content in FO affects the composition and total amount of exhaust gas. The hydrocarbon content in the FO is essential to determine the CO\({}_{2}\) emission. It is known that the heating value of FO also affects CO\({}_{2}\) emissions. The CO\({}_{2}\) emissions of a ship are directly proportional to its fuel consumption, which is determined by the engine efficiency. At the same time, the CO\({}_{2}\) emissions are proportional to the output power of the engine, also known as the engine load. On the other hand, sulfur oxide (SO\({}_{\chi}\)) emissions cause acid rain to endanger the land, ocean, and human health. Table 1 indicates the chronological evolution of maritime FO, which has varied over the past two decades. In the literature review, [PERSON] et al. (2021) [10] analyzed the CO\({}_{2}\) emission coefficient of various fuels with different sulfur content by using the data of shipping records from Asia to North America from 2010 to 2017. The result indicate that the scrubber is the most mature technical solution to reduce the sulfur pollution emissions in liner shipping using the 3.5% HFO. [PERSON] (2016) [11] utilized the tribological property of pure petrol-diesel and studied the ring wear tester. As a result, the evaluation shows that a low concentration of biodiesel blends is more effective as a lubricant because of the polarity. [PERSON] et al. (2018) [12] investigated the idea that small amounts of ultralow fuel oil sulfur may damage engine parts due to poor lubrication and decreased coalescence ability. [PERSON] et al. (2014) [13] investigated the effect of the corrosive behavior in blends with ultra-low-sulfur diesel in the bi-metal part of the diesel engine for aluminum and copper. The test temperature was 80 degrees Celsius during the operation time of 600 to 5760 h. As a result, a higher tendency for corrosion is shown in the degradation of copper compared with aluminum. The degradation of copper metal is due to the lower resistance of the formed oxide layer on the surface. Consequently, the corrosion behavior is more severe than in aluminum. Such findings raise negative concerns about adopting ultra-low-sulfur diesel FO. Nevertheless, [PERSON] et al. (2022) [14] recognized that the IMO's low-sulfur fuel policy has significantly reduced the emission of sulfur oxides and the quantity of particulate matter. The existing problem is the high emission of CO\({}_{2}\) in the maritime industry. Thus, choosing the appropriate FO is a priority task, since global shipping mainly adopts three types of marine FOs. Before 2019, the number of users in descending order was HFO > low-sulfur fuel oil (LSFO) > liquefied natural gas (LNG). Among the FOs, it was found that HFO consumption was the most effective and preferred for shipping [15; 16; 17], followed by LSFO and LNG. After January 1 2020, the number of users shifted, changing the order to VLSFO > HFOWD > LNG [18; 19]. However, VLSFO suffers from higher costs, and the LNG is the most expensive among the above FOs. Still, we should not ignore that adopting VLSFO may cause more CO\({}_{2}\) emissions. From March 1 2020, the IMO allowed the shipping industry to keep using HFO. However, if a ship chooses the HFO, adding a desulfurization device is required; this is HFOWD. On the other hand, the characteristic of VLSFO is that it can be used as fuel without adding a desulfurization device or replacing the hosting engine. As VLSFO is a newly developed fuel from the traditional supply chains, whether a stable, qualified supply can be guaranteed raises another concern [14].