Katerina Swanson
Heavy fuel oil (HFO), also known as bunker fuel or residual fuel oil, is a category of fuel oils with a tar-like consistency. HFO is the result of the distillation and cracking process of petroleum. It is widely used as a fuel source for marine vessel propulsion due to its low cost compared to cleaner fuel sources. The shipping industry has come to rely on low-cost fuels, and critics argue that the industry has not invested enough in cleaner alternatives. HFO is associated with environmental concerns due to the risk of oil spills and the emission of toxic compounds, including sulfur and nitrogen. While efforts have been made to regulate and reduce the use of HFO, it remains the most prominent fuel for ship propulsion.
| Characteristics | Values |
|---|---|
| Definition | A category of fuel oils with a tar-like consistency, also known as bunker fuel or residual fuel oil. |
| Composition | Highly variable, often mixed with cleaner fuels. Contains several compounds including aromatics, sulfur, nitrogen, paraffins, cycloparaffins, olefins, asphaltenes, and molecules containing oxygen, nitrogen and/or organometals. |
| Characteristics | High viscosity, high sulfur content, maximum density of 1010 kg/m3 at 15°C, maximum viscosity of 700 mm2/s (cSt) at 50°C. |
| Usage | Predominantly used as fuel for marine vessel propulsion, specifically large ship engines of cargo vessels, bulk carriers, cruise ships, and oil tankers. Also used in motor cars, railways, and heavy road vehicles. |
| Environmental Impact | Highly polluting due to emissions of toxic compounds and particulates such as black carbon, sulfur, nitrogen oxides (NOx), sulfur dioxide (SO2), and ozone-depleting substances. |
| Price | Up to 30% cheaper than alternative fuel sources. |
| Production and Trade | In 2019, EU Member States imported about 40,000 kt of fuel oil, with intra-EU trade being bigger in volume than extra-EU trade. |
| Regulation | The International Maritime Organization (IMO) has implemented measures to reduce emissions, such as a global sulfur emissions cap in 2020, and the MARPOL Protocol to limit sulfur content in fuel oil. |
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What You'll Learn
Used by 60% of ocean-bound vessels
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 thick, sticky substance. HFO contains several compounds, including aromatics, sulfur, and nitrogen, which make its combustion more polluting compared to other fuel oils. Despite this, HFO is still widely used as a fuel source for marine vessel propulsion due to its relatively low cost.
HFO is used by 60% of the approximately 60,000 ocean-bound large vessels globally. These vessels include cargo ships, cruise ships, ferries, oil tankers, and bulk carriers. The wide usage of HFO is primarily due to its price, which is around 30% cheaper than alternative fuel sources. The low cost of HFO has allowed the global shipping industry to expand, justifying what some consider a marginal business.
The use of HFO in the shipping industry has raised environmental concerns due to the risk of oil spills and the continuous emission of toxic compounds, including black carbon, sulfur, and PAH. The combustion of HFO results in the formation of sulfur dioxide (SO2) due to its elevated sulfur contamination. While the International Maritime Organization (IMO) implemented a global sulfur emissions cap in 2020, leading to more ships being equipped with scrubbers, critics argue that the shipping industry has not invested enough in cleaner alternative technologies.
The carriage and use of HFO in certain regions, such as the Arctic and Antarctic, are discouraged or banned due to environmental concerns. The Polar Code prohibits the use and carriage of HFO in the Arctic, while MARPOL Annex I regulation 43 bans it completely in the Antarctic. These regulations aim to reduce the environmental impact of shipping and protect vulnerable ecosystems in these regions.
To address the environmental impact of HFO, commercial ships undergo critical treatment processes such as purification, filtration, and chemical treatment. Purification is considered the most critical step, as it separates water from the fuel and removes solid impurities like fine metal particles that can cause abrasion wear in the fuel system. Filtration involves heating and purification to eliminate water, while chemical treatment involves the use of additives to enhance fuel performance.
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Marine environmental impact
Heavy fuel oil (HFO) has been the mainstay fuel of the shipping industry since the mid-19th century. Its high energy content and low cost compared to other fuel oils have made it the single most widely used engine fuel oil on board ships. However, its use has serious environmental implications, which have led to efforts to curb its use in the marine shipping industry.
HFO is the result or remnant from the distillation and cracking process of petroleum. It contains several different compounds, including aromatics, sulphur, and nitrogen, which make emissions upon combustion more polluting compared to other fuel oils. Shipping is estimated to contribute 13% of the world's total sulphur oxide emissions, which can cause serious health and ecological harm. In 2020, the International Maritime Organization (IMO) implemented a global sulphur emissions cap, leading a growing number of ships to be equipped with scrubbers to remove excess sulphur from exhaust gases. However, scrubbers are a source of controversy due to the waste they produce and the potential impact this waste could have on the ocean.
The use and carriage of HFO on board vessels also present a significant risk of oil spills. HFO has a very high viscosity and elevated density, which makes it harder to pump or collect during a spill and more difficult to clean up if spilled in the ocean. Its tendency to stick to surfaces, sink, and emulsify in seawater can result in the pollution of both the water column and seabed. This risk is particularly acute in the Arctic, where HFO spills have been identified as the greatest threat to the local marine environment. The cold temperatures in the Arctic cause HFO to form tar lumps and increase in volume through emulsification, further exacerbating its environmental impact.
In recognition of the environmental risks posed by HFO, efforts are being made to reduce its use and explore alternative energy sources. The IMO and the shipping industry have set a target to cut greenhouse gas emissions by 2050 to 50% of their 2008 levels. This will involve the adoption of alternative lower-carbon fuels, such as fuel cells, batteries, solar, and wind power. Additionally, there have been calls for a ban on the use and carriage of HFO in the Arctic, with a proposed implementation date of July 1, 2024. The creation of Emission Control Areas (ECAs), where alternative fuels or cleaner vessel engine technologies are mandated, is another measure being considered to reduce the environmental impact of HFO usage.
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Cheaper than alternatives
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 remnant of the distillation and cracking process of petroleum after the extraction of higher-quality hydrocarbons. As a result, it contains compounds such as aromatics, sulfur, and nitrogen, which lead to higher emissions of toxic compounds and pollutants like black carbon and sulfur upon combustion.
HFO is commonly used as a fuel source for marine vessel propulsion in cargo vessels, cruise ships, bulk carriers, and oil tankers. It is favoured due to its relatively low cost compared to cleaner fuel sources, with global data from 2007 indicating that out of 200 million tonnes of total fuel oil usage in the international marine sector, 174 million tonnes were HFO. For example, in 2015, over 200 ships entered Arctic waters carrying a total of 1.1 million tonnes of fuel, with 57% of the fuel consumed being HFO.
The price advantage of HFO is significant, with estimates from October 2016 placing the cost of a ton of HFO at approximately $290.00 USD compared to $516.00 USD for a ton of distillate fuel. This price differential has contributed to the widespread adoption of HFO in the shipping industry, with estimates suggesting that 60% of the 60,000 ocean-bound large vessels globally use HFO. However, it is important to consider the environmental and economic costs associated with HFO spills, as evidenced by incidents such as the 2002 Prestige oil spill and the 2004 Selendang Ayu spill, which resulted in significant ecological and economic impacts.
The use of HFO has been a subject of controversy due to its environmental impact. HFO is banned in the Antarctic under MARPOL Annex I regulation and discouraged in the Arctic by the Polar Code due to its high density and viscosity. The International Maritime Organization (IMO) has also implemented measures to reduce emissions, such as the global sulfur emissions cap in 2020, leading to the adoption of scrubbers on ships to comply with regulations. Despite these efforts, critics argue that lower environmental standards and a lack of investment in cleaner technologies have perpetuated the reliance on HFO in the shipping industry.
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Used in the Arctic
Heavy fuel oil (HFO) is a viscous and polluting fossil fuel that powers ships worldwide, accounting for 80% of marine fuel used. It is particularly dangerous in the Arctic, where it is slow to break down in the event of a spill. HFO is the primary fuel for large commercial vessels such as cargo ships, with smaller ships tending to use distillate fuels.
In the Arctic, HFO is especially concerning due to the cold water temperatures and the fragile ecosystem. A spill in Arctic waters would be devastating for indigenous communities and the marine life they depend on. As sea ice melts, more vessels are likely to divert to Arctic waters, increasing the risk of an HFO spill.
To address this, the Clean Arctic Alliance has advocated for a ban on HFO in the Arctic since 2016. Norway has also led the way, implementing a ban on HFO in the waters surrounding Svalbard that took effect in January 2021. In June 2021, the International Maritime Organization (IMO) finally adopted a ban on HFO in Arctic waters, which came into effect on 1 July 2024.
