Katerina Swanson
Heavy fuel oil (HFO) is a type of fuel commonly used in the shipping industry. It is a fossil fuel that has been a popular choice for ships due to its high energy content and low price. HFO combustion releases harmful gases, including carbon dioxide (CO2), contributing to the problem of climate change. Shipping is responsible for a significant portion of global CO2 emissions, and with the increasing demand for maritime trade, the sector's carbon footprint is projected to grow. This has led to efforts to reduce emissions from ships and curb the use of HFO. The specific amount of CO2 emitted from HFO varies depending on factors such as ship size, fuel type, and distance traveled.
| Characteristics | Values |
|---|---|
| CO2 emissions factor of heavy fuel oil | 3,114 kg CO2 /tonne fuel |
| Percentage of international ship fuel that is HFO | 86% |
| Percentage of fuel consumption of ocean-going ships that is HFO | 80% |
| Total marine fuel oil consumption in 2020 | 272 million tonnes |
| Total HFO consumption in 2020 | 213 million tonnes |
| CO2 emissions increase due to IMO 2020 regulation | up to 323 Mton in 2020 |
| Shipping's contribution to global CO2 emissions | 11% |
| Shipping's contribution to global greenhouse gas emissions | 3% |
| Shipping's contribution to global carbon pollution | 2nd highest |
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What You'll Learn
The combustion of heavy fuel oil (HFO) releases harmful gases, including CO2
The combustion of heavy fuel oil (HFO) releases harmful gases, including carbon dioxide (CO2). HFO is a fossil fuel that has long been popular with shipping companies due to its high energy content and low price. It is the residual product of the oil refining process, which removes distillates such as gasoline and diesel for use in cars, trucks, planes, and smaller vessels.
HFO is a significant contributor to the problem of climate change. Its combustion releases not only CO2 but also methane (CH4) and nitrous oxide (N2O). In addition, ships that burn HFO produce sulfur oxide (SOx) emissions. While SOx does not directly affect the climate, it poses significant environmental and health risks.
The specific emission levels of these harmful gases depend on several factors, including the size and type of ships, their dead weight capacity, energy efficiency, the type of fuel used, and the distances they cover annually. For example, cargo ships produce 16.14 grams of CO2 per kilometre for each metric ton of cargo they carry. Another study found that the combustion of marine fuel oil, of which HFO accounted for 78%, totalled 272 million tonnes in 2020.
To reduce emissions from ships, the International Maritime Organization (IMO) has introduced stricter regulations on the allowable level of sulphur in marine fuels. Since January 2020, the IMO has limited the sulphur content of marine fuel to 0.5% by mass. This regulation has curbed the use of HFO in the marine shipping industry, as ships can now switch to low-sulphur marine gas oil or liquefied natural gas. Alternatively, ships can continue to use HFO if they install an exhaust gas cleaning system, known as scrubbers, to remove excess sulphur from the exhaust before it is released into the atmosphere.
In addition to these measures, the energy efficiency of new ships is gradually improving, and there is a shift towards carbon-neutral fuels. These efforts are crucial in reducing the carbon footprint of the maritime transportation sector, which is poised to surge by up to 250% by the year 2050 if proactive measures are not taken.
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HFO accounts for ~80% of fuel consumption in ocean-going ships
The combustion of Heavy Fuel Oil (HFO) releases harmful gases, including carbon dioxide (CO2), methane (CH4), and nitrous oxide (N2O), contributing to climate change. Ships also produce sulfur oxide (SOx) emissions, which pose environmental and health risks. Emission levels vary based on multiple factors, including ship size, fuel type, energy efficiency, and distances travelled.
HFO is a category of fuel oils with a tar-like consistency, also known as bunker fuel or residual fuel oil. It is the remnant from the distillation and cracking process of petroleum, which is why it contains several compounds, including aromatics, sulfur, and nitrogen. These compounds make HFO emissions upon combustion more polluting compared to other fuel oils.
HFO is predominantly used as a fuel source for marine vessel propulsion due to its relatively low cost compared to cleaner fuel sources. Almost all ocean-going ships use HFO, and it accounts for approximately 80% of their fuel consumption. HFO is the most widely used engine fuel oil on board ships.
The International Maritime Organization (IMO) has introduced mandatory measures to reduce GHG emissions from international shipping. Ships constructed on or after January 1, 2013, must use the Energy Efficiency Design Index (EEDI) to assess and improve their emission intensity. They are also required to report their Carbon Intensity Indicator (CII). For existing vessels, there is a requirement to record their energy usage by implementing the Ship Energy Efficiency Management Plan (SEEMP).
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HFO is a leftover product from the oil refining process
Heavy fuel oil (HFO) is a category of fuel oils with a tar-like consistency. It is also known as bunker fuel or residual fuel oil. HFO is the leftover product from the distillation and cracking process of petroleum. The distillation process involves heating crude oil in a distillation tower to temperatures between 370–380°C, which separates the oil into compounds of different molecular structures. The lighter and more valuable hydrocarbon fractions are removed, leaving behind the highly viscous residue that constitutes HFO.
The chemical composition of HFO varies due to its blending with cleaner fuels. It contains compounds such as paraffins, cycloparaffins, aromatics, olefins, and asphaltenes, as well as molecules containing sulfur, oxygen, nitrogen, and/or organometals. The sulfur content in HFO can be as high as 5% by mass, which contributes to the formation of sulfur dioxide (SO2) during combustion.
HFO is widely used as a fuel source for marine vessel propulsion due to its relatively low cost compared to cleaner fuel sources. It has been the primary fuel for the shipping industry since the middle of the 20th century. However, its use has raised environmental concerns due to the emission of harmful gases, including carbon dioxide (CO2), methane (CH4), nitrous oxide (N2O), and sulfur oxide (SOx). The combustion of HFO contributes to climate change and poses significant environmental and health risks.
