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Phillips Biodiesel - Clean Fuel - Made in America
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spec B100 and B99 biodieselto marinas
andseaportsnationwide - contact us for pricing and delivery
information.Marine biodiesel is ASTM Biodiesel blended with marine diesel fuel with no more than 500 PPM Sulfur. LSD or ULSDper NRLM (non-road locomotive and marine) regs as required per your location. online boat classifieds Sell your boat free with photos video and soundMarine BioDiesel Technical Report- opens in new window
Boats For Sale - Pontoon, Deck, Cruising, Fishing FOR IMMEDIATE RELEASEContacts: Jenna Higgins/NBB/800-841-5849John Johnson/Ventura Harbor
Kent Bullard/National Park Service
May 2, 2002Southern California Harbor Makes Biodiesel Available to MarinersHarbor is first in country to sell 100 percent biodiesel to the publicVENTURA, Calif. – A new marine fuel dock in Ventura Harbor began offering the alternative fuel biodiesel to boaters in Southern California today. The pump opening signifies a growing interest in biodiesel from marine communities.Biodiesel
is a cleaner burning fuel that can be made from any fat or vegetable
oil and works in any diesel engine. It is usually made from soybean oil
in the United States. It is biodegradable and virtually nontoxic, making it a saferfuel
for the marine environment and for boaters to use and handle. Biodiesel
can be blended with petroleum diesel at any level or used in its pure
form. Ventura Harbor is selling the pure biodiesel (B100) to boaters.“A
lot of boaters are interested in the environmental benefits of
biodiesel because it is far less harmful than petroleum diesel in
sensitive marine areas,” said John Johnson, owner of Ventura Harbor
Marine Fuel, Inc. “Even the best kept sailboat smells like diesel
inside, and when they replace that with biodiesel the smell goes away.
Also, they notice they don’t have to scrub the stern of the boat where
there is often black exhaust residue. We expect biodiesel to be a big
seller.”The company will supply nearby Channel Islands National Park with biodiesel. Channel Islands National Park has been using biodiesel for nearly two years. The park uses B100 in the vessels Pacific Ranger and Sea Ranger II as
well as in diesel equipment on the islands, including stationary power
generators . The use of biodiesel and other renewable resources made the
islands petroleum free.“We
are an environmental organization, and we should be willing to be in
the forefront in demonstrating things that have a positive environmental
impact,” said Kent Bullard, maintenance supervisor of the park. “It has
been seamless. The biodiesel is performing just as well as diesel.”Across the country in Fort Meyers, Florida,
a 20 percent blend of biodiesel (B20) has been available to boaters at
WCI Communities Gulf Harbor Marina since March 2002. Ward Oil Company,
the distributor making biodieselavailable, hopes to expand biodiesel sales to 16 marinas throughout Florida.More than 100 major U.S.
vehicle fleets already use the cleaner-burning alternative fuel that
works in any diesel engine with few or no modifications. Biodiesel can
be used in pure form (B100), or blended with petroleum diesel at any
level. It offers similar fuel economy, horsepower and torque to
petroleum diesel. Biodiesel reduces emissions like hydrocarbons, carbon
monoxide, sulfates and particulate matter. It reduces life cycle carbon
dioxide by 78 percent according to a U.S. Department of Energy study.
Readers can learn more about biodiesel by visiting The National Biodiesel Board is
funded in part by the United Soybean Board and state soybean board checkoff programs.Biodiesel for Marine Use By Chad Freckmann (more by this author)
Prepared for the National Renewable Energy Laboratory, U.S. Department
of Energy Subcontract No. ACG-7--01 under Prime Contract No.
DE-AC36-83CHBIODIESEL: A Diesel Fuel made from Vegetable Oils or Fats Biodiesel
is a clean-burning diesel fuel produced from soybean and other
vegetable oils instead of petroleum. Biodiesel can be blended at any
level with petroleum diesel to create a biodiesel blend. Biodiesel
use in compression ignition (diesel) engines enhances engine combustion
performance, improves engine lubrication and reduces air and water
pollution caused by the exhaust. Biodiesel is made from Vegetable Oils through a chemical process called TransesterificationBiodiesel
is produced from vegetable oils by converting the triglyceride oils to
methyl (or ethyl) esters via a process known as transesterification. The
transesterification process reacts alcohol with the oil to release
three "ester chains" from the glycerin backbone of each triglyceride.
The reaction requires heat and a strong base catalyst (e.g., hydroxide
or lye), to achieve complete conversion of the vegetable oil into the
separated esters and glycerin. The glycerin can be further purified for
sale to the pharmaceutical and cosmetic industries. The mono-alkyl
esters become the Biodiesel, with one-eighth the viscosity of the
original vegetable oil. Each ester chain, usually 18 carbons in length
for soy esters, retains two oxygen atoms forming the "ester" and giving
the product its unique combustion qualities as an oxygenated vegetable
based fuel. Biodiesel is nearly 10% oxygen by weight.Petroleum
diesel, in contrast, is made up of hundreds of different hydrocarbon
chains (roughly in the range of 14-18 carbons in length), with residues
of sulfur and crude oil remaining. Diesel fuel sold today, even "low
sulfur, low aromatic" diesel, contains 20-24% aromatics (benzene,
toluene, xylenes, etc.) that are toxic, volatile compounds responsible
for the fire/health hazards and pollution associated with petroleum
diesel.Biodiesel
meeting the industry standard ASTM-D6751, in its neat (pure) form, is
referred to as B-100. When blended with petroleum diesel the
resulting mixture is identified by the percentage of biodiesel in the
mix; e.g. 20 percent biodiesel blended with 80 percent petroleum diesel
is referred to as B-20.ENGINE PERFORMANCEBiodiesel
methyl esters improve the lubrication properties ("lubricity") of the
diesel fuel blend. Long term engine wear studies have been conducted in
Europe and in the US. Porsche (Germany) determined that neat (100%)
Biodiesel reduced long term engine wear in test diesel engines to less
than half of what was observed in engines running on current low sulfur
diesel fuel. Lubricity properties of fuel are important for reducing
friction wear in engine components normally lubricated by the fuel
rather than crankcase oil. Biodiesel
has been studied extensively in Europe and the U.S. for its effect on
long term engine wear, particularly with respect to those components
normally lubricated by the fuel itself. Fuel pumps and injector pumps
depend on the operating fuel for lubrication of moving parts and shaft
bearings. Initial work on the lubricity of Biodiesel, performed by
Mark-IV Group and the Southwest Research Institute in 1994, established a
clear advantage to blending Biodiesel with petrodiesel to achieve
superior lubrication. Tests
run by Exxon showed that, compared to reference diesel fuel in 1993, a
20% blend of Biodiesel had significant, quantifiable improvements in
reducing wear (193 micron scar for B-20 vs. 492 micron scar for
petrodiesel) and friction (0.13 micron scar for B-20 vs. 0.24 micron for
petrodiesel) while improving film coating ability of the blend (93%
film with the B-20 vs. 32% film with the petrodiesel). The B-20 blend
compared favorably for lubricity results against Exxon's own lubricity
additive.Heat of Combustion PropertiesRelative
to petroleum diesel no. 2, Biodiesel has a slightly lower heat of
combustion on account of its oxygen content (petroleum diesel
hydrocarbons are not oxygenated). The heat of combustion for soy methyl
esters is 128,000 BTU (British Thermal Units) per gallon vs. 130,500
BTU/gal. for petrodiesel. However, with the added oxygen, the net
combustion efficiency for the blended fuel is increased, which should
compensate for the slight drop in BTU content. The differences would be
most noticed at low rpm and high engine load when the engine would most
benefit from more oxygen.Power DifferencesStudies
conducted in the U.S. and Europe generally indicate that blends of
Biodiesel and petrodiesel result in small decreases in overall power
output of engines. In a Volvo marine diesel engine study in
Tennessee (110-HP, 2.39 L, 4-cylinder, direct injection engine), a
tractor dynamometer was used to measure power outputs under selected
loads through an engine-mounted reverse drive gear. Exhaust emissions
were also tested along with fuel consumption tests under various loads.
The conclusions of these tests were that power produced from 100% soy
methyl ester Biodiesel was from 2 to 7 percent less than produced from
petrodiesel, depending on the load-speed point. However, at or near
maximum throttle (3,800 rpm), the two fuels performed the same.
Interestingly, at the lowest engine speed (1855 rpm) at full throttle
under heavier load, there was a 13% increase in power with Biodiesel as
compared to petrodiesel.Fuel Consumption DifferencesBiodiesel
is a mono-alkyl esters containing approximately 10% oxygen by weight.
The oxygen improves the efficiency of combustion, but it takes up space
in the blend and therefore slightly increases the apparent fuel
consumption rate observed while operating an engine with Biodiesel. Engine Seals, Gaskets and HosesThe
oxygenated methyl esters of vegetable oil cause Biodiesel to have
surprisingly strong solvent properties with respect to natural rubber
and several soft plastics. As a result, old rubber fuel lines and some
seals or gaskets on fuel tanks may slowly deteriorate in the presence of
higher concentrations of Biodiesel. Fortunately, few of these solvent
effects are noticed at a B-20 blend. When fuel lines or gaskets are
affected, they usually get sticky over time and soften or swell, causing
fuel to drip from connections. The best solution is to replace affected
lines and gaskets with modern synthetic hoses and seals. Conventional
US Coast Guard approved fuel lines are resistant to Biodiesel (neat)
and proven in sailboat testing over the past 3 years. In California, an
approved fuel hose readily available in marine stores is:Studies
conducted for the National Biodiesel Board on the materials
compatibility of Biodiesel concluded that the only hose and gasket
material that was truly resistant to the solvent effects of methyl
esters was Viton. The
solvent properties of the esters in Biodiesel can loosen old paint on
engines or on painted surfaces in the bilge. Besides staining raw wood
surfaces, Biodiesel is particularly harmful to teak decks with
polysulfide seams (use extra caution when filling tanks via deck ports).
Biodiesel could also harm rubber engine mounts if it were spilled and
not cleaned up immediately. Use paper towels or absorbant pads to remove
spilled Biodiesel and then clean the surfaces thoroughly with warm
soapy water.Warranties and Engine Manufacturer EndorsementsMarine
diesel engine manufacturers in United States, Europe and Japan have all
recognized the growing role of Biodiesel as a viable fuel additive, and
in most cases, as a complete alternative fuel (100%). Two of the
sponsors of the SUNRIDER expedition of 1992-1994 were the marine diesel
engine manufacturers: Mercruiser (inboard/outboard diesel engine) and
Yanmar (outboard diesel engines), endorsing Biodiesel as a suitable
alternative fuel to power Bryan Peterson's 28-ft inflatable Zodiac boat
around the world. This 35,000 mile adventure remains the most famous and
most publicized demonstration of Biodiesel use in marine engines. Manufacturers
warrant their products against defects in materials and
workmanship. In general use of a particular fuel should have no
effect on the materials and workmanship warranty. Use of biodiesel
does not "void the warranty"; this is prohibited by the Magnuson-Moss
Warranty Act. As with petroleum diesel, verify that your fuel
supplier warrants the quality of their fuel. In the U.S., diesel
engine manufacturers generally endorse Biodiesel fuel meeting the
ASTM-D6751 standard when used in a blend with petroleum diesel.