However, the new alternative fuels may have their own issues. Low sulphur fuels, for example, can clump in cold Arctic waters, making them difficult to clean up in the event of a spill. As such, ongoing advocacy and research are needed to ensure the protection of the Arctic's unique environment and communities.
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Purification process
Heavy fuel oil (HFO) is a type of fuel oil that is commonly used for propulsion in ships. It has a high viscosity, which means it is "thick" at lower temperatures and does not flow readily. Due to its high viscosity, HFO requires heaters within the fuel tanks and any intermediate storage tanks to ensure smooth pumpability.
The purification of HFO is considered a critical treatment process and is carried out on all commercial ships. The purification process involves several steps to remove various impurities and enhance the quality of the fuel. Here is a detailed overview of the purification process:
Heating and Draining
The first step in the purification process is heating and draining the HFO. The fuel is stored in a bunker tank and heated by supplying steam to the coils installed within the tank. The average temperature maintained for HFO bunker tanks is around 40°C. After heating, the fuel is transferred to a settling tank and then to a service tank, where the temperature is raised above 80°C. This heating process ensures the smooth pumpability of the HFO and helps separate water from the fuel by draining the tanks using purifiers.
Water Separation
Water separation is a crucial aspect of HFO purification. Since heavy fuel oils are often contaminated with saltwater and water-soluble salts, water washing is commonly employed to remove these contaminants. The washing process involves mixing heated fuel with potable water (typically 5-10%) and a small amount of an emulsion-breaking fluid to aid in separation. The extraction water flows counter-current to the fuel, and the salt-laden water is separated from the extracted fuel. The number of extraction stages depends on the salt level in the fuel and its specific properties, such as gravity and viscosity.
Additionally, fuel oil purifiers, a type of centrifugal separator, are used to separate water from the HFO. These purifiers utilize centrifugal force to separate the water and oil phases within the fuel. The denser water molecules move away from the point of rotation, while the lighter oil molecules are forced towards the centre of the container. This process effectively removes water impurities from the HFO.
Filtration
Filtration is another essential step in the purification process, aimed at removing solid impurities such as fine metal particles and mechanical catalyst particles (e.g., aluminium silicate). These particles can cause abrasion wear in the fuel system and damage fuel pumps, injectors, and other components. Fine filters made of natural or synthetic fibrous woollen felt material are placed in the fuel oil supply line to block and capture these fine metal particles, ensuring they do not circulate further in the system.
Chemical Treatment
While not as commonly employed as other methods, chemical treatment is another purification technique used in the maritime industry. This process involves adding chemicals to the fuel for specific purposes, similar to the use of fuel additives in the automotive industry.
Inhibition of Vanadium
Another step in the purification process is inhibiting the vanadium content in the HFO. This is achieved by adding magnesium compounds in a ratio of three parts of magnesium by weight to each part of vanadium.
Auxiliary Maintenance
Auxiliary maintenance is crucial for the smooth and accurate functionality of the ship. This includes regular overhauling, monitoring of the lube oil feed system, and cleaning of the sump tank and piping system when necessary. De-sludging should also be performed as per the manual to maintain the purifier's functionality.
Overall, the purification process for HFO involves a combination of physical and chemical treatments to remove impurities, enhance fuel quality, and ensure the smooth operation of marine engines. These processes are tailored to meet the stringent requirements of refining processes and environmental regulations.
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Frequently asked questions
Heavy fuel oil (HFO) is the most widely used type of fuel for commercial vessels, with data available until 2007 for global consumption of HFO in the international marine sector reporting total fuel oil usages of 200 million tonnes, with HFO consumption accounting for 174 million tonnes. In 2019, EU member states imported about 40,000 kt of fuel oil.
HFO is the most commonly used engine fuel oil on board ships. In 2015, over 200 ships entered Arctic waters carrying a total of 1.1 million tonnes of fuel, with 57% of the fuel consumed during Arctic voyages being HFO. It is estimated that 60% of the approximately 60,000 ocean-bound large vessels in the world use HFO.
Apart from its use in ships, heavy fuel oil is also used in motor cars, railways, heavy road vehicles, and stationary plants including generating stations for meeting peak electricity demand.
