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Petrol eum product s - Fuels (cl ass F) - Specifi cations of mari ne fuel s
ISO 8217: 2012 specifies the requir ements f or petrol eum fuels f or use i n marine diesel engines and
boil ers, prior t o appropriat e treatment bef ore use. The specifications for fuels in ISO 8217: 2012 can als o
be applicabl e to f uels f or stationar y diesel engi nes of the same or similar make and t ype as those us ed
for mari ne purposes.
ISO 8217: 2012 specifies four categories of distillat e fuel, one of which is for di esel engi nes f or
emergenc y purposes. It als o specifies si x cat egories of residual fuel.
Test Methods
DAY 1
09th 10th May 2012
Agenda Day 1
09.30 hrs Introduction. Fuel oil manufacture and refining.
10.00 hrs General fuel characteristics and marine engine
operational and safety requirements
11:00 hrs Q&A session
11:30 hrs Coffee break
12:00 hrs ISO 8217 specifications
13:00 hrs Q&A session
13:30 hrs Lunch break
14:30 hrs Sampling requirements
15:30 hrs Q & A session
16.30 hrs Closing remarks
Presenters
Michael Green Intertek-Lintec ShipCare Services
Marine Services Technical Manager Bunker Fuel Testing
Nigel Elliott ExxonMobil Research & Engineering
Senior Fuels Technical Advisor
Chair of EI TMS SCB-2 Calculation Methods
Alister Jackson ExxonMobil Research & Engineering
Technical Advisor
Chair of EI TMS SCB-9 Volatility
ISO 8217 Marine Fuel
Specifications
Energy Institute Marine Fuels Workshop
9 May, 2012
Intertek-Lintec ShipCare Services
Michael Green Marine Services
Technical Manager Bunker Fuel Testing
Marine Fuel Specs and Test Methods
Routine Analysis.
1.
2.
Damage Prevention.
Engine, Crew, Environment.
Statutory Requirements.
1.
/ ISO 8217:2010.
Operational Concerns
What can affect vessel operations?
Not all ISO 8217 test parameters are
directly linked to operational requirements.
Key parameters:
Density
Viscosity
Water Content
Sulphur Content
Density ISO 12185/ASTM D4052
% S u lp h u r
4
3
2
1
0
2008
2010
2012
Year
SECA Global
2015
2020
Technical Issues
Cold Corrosion
Alkaline Engine Oils
Developed
Lubricity Issues for Ultralow sulphur distillates
May Require Different
Cylinder Lub.Oils
Environmental Issues
SOX emissions
Acid Rain
SECAs control Sulphur
Limits
Flash point ISO 2719 / ASTM D93
Legal Requirement.
Property appears in
SOLAS.
SOLAS Chapter II-2,
Regulation 15.1.1
no fuel with a flashpoint
of less than 60C shall
be used.
Strict go no go criteria.
Pour point ISO 3016 / ASTM D97
If a Fuel is stored at too cold a
temperature, wax can drop out of the fuel.
Pour Point is the:
Temperature at which the wax solidifies
and the fuel will no longer flow.
Spec limit varies with grade/time of year.
Solidified fuel oil can be a serious
operational problems.
Carbon residue ISO 10370 / ASTM D4530
Zn>15ppm
Ca>30ppm & P>15ppm
Other metals :
Iron
Nickel
Magnesium
Lead
Operational Considerations
What other characteristics need to be
considered with regard to everyday vessel
operations?
Fuel Stability
Acid Contamination / Corrosion
Lubricity (Distillate Fuels)
Fuel Combustion / Ignition
Hydrogen Sulphide
Fuel Stability
Within ISO 8217 fuel
stability is covered by
TSP.
Instability can be
caused by mixing /
blending.
Incompatibility of
fuels.
Introduction of cutter /
blend stocks.
Fuel Stability - Total sediment potential (TSP)
pipes.
Poor Ignition /
Combustion.
Stability Prevention / Treatment
Becomes a mandatory test
requirement as part of ISO 8217 on
1st July 2012.
The UK, through British Standards, was essentially responsible for the development of what was later
to become ISO 8217 through the publication of BS MA 100
Before this time, the marine grades of distillate were specified in BS 2869, 1957 as "Class B, while
the marine residuals were unregulated, leaving the way open for a plethora of proprietary grades
based on viscosity at 120F (50C), an inappropriate temperature which still haunts us to this day
At a meeting of PTC/- in 1978 it was agreed that BS 2869 was not an appropriate forum for the marine
grades, and BSI was requested to prepare a specifically marine standard and this was the remit to the
new PTC/4 "Marine fuels" Committee
This Committee recognised that marine fuels were international and that ideally an international
specification should be the preferred route to standardisation
PTC/4 approached ISO, who set up a working group of Sub-committee 4, Classification and
Specifications, of TC 28, itself to study the draft of the UK proposal
It was seen in the UK as a priority to develop a British Standard and, as international development can
be slow to publish a British Standard promptly as an interim measure, with a commitment to implement
the ISO standard when published
Then, as now, the ISO process was not quick, and BS MA 100 "Petroleum fuels for marine engines
and boilers" was published relatively expeditiously in 1982, but with a number of key omissions:
The specifications in ISO 8216 and ISO 8217 were prepared in co-operation with:
These factors have led historically to a large number of categories of residual fuels being
available internationally, even though locally or nationally there can be relatively few categories
available
ISO takes into account:
ship owners, ship operators, shipping associations, national standards bodies, classification
societies, fuel testing services, engine designers, fuel suppliers and the petroleum industry to
meet the requirements for fuels supplied on a world-wide basis for consumption on board ships.
SOLAS (Safety Of Lives At Sea) Convention in respect of the allowable minimum flash point of
fuels
Revised MARPOL Annex VI, which controls air pollution from ships, includes a requirement
either that the fuel not exceed specified maximum sulfur content or that an approved equivalent
alternative be used
Max sulphur contents have been included for distillate grades for those areas of the world that
have not ratified MARPOL to protect end users
During the lifetime of this International Standard, regional and/or national bodies
can introduce their own local emission requirements, which can impact the
allowable sulfur content, for example EU Sulfur in Liquid Fuels Directive
It is the users responsibility to establish the requirement to comply with such statutory
requirements and to specify the maximum sulfur content of the fuel to the supplier
ISO 8216 & ISO 8217 2010 4th Edition
ISO 8216-1 Petroleum products Fuels (class F)
classification Part 1: Categories of marine fuels
9 FDIS ballot results 100% Approval
ISO 8217 Petroleum products Fuels (class F)
Specifications of marine fuels
9 FDIS ballot results 90% Approval
Both standards published on 15 June 2010
Changes from ISO8217 2005
The previous DMC category has been modified and moved to Table 2 as
RMA10
Specifications for the following characteristics have been added to Table 1:
Calculated Carbon Aromaticity Index (CCAI), hydrogen sulfide, acid number and
sodium content
Sulfur limits have not been tabulated, as these are controlled by statutory requirements
Potential Total Sediment (TSP) has been assigned as the reference test method
Accelerated Total Sediment (TSA) has been added as an alternative test method
Ash limit values have been reduced for many of the categories.
Vanadium limit values have been reduced, with the exceptions of those for RMB 30
where the limit value is unchanged and for RMG 380 where the limit value has been
slightly increased
Aluminium-plus-silicon limit values have been reduced
The criteria for assessing whether a fuel contains used lubricating oil have been
amended
Changes from ISO8217 2005 Informative
annexes
A wide range of materials from different sources can enter the marine supply chain from the
production, handling and transport systems
Varying levels of contamination can be present in the fuel due to the use of common equipment
or pipelines in refineries, fuel terminals or other supply facilities
Various analytical techniques are used to detect these contaminants and specific chemical
species with no standardized approach and in most cases, sufficient data are not available with
respect to the effects of any one specific contaminant, or combinations thereof, on the variety of
marine machinery systems in service, personnel or upon the environment
It is, therefore, not practical to require detailed chemical analysis for each
delivery of fuels beyond the requirements listed in the Standard
It is required that a refinery, fuel terminal or any other supply facility, including supply barges
and truck deliveries, have in place adequate quality assurance and management of change
procedures to ensure that the resultant fuel is compliant with the requirements of clause 5
ISO 8217 Annex C Sulfur
The fourth edition of ISO 8217 retained the third edition's limits for sulfur for distillate
fuels, but does not include limits for residual fuels
Previously, such limits were included since the sulfur content acts to reduce the specific
energy value and, given the appropriate post-combustion temperature conditions, can
result in corrosion of susceptible components
Sulfur limits for distillate fuels in Table 1 were retained due to technical requirements to
protect small, high-speed diesel engines
Statutory requirements, i.e. the Revised MARPOL Annex VI, either specify a maximum
sulfur content of the fuel being used or allow the adoption of technical solutions to
ensure compliance with the emission regulations for sulfur oxides and particulate matter
Sulfur content of both distillate and residual fuels is directly controlled by the statutory
requirements
Consequently, the purchaser's responsibility is to define the maximum sulfur content of
the fuels in accordance with the ship's engine design, emission control equipment and
the prevailing statutory limitations in the areas in which the fuel will be used
Note with appropriate after-treatment (exhaust scrubbing) it is permisable to burn higher
sulfur fuels
ISO 8217 Annex D Hydrogen Sulphide
H2S is a highly toxic gas and exposure to high vapour concentrations is hazardous, and in
extreme cases can be fatal
H2S can be formed during the refining process and can evolve from the fuels in storage
tanks, in product barges and customer tanks.
H2S can be present in both liquid and vapour phase and the degree and speed of partitioning
between the liquid and vapour phase depend on several factors:
The liquid-phase limit stated in this fourth edition of this International Standard is designed to
provide an improved margin of safety over the previous edition
This limit alone does not constitute a safe level or eliminate the risk of very high levels of H2S vapour being evolved in
enclosed spaces
Implementation of H2S specification delayed 2 years to July 2012
e.g. the fuel chemistry, temperature, viscosity, level of agitation, storage time, heating applied, ambient conditions, tan
k
shape, ullage and venting
To provide adequate time for the development of a precision statement for distillate fuels in IP 570
For the world-wide dissemination and application of the new test method IP 570
For the industry to engineer, procure and construct facility modifications, where required, in order to comply with the li
mit
To avoid fuel supply disruption in the intervening period.
The inclusion in this International Standard of an H2S in liquid phase limit of 2,00 mg/kg in
the fuel directionally reduces the risk of H2S vapour exposure
However, it is critical that ship owners and operators continue to maintain appropriate safety processes and
procedures designed to protect the crew and others (e.g. surveyors), who can be exposed to H2S vapour.
Reasons for raising H2S issue
The shipping industry has no reliable historical nor current
data of the prevailing levels of H2S worldwide in marine
fuels
Similarly there is very limited data on the incidents
regarding H2S in marine fuels
The fact that the number of registered incidents is low is
not a reason or justification for lack of action
ISO WG6 included H2S, due to IMOs request and the
shipping industrys need. The option and consequences of
not controlling H2S were much worse and considered not
acceptable
H2S measurement in vapour
Result dependent on: fuel chemistry, temperature of
product, volume of headspace, degree of agitation of
product, configuration of tank venting arrangements and
duration of storage
Measurement on barge will therefore be different than on
board the ship, the latter being beyond the control of
supplier
distribution system
What has ISO WG6 accomplished?
Prepared detailed and practical marine fuel quality standard.
Consensus between engine builders, suppliers and users.
Standard praised by IMO MEPC delegations as a significant
improvement on the last edition and a good outcome.
MEPC
182(59)
ISO 8217
Drip
Sample
Intertanko
Guide
Test Methods
D4057 /
API Ch 8.1
ISO 3170 /
IP 475
D4177
ISO 3171 /
IP 476
ISO 3170 / IP 475 Petroleum liquids Manual sampling
ISO 3171 / IP 476 Petroleum liquids Automatic pipeline sampling
API Manual of Petroleum Measurement Standards (MPMS) Chapter 8.1, Manual Sampling of Petroleum and Petroleu
m Products
ASTM D4057 Practice for Manual Sampling of Petroleum and Petroleum Products
ASTM D4177 Practice for Automatic Sampling of Petroleum and Petroleum Products
MEPC 182(59) 2009 Guidelines for the sampling of fuel oil for determination of compliance with the revised MARPOL
Annex VI
INTERTANKO's "A Guide to Bunkering of Ships for the purposes of Annex VI to MARPOL"
ISO 8217 Sampling Requirements
ISO 8217 specifies properties for marine fuels (residual & distillate)
Applies at the time and place of custody transfer
Samples for quality verification may be taken in any location agreed between parties
ISO 8217 states that sampling shall be conducted in accordance with
ISO 13739 or an equivalent national standard
ISO 13739 Petroleum products - Procedures for transfer of bunkers to vessels
specific sampling requirements in referenced test methods shall be adhered to
No direct reference in ISO 8217 to ISO 3170 Petroleum Liquids
If a delivery is made from more than one bunker tanker, separate samples shall be
drawn for each delivery
A single sample shall be drawn continuously throughout the delivery
using an automatic sampler or a continuous drip sampling device
It is recommended that the commercial samples and the MARPOL sample be
derived from this single sample
For road tanker delivery, truck loading samples are common industry practice and
may be designated as the representative samples for the delivery
Detailed sampling procedure is given in Annex L
See later slide
ISO 13739 Sampling Devices (Annex K)
Due to accuracy of sampling devices, the preferential order is:
Flow-proportional automatic sampler
Time-proportional automatic sampler
Manual valve-setting continuous-drip sampler
Sampling container requirements:
weather-tight
(soda) glass or plastic containers (due to the potential for leaching of plasticizers).
Some tests have specific sample storage requirements
e.g. Oxidation Stability - if a fuel cannot be tested within 1 day it should be
blanketed with inert gas & stored at a temperature <10 C, but above its cloud point.
ISO 13739 recommends that the Commercial Sample is derived from
the same sample as the MARPOL sample (i.e. drip sample)
The IP 570 H2S method states that samples should not be taken by continuous drip
ISO 8217 Test Method Requirements
Parameter
Fuel Oil /
Distillate
Test
Method
Sampling
Standard
Reference
Additional Sampling Requirements
Kinematic Viscosity
(40C distillate;
50C fuel oil)
Fuel Oils &
Distillates
ISO 3104
None
Fuel Oil only: heat the sample in its original container in
an oven at 60C for 1h. Thoroughly stir the sample with a
rod then shake vigorously for 1 min.
Density
Fuel Oils &
Distillates
ISO 3675
ISO 3170
ISO 3171
The heating and/or mixing of petroleum products containing
sediments and/or water may result in loss of light-ends.
Waxy Distillates: warm sample to 3C above cloud point.
Fuel Oil: heat sample to test temperature prior to mixing.
Test temperature shall be such that sample is sufficiently
fluid, but not so high as to cause loss of light-ends, nor so
low as to result in presence of wax in the test sample.
Density
Fuel Oils &
Distillates
ISO 12185
ISO 3170
ISO 3171
Care should be taken to prevent loss of light-ends from the
sample. Wherever possible samples should be drawn,
transported & stored in the same container. Use of a fixedvolume receiver (whether it is pressurized or not) could
result in light-end loss from the material being sampled,
thereby affecting the density measurement.
Distillates: mix by gentle shaking.
Waxy Distillates: warm sample to 3C above cloud point.
Fuel Oil: heat sample until fluid.
ISO 8217 Test Method Requirements cont.
Parameter
Fuel Oil /
Distillate
Test
Method
Sampling
Standard
Reference
Additional Sampling Requirements
Cetane Index
Distillates
ISO 4264
Indirectly to
ISO 3170 &
ISO 3171
Sample must be tested according to ISO 3405 Distillation requires sampling in accordance with ISO 3170 / ISO 3171.
ISO 3405: If the sample is not fluid at ambient temperature,
maintain it at 9 - 21C above its pour point. Shake sam ple
vigorously prior to subsampling to ensure homogeneity.
CCAI
Fuel Oils
Calculation
n/a
n/a
Sulfur
Fuel Oils &
Distillates
ISO 8754
ISO 14596
ISO 3170
ISO 3171
Test portions from samples shall be drawn after thorough
mixing & subdivision. Heat viscous samples to a
temperature which renders the sample liquid & homogenize
Flash Point
Fuel Oils &
Distillates
ISO 2719
ISO 3170
ISO 3171
Place samples in tightly sealed containers, appropriate to
Test
Method
Sampling
Standard
Reference
Additional Sampling Requirements
Total Sediment by
Hot Filtration
Distillates
ISO
10307-1
ISO 3170
ISO 3171
Mix the whole sample thoroughly using a high-speed mixer,
if practicable, for 30 s. For fuels with a high wax content
(high pour point) or of very high viscosity, heat the sample
before stirring. The temperature shall be either 15 to 18C
above the pour point for low-viscosity fuels, or at a
temperature sufficient to reduce the viscosity to between
150 - 250 cSt for high-viscosity fuels. The temperature shall
not exceed 80C during this preparation stage.
Total Sediment
Aged
Fuel Oils
ISO
10307-2
[ISO 3170 &
ISO 3171]
Refer to sampling requirements for ISO 10307-1 (which
requires sampling in accordance with ISO 3170 / ISO 3171)
Oxidation Stability
Distillates
ISO 12205
ISO 3170
ISO 3171
Test portions from samples shall be drawn after thorough
mixing & subdivision away from direct sunlight. Storage
shall occur in the dark. Containers for samples shall be of
metal lined with epoxy resin or similar material, previously
rinsed twice with the material to be sampled, or borosilicate
glass, if they are wrapped or boxed to exclude light. Do not
use soft (soda) glass containers, or plastic containers (due
to the potential for leaching of plasticizers). Analyse fuel
samples as soon as possible after receipt. If a fuel cannot
be tested within one day, it should be blanketed with an
inert gas & stored at a temperature <10 C, but above its
cloud point. Thoroughly mix samples before taking a
laboratory sample.
ISO 8217 Test Method Requirements cont.
Parameter
Fuel Oil /
Distillate
Test
Method
Sampling
Standard
Reference
Additional Sampling Requirements
Carbon Residue
micro method
Fuel Oils &
Distillates
ISO 10370
None
IP 475
IP 476
Thoroughly mix samples in their containers immediately
prior to withdrawal of the test portions. Place the sample
container in the oven and maintain the sample at 50 60
C until all the sample is fluid and of uniform viscosity. Mix
the sample for approximately 5 minutes. Failure to use this
homogenization procedure will invalidate results.
Vanadium
Sodium
Aluminium + Silicon
Used Lubricating
Oils (Ca + Zn or
Ca + P)
Fuel Oils
IP 470
IP 475
IP 476
Thoroughly mix samples in their containers immediately
prior to withdrawal of the test portions. Place the sample
container in the oven and maintain the sample at 50 60
C until all the sample is fluid and of uniform viscosity. Mix
the sample for approximately 5 minutes. Efficient mixing of
the sample is essential to the accuracy and precision of this
test method. Hand shaking alone will invalidate results.
ISO 8217 Test Method Requirements cont.
Parameter
Fuel Oil /
Distillate
Test
Method
Sampling
Standard
Reference
Additional Sampling Requirements
Vanadium
Fuel Oils
ISO 14597
ISO 3170
ISO 3171
Test portions from the samples shall be drawn after
thorough mixing and subdivision. Heat viscous, opaque,
semisolid or solid samples to a temperature which renders
the sample liquid and homogenize using the homogenizer.
Aluminium + Silicon
Fuel Oils
ISO 10478
None
The sample shall be homogenized thoroughly before the
test portion is taken. Place the sample container in an oven
at a temperature between 50 - 60 C and maintain the
sample at this temperature until all the sample has melted
and reached a uniform viscosity. Homogenize the sample
for approximately 5 minutes. Failure to use this
homogenization procedure will invalidate results.
Used Lubricating
Oils
Ca + Zn or
Ca + P
Fuel Oils
IP 500
IP 475
IP 476
Thoroughly mix samples in their containers immediately