ISO 8216-1 PDF
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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Bunkerworld Blogs – ISO and ISO standards – 15 June
These are factors that are beyond the control of the supplier of the fuel. 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. Another most important consideration is when a supplier delivers fuel to a customer, the supplier should measure the presence of H2S in the 8216-11 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.
For Distillate Fuels the test method’s precision is under development through the Energy Institute in London. 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: 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. Notify me of new comments on this article.
This is required as there is no known generalised experience in respect of storage, handling, treatment and service performance including overboard discharges of 82216-1 within the broad spectrum of the marine environment. The experts represent 14 countries worldwide.
The ISO entitled “Classification of marine fuels” has been revised and now it comprises: The most important reason and benefit of measuring H2S in liquid phase is that it deals with the key issue, which is to measure the potential latent H2S 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.
As the scope of ISO refers to petroleum derived products, the inclusion of any bio-derived products is ruled out. However, 8216- of its potentially fatal nature, operators of fuel storage terminals have prevented H2S from entering the supply chain system. It is recognised that CCAI of is not a guarantee to pose no risk iao engines, but neither is a lower value such as 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.
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 82116-1 June and available on the ISO website www.
We recommend that you check the website of the publishers of the international document before making a purchase. 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: With FAME, the primary concern relates to storage isi handling and these include: It is therefore not appropriate to consider a vapour space measurement as part of a sales specification.
Therefore enough time was allocated to make the required decisions. ULO — Due to changes to lubricating oils formulations improved criteria for assessing the presence of ULO in marine fuels were included. If you need help with the purchase or have any queries please email enquiries standards. There were a number of lengthy debates within the Working Group. Achieving universal agreement on contentious issues connected with today’s marine fuels is a good achievement, which was not easy.
Although the time frame of the development of the 4th edition might have looked tight, the 821-1 took the necessary time to consider all issues. Nonetheless, as an indication of ignition performance, CCAI has been added as in order to avoid fuels with uncharacteristic density-viscosity relationships.
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 realities were the main drivers for WG6 work and the agreed changes considered necessary were introduced into the standard.
Engine manufacturers are in the process of reviewing their limits to this value. Follow these links to find other Standards similar to the one you are viewing.
International Classification for Standards ICS is an international classification system for technical standards. 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. The new limit will ensure that the whole industry follows a precautionary practice.
ISO standards are normally revised every 5 years.
Categories of marine fuels This document has been re-assessed by the committee, and judged to still be up to date. 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 basis for including CCAI was as a substitute for a minimum viscosity limit. It is important to remember that ISO standards are voluntary. A truly unique position.