Heavy Fuel Oil (HFO)
Permanent URI for this collection
Browse
Recent Submissions
Item Heavy Fuel in the Arctic Report - Phase III(b)(2016)Summary: The Phase III(b) report investigates the possible hazards to engines and fuel systems using HFO in cold climates by comparing the rate of engine or fuel system failures for ships that use HFO in the Arctic to the rate of similar failures for ships that rely upon other fuel types in similar Arctic conditions. HFO characteristics and operational challenges related to HFO use by ships are explained, and known risk factors related to HFO operation are discussed. Findings: The Phase III(b) report identifies three primary factors for engine failure or engine stop for ships that use HFO as fuel: i) risks related to disruption of fuel supply; ii) risks related to fuel quality, and; iii) risks related to fuel switchover. Moreover, the report highlights that the safe use of HFO as fuel requires careful attention by skilled personnel following established on-board procedures. Because ‘off-spec’ fuel is probably the most important risk factor for engine failure or loss of propulsion, effective on-board fuel management will therefore significantly reduce the risk of engine break-down, engine repair, or grounding.Item Heavy Fuel in the Arctic Report - Phase III(a)(2016)Summary: The Phase III(a) report examines shipping incidents involving releases of HFO and other fuels in the Arctic and near-Arctic marine environment. The first section of the report provides a general overview and description of the characteristics of HFO. The second section identifies shipping incidents in the region involving HFO and other oil releases and any resulting reported liability. This information is captured in a separate annex of shipping incidents and sources. The third and final section of the Phase III(a) report examines the effect of HFO releases on the marine environment. Findings: The appendix accompanying this report captures shipping incidents between 1970 and 2014 identified in publicly available sources that involved a release or spill from a vessel of oil and any resulting liability from such release. 13 incidents of HFO release were identified while other non-HFO incidents were also captured. The majority of these incidents occurred in near-Arctic waters, which for purposes of this report encompass those waters north of latitude 55° N. Although the effect of HFO releases on the Arctic marine environment requires more study, the Phase III(a) identifies three key factors that influence the consequence of an oil or analogous HFO discharge into the marine environment: i) the properties of the HFO; ii) the characteristics of the Arctic ecosystem and its inhabitants, and; iii) the nature of the clean-up or remediation process. While the first two aspects are addressed, the third remains outside the scope of this report.Item Heavy Fuel Oil use by Ships in the Arctic 2019(2020-10) Protection of the Arctic Marine Environment (PAME)Item Heavy Fuel Oil use by Ships in the Arctic 2019(Arctic Council Secretariat, 2021-03-18) Protection of the Arctic Marine Environment (PAME)Item Alternative fuels in the Arctic(Arctic Council Secretariat, 2019) Protection of the Arctic Marine Environment (PAME)Shipping activities in the Arctic impacts on climate change, health and the environment. Introducing alternative fuels in arctic shipping could significantly reduce emissions and impacts, as well as risk associated with the use and carriage of heavy fuel oil (HFO). Globally, alternative fuels are emerging as a viable option to oil-based fuels. here are currently 135 LNG powered vessels sailing, and a further 135 confirmed newbuilds. Biofuels and methanol are available in certain ports and used in nice applications. Fully electrical ferries are now in use, particularly in the Norwegian domestic ferry sector, with phasing in of more than 60 battery electric ferries over the next few years. Hybrid electric ships are emerging in the short sea segment for offshore and passenger ships/ferries. Hydrogen fuel cell powered ships are planned for first commercial application 2021. On behalf of PAME, DNV GL has in this report assessed alternative fuels and technologies for potential arctic use. The work is funded by “Funds for Arctic Environmental Cooperation” provided by the Norwegian Ministry of Foreign affairs. Co-leads for PAME; Norway and WWF.