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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The issues that could not be resolved during this revision will be debated for the next revision and these 82161. A fuel shall be free from ULO. The CCAI limit included in the marine fuels standard is there to prevent abnormal or peculiar fuel blends from finding their way into the market.
The technical work is carried out through technical committees — abbreviated as TCs.
Bunkerworld Blogs – ISO and ISO standards – 15 June
Changes to both Iwo and Residual Fuels are: ULO — Due to changes to lubricating oils formulations improved criteria for assessing the presence of ULO in marine fuels were included.
Vapour phase measurements in ship’s tank head space are strongly influenced not only by the amount of H2S in the liquid phase but also by factors such as: Studying ignition and combustion properties. In view of the difficulty of establishing a wording that fuel isk free of ULO, the WG agreed that it should be expressed in terms of when a fuel does contain ULO and amend the wording in Table 2 as follows: Current membership stands at 47 experts from all sides of the marine industry such as: It is important to us that you purchase the right document.
The chemistry of residual fuels is probably the most complex of the oil barrel and some of the components of the final blend are rather resultants than controlled isk. The lubricity limit is based on the existing requirements for high speed automotive and heavy duty industrial diesel engines, of wear scar diameter. The basis for including CCAI was as a substitute for isso minimum viscosity limit.
Although the time frame of the development of the 4th edition might have looked tight, the WG6 took 8216-11 necessary time to consider all issues. If you need help with the purchase or have any queries please email enquiries standards. This is required as there is no known generalised experience in respect of storage, handling, treatment and service performance including overboard discharges of biodiesel within the broad spectrum of the marine environment.
Changes for Distillate Fuels iwo are: Engine manufacturers are in the process of reviewing their limits to this value.
Acid number limits included Hydrogen sulphide H2S limits included Acid Number — isoo limits for Distillate fuels were adopted from the accepted industry’s guiding limit of 0. Since the GTL products are paraffinic hydrocarbons and they are undistinguishable from the rest of the petroleum based marine fuel, no actual reference needs to be made for GTL synthesized hydrocarbons in the scope of the standard. Notify me of new comments on this article.
For other products, such as biomass to liquid BMTL and hydrotreated vegetable oil HVOthe WG maintained that these shall be considered as a separate issue for discussion during the next revision of the standard.
Marine fuel standards – the next stage: 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 impact of the specification limits to ensure world-wide fuel availability.
Each country means one member. 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 available on the ISO website www. Changes in ISO It is therefore not appropriate to consider a vapour space measurement as part of a sales specification.
Categories of marine fuels”. Thus, it should be treated as contamination from the supply chain system. ISO membership is open to national standards institutes or other standardization organisations.
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.
A truly unique position. It is important to remember that ISO standards are voluntary. Post your Comments on this Blog. 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.
The ballot 82116-1 on 19th May There were a number of lengthy debates within the Working Group.
Notwithstanding this, the Working Group acknowledges that whilst H2S should not be present in marine fuels, the current test methodology and the requirements for 82161- the specification limits cannot guarantee that H2S gas will not be released during the course of onboard storage and handling. The fourth edition of the marine fuels standard has delivered more significant changes than ever ios and will give all stakeholders confidence in improved fuel quality for this and future generations.
Current membership of ISO is member countries world-wide. With FAME, the primary concern relates to storage and handling and these include: ISO is a non-governmental organisation and is a network of the national standards institutes with the Central Secretariat located in Geneva.
A fuel shall be considered to contain ULO when either one of the following conditions is met: Fuel containers – Portable – Plastics and metal You may be interested in this related standard Automotive biodiesel – Specification for manufacture and blending You may be interested in this related standard.
BS ISO – Petroleum products. Fuels (class F) classification. Categories of marine fuels
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.
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. The new combination of elements will not trigger incorrect identification of ULO. As a result of IMO regulations, there is much increased awareness of safety, health and environmental issues. As a non-governmental organisation ISO has no legal authority to enforce standards implementation.
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 this Standard does not address those issues.
It is designed to cover every economic sector and virtually 2816-1 activity of the humankind where technical standards may be used. 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.
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 iwo, the inclusion of any bio-derived products is ruled ido.
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.