This document defines the detailed classification of marine fuels within class F ( petroleum fuels). It is intended to be read in conjunction with ISO Find the most up-to-date version of ISO at Engineering Buy DIN ISO PETROLEUM PRODUCTS – FUELS (CLASS F) CLASSIFICATION – PART 1: CATEGORIES OF MARINE FUELS (ISO ).
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With FAME, the primary concern relates to storage and handling and these include: Notwithstanding this, the Working Group acknowledges that whilst H2S should not be present in marine fuels, the current test methodology and the requirements for setting the specification limits cannot guarantee that H2S gas will not be released during the course of onboard storage and handling. Changes to both Distillate and Residual Fuels are: The head space gas distribution in the test method’s container is uniform in composition, however the gas distribution in the ship’s tank head space is not uniform in composition.
Changes for Residual Fuels only are: Furthermore, while biodiesel has proven to be acceptable for use in automotive and truck engines, there are unknowns as to the potential effects of FAME products on the range of marine engines and other equipment i.
Another most important consideration is when a supplier delivers fuel to a customer, the supplier should measure the presence of H2S in the liquid phase of the fuel in order to provide an indication of the maximum amount of H2S that may emerge from the liquid phase during subsequent handling of the fuel. Additionally there are a variety of different sourced FAME products each with its own particular characteristics having implications in respect of storage, handling, treatment, engine operations and emissions.
ISO membership is open to national standards institutes or other standardization organisations. There were a number of lengthy debates within the Working Group. As a result of IMO regulations, there is much increased awareness of safety, health and environmental issues. The fourth edition of the marine fuels standard has delivered more significant changes than ever before and will give all stakeholders confidence in improved fuel quality for this and future generations.
The ballot closed on 17th December ISO occupies a position between the private and public sectors, because some member institutes are part of the government structure in their countries but also there are other members who represent the private sector working in industry associations. Achieving universal agreement on contentious issues connected with today’s marine fuels is a good achievement, which was not easy.
Follow these links to find other Standards similar to the one you are viewing. It is therefore not appropriate to consider a vapour space measurement as part of a sales specification.
Bunkerworld Blogs – ISO and ISO standards – 15 June
Engine manufacturers are in the process of reviewing their limits to this value. Measurement of H2S, using Draeger tube in vapour phase, as per standard test method ASTM Dwhile totally appropriate as an occupational health protection measure, has its limitations. Therefore enough time was allocated to make the required decisions. The most important reason and benefit of measuring H2S in liquid phase is that it deals with the key issue, which is isoo measure the potential latent Uso concentration of the fuel oil that could be released over a period of time from a bunker fuel at any suitable conditions, when the fuel is transferred, heated and agitated by the rolling action of the ship, rather than the measurement of variable equilibrium dynamics of the vapour phase.
If you need help with the purchase or have any queries please email enquiries standards. The CCAI limit 82161 in the marine fuels standard is there to prevent abnormal or peculiar fuel blends from finding their way into the market.
It is important to remember that ISO standards are voluntary. WG6 aim is, whilst considering the safety, health and environmental issues, to take into consideration both technical and commercial aspects impacting the marine industry and especially the 8216- of the specification limits to ensure world-wide fuel availability. H2S – the new limit will only be applied from 1 Julywhich will allow the industry to gain global experience of the prevailing levels and with the new test method.
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It is recognised that CCAI of is not a guarantee to pose no risk for engines, but neither is a lower value such as However, because of its potentially fatal nature, operators of fuel storage terminals have prevented H2S from entering the supply chain system. While bio-derived fuels can be produced by other process methods there is no general experience with regard to their application in marine systems and hence ido Standard does not address those issues.
Changes in ISO It is my pleasure to announce that the fourth edition of ISO — Specifications of marine fuels- and ISO — Classification of marine fuels- will be published on the 15th of June and ieo on the ISO website www. However the practice of blending FAME into automotive diesel makes it almost inevitable, under current supply processes, that some marine distillates, and even perhaps marine residual fuels, may contain FAME as a result of cross contamination within the distribution system.
However vapour space measurement are isoo to verify operational conditions on board a ship for crew health protection. The limits for Residual Fuels are set at max limit of 2.
However some countries may wish to adopt ISO standards as 82116-1 of their regulations or legislations, for which they serve as the technical basis. The ISO standard specifically refers to petroleum derived iiso only, however WG6 agreed that Gas to Liquids GTL products fall within the scope of the Standard being paraffinic hydrocarbons produced from petroleum natural gas via synthesis gas using gas to liquids technology.
The ballot closed on 19th May As a non-governmental organisation ISO has no legal authority to enforce standards implementation. Perhaps we are moving in the direction of higher quality residual fuels suitable for use in the engine without the need to first clean it. The wear scar limit was required only for a particular form of passenger car fuel injection equipment and therefore not applicable to marine fuel pumps.
As the scope of ISO refers to petroleum derived products, the inclusion of any bio-derived products is ruled out. How much H2S emerge from the liquid phase and what will be the resulting vapour concentration on board the vessel will depend on many factors like temperature, movement and the ullage space.
For other products, such as ido to liquid BMTL and hydrotreated vegetable oil HVOthe WG maintained that isp shall be considered as a separate issue for discussion during the next revision of the standard. The basis for including CCAI was as a substitute for a minimum viscosity limit.
Therefore the measurement of H2S in vapour phase of the test method’s container as a fuel quality parameter could provide a false expectation for safe use, often providing lower than expected results, Such results must be interpreted with due diligence and care as they are not related to the total H2S entrained in the fuel or cargo. ULO — Due to changes to lubricating oils formulations improved criteria for assessing the presence of ULO in marine fuels were included.