To address these concerns, the International Maritime Organization (IMO) has implemented regulations to reduce the allowable levels of sulfur in marine fuels. Ships can now use HFO with reduced sulfur content, switch to low-sulfur alternatives, or install exhaust gas cleaning systems (scrubbers) to remove excess sulfur from the exhaust. However, scrubbers have also faced controversy due to the waste they produce and their potential impact on the ocean.
As cleaner fuels gain traction, the use of HFO is expected to decline. However, it is unlikely to disappear completely, especially for ships equipped with scrubbers or operating in regions with limited access to alternative fuels. The pressure to ban HFO in certain regions, such as the Arctic, is increasing due to environmental concerns and the potential impact of oil spills.
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HFO is cheaper than other fuels
Heavy fuel oil (HFO) is a category of fuel oils with a tar-like consistency. It is the result of the distillation and cracking process of petroleum, which leaves behind a variety of compounds, including aromatics, sulfur, and nitrogen. HFO is widely used as a fuel source for marine vessel propulsion due to its relatively low cost compared to cleaner fuel sources.
The use of HFO in the shipping industry has raised environmental concerns due to the risk of oil spills and the emission of toxic compounds. HFO is highly polluting compared to other fuel oils, and its combustion releases harmful gases such as carbon dioxide (CO2), methane (CH4), and nitrous oxide (N2O), contributing to climate change. The specific emission levels depend on various factors, including ship size, fuel type, energy efficiency, and distance traveled.
The International Maritime Organization (IMO) has introduced mandatory measures to reduce greenhouse gas (GHG) emissions from international shipping. The CO2 emissions factor for HFO is estimated to be 3,114 kg CO2 /tonne of fuel. HFO accounts for a significant proportion of fuel consumption in ocean-going ships, with estimates ranging from 78% to 80%. The transportation sector, including shipping, contributes significantly to global CO2 emissions, currently accounting for about 20.2% of the world's total.
In summary, HFO is cheaper than other fuels because it is a waste product of the refinery process, made from harder-to-use remnants of petroleum sources. Its use in the shipping industry has led to environmental concerns due to its polluting nature and the associated risks of oil spills. The combustion of HFO contributes to climate change through the release of harmful gases, and efforts are being made by the IMO to reduce GHG emissions from international shipping.
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The IMO is working to implement measures to reduce sulphur oxide pollution
The combustion of heavy fuel oil (HFO) releases gases such as carbon dioxide (CO2), methane (CH4), and nitrous oxide (N2O), which contribute to climate change. In addition, ships produce sulphur oxide (SOx) emissions, which, although not directly affecting the climate, pose significant environmental and health risks. Sulphur oxides are harmful to human health, causing respiratory, cardiovascular and lung disease. Once released into the atmosphere, SOx can lead to acid rain, which impacts crops, forests, and aquatic species and contributes to ocean acidification.
The International Maritime Organization (IMO) has introduced several measures to reduce sulphur oxide pollution and other harmful emissions from ships, collectively known as "IMO 2020". These measures include:
- Limiting the sulphur content in the fuel oil used on board ships operating outside designated emission control areas to 0.50% m/m (mass by mass) and 0.10% m/m within specific designated emission control areas. This change resulted in a significant reduction from the previous limit of 3.5% and is expected to lead to a 77% drop in overall sulphur oxide emissions from ships.
- Encouraging the use of alternative fuels with low or zero sulphur content, such as liquefied natural gas or biofuels.
- Allowing the use of exhaust gas cleaning systems, also known as "scrubbers," as an alternative means to meet the sulphur limit requirement. These systems remove sulphur oxides from the ship's engine and boiler exhaust gases, allowing ships with scrubbers to use heavy fuel oil while still complying with the required fuel oil sulphur limit.
- Implementing the Energy Efficiency Design Index (EEDI) for ships constructed on or after January 1, 2013, to assess and improve their emission intensity.
- Requiring existing vessels to record their energy usage by implementing the Ship Energy Efficiency Management Plan (SEEMP), integrated into their comprehensive management plan.
- Establishing a voluntary multi-donor trust fund ("GHG TC-Trust Fund") to provide financial support for technical cooperation and capacity development activities to implement the Initial IMO Strategy on the reduction of GHG emissions from ships.
- Developing the 2023 IMO GHG Strategy, which sets out a framework for Member States with a vision for international shipping, levels of ambition to reduce GHG emissions, guiding principles, and candidate measures with possible timelines and impacts on States. This strategy includes a new level of ambition for the uptake of zero or near-zero GHG emission technologies, fuels, and energy sources, aiming for at least a 5% representation in energy used by international shipping by 2030.
- IMO 2030, a set of draft compulsory measures approved by the Marine Environment Protection Committee, aims to reduce carbon dioxide emissions from the global shipping fleet. The goal is to decrease emissions by at least 40% from their 2008 levels by 2030 and by 70% by 2050.
These measures are designed to reduce sulphur oxide emissions from ships, thereby improving air quality and human health, especially for populations living near ports and coasts.
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Frequently asked questions
In 2022, the shipping industry accounted for nearly 3% of the world's greenhouse gas emissions. Shipping is the third-largest contributor to CO2 emissions in the transportation sector, comprising 11% of the total.
Heavy fuel oil (HFO) accounts for approximately 80% of the fuel consumption of ocean-going ships worldwide.
The combustion of HFO releases harmful gases, including carbon dioxide (CO2), methane (CH4), and nitrous oxide (N2O), contributing to climate change.
The International Maritime Organization (IMO) has introduced new mandatory measures to reduce GHG emissions from international shipping, such as limiting the sulphur content of marine fuel and implementing the Energy Efficiency Design Index (EEDI).
