Chevron’s new FAST.onboard app is directly linked with the Chevron Marine Lubricants’ FAST IT web portal and enables Chevron customers to synchronise test results generated onboard. The app, which will also work in offline mode, provides reports with auto comments based on the captured results. Once connectivity is established onboard test results are combined with previous onboard /offshore sample results of the same equipment in FAST IT portal which helps to track/monitor equipment performance closely, to improve its reliability. Our goal is to launch the app to our customers in the second half of 2023. Our procurement channel OnePort offers customers a great one-stop for all their lubricant needs. It is a keystone of Chevron Marine Lubricants’ multi-year digitization investment program, delivering our customers peace of mind, wherever they are in the world.

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