Caterpillar endorses the use of B-100 in many of its engine
models. Contact your engine manufacturer for updates on their
acceptance of Biodiesel and Biodiesel blends as an acceptable fuel for
use with their particular engine.SAFETY AND AESTHETIC ADVANTAGES OF BIODIESELBoaters
can appreciate the user friendliness of handling Biodiesel in their
boats. The product has no noxious odors and is considered as harmless to
handle as salad oil. The product smells and feels like cooking
oil. No Noxious or Carcinogenic FumesBiodiesel
vegetable oil methyl esters contain no volatile organic compounds that
would give rise to any poisonous or noxious fumes. Biodiesel does not
contain any aromatic hydrocarbons (benzene, toluene, xylene) or
chlorinated hydrocarbons. There is no lead or sulfur to react and
release harmful or corrosive gases. However, in blends with petrodiesel
there will continue to be significant fumes released by the benzene and
other aromatics present in the petroleum fraction (80%) of the blend.No Risk of Explosion from VaporsSince
Biodiesel has no volatile components (vapor pressure of less than 1 mm
Hg) and a high flash point (typically over 260 Deg. F), the product
poses no risk of explosion caused by fumes accumulated below deck. The
only significant fire risk would be from the spontaneous combustion of
rags and paper towels soaked in Biodiesel and stored in an area with low
ventilation, or high temperatures (like the inside of an engine room).LOWER IMPACT ON MARINE ENVIRONMENTWater
pollution is reduced by using Biodiesel in boat engines since there
will be more efficient burning of the fuel mixture, less carbon (soot)
accumulation and particulate (smoke) emissions. Faster starting and
smoother operation also should reduce the discharge of unburned fuel.
Any accidental discharges of small amounts of Biodiesel should have
relatively little impact on the environment compared to petroleum
diesel, which contains more toxic and more water-soluble aromatics.
Nonetheless, the methyl esters could still cause harm.Comparatively Low Toxicity to Marine Plants and AnimalsFrom
1994 through 1996, CytoCulture conducted a series of tests in
collaboration with the California Department of Fish & Game (Office
of Oil Spill Prevention & Response) to document the impact of
vegetable methyl esters on various native species of marsh plants and
marine organisms. Because larval forms of fish and shell fish are much
more sensitive than the adult forms, all of the marine toxicity studies
were performed with larvae of established test species. The studies
indicated that the Biodiesel, while not completely harmless to the
larvae of crustacea and fish, is much less toxic than petroleum fuels
and crude oil. In
research conducted for CytoCulture in 1994, the LC50 (concentration
required to kill 50% of the population) for larval test fish (Menidia
Beryllina) exposed to soy methyl ester Biodiesel was 578 ppm relative to
an LC50 of 27 ppm for reference fuel oil. In larval shrimp (Mysidopsis
Bahia) toxicity assays, the LC50 for the soy methyl ester Biodiesel was
122 ppm compared to the LC50 of 2.9 ppm for the reference fuel oil.Low Solubility and High Biodegradation Rate for Biodiesel in WaterBiodiesel
methyl esters are actually quite insoluble in fresh or sea water, with a
saturation concentration of 7 ppm (sea) and 14 ppm (fresh) at 17 Deg.
C, whereas petroleum diesel can partition aromatics into water in
concentrations of hundreds of ppm. The dissolved phase of the Biodiesel
methyl esters was shown to breakdown by the biodegradation action of
naturally occurring bacteria present in sea water. The half-life for the
biodegradation of the vegetable methyl esters in agitated sea water was
less than 4 days at 17 Deg. C., about twice as fast as petroleum diesel
(reported by others).Biodegradability of Biodiesel in the Aquatic EnvironmentA
study conducted at the University of Idaho in 1995 determined that
rapeseed Biodiesel would biodegrade about twice as fast as petroleum
diesel using a standard EPA test protocol based on carbon dioxide
evolution and gas chromatography. Further, the Biodiesel was shown to
enhance the biodegradation rate for diesel fuel in a blend. The
biodegradation rate of rapeseed biodiesel in shake flasks with fresh
water was found to be comparable to dextrose (a test sugar) and about
twice as fast as for petroleum diesel. In the Idaho study (Peterson,
Reece, et al., 1996), the rapeseed esters were degraded by 95% at the
end of 23 days where as the diesel fuel in this test was only about 40%
degraded after 23 days.Spills of Biodiesel Can Still Harm the EnvironmentFor
the boating environment, Biodiesel should have less impact to aquatic
and marine organisms than petroleum diesel if accidentally spilled or
inadvertently discharged over the side. However, the US EPA still
considers spills of animal fats and vegetable oils harmful to the
environment. In an October, 1997 ruling under the Clean Water Act, as
amended by the Oil Pollution Act of 1990, vegetable oils are considered
"oil" like petroleum. (In France, Biodiesel is classified as food for
transportation purposes.) Spilling
Biodiesel into the water would be as illegal as discharging petroleum
fuels overboard. Waterfowl and other birds, mammals and fish that get
coated with vegetable oils could die from hypothermia or illness, or
fall victim to predators. Even though the Biodiesel is relatively
non-toxic and less viscous than vegetable oil, it can still have a
serious impact on marine and aquatic organisms in the event of a big
spill. We recommend that the Biodiesel always be handled like any other
fuel to avoid contamination of our bays and waterways, and that boaters
obey all laws governing the handling of engine fuels and oils.STORAGE CONDITIONS FOR BIODIESELBiodiesel
can be stored for long periods of time in closed containers with little
head space. The containers should be protected from weather, direct
sunlight and low temperatures. Avoid long term storage in partially
filled containers, particularly in damp locations like dock boxes.
Condensation in the container can contribute to the long term
deterioration of the petroleum diesel or biodiesel (see below). Low
temperatures can cause Biodiesel to gel, but Biodiesel will quickly
liquefy again as it warms up. In cold weather (near or below freezing),
additives can be used to prevent gelling (fuel additives for diesel fuel
used in cold weather are available from Exxon, Hammond, and other
manufacturers).Fuel
tanks should be kept as filled as possible (regardless of whether they
contain Biodiesel), particularly during rainy winter months or periods
of inactivity, to minimize the condensation of moisture. Condensed
moisture accumulates as water in the bottom of your tank and can
contribute to the corrosion of metal fuel tanks, especially with
petroleum diesel that also contains sulfur. The condensed water in the
fuel tank can also support the growth of bacteria and mold that use the
diesel and Biodiesel hydrocarbons as a food source. These
hydrocarbon-degrading bacteria and molds will grow as a film or slime in
the tank and accumulate as sediment over long periods of time. These
hydrocarbon-degrading microbes are frequently referred to incorrectly as
"algae" in advertisements for fuel treatments, perhaps because the
colonies often have a reddish orange color and tend to form mats. Petroleum
diesel and Biodiesel are both susceptible to microbe growth when water
is present in the fuel. The solvent action of the Biodiesel can
also cause microbial slime to detach from the inside of the tank. The
accumulation of the newly released slime and sediment can be dangerous
if it clogs the fuel filters and causes the engine to suddenly stop. It
is very important to monitor the filters on a diesel engine that has
been switched over to Biodiesel, particularly if the tank is old and has
not been cleaned. The
microbial slime and sediment problem seems to worsen for boats that are
used infrequently since the inactivity allows the microbes to
accumulate in stable colonies. When the boat is used again, the slime
and sediment can break loose and accumulate in the fuel filters.
Accumulated sediment in fuel filters can then interrupt the flow of fuel
and shut down the engine. As mentioned earlier, the addition of
Biodiesel to a dirty fuel tank can accelerate the release of accumulated
slime. When the boat is then used after sitting idle for a long period
of time, the newly suspended sediment can accumulate and potentially
clog the fuel filters. Check fuel filters often and be prepared to
change them after introducing Biodiesel to an older fuel tank that may
have accumulated slime and sediment.EMISSIONS REDUCTIONS WITH BIODIESELSince
Biodiesel is made entirely from vegetable oil, it does not contain any
sulfur, aromatic hydrocarbons, metals or crude oil residues. The absence
of sulfur means a reduction in the formation of acid rain by sulfate
emissions that generate sulfuric acid in our atmosphere. The reduced
sulfur in the blend will also decrease the levels of corrosive sulfuric
acid accumulating in the engine crankcase oil over time. The lack of
toxic and carcinogenic aromatics (benzene, toluene and xylene) in
Biodiesel means the fuel mixture combustion gases will have reduced
impact on human health and the environment. The high cetane rating of
Biodiesel (ranges from 49 to 62) is another measure of the additive's
ability to improve combustion efficiency. Smoke and Soot ReductionsSmoke
(particulate material) and soot (unburned fuel and carbon residues) are
of increasing concern to urban air quality problems that are causing a
wide range of adverse health effects for their citizens, especially in
terms of respiratory impairment and related illnesses. Boaters always
complain of the smoke from their diesel engines as they motor back to
port. Soot accumulation on the transoms and decks of their boats is also
a problem. The lack of heavy petroleum oil residues in the
vegetable oil esters that are normally found in diesel fuel means that a
boat engine operating with Biodiesel will have less smoke, and less
soot produced from unburned fuel. Further, since the Biodiesel contains
oxygen, there is an increased efficiency of combustion even for the
petroleum fraction of the blend. The improved combustion efficiency
lowers particulate material and unburned fuel emissions especially in
older engines with direct fuel injection systems.Lower Hydrocarbon EmissionsAs
an oxygenated vegetable hydrocarbon, Biodiesel itself burns cleanly,
but it also improves the efficiency of combustion in blends with
petroleum fuel. As a result of cleaner emissions, there will be reduced
air and water pollution from boats operated on Biodiesel blends. At a
20% Biodiesel blend, there will be a noticeable change in the odor and
smoke in the exhaust. Older engines should also emit less soot under
load and less carbon black during startup.Independent
research programs in Europe and the U.S. have shown that Biodiesel in a
20 percent blend (B-20) with petroleum diesel created a significant
reduction in visible smoke and odor. The studies documented the
reduction in hydrocarbons, carbon monoxide and particulate matterFrom
field observations with boats and test cars, Biodiesel appears to be
even very effective in reducing smoke. The reduction in particulate
Matter (PM) when B-20 is used is due to a reduction in insolubles
(particles), generally composed of carbon soot. Catalytic converters
(used in trucks and cars) can further contribute to the reduction in PM
when B-20 is used.Carbon Monoxide EmissionsCarbon
monoxide gas is a toxic byproduct of all hydrocarbon combustion that is
also reduced by increasing the oxygen content of the fuel. More
complete oxidation of the fuel results in more complete combustion to
carbon dioxide rather than leading to the formation of carbon monoxide.
In the 1998 report by the Southwest Research Institute on the effects of
Biodiesel on truck engine exhaust emissions, the levels of carbon
monoxide were shown to be reduced from 8% to 22% with a B-20 blend,
depending on the type of engine. Polyaromatic Hydrocarbon EmissionsPolyaromatic
hydrocarbons (PAHs) are a class of heavy oil petroleum hydrocarbons
defined by their complex ring structures and unique qualities. They
consist of multiple benzene ring structures that make them insoluble,
slow to burn and carcinogenic. PAHs are regulated by the EPA in engine
emissions. In the 1998 SWRI report, the Cummins N-14 engine had a 12%
drop in PAH emissions when operating on B-20 blend relative to
petrodiesel, and a 74% drop in PAHs when the fuel was switched to neat
Biodiesel. These data suggest major gains in improving the air quality
around diesel engines in vehicles and boats operating on Biodiesel.Nitrogen OxidesThe
nitrogen oxides result from the oxidation of atmospheric nitrogen at
the high temperatures inside the combustion chamber of the engine,
rather than resulting from a contaminant present in the fuel. Although
nitrogen oxides (NOx) are considered a major contributor to ozone
formation, they are also a reality of operating internal combustion
engines. There are consistent reports of slight increases (several
percent) in NOx emissions with Biodiesel blends that are attributable,
in part, to the higher oxygen content of the fuel mixture. More oxygen
and better combustion of the fuel also means more formation of NOx
emissions with Biodiesel blends.In several research studies
conducted since 1993 in the U.S. and Europe, EPA-regulated emissions
from an unmodified engine operating on a 20% Biodiesel/80% petrodiesel
blend (B-20) were shown to be lower than those for petroleum diesel,
except for NOx (nitrogen oxides) emissions, which can be 2-5% above
baseline emissions. Biodiesel Helps Reduce Greenhouse GasesUnlike
other "clean fuels" such as compressed natural gas (CNG), Biodiesel and
other biofuels are produced from renewable agricultural crops that
assimilate carbon dioxide from the atmosphere to become plants and
vegetable oil. The carbon dioxide released this year from burning
vegetable oil Biodiesels, in effect, will be recaptured next year by
crops growing in fields to produce more vegetable oil starting material.
Supplementing our dwindling fossil fuel reserves with biomass-based
fuels (Biodiesel, for petrodiesel; biomass-based alcohols or hydrogen
for gasoline) helps reduce the accumulation of CO2.Information about the physical properties relevant to Marine FuelsCatalyst Fines Cloud Point Density Flash Point Ignition Quality Pour Point, Cloud Point & CFPP Specific Energy Viscosity Viscosity Conversion Table Calorific Value - See Specific EnergyCatalyst Fines(Ref. ISO 8217:1996 - Annex D - Informative)Catalyst Fines are the main source of potentially abrasive material in bunker fuels.Measurement
of aluminium plus silicon, with limiting values for all fuels in the
Shell Specification and ISO 8217 : 1996 Fuel Tables, is intended to
limit catalyst fines contamination to a level that will ensure minimum
risk of abrasive wear, providing that adequate fuel pre-treatment is
carried out.The
proportions of aluminium and silicon compounds that comprise catalyst
fines, varies significantly from refinery to refinery, and the combined
aluminium and silicon limit value of 80 mg/kg is intended to ensure that
catalyst contamination will be no higher on average than has previously
been implied by the limit of 30 mg/kg aluminium, that has been used in
the Shell Marine Fuel Specifications for over 10 years. The aluminium
plus silicon requirement of max. 80 mg/kg is therefore to be used in
place of, not in combination with, the 30 mg/kg aluminium limit.The
lower aluminium plus silicon control applied to grade ISO 8217 : 1996 -
Grade DMC (25 mg/kg) is based on the proportion of residual fuel that
may be expected to be part of this product.CCAI, Cetane No. and Cetane Index - See Ignition QualityCloud Point / Cold Filter Plugging Point (CFPP) - See Pour PointDensityKnowledge
of a fuels density is used to determine the optimum size of purifier
gravity rings, to calculate a fuels calorific value, but most
importantly to convert from volume to weight for invoicing purposes.All
densities listed in this publication are in terms of kg/m³ at 15°C.
They should be divided by 1000 if the density in kg/l at 15°C is
required.When
density is determined in accordance with ISO 3675, the hydrometer
readings obtained at ambient temperature on distillate fuels, and at
elevated temperatures of between 50 Deg C and 60 Deg C on fuels
containing residual components, has to be converted to results at 15 Deg
C using Table 53B of ISO 91-1.When
density is determined in accordance with ISO , an appropriate
correction for glass expansion coefficient has to be applied to readings
obtained by digital density analyser at any temperature other than 15
Deg C, before conversion and application of Table 53B of ISO 91-1.Flash Point - Residual Fuel Oils(Ref. ISO 8217:1996 - Annex E - Informative)Flash
point is a valid indicator of the fire hazard posed by residual fuel
oil, but information is available which shows that it is not a reliable
indicator of the flammability conditions that can exist within the head
spaces of tanks containing such fuels.This
means that residual fuel oil has the potential to produce a flammable
atmosphere in the tank head space, even when stored at a temperature
below the measured flash point.Consequently
residual fuel oils should be considered to be potentially hazardous and
capable of producing light hydrocarbons which could result in tank head
space atmospheres being near to, or entering, the flammable range.
Appropriate precautions are necessary therefore to ensure the safety of
people and property.Further
information and advice on precautionary measures are given in ' The
Flammability Hazards Associated with the Handling, Storage and Carriage
of Residual Fuel Oil - published by the Oil Companies International
Marine Forum (OCIMF) December 1989. Additional information can also be
found in 'International Safety Guide for Oil Tankers and Terminals
(ISGOTT)', published by the International Chamber of Shipping.Ignition Quality(Ref. ISO 8217:1996 - Annex B - Informative)Ignition quality of marine diesel fuels is a major factor which effects engine operation, particularly high speed units.The Cetane Number or Cetane Index of distillate fuel indicates performance relative to a reference fuel.The
ignition quality of residual fuels is more difficult to predict because
they consist of blends of many different components. However, residual
fuel ignition quality may be ranked by determination of Calculated
Carbon Aromaticity Index (CCAI) from density and viscosity measurements.
A formula for CCAI determination is given below.Ignition
performance requirements of residual fuels in marine diesel engines are
primarily determined by engine type and, more significantly, by engine
operating conditions. Fuel factors influence ignition characteristics to
a much lesser extent. For this reason no general limits for ignition
quality can be applied, since a value which may be problematical to one
engine under adverse conditions may perform quite satisfactorily in many
other instances. If required, further guidance on acceptable ignition
quality values should be obtained from the engine manufacturer.Calculated Carbon Dromaticity Index (CCAI)The
viscosity and density of a fuel oil can be used to calculate its
Calculated Carbon Aromaticity Index (CCAI) value, which allows ranking
of its ignition performance. CCAI is calculated by using the following
formula:CCAI = D-81-141 Log10Log10 (Vk + 0.85) - 483 Log10 ((T + 273)/323)whereVk = Kinematic Viscosity (mm²/s) at temperature T °C:D = Density kg/m³ at 15 °CPour Point, Cloud Point & Cold Filter Plugging Point (CFPP)These
characterisitics are used to assess the performance of a fuel in cold
operating conditions, and to determine the temperature at which fuel
filters may begin to become blocked.Shell
Marine Fuels are manufactured so that they will be suitable for the
environment in which they will be used, and their characterisitics may
vary slightly at different locations to ensure that they are suitable
for different climatic conditions.For
this reason, the specifications for MFO up to 80 cSt at 50°C give two
maximum levels for Pour Point, and the specifications for GO and MDF
give two maximum levels for Cloud Point or Cold Filter Plugging Point
(CFPP) as appropriate.Pour
Point, Cloud Point & Cold Filter Plugging Point (CFPP) are
controlled according to the International Load Line Zone in which any
particular port is located. This is done on the basis that load line
zones have a reasonable relationship to ambient temperature conditions.
The acceptability of the higher levels in deliveries at ports in summer
and tropical load line zones should be assessed if vessels are
proceeding to colder zones, particularly during winter months.Specific Energy / Calorific Value(Ref. ISO 8217:1996 - Annex A - Informative)Heat
of combustion, specific energy or calorific value, is a measure of the
energy content of the fuel. It decreases as density, sulphur, water and
ash content increase.Specific
Energy is not controlled in the manufacture of fuel except in a
secondary manner by the specification of other properties.Specific energy can be calculated with a degree of accuracy acceptable for normal purposes from the equations given below :-Specific Energy (Gross) MJ/kgQg = (52.190 - 8.802 p2 10-6) [1 - 0.01 (x+y+s)] + 9.420 (0.01s)Specific Energy (Net) MJ/kgQn = (46.704 - 8.802p210-6 + 3.167p10-3) [1-0.01(x+y+s)] + 0.01 (9.420s - 2.449x)p = the density at 15 °C, kg/m³x = the water content, % (m/m)y = the ash content, % (m/m)s = the sulphur content, % m/mViscosityViscosity
is an important fuel characteristic, and although in itself is not an
indication of quality, knowledge of a fuels viscosity is essential to
enable the ship operator to determine both the temperature to which the
fuel should be heated in storage to remain pumpable, and the temperature
required at injection to ensure efficient atomisation.For
sales purposes the kinematic viscosity of distillate fuels is quoted in
centistokes (cSt) at 40 Deg C, and the kinematic viscosity of residual
fuels is quoted in centistokes (cSt) at 50°C.The
actual viscosity measurement is more usually carried out at higher
temperatures, e.g. 80°C or 100°C, particularly with the more viscous
and/or higher pour point fuels. The equivalent viscosity at 50°C is then
calculated using the Shell conversion method. This gives results that
are the same as those given by the viscosity / temperature chart in the
"Shell Book of Useful Tables", and Annex C of the ISO 8217 : 1996
Specification.In
the event of any query or complaint, viscosity measurements are carried
out at the original control measurement temperature with any subsequent
conversion to an equivalent at 50°C calculated using the method
described above.In
many new fuel specifications tables, viscosity is being quoted with
reference to the unit mm2/sec, but in practice, reference is constantly
made to centistokes. 1 mm²/sec is equivalent to 1 cSt.Viscosity Conversion Table(Ref. ISO 8217:1996 - Annex C - Informative)The
ISO 8217 : 1996 Standard specifies limiting values of kinematic
viscosity at 100 °C for the fuel categories contained in the Residual
Fuel Table, but as described above, in some cases kinematic viscosity is
measured or quoted at other temperatures.The table below gives approximate relationships of fuel viscosity at different temperatures.The data should be used with caution :- Firstly since measurements at temperatures other than 100 °C may have precision that is different Secondly
because of variations in the 'viscosity - temperature' relationships
due to the variability of residual fuel composition. Viscosities estimated from those measured at 100 °CKinematic Viscosity, mm²/s (1) Measured at 100°C Approximate Estimations :- 40 °C 50 °C 80 °C 130 °C 10.0 80 50 17 5.5 15.0 170 100 28 7.5 25.0 425 225 50 11 35.0 780 390 75 14.5 45.0 1240 585 105 17.5 55.0 1790 810 130 20.5 (1) 1 mm²/sec = 1 cStInternational Standard ISO 8217: 1996 / British Standard BS MA 100: 1996 - Residual FuelsMDO ISO 8217COMMERCIAL
MARINE GAS OIL, DIESEL FUEL (DF2),Plaza Marine bunker marine
terminal fuel services INTERMEDIATE FUEL OIL 180 &Plaza Marine
bunker marine terminal fuel services INTERMEDIATE FUEL OIL 380A brief description of the ISO 8217 specificationThe
ISO 8217 specification is prepared in co-operation with the marine and
petroleum industries to meet the requirements for marine fuels supplied
on a worldwide basis for consumption on board ships. ISO
8217 recognizes that crude oil supplies, refining methods, ships'
machinery and local conditions vary considerably, which factors have led
historically to a large number of categories of residual fuels being
available internationally, even though locally or nationally there may
be relatively few categories.Several
of the residual fuels are unique in origin to one country or area, but
are nevertheless included in the ISO Specification because of their
importance in the international marine fuel market.The original ISO 8217 specification was issued in 1987.ISO
8217 : 1996 is the second issue of this standard, it supersedes the
1987 specification which is now obsolete, and reflects several important
changes in methodology. The number of fuel categories remains the same,
the one deletion being counterbalanced by one addition.Because
the principal aim of this report is to examine and review fuel oils for
ships, it is appropriate to define what is understood by fuel oil and
gas oil in the light of the EU Directive. The Directive uses the
following definitions:1. Fuel OilAny
petroleum-based liquid fuel falling under CN codes 2710 00 71 to 2710
00 78 (these are the numbers in the Common Customs Tariff) or which
(except for gas oil as defined in 2. below), by reason of its
distillation limits, falls within the category of heavy oils intended
for use as fuel and of which less than 65% by volume (including losses)
distils at 2500C according to the ASTM D86 method. If the distillation
cannot be determined by means of the ASTM D86 method, the oil product is
classified as fuel oil.2. Gas OilAny
petroleum-based liquid fuel falling under CN code 2710 00 69 or which,
by reason of its distillation limits, falls within the category of
middle distillates intended for use as fuel and of which at least 85% by
volume (including losses) distils at 3500C according to the ASTM D86
method. Diesel oil as defined in Article 2 (2) of European Parliament
and Council Directive on the quality of petrol and diesel oil is not
covered by this definition.Definitions of fuel oils within the shipping industryOver
the years many different definitions of fuel oil have been used in the
shipping industry, and even today there is a number of different
standards according to which ship owners order fuel.Some years ago, fuel was ordered by defining it as:gas oil, diesel oil, light fuel oil, and heavy fuel oil, stating the desired viscosity in sec. Redwood I at 1000F and the approximate specific density at 150C.But
in consequence of the technical development at the oil refineries,
where cracking methods for the crude oil were improved and more products
could be extracted, and in line with the enhanced environmental
awareness on land – but not on board ships – this development also
caused the quality of fuel for ships to deteriorate, because no
environmental demands were made on the shipping industry in those days.
Engine designers therefore had to start thinking in other terms and
designing engines capable of using the poorer fuel oils – a development
which is still in progress. At the same time, ship owners were forced to
make more stringent demands as to the bunker oil they ordered, and in
1982 the first standard (which also comprised the so-called heavy oils)
was introduced. It was designated BS MA 100, and it subdivides fuel oils
into twelve groups, each group containing threshold values for the
properties of the oil.The main groupings in BS (British Standard) MA 100 are:M1: Marine gas oilM2: Marine diesel oilM3: Distillate mixed with some residual oilM4 – M9: Heavy oils with increasing viscosity and an upper specific density limitM10–M12: Corresponding to M7 - M9, but without specific density limitIt
is important to note that the groups refer to the viscosity of the oil.
It should also be noted that this standard has several limitations.
Thus, it provides no information regarding important heavy-oil
properties such as:mixability ignition characteristics contents of solid particles or contaminants This
BS MA 100 standard is still used by many ship owners when they order
bunkers around the world, but it is probably losing popularity in favor
of the ISO 8217 standard, which is likely to be the predominant standard
today. ’s fuel oil recommendations are also used quite a lot. ISO 8217
and CIMAC’s definitions are often seen integrated into the same table or
standard. (CIMAC means CONSEIL INTERNATIONAL DES MACHINES A COMBUSTION
and safeguards the interests of engine manufacturers and users).The classification of fuel oils according to ISO 8217 and CIMAC standards is listed in the following table:a) Distillate gradesISO 8217:CIMAC: DMXDXA
fuel suitable for use when the ambient temperature is as low as 150C. -
without preheating the oil. In the merchant marine its use is limited
to lifeboat motors and emergency generators because of the oil’s reduced
flash point. ISO 8217:CIMAC:DMADA A distillate of high quality, generally referred to as MGO (Marine Gas Oil).ISO 8217:CIMAC: DMBDBAn
ordinary fuel that may contain traces of residual oil; intended for use
in diesel engines which are not designed for combustion of residual
oil. Generally referred to as MDO (Marine Diesel Oil). ISO 8217:CIMAC:DMCDC A
fuel that may contain substantial traces of residual oil. Therefore,
this oil is not suitable for machinery and oil treatment plants that are
not designed for residual fuel.As
is evident from the above table of distillate grades, ISO 8217 and
CIMAC describe four categories of distillate fuel. Furthermore, the
standard indicates the minimum and maximum values for the following:Characteristic LimitDensity at 150C kg/m3 max.Viscosity at 400C, mm2/s min.max.Flash point, deg.C min.Pour point (upper), deg.C- winter quality- summer quality max. max.Cloud point, deg.C max.Sulphur, % (mm/mm) max.Cetane number min.Carbon residue (micro method), 10% res. % m/mCarbon residue (micro method), % (mm/mm) max.max.Ash, % (m/m) max.Sediment, % (m/m) maxTotal existent sediment, % (m/m) max.Water, % (v/v) max.Vanadium, mg/kg max.Aluminium plus silicon, mg/kg max.b) Residual GradesISO 8217:CIMAC: RMA 10A 10Please refer to the below remarks under A10 og B10 ISO 8217:CIMAC:RMB 10B 10 Please refer to the below remarks under A10 og B10ISO 8217:CIMAC: RMC 10C 10Please refer to the below remarks under C10 and up to H55 ISO 8217:CIMAC:RMD 15D 15 Please refer to the below remarks under C10 and up to H55ISO 8217:CIMAC: RME 25E 25Please refer to the below remarks under C10 and up to H55 ISO 8217:CIMAC:RMF 25F 25 Please refer to the below remarks under C10 and up to H55ISO 8217:CIMAC: RMG 35G 35Please refer to the below remarks under C10 and up to H55 ISO 8217:CIMAC:RMH 35H 35 Please refer to the below remarks under C10 and up to H55ISO 8217:CIMAC: RMK 35K 35Please refer to the below remarks under K 35 ISO 8217:CIMAC:RMH 45H 45 Please refer to the below remarks under C10 and up to H55ISO 8217:CIMAC: RMK 45K 45Please refer to the below remarks under K 45 ISO 8217:CIMAC:RMH 55H55 Please refer to the below remarks under C10 and up to H55ISO 8217:CIMAC: RMK 55K55Please refer to the below remarks under K 55 Remarks as to the above table regarding residual grades – referred to ISO 8217 and CIMAC.The standards are arranged with the viscosity of the oils as starting point.A 10 and B 10Suitable
for operations at low ambient temperatures in installations without
preheating facilities in the storage tank, where a pour point lower than
24 or 300C. is necessary. Of these two grades, A 10 has the lower
specific density and a minimum viscosity so as to improve the ignition
properties.C 10 and up to H 55Fuel oils requiring on board treatment/purification in ordinary purifier/ clarifier extraction systems.K 35, K 45 and K 55Fuel for use in installations with separators specially designed for the treatment of fuel oils with higher specific densities.As
is evident from the tabular listing concerning residual grades, ISO
8217 and CIMAC describe thirteen categories of residual grades.
Furthermore, the standard indicates the minimum and maximum values for
the following:Characteristic LimitDensity at 150C kg/cub.m max.Viscosity at 1000C, mm2/s max.Flash point, deg.C min.Pour point (upper), deg.C- winter quality- summer quality max.max.Carbon residue % (mm/mm) max.Ash, % (m/m) max.Water, % (v/v) max.Sulphur, % (m/m) max.Vanadium, mg/kg max.Aluminium plus silicon, mg/kg max.Total sediment, potential, % (m/m) max.I
may seem sad that even the new 1996 version of the ISO 8217 standard
fails to include limitations on several of the substances that are
patently often present in fuel oils. Among them are:Sodium Iron Phosphor Lead Calcium Zinc It
is true that the standard indicates maximum values (in mg/kg) for
aluminum and silicon, but it does not mention the size, hardness or
specific density of the particles. This is quite an important parameter
for abrasion of the fuel system and the cylinder liners.The
standard should also specify that the fuel oil must not contain
chemical waste and spent lubricants. The standard should also make it
clear if the oil in question could remain stable, so that the content of
asphaltene would not give rise to the formation of sludge.Nor
is information included regarding a parameter as important as the CCAI
value (CCAI = Calculated Carbon Aromatic Index, an indication of the
oil’s combustion and ignition properties).A
more recent problem, which emerged in 1997 and remains unsolved, is the
fact that analyses of bunker oils have revealed particles of propylene
with lengths ranging from 30 m up to 5 mm. These foreign objects were
identified in the US Gulf, the eastern coast of the USA, the Baltic states, and Russia.
So it is starting to become a global problem. At the present time it is
not clear how these particles of propylene have emerged or got into the
oil.It
should also be noted that ISO 8217 and CIMAC describe only the
technical and operational aspects of the maximum and minimum values
associated with the extraneous substances. The environmental impact of
these substances is not mentioned anywhere in the standards.Newer investigations are in progress to cast light on this problem with various types of engine and at varying loads.
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Boats For Sale - Pontoon, Deck, Cruising, Fishing FOR IMMEDIATE RELEASEContacts: Jenna Higgins/NBB/800-841-5849John Johnson/Ventura Harbor
Kent Bullard/National Park Service
May 2, 2002Southern California Harbor Makes Biodiesel Available to MarinersHarbor is first in country to sell 100 percent biodiesel to the publicVENTURA, Calif. – A new marine fuel dock in Ventura Harbor began offering the alternative fuel biodiesel to boaters in Southern California today. The pump opening signifies a growing interest in biodiesel from marine communities.Biodiesel
is a cleaner burning fuel that can be made from any fat or vegetable
oil and works in any diesel engine. It is usually made from soybean oil
in the United States. It is biodegradable and virtually nontoxic, making it a saferfuel
for the marine environment and for boaters to use and handle. Biodiesel
can be blended with petroleum diesel at any level or used in its pure
form. Ventura Harbor is selling the pure biodiesel (B100) to boaters.“A
lot of boaters are interested in the environmental benefits of
biodiesel because it is far less harmful than petroleum diesel in
sensitive marine areas,” said John Johnson, owner of Ventura Harbor
Marine Fuel, Inc. “Even the best kept sailboat smells like diesel
inside, and when they replace that with biodiesel the smell goes away.
Also, they notice they don’t have to scrub the stern of the boat where
there is often black exhaust residue. We expect biodiesel to be a big
seller.”The company will supply nearby Channel Islands National Park with biodiesel. Channel Islands National Park has been using biodiesel for nearly two years. The park uses B100 in the vessels Pacific Ranger and Sea Ranger II as
well as in diesel equipment on the islands, including stationary power
generators . The use of biodiesel and other renewable resources made the
islands petroleum free.“We
are an environmental organization, and we should be willing to be in
the forefront in demonstrating things that have a positive environmental
impact,” said Kent Bullard, maintenance supervisor of the park. “It has
been seamless. The biodiesel is performing just as well as diesel.”Across the country in Fort Meyers, Florida,
a 20 percent blend of biodiesel (B20) has been available to boaters at
WCI Communities Gulf Harbor Marina since March 2002. Ward Oil Company,
the distributor making biodieselavailable, hopes to expand biodiesel sales to 16 marinas throughout Florida.More than 100 major U.S.
vehicle fleets already use the cleaner-burning alternative fuel that
works in any diesel engine with few or no modifications. Biodiesel can
be used in pure form (B100), or blended with petroleum diesel at any
level. It offers similar fuel economy, horsepower and torque to
petroleum diesel. Biodiesel reduces emissions like hydrocarbons, carbon
monoxide, sulfates and particulate matter. It reduces life cycle carbon
dioxide by 78 percent according to a U.S. Department of Energy study.
Readers can learn more about biodiesel by visiting The National Biodiesel Board is
funded in part by the United Soybean Board and state soybean board checkoff programs.Biodiesel for Marine Use By Chad Freckmann (more by this author)
Prepared for the National Renewable Energy Laboratory, U.S. Department
of Energy Subcontract No. ACG-7--01 under Prime Contract No.
DE-AC36-83CHBIODIESEL: A Diesel Fuel made from Vegetable Oils or Fats Biodiesel
is a clean-burning diesel fuel produced from soybean and other
vegetable oils instead of petroleum. Biodiesel can be blended at any
level with petroleum diesel to create a biodiesel blend. Biodiesel
use in compression ignition (diesel) engines enhances engine combustion
performance, improves engine lubrication and reduces air and water
pollution caused by the exhaust. Biodiesel is made from Vegetable Oils through a chemical process called TransesterificationBiodiesel
is produced from vegetable oils by converting the triglyceride oils to
methyl (or ethyl) esters via a process known as transesterification. The
transesterification process reacts alcohol with the oil to release
three "ester chains" from the glycerin backbone of each triglyceride.
The reaction requires heat and a strong base catalyst (e.g., hydroxide
or lye), to achieve complete conversion of the vegetable oil into the
separated esters and glycerin. The glycerin can be further purified for
sale to the pharmaceutical and cosmetic industries. The mono-alkyl
esters become the Biodiesel, with one-eighth the viscosity of the
original vegetable oil. Each ester chain, usually 18 carbons in length
for soy esters, retains two oxygen atoms forming the "ester" and giving
the product its unique combustion qualities as an oxygenated vegetable
based fuel. Biodiesel is nearly 10% oxygen by weight.Petroleum
diesel, in contrast, is made up of hundreds of different hydrocarbon
chains (roughly in the range of 14-18 carbons in length), with residues
of sulfur and crude oil remaining. Diesel fuel sold today, even "low
sulfur, low aromatic" diesel, contains 20-24% aromatics (benzene,
toluene, xylenes, etc.) that are toxic, volatile compounds responsible
for the fire/health hazards and pollution associated with petroleum
diesel.Biodiesel
meeting the industry standard ASTM-D6751, in its neat (pure) form, is
referred to as B-100. When blended with petroleum diesel the
resulting mixture is identified by the percentage of biodiesel in the
mix; e.g. 20 percent biodiesel blended with 80 percent petroleum diesel
is referred to as B-20.ENGINE PERFORMANCEBiodiesel
methyl esters improve the lubrication properties ("lubricity") of the
diesel fuel blend. Long term engine wear studies have been conducted in
Europe and in the US. Porsche (Germany) determined that neat (100%)
Biodiesel reduced long term engine wear in test diesel engines to less
than half of what was observed in engines running on current low sulfur
diesel fuel. Lubricity properties of fuel are important for reducing
friction wear in engine components normally lubricated by the fuel
rather than crankcase oil. Biodiesel
has been studied extensively in Europe and the U.S. for its effect on
long term engine wear, particularly with respect to those components
normally lubricated by the fuel itself. Fuel pumps and injector pumps
depend on the operating fuel for lubrication of moving parts and shaft
bearings. Initial work on the lubricity of Biodiesel, performed by
Mark-IV Group and the Southwest Research Institute in 1994, established a
clear advantage to blending Biodiesel with petrodiesel to achieve
superior lubrication. Tests
run by Exxon showed that, compared to reference diesel fuel in 1993, a
20% blend of Biodiesel had significant, quantifiable improvements in
reducing wear (193 micron scar for B-20 vs. 492 micron scar for
petrodiesel) and friction (0.13 micron scar for B-20 vs. 0.24 micron for
petrodiesel) while improving film coating ability of the blend (93%
film with the B-20 vs. 32% film with the petrodiesel). The B-20 blend
compared favorably for lubricity results against Exxon's own lubricity
additive.Heat of Combustion PropertiesRelative
to petroleum diesel no. 2, Biodiesel has a slightly lower heat of
combustion on account of its oxygen content (petroleum diesel
hydrocarbons are not oxygenated). The heat of combustion for soy methyl
esters is 128,000 BTU (British Thermal Units) per gallon vs. 130,500
BTU/gal. for petrodiesel. However, with the added oxygen, the net
combustion efficiency for the blended fuel is increased, which should
compensate for the slight drop in BTU content. The differences would be
most noticed at low rpm and high engine load when the engine would most
benefit from more oxygen.Power DifferencesStudies
conducted in the U.S. and Europe generally indicate that blends of
Biodiesel and petrodiesel result in small decreases in overall power
output of engines. In a Volvo marine diesel engine study in
Tennessee (110-HP, 2.39 L, 4-cylinder, direct injection engine), a
tractor dynamometer was used to measure power outputs under selected
loads through an engine-mounted reverse drive gear. Exhaust emissions
were also tested along with fuel consumption tests under various loads.
The conclusions of these tests were that power produced from 100% soy
methyl ester Biodiesel was from 2 to 7 percent less than produced from
petrodiesel, depending on the load-speed point. However, at or near
maximum throttle (3,800 rpm), the two fuels performed the same.
Interestingly, at the lowest engine speed (1855 rpm) at full throttle
under heavier load, there was a 13% increase in power with Biodiesel as
compared to petrodiesel.Fuel Consumption DifferencesBiodiesel
is a mono-alkyl esters containing approximately 10% oxygen by weight.
The oxygen improves the efficiency of combustion, but it takes up space
in the blend and therefore slightly increases the apparent fuel
consumption rate observed while operating an engine with Biodiesel. Engine Seals, Gaskets and HosesThe
oxygenated methyl esters of vegetable oil cause Biodiesel to have
surprisingly strong solvent properties with respect to natural rubber
and several soft plastics. As a result, old rubber fuel lines and some
seals or gaskets on fuel tanks may slowly deteriorate in the presence of
higher concentrations of Biodiesel. Fortunately, few of these solvent
effects are noticed at a B-20 blend. When fuel lines or gaskets are
affected, they usually get sticky over time and soften or swell, causing
fuel to drip from connections. The best solution is to replace affected
lines and gaskets with modern synthetic hoses and seals. Conventional
US Coast Guard approved fuel lines are resistant to Biodiesel (neat)
and proven in sailboat testing over the past 3 years. In California, an
approved fuel hose readily available in marine stores is:Studies
conducted for the National Biodiesel Board on the materials
compatibility of Biodiesel concluded that the only hose and gasket
material that was truly resistant to the solvent effects of methyl
esters was Viton. The
solvent properties of the esters in Biodiesel can loosen old paint on
engines or on painted surfaces in the bilge. Besides staining raw wood
surfaces, Biodiesel is particularly harmful to teak decks with
polysulfide seams (use extra caution when filling tanks via deck ports).
Biodiesel could also harm rubber engine mounts if it were spilled and
not cleaned up immediately. Use paper towels or absorbant pads to remove
spilled Biodiesel and then clean the surfaces thoroughly with warm
soapy water.Warranties and Engine Manufacturer EndorsementsMarine
diesel engine manufacturers in United States, Europe and Japan have all
recognized the growing role of Biodiesel as a viable fuel additive, and
in most cases, as a complete alternative fuel (100%). Two of the
sponsors of the SUNRIDER expedition of 1992-1994 were the marine diesel
engine manufacturers: Mercruiser (inboard/outboard diesel engine) and
Yanmar (outboard diesel engines), endorsing Biodiesel as a suitable
alternative fuel to power Bryan Peterson's 28-ft inflatable Zodiac boat
around the world. This 35,000 mile adventure remains the most famous and
most publicized demonstration of Biodiesel use in marine engines. Manufacturers
warrant their products against defects in materials and
workmanship. In general use of a particular fuel should have no
effect on the materials and workmanship warranty. Use of biodiesel
does not "void the warranty"; this is prohibited by the Magnuson-Moss
Warranty Act. As with petroleum diesel, verify that your fuel
supplier warrants the quality of their fuel. In the U.S., diesel
engine manufacturers generally endorse Biodiesel fuel meeting the
ASTM-D6751 standard when used in a blend with petroleum diesel.
Caterpillar endorses the use of B-100 in many of its engine
models. Contact your engine manufacturer for updates on their
acceptance of Biodiesel and Biodiesel blends as an acceptable fuel for
use with their particular engine.SAFETY AND AESTHETIC ADVANTAGES OF BIODIESELBoaters
can appreciate the user friendliness of handling Biodiesel in their
boats. The product has no noxious odors and is considered as harmless to
handle as salad oil. The product smells and feels like cooking
oil. No Noxious or Carcinogenic FumesBiodiesel
vegetable oil methyl esters contain no volatile organic compounds that
would give rise to any poisonous or noxious fumes. Biodiesel does not
contain any aromatic hydrocarbons (benzene, toluene, xylene) or
chlorinated hydrocarbons. There is no lead or sulfur to react and
release harmful or corrosive gases. However, in blends with petrodiesel
there will continue to be significant fumes released by the benzene and
other aromatics present in the petroleum fraction (80%) of the blend.No Risk of Explosion from VaporsSince
Biodiesel has no volatile components (vapor pressure of less than 1 mm
Hg) and a high flash point (typically over 260 Deg. F), the product
poses no risk of explosion caused by fumes accumulated below deck. The
only significant fire risk would be from the spontaneous combustion of
rags and paper towels soaked in Biodiesel and stored in an area with low
ventilation, or high temperatures (like the inside of an engine room).LOWER IMPACT ON MARINE ENVIRONMENTWater
pollution is reduced by using Biodiesel in boat engines since there
will be more efficient burning of the fuel mixture, less carbon (soot)
accumulation and particulate (smoke) emissions. Faster starting and
smoother operation also should reduce the discharge of unburned fuel.
Any accidental discharges of small amounts of Biodiesel should have
relatively little impact on the environment compared to petroleum
diesel, which contains more toxic and more water-soluble aromatics.
Nonetheless, the methyl esters could still cause harm.Comparatively Low Toxicity to Marine Plants and AnimalsFrom
1994 through 1996, CytoCulture conducted a series of tests in
collaboration with the California Department of Fish & Game (Office
of Oil Spill Prevention & Response) to document the impact of
vegetable methyl esters on various native species of marsh plants and
marine organisms. Because larval forms of fish and shell fish are much
more sensitive than the adult forms, all of the marine toxicity studies
were performed with larvae of established test species. The studies
indicated that the Biodiesel, while not completely harmless to the
larvae of crustacea and fish, is much less toxic than petroleum fuels
and crude oil. In
research conducted for CytoCulture in 1994, the LC50 (concentration
required to kill 50% of the population) for larval test fish (Menidia
Beryllina) exposed to soy methyl ester Biodiesel was 578 ppm relative to
an LC50 of 27 ppm for reference fuel oil. In larval shrimp (Mysidopsis
Bahia) toxicity assays, the LC50 for the soy methyl ester Biodiesel was
122 ppm compared to the LC50 of 2.9 ppm for the reference fuel oil.Low Solubility and High Biodegradation Rate for Biodiesel in WaterBiodiesel
methyl esters are actually quite insoluble in fresh or sea water, with a
saturation concentration of 7 ppm (sea) and 14 ppm (fresh) at 17 Deg.
C, whereas petroleum diesel can partition aromatics into water in
concentrations of hundreds of ppm. The dissolved phase of the Biodiesel
methyl esters was shown to breakdown by the biodegradation action of
naturally occurring bacteria present in sea water. The half-life for the
biodegradation of the vegetable methyl esters in agitated sea water was
less than 4 days at 17 Deg. C., about twice as fast as petroleum diesel
(reported by others).Biodegradability of Biodiesel in the Aquatic EnvironmentA
study conducted at the University of Idaho in 1995 determined that
rapeseed Biodiesel would biodegrade about twice as fast as petroleum
diesel using a standard EPA test protocol based on carbon dioxide
evolution and gas chromatography. Further, the Biodiesel was shown to
enhance the biodegradation rate for diesel fuel in a blend. The
biodegradation rate of rapeseed biodiesel in shake flasks with fresh
water was found to be comparable to dextrose (a test sugar) and about
twice as fast as for petroleum diesel. In the Idaho study (Peterson,
Reece, et al., 1996), the rapeseed esters were degraded by 95% at the
end of 23 days where as the diesel fuel in this test was only about 40%
degraded after 23 days.Spills of Biodiesel Can Still Harm the EnvironmentFor
the boating environment, Biodiesel should have less impact to aquatic
and marine organisms than petroleum diesel if accidentally spilled or
inadvertently discharged over the side. However, the US EPA still
considers spills of animal fats and vegetable oils harmful to the
environment. In an October, 1997 ruling under the Clean Water Act, as
amended by the Oil Pollution Act of 1990, vegetable oils are considered
"oil" like petroleum. (In France, Biodiesel is classified as food for
transportation purposes.) Spilling
Biodiesel into the water would be as illegal as discharging petroleum
fuels overboard. Waterfowl and other birds, mammals and fish that get
coated with vegetable oils could die from hypothermia or illness, or
fall victim to predators. Even though the Biodiesel is relatively
non-toxic and less viscous than vegetable oil, it can still have a
serious impact on marine and aquatic organisms in the event of a big
spill. We recommend that the Biodiesel always be handled like any other
fuel to avoid contamination of our bays and waterways, and that boaters
obey all laws governing the handling of engine fuels and oils.STORAGE CONDITIONS FOR BIODIESELBiodiesel
can be stored for long periods of time in closed containers with little
head space. The containers should be protected from weather, direct
sunlight and low temperatures. Avoid long term storage in partially
filled containers, particularly in damp locations like dock boxes.
Condensation in the container can contribute to the long term
deterioration of the petroleum diesel or biodiesel (see below). Low
temperatures can cause Biodiesel to gel, but Biodiesel will quickly
liquefy again as it warms up. In cold weather (near or below freezing),
additives can be used to prevent gelling (fuel additives for diesel fuel
used in cold weather are available from Exxon, Hammond, and other
manufacturers).Fuel
tanks should be kept as filled as possible (regardless of whether they
contain Biodiesel), particularly during rainy winter months or periods
of inactivity, to minimize the condensation of moisture. Condensed
moisture accumulates as water in the bottom of your tank and can
contribute to the corrosion of metal fuel tanks, especially with
petroleum diesel that also contains sulfur. The condensed water in the
fuel tank can also support the growth of bacteria and mold that use the
diesel and Biodiesel hydrocarbons as a food source. These
hydrocarbon-degrading bacteria and molds will grow as a film or slime in
the tank and accumulate as sediment over long periods of time. These
hydrocarbon-degrading microbes are frequently referred to incorrectly as
"algae" in advertisements for fuel treatments, perhaps because the
colonies often have a reddish orange color and tend to form mats. Petroleum
diesel and Biodiesel are both susceptible to microbe growth when water
is present in the fuel. The solvent action of the Biodiesel can
also cause microbial slime to detach from the inside of the tank. The
accumulation of the newly released slime and sediment can be dangerous
if it clogs the fuel filters and causes the engine to suddenly stop. It
is very important to monitor the filters on a diesel engine that has
been switched over to Biodiesel, particularly if the tank is old and has
not been cleaned. The
microbial slime and sediment problem seems to worsen for boats that are
used infrequently since the inactivity allows the microbes to
accumulate in stable colonies. When the boat is used again, the slime
and sediment can break loose and accumulate in the fuel filters.
Accumulated sediment in fuel filters can then interrupt the flow of fuel
and shut down the engine. As mentioned earlier, the addition of
Biodiesel to a dirty fuel tank can accelerate the release of accumulated
slime. When the boat is then used after sitting idle for a long period
of time, the newly suspended sediment can accumulate and potentially
clog the fuel filters. Check fuel filters often and be prepared to
change them after introducing Biodiesel to an older fuel tank that may
have accumulated slime and sediment.EMISSIONS REDUCTIONS WITH BIODIESELSince
Biodiesel is made entirely from vegetable oil, it does not contain any
sulfur, aromatic hydrocarbons, metals or crude oil residues. The absence
of sulfur means a reduction in the formation of acid rain by sulfate
emissions that generate sulfuric acid in our atmosphere. The reduced
sulfur in the blend will also decrease the levels of corrosive sulfuric
acid accumulating in the engine crankcase oil over time. The lack of
toxic and carcinogenic aromatics (benzene, toluene and xylene) in
Biodiesel means the fuel mixture combustion gases will have reduced
impact on human health and the environment. The high cetane rating of
Biodiesel (ranges from 49 to 62) is another measure of the additive's
ability to improve combustion efficiency. Smoke and Soot ReductionsSmoke
(particulate material) and soot (unburned fuel and carbon residues) are
of increasing concern to urban air quality problems that are causing a
wide range of adverse health effects for their citizens, especially in
terms of respiratory impairment and related illnesses. Boaters always
complain of the smoke from their diesel engines as they motor back to
port. Soot accumulation on the transoms and decks of their boats is also
a problem. The lack of heavy petroleum oil residues in the
vegetable oil esters that are normally found in diesel fuel means that a
boat engine operating with Biodiesel will have less smoke, and less
soot produced from unburned fuel. Further, since the Biodiesel contains
oxygen, there is an increased efficiency of combustion even for the
petroleum fraction of the blend. The improved combustion efficiency
lowers particulate material and unburned fuel emissions especially in
older engines with direct fuel injection systems.Lower Hydrocarbon EmissionsAs
an oxygenated vegetable hydrocarbon, Biodiesel itself burns cleanly,
but it also improves the efficiency of combustion in blends with
petroleum fuel. As a result of cleaner emissions, there will be reduced
air and water pollution from boats operated on Biodiesel blends. At a
20% Biodiesel blend, there will be a noticeable change in the odor and
smoke in the exhaust. Older engines should also emit less soot under
load and less carbon black during startup.Independent
research programs in Europe and the U.S. have shown that Biodiesel in a
20 percent blend (B-20) with petroleum diesel created a significant
reduction in visible smoke and odor. The studies documented the
reduction in hydrocarbons, carbon monoxide and particulate matterFrom
field observations with boats and test cars, Biodiesel appears to be
even very effective in reducing smoke. The reduction in particulate
Matter (PM) when B-20 is used is due to a reduction in insolubles
(particles), generally composed of carbon soot. Catalytic converters
(used in trucks and cars) can further contribute to the reduction in PM
when B-20 is used.Carbon Monoxide EmissionsCarbon
monoxide gas is a toxic byproduct of all hydrocarbon combustion that is
also reduced by increasing the oxygen content of the fuel. More
complete oxidation of the fuel results in more complete combustion to
carbon dioxide rather than leading to the formation of carbon monoxide.
In the 1998 report by the Southwest Research Institute on the effects of
Biodiesel on truck engine exhaust emissions, the levels of carbon
monoxide were shown to be reduced from 8% to 22% with a B-20 blend,
depending on the type of engine. Polyaromatic Hydrocarbon EmissionsPolyaromatic
hydrocarbons (PAHs) are a class of heavy oil petroleum hydrocarbons
defined by their complex ring structures and unique qualities. They
consist of multiple benzene ring structures that make them insoluble,
slow to burn and carcinogenic. PAHs are regulated by the EPA in engine
emissions. In the 1998 SWRI report, the Cummins N-14 engine had a 12%
drop in PAH emissions when operating on B-20 blend relative to
petrodiesel, and a 74% drop in PAHs when the fuel was switched to neat
Biodiesel. These data suggest major gains in improving the air quality
around diesel engines in vehicles and boats operating on Biodiesel.Nitrogen OxidesThe
nitrogen oxides result from the oxidation of atmospheric nitrogen at
the high temperatures inside the combustion chamber of the engine,
rather than resulting from a contaminant present in the fuel. Although
nitrogen oxides (NOx) are considered a major contributor to ozone
formation, they are also a reality of operating internal combustion
engines. There are consistent reports of slight increases (several
percent) in NOx emissions with Biodiesel blends that are attributable,
in part, to the higher oxygen content of the fuel mixture. More oxygen
and better combustion of the fuel also means more formation of NOx
emissions with Biodiesel blends.In several research studies
conducted since 1993 in the U.S. and Europe, EPA-regulated emissions
from an unmodified engine operating on a 20% Biodiesel/80% petrodiesel
blend (B-20) were shown to be lower than those for petroleum diesel,
except for NOx (nitrogen oxides) emissions, which can be 2-5% above
baseline emissions. Biodiesel Helps Reduce Greenhouse GasesUnlike
other "clean fuels" such as compressed natural gas (CNG), Biodiesel and
other biofuels are produced from renewable agricultural crops that
assimilate carbon dioxide from the atmosphere to become plants and
vegetable oil. The carbon dioxide released this year from burning
vegetable oil Biodiesels, in effect, will be recaptured next year by
crops growing in fields to produce more vegetable oil starting material.
Supplementing our dwindling fossil fuel reserves with biomass-based
fuels (Biodiesel, for petrodiesel; biomass-based alcohols or hydrogen
for gasoline) helps reduce the accumulation of CO2.Information about the physical properties relevant to Marine FuelsCatalyst Fines Cloud Point Density Flash Point Ignition Quality Pour Point, Cloud Point & CFPP Specific Energy Viscosity Viscosity Conversion Table Calorific Value - See Specific EnergyCatalyst Fines(Ref. ISO 8217:1996 - Annex D - Informative)Catalyst Fines are the main source of potentially abrasive material in bunker fuels.Measurement
of aluminium plus silicon, with limiting values for all fuels in the
Shell Specification and ISO 8217 : 1996 Fuel Tables, is intended to
limit catalyst fines contamination to a level that will ensure minimum
risk of abrasive wear, providing that adequate fuel pre-treatment is
carried out.The
proportions of aluminium and silicon compounds that comprise catalyst
fines, varies significantly from refinery to refinery, and the combined
aluminium and silicon limit value of 80 mg/kg is intended to ensure that
catalyst contamination will be no higher on average than has previously
been implied by the limit of 30 mg/kg aluminium, that has been used in
the Shell Marine Fuel Specifications for over 10 years. The aluminium
plus silicon requirement of max. 80 mg/kg is therefore to be used in
place of, not in combination with, the 30 mg/kg aluminium limit.The
lower aluminium plus silicon control applied to grade ISO 8217 : 1996 -
Grade DMC (25 mg/kg) is based on the proportion of residual fuel that
may be expected to be part of this product.CCAI, Cetane No. and Cetane Index - See Ignition QualityCloud Point / Cold Filter Plugging Point (CFPP) - See Pour PointDensityKnowledge
of a fuels density is used to determine the optimum size of purifier
gravity rings, to calculate a fuels calorific value, but most
importantly to convert from volume to weight for invoicing purposes.All
densities listed in this publication are in terms of kg/m³ at 15°C.
They should be divided by 1000 if the density in kg/l at 15°C is
required.When
density is determined in accordance with ISO 3675, the hydrometer
readings obtained at ambient temperature on distillate fuels, and at
elevated temperatures of between 50 Deg C and 60 Deg C on fuels
containing residual components, has to be converted to results at 15 Deg
C using Table 53B of ISO 91-1.When
density is determined in accordance with ISO , an appropriate
correction for glass expansion coefficient has to be applied to readings
obtained by digital density analyser at any temperature other than 15
Deg C, before conversion and application of Table 53B of ISO 91-1.Flash Point - Residual Fuel Oils(Ref. ISO 8217:1996 - Annex E - Informative)Flash
point is a valid indicator of the fire hazard posed by residual fuel
oil, but information is available which shows that it is not a reliable
indicator of the flammability conditions that can exist within the head
spaces of tanks containing such fuels.This
means that residual fuel oil has the potential to produce a flammable
atmosphere in the tank head space, even when stored at a temperature
below the measured flash point.Consequently
residual fuel oils should be considered to be potentially hazardous and
capable of producing light hydrocarbons which could result in tank head
space atmospheres being near to, or entering, the flammable range.
Appropriate precautions are necessary therefore to ensure the safety of
people and property.Further
information and advice on precautionary measures are given in ' The
Flammability Hazards Associated with the Handling, Storage and Carriage
of Residual Fuel Oil - published by the Oil Companies International
Marine Forum (OCIMF) December 1989. Additional information can also be
found in 'International Safety Guide for Oil Tankers and Terminals
(ISGOTT)', published by the International Chamber of Shipping.Ignition Quality(Ref. ISO 8217:1996 - Annex B - Informative)Ignition quality of marine diesel fuels is a major factor which effects engine operation, particularly high speed units.The Cetane Number or Cetane Index of distillate fuel indicates performance relative to a reference fuel.The
ignition quality of residual fuels is more difficult to predict because
they consist of blends of many different components. However, residual
fuel ignition quality may be ranked by determination of Calculated
Carbon Aromaticity Index (CCAI) from density and viscosity measurements.
A formula for CCAI determination is given below.Ignition
performance requirements of residual fuels in marine diesel engines are
primarily determined by engine type and, more significantly, by engine
operating conditions. Fuel factors influence ignition characteristics to
a much lesser extent. For this reason no general limits for ignition
quality can be applied, since a value which may be problematical to one
engine under adverse conditions may perform quite satisfactorily in many
other instances. If required, further guidance on acceptable ignition
quality values should be obtained from the engine manufacturer.Calculated Carbon Dromaticity Index (CCAI)The
viscosity and density of a fuel oil can be used to calculate its
Calculated Carbon Aromaticity Index (CCAI) value, which allows ranking
of its ignition performance. CCAI is calculated by using the following
formula:CCAI = D-81-141 Log10Log10 (Vk + 0.85) - 483 Log10 ((T + 273)/323)whereVk = Kinematic Viscosity (mm²/s) at temperature T °C:D = Density kg/m³ at 15 °CPour Point, Cloud Point & Cold Filter Plugging Point (CFPP)These
characterisitics are used to assess the performance of a fuel in cold
operating conditions, and to determine the temperature at which fuel
filters may begin to become blocked.Shell
Marine Fuels are manufactured so that they will be suitable for the
environment in which they will be used, and their characterisitics may
vary slightly at different locations to ensure that they are suitable
for different climatic conditions.For
this reason, the specifications for MFO up to 80 cSt at 50°C give two
maximum levels for Pour Point, and the specifications for GO and MDF
give two maximum levels for Cloud Point or Cold Filter Plugging Point
(CFPP) as appropriate.Pour
Point, Cloud Point & Cold Filter Plugging Point (CFPP) are
controlled according to the International Load Line Zone in which any
particular port is located. This is done on the basis that load line
zones have a reasonable relationship to ambient temperature conditions.
The acceptability of the higher levels in deliveries at ports in summer
and tropical load line zones should be assessed if vessels are
proceeding to colder zones, particularly during winter months.Specific Energy / Calorific Value(Ref. ISO 8217:1996 - Annex A - Informative)Heat
of combustion, specific energy or calorific value, is a measure of the
energy content of the fuel. It decreases as density, sulphur, water and
ash content increase.Specific
Energy is not controlled in the manufacture of fuel except in a
secondary manner by the specification of other properties.Specific energy can be calculated with a degree of accuracy acceptable for normal purposes from the equations given below :-Specific Energy (Gross) MJ/kgQg = (52.190 - 8.802 p2 10-6) [1 - 0.01 (x+y+s)] + 9.420 (0.01s)Specific Energy (Net) MJ/kgQn = (46.704 - 8.802p210-6 + 3.167p10-3) [1-0.01(x+y+s)] + 0.01 (9.420s - 2.449x)p = the density at 15 °C, kg/m³x = the water content, % (m/m)y = the ash content, % (m/m)s = the sulphur content, % m/mViscosityViscosity
is an important fuel characteristic, and although in itself is not an
indication of quality, knowledge of a fuels viscosity is essential to
enable the ship operator to determine both the temperature to which the
fuel should be heated in storage to remain pumpable, and the temperature
required at injection to ensure efficient atomisation.For
sales purposes the kinematic viscosity of distillate fuels is quoted in
centistokes (cSt) at 40 Deg C, and the kinematic viscosity of residual
fuels is quoted in centistokes (cSt) at 50°C.The
actual viscosity measurement is more usually carried out at higher
temperatures, e.g. 80°C or 100°C, particularly with the more viscous
and/or higher pour point fuels. The equivalent viscosity at 50°C is then
calculated using the Shell conversion method. This gives results that
are the same as those given by the viscosity / temperature chart in the
"Shell Book of Useful Tables", and Annex C of the ISO 8217 : 1996
Specification.In
the event of any query or complaint, viscosity measurements are carried
out at the original control measurement temperature with any subsequent
conversion to an equivalent at 50°C calculated using the method
described above.In
many new fuel specifications tables, viscosity is being quoted with
reference to the unit mm2/sec, but in practice, reference is constantly
made to centistokes. 1 mm²/sec is equivalent to 1 cSt.Viscosity Conversion Table(Ref. ISO 8217:1996 - Annex C - Informative)The
ISO 8217 : 1996 Standard specifies limiting values of kinematic
viscosity at 100 °C for the fuel categories contained in the Residual
Fuel Table, but as described above, in some cases kinematic viscosity is
measured or quoted at other temperatures.The table below gives approximate relationships of fuel viscosity at different temperatures.The data should be used with caution :- Firstly since measurements at temperatures other than 100 °C may have precision that is different Secondly
because of variations in the 'viscosity - temperature' relationships
due to the variability of residual fuel composition. Viscosities estimated from those measured at 100 °CKinematic Viscosity, mm²/s (1) Measured at 100°C Approximate Estimations :- 40 °C 50 °C 80 °C 130 °C 10.0 80 50 17 5.5 15.0 170 100 28 7.5 25.0 425 225 50 11 35.0 780 390 75 14.5 45.0 1240 585 105 17.5 55.0 1790 810 130 20.5 (1) 1 mm²/sec = 1 cStInternational Standard ISO 8217: 1996 / British Standard BS MA 100: 1996 - Residual FuelsMDO ISO 8217COMMERCIAL
MARINE GAS OIL, DIESEL FUEL (DF2),Plaza Marine bunker marine
terminal fuel services INTERMEDIATE FUEL OIL 180 &Plaza Marine
bunker marine terminal fuel services INTERMEDIATE FUEL OIL 380A brief description of the ISO 8217 specificationThe
ISO 8217 specification is prepared in co-operation with the marine and
petroleum industries to meet the requirements for marine fuels supplied
on a worldwide basis for consumption on board ships. ISO
8217 recognizes that crude oil supplies, refining methods, ships'
machinery and local conditions vary considerably, which factors have led
historically to a large number of categories of residual fuels being
available internationally, even though locally or nationally there may
be relatively few categories.Several
of the residual fuels are unique in origin to one country or area, but
are nevertheless included in the ISO Specification because of their
importance in the international marine fuel market.The original ISO 8217 specification was issued in 1987.ISO
8217 : 1996 is the second issue of this standard, it supersedes the
1987 specification which is now obsolete, and reflects several important
changes in methodology. The number of fuel categories remains the same,
the one deletion being counterbalanced by one addition.Because
the principal aim of this report is to examine and review fuel oils for
ships, it is appropriate to define what is understood by fuel oil and
gas oil in the light of the EU Directive. The Directive uses the
following definitions:1. Fuel OilAny
petroleum-based liquid fuel falling under CN codes 2710 00 71 to 2710
00 78 (these are the numbers in the Common Customs Tariff) or which
(except for gas oil as defined in 2. below), by reason of its
distillation limits, falls within the category of heavy oils intended
for use as fuel and of which less than 65% by volume (including losses)
distils at 2500C according to the ASTM D86 method. If the distillation
cannot be determined by means of the ASTM D86 method, the oil product is
classified as fuel oil.2. Gas OilAny
petroleum-based liquid fuel falling under CN code 2710 00 69 or which,
by reason of its distillation limits, falls within the category of
middle distillates intended for use as fuel and of which at least 85% by
volume (including losses) distils at 3500C according to the ASTM D86
method. Diesel oil as defined in Article 2 (2) of European Parliament
and Council Directive on the quality of petrol and diesel oil is not
covered by this definition.Definitions of fuel oils within the shipping industryOver
the years many different definitions of fuel oil have been used in the
shipping industry, and even today there is a number of different
standards according to which ship owners order fuel.Some years ago, fuel was ordered by defining it as:gas oil, diesel oil, light fuel oil, and heavy fuel oil, stating the desired viscosity in sec. Redwood I at 1000F and the approximate specific density at 150C.But
in consequence of the technical development at the oil refineries,
where cracking methods for the crude oil were improved and more products
could be extracted, and in line with the enhanced environmental
awareness on land – but not on board ships – this development also
caused the quality of fuel for ships to deteriorate, because no
environmental demands were made on the shipping industry in those days.
Engine designers therefore had to start thinking in other terms and
designing engines capable of using the poorer fuel oils – a development
which is still in progress. At the same time, ship owners were forced to
make more stringent demands as to the bunker oil they ordered, and in
1982 the first standard (which also comprised the so-called heavy oils)
was introduced. It was designated BS MA 100, and it subdivides fuel oils
into twelve groups, each group containing threshold values for the
properties of the oil.The main groupings in BS (British Standard) MA 100 are:M1: Marine gas oilM2: Marine diesel oilM3: Distillate mixed with some residual oilM4 – M9: Heavy oils with increasing viscosity and an upper specific density limitM10–M12: Corresponding to M7 - M9, but without specific density limitIt
is important to note that the groups refer to the viscosity of the oil.
It should also be noted that this standard has several limitations.
Thus, it provides no information regarding important heavy-oil
properties such as:mixability ignition characteristics contents of solid particles or contaminants This
BS MA 100 standard is still used by many ship owners when they order
bunkers around the world, but it is probably losing popularity in favor
of the ISO 8217 standard, which is likely to be the predominant standard
today. ’s fuel oil recommendations are also used quite a lot. ISO 8217
and CIMAC’s definitions are often seen integrated into the same table or
standard. (CIMAC means CONSEIL INTERNATIONAL DES MACHINES A COMBUSTION
and safeguards the interests of engine manufacturers and users).The classification of fuel oils according to ISO 8217 and CIMAC standards is listed in the following table:a) Distillate gradesISO 8217:CIMAC: DMXDXA
fuel suitable for use when the ambient temperature is as low as 150C. -
without preheating the oil. In the merchant marine its use is limited
to lifeboat motors and emergency generators because of the oil’s reduced
flash point. ISO 8217:CIMAC:DMADA A distillate of high quality, generally referred to as MGO (Marine Gas Oil).ISO 8217:CIMAC: DMBDBAn
ordinary fuel that may contain traces of residual oil; intended for use
in diesel engines which are not designed for combustion of residual
oil. Generally referred to as MDO (Marine Diesel Oil). ISO 8217:CIMAC:DMCDC A
fuel that may contain substantial traces of residual oil. Therefore,
this oil is not suitable for machinery and oil treatment plants that are
not designed for residual fuel.As
is evident from the above table of distillate grades, ISO 8217 and
CIMAC describe four categories of distillate fuel. Furthermore, the
standard indicates the minimum and maximum values for the following:Characteristic LimitDensity at 150C kg/m3 max.Viscosity at 400C, mm2/s min.max.Flash point, deg.C min.Pour point (upper), deg.C- winter quality- summer quality max. max.Cloud point, deg.C max.Sulphur, % (mm/mm) max.Cetane number min.Carbon residue (micro method), 10% res. % m/mCarbon residue (micro method), % (mm/mm) max.max.Ash, % (m/m) max.Sediment, % (m/m) maxTotal existent sediment, % (m/m) max.Water, % (v/v) max.Vanadium, mg/kg max.Aluminium plus silicon, mg/kg max.b) Residual GradesISO 8217:CIMAC: RMA 10A 10Please refer to the below remarks under A10 og B10 ISO 8217:CIMAC:RMB 10B 10 Please refer to the below remarks under A10 og B10ISO 8217:CIMAC: RMC 10C 10Please refer to the below remarks under C10 and up to H55 ISO 8217:CIMAC:RMD 15D 15 Please refer to the below remarks under C10 and up to H55ISO 8217:CIMAC: RME 25E 25Please refer to the below remarks under C10 and up to H55 ISO 8217:CIMAC:RMF 25F 25 Please refer to the below remarks under C10 and up to H55ISO 8217:CIMAC: RMG 35G 35Please refer to the below remarks under C10 and up to H55 ISO 8217:CIMAC:RMH 35H 35 Please refer to the below remarks under C10 and up to H55ISO 8217:CIMAC: RMK 35K 35Please refer to the below remarks under K 35 ISO 8217:CIMAC:RMH 45H 45 Please refer to the below remarks under C10 and up to H55ISO 8217:CIMAC: RMK 45K 45Please refer to the below remarks under K 45 ISO 8217:CIMAC:RMH 55H55 Please refer to the below remarks under C10 and up to H55ISO 8217:CIMAC: RMK 55K55Please refer to the below remarks under K 55 Remarks as to the above table regarding residual grades – referred to ISO 8217 and CIMAC.The standards are arranged with the viscosity of the oils as starting point.A 10 and B 10Suitable
for operations at low ambient temperatures in installations without
preheating facilities in the storage tank, where a pour point lower than
24 or 300C. is necessary. Of these two grades, A 10 has the lower
specific density and a minimum viscosity so as to improve the ignition
properties.C 10 and up to H 55Fuel oils requiring on board treatment/purification in ordinary purifier/ clarifier extraction systems.K 35, K 45 and K 55Fuel for use in installations with separators specially designed for the treatment of fuel oils with higher specific densities.As
is evident from the tabular listing concerning residual grades, ISO
8217 and CIMAC describe thirteen categories of residual grades.
Furthermore, the standard indicates the minimum and maximum values for
the following:Characteristic LimitDensity at 150C kg/cub.m max.Viscosity at 1000C, mm2/s max.Flash point, deg.C min.Pour point (upper), deg.C- winter quality- summer quality max.max.Carbon residue % (mm/mm) max.Ash, % (m/m) max.Water, % (v/v) max.Sulphur, % (m/m) max.Vanadium, mg/kg max.Aluminium plus silicon, mg/kg max.Total sediment, potential, % (m/m) max.I
may seem sad that even the new 1996 version of the ISO 8217 standard
fails to include limitations on several of the substances that are
patently often present in fuel oils. Among them are:Sodium Iron Phosphor Lead Calcium Zinc It
is true that the standard indicates maximum values (in mg/kg) for
aluminum and silicon, but it does not mention the size, hardness or
specific density of the particles. This is quite an important parameter
for abrasion of the fuel system and the cylinder liners.The
standard should also specify that the fuel oil must not contain
chemical waste and spent lubricants. The standard should also make it
clear if the oil in question could remain stable, so that the content of
asphaltene would not give rise to the formation of sludge.Nor
is information included regarding a parameter as important as the CCAI
value (CCAI = Calculated Carbon Aromatic Index, an indication of the
oil’s combustion and ignition properties).A
more recent problem, which emerged in 1997 and remains unsolved, is the
fact that analyses of bunker oils have revealed particles of propylene
with lengths ranging from 30 m up to 5 mm. These foreign objects were
identified in the US Gulf, the eastern coast of the USA, the Baltic states, and Russia.
So it is starting to become a global problem. At the present time it is
not clear how these particles of propylene have emerged or got into the
oil.It
should also be noted that ISO 8217 and CIMAC describe only the
technical and operational aspects of the maximum and minimum values
associated with the extraneous substances. The environmental impact of
these substances is not mentioned anywhere in the standards.Newer investigations are in progress to cast light on this problem with various types of engine and at varying loads.