ISO 8216-1 PDF


This document defines the detailed classification of marine fuels within class F ( petroleum fuels). It is intended to be read in conjunction with ISO Find the most up-to-date version of ISO at Engineering Buy DIN ISO PETROLEUM PRODUCTS – FUELS (CLASS F) CLASSIFICATION – PART 1: CATEGORIES OF MARINE FUELS (ISO ).

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Engine manufacturers are in the process of reviewing their limits to this value. For the preparation of the 4th edition, the WG6 met 13 times in 2 years. Vapour phase measurements in ship’s tank head space are strongly influenced not only by the amount of H2S in the liquid phase but also by factors such as: The experts represent 14 countries worldwide. The ISO entitled “Classification of marine fuels” has been revised and now it comprises: The most important reason and benefit of measuring H2S in liquid phase is that it deals with the key issue, which is to measure the potential latent H2S concentration of the fuel oil that could be released over a period of time from a bunker fuel at any suitable conditions, when the fuel is transferred, heated and agitated by the rolling action of the 8216–1, rather than the measurement of variable equilibrium dynamics of izo vapour phase.

The ballot closed on 19th May Notify me of new comments on this article. For other products, such as biomass to liquid BMTL and hydrotreated vegetable oil HVOthe WG maintained that these shall be considered as a separate issue for discussion during the next revision of the standard. International Classification for Standards ICS is an international classification system for technical standards. There were a number of lengthy debates within the Working Group.

Current membership stands at 47 experts from all sides of the marine industry such as: In view of the difficulty of establishing a wording that fuel is free of ULO, the WG agreed that it should be expressed in terms of when a fuel does contain ULO and amend the wording in Table 2 as follows: Although the time frame of the development of the 4th edition might have looked tight, the WG6 took the necessary time to consider all issues.

ULO — Due to changes to lubricating oils formulations improved criteria for assessing the presence of ULO in marine fuels were included. It is recognised that CCAI of is not a guarantee to pose no risk for engines, but neither is a lower value such as The ISO standard specifically refers to petroleum derived products only, however WG6 agreed that Gas iiso Liquids GTL products fall within the scope of the Standard being paraffinic hydrocarbons produced from petroleum natural gas via synthesis 826-1 using gas to liquids technology.


There are about 3, of these WGs with thousands of individuals participating in them each year. This is required as there is no known generalised experience oso respect of storage, handling, treatment and service performance including overboard discharges of biodiesel within the broad spectrum of the marine environment.

Therefore the isoo of H2S in is phase of the test method’s container as a fuel quality parameter could provide a false expectation for 8261-1 use, often providing lower than expected results, Such results must be 82216-1 with due diligence and care as they are not related to the total H2S entrained in the fuel or cargo. WG6 is perfectly aware that an unrealistic specification will not serve the industry well. It is designed to cover every economic sector and virtually every activity of the humankind where technical standards may be used.

Nonetheless, as an indication of ignition performance, CCAI has been added as in isl to avoid fuels with uncharacteristic 82116-1 relationships. It is important to remember that ISO standards are voluntary. As a result of IMO regulations, there is much increased awareness of safety, health and environmental issues. For Distillate Fuels the test method’s iao is under development through the Energy Institute in London.

Prior to this revision of ISOthere was no limit on the amount of H2S permissible in marine fuels. The wear scar limit was required only for a particular form of passenger car fuel injection equipment and therefore not izo to marine fuel pumps.

WG6 aim is, whilst considering the safety, health and environmental issues, to take into consideration both technical and commercial aspects impacting the marine industry and especially the impact of the specification limits to ensure world-wide fuel availability. The new 821-61 will ensure that the whole industry follows a precautionary practice. ISO is a non-governmental organisation and is a network of the national standards institutes with the Central Secretariat located in Geneva.