A REVOLUTION IN MARINE FUELS: FIVE BEHAVIOUR CHARACTERISTICS OF LSFO RESPONDERS NEED TO KNOW
A REVOLUTION IN MA RINE FUELS: FIVE BEH
The topic of Low Sulphur Fuel Oil (LSFO) was thrust into the spotlight in July 2020 when the MV Wakashio vessel ran aground in Mauritius. At the time journalists noted that this fuel is relatively new to the market, some referring to it as a ‘Frankenstein fuel’ and so in this article, we look at what we know collectively about LSFOs within the oil spill response industry, and what responders need to be aware of when potentially dealing with future LSFO incidents. Over 30 years ago, when I was serving on
Paris Agreement commitments and we can
oil tankers in the UK Merchant Navy, we
expect further regulations in the future in
concerned ourselves with only two types
the ongoing drive to decarbonise shipping.
of marine fuel: Fuel Oil (FO) and Marine
Reducing sulphur emissions from ships,
Diesel Oil (MDO). FO represented the
however, is primarily designed to protect
vast majority of fuel used for long ocean
human health from undesirable respiratory
passages. It was black, syrupy-thick and
effects. Indeed, 40% of the world’s
required heating before being injected into
population live on or near the coast and
a ship’s boilers or directly into the engine.
could be at risk from the adverse effects of
These vessels also used the lower viscosity
atmospheric pollution from ships.
MDO at the beginning and end of ocean passages, specifically for manoeuvring in
The Global Sulphur Cap is the most recent
and out of port. It was essential to have
emission control regulations introduced by
the fuel system primed with MDO when
IMO. The cap limits the sulphur content to
the engine was stopped (i.e. in port) to
0.5% and came into force on 1st January
guard against issues when restarting.
2020. Additionally, ships that trade within certain designated coastal regions defined
In the years I have been ashore, a raft of
as Emission Control Areas (ECAs) must
emission control regulations has been
further restrict the sulphur content of their
developed and implemented by the
emission to less than 0.1%
Marine Environment Protection Committee of International Maritime Organization (IMO). Through the Organization, Member States have rightly sought to reduce the atmospheric pollution associated with the use of these traditional marine fuels in operational consumption which, as we now know, have four principal detrimental components:
Sulphur Oxide (SOX) Nitrogen Oxides (NOX) Volatile Organic Compounds (VOCs) Particulate Matter (PM) Ship-borne fuel combustion emissions may contribute to climate change. In the period 2007–2012, annual greenhouse gas emissions from shipping amounted to approximately 1000 Mt of CO2 representing about 3% of global manmade emissions (IMO, 2015). Reducing this burden is important in terms of the
Continuing to use traditional high sulphur fuels but investing in exhaust gas after-treatment to remove (“scrub”) sulphur from the exhaust gases. The traditional marine bunker fuel market has consequently been supplemented by a wide range of new cleaner nextgeneration fuels, designed to comply with the prescriptive specifications required under the Global Sulphur Cap. As global citizens, we can applaud these control measures that are designed to improve our atmosphere from the effects of marine operations. But what happens when one of these new fuels is accidentally spilled in the marine environment? Responders, like OSRL, are familiar with the characteristics of conventional Fuel Oil and Marine Diesel Oil together with the respective clean-up techniques that can be applied in the event
Complying with the Global Sulphur Cap.
of a spill, but the new generation fuels are potentially a whole different ball game. Fundamentally, whenever an unfamiliar oil type is spilt, there are five questions
There are two principal ways in which
responders need to know:
operators of ships can comply with the regulations:
Use of compliant fuel (involving the use of distillate fuels such as Marine Diesel and/or the use of heavier low-sulphur petroleum fractions or blends). Collectively these are referred to as Low Sulphur Fuel Oil (LSFO), of which there are currently two standards: Very Low Sulphur Fuel Oil (VLSFO, sulphur content not exceeding 0.5%) Ultra-Low Sulphur Fuel Oil for use in ECA’s (ULSFO, sulphur content not exceeding 0.1%)
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WILL IT FLOW?
The pour point is the temperature below which the oil ceases to flow. This is determined by the chemistry of the oil including the presence (or absence) of wax and other constituent compounds. Oil spilled into a marine environment quickly assumes the surrounding sea’s ambient temperature however if the sea temperature is below the pour point of the oil, the oil will cease flowing and behave as a semi-solid, highly viscous material.
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