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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ISO membership is open to national standards institutes or other standardization organisations. From the specification writers point of view it is hard to describe the enormity of the task at hand. 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.
It is therefore not appropriate to consider a vapour space measurement as part of a sales specification. Changes for Distillate Fuels only are: Categories of marine fuels”.
There are about 3, of these WGs with thousands of individuals participating in them each year. While bio-derived fuels can be produced by other process methods there is no general experience with iao to their application in marine systems and hence this Standard does not address those issues.
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. ISO standards are normally revised every 5 years.
WG6 is perfectly aware that an unrealistic specification will not serve the industry well. The issues that could not be resolved during this revision will be debated for the next revision and these are:.
BS ISO 8216-1:2017
In view of the difficulty of establishing a wording that fuel is 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: ISO occupies a 821-1 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.
It is recognised that CCAI of is not a guarantee to pose no risk for engines, but neither is a lower value such as 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 Distillate Fuels the test method’s precision is under development through the Energy Institute in London. The ballot closed on 19th May However vapour space measurement are appropriate to 8261-1 operational conditions on board a ship for crew health protection.
Engine manufacturers are in the process of reviewing their limits to this value. International Classification iao Standards ICS is an international classification system for uso standards. 82166-1 basis for including CCAI was as a substitute for a minimum viscosity limit. However, because of its potentially fatal nature, operators of fuel storage terminals have prevented H2S from entering the supply chain system.
The new limit will ensure that the whole industry follows a precautionary practice. Acid number limits included Hydrogen sulphide H2S limits included Acid Number — the limits for Distillate fuels were adopted from the accepted industry’s guiding limit of 0. The ballot closed on 17th December It is designed to cover every economic sector and virtually every activity of the humankind where technical 8126-1 may be used.
BS ISO – Petroleum products. Fuels (class F) classification. Categories of marine fuels
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. Prior to this revision of ISOthere was no limit on the amount of H2S permissible in marine fuels.
8216- Furthermore, while biodiesel has proven to be acceptable for use in automotive and truck engines, there are unknowns as to the potential effects of Iiso products on the range of marine engines and other equipment i. The lubricity limit is based on the existing requirements for high speed automotive and heavy duty industrial diesel engines, of wear scar diameter.
The GTL products clearly fall within the scope of the standard, unlike bio-derived materials which are specifically excluded. Nonetheless, as an indication of ignition performance, CCAI has been added as in order to avoid isp with uncharacteristic density-viscosity relationships.
The limits for Residual Fuels are set at max limit of 2. ULO — Due to changes to lubricating oils formulations improved criteria for assessing the presence of ULO in marine fuels were included.
Bunkerworld Blogs – ISO and ISO standards – 15 June
Current membership of ISO is member countries world-wide. As a non-governmental organisation ISO has no legal authority to enforce standards implementation.
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. Additionally there are a variety of different sourced FAME products each with its own particular characteristics having implications in respect of storage, handling, isoo, engine operations and emissions.
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 isi limits to ensure world-wide fuel availability.
The experiences gained with operation on low sulphur fuels, air quality, ship safety, engine performance, crew health as well as operational aspects and other changes of the bunker market 82161 were the main drivers for WG6 work and the agreed changes considered necessary were introduced into the standard.
The technical work is carried out through technical committees — abbreviated as TCs. The ISO entitled “Classification of marine fuels” has been revised and now it comprises: With FAME, the primary concern relates to storage and handling and these include: Changes to both Distillate and Residual Fuels are: 8216- 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 816-1 within the distribution system.
Although we endeavour to maintain an up-to-date catalogue, on occasion we may not have the latest version of a document, including where it has not yet been provided through an international feed.
Notify me of new comments ieo this article. 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 88216-1 with due diligence and care as they are not related to the total H2S entrained in the fuel or cargo. However some countries may wish to adopt ISO standards as part of their regulations or legislations, for which they serve as the technical basis.
Current membership stands at 47 experts from all sides of the marine industry such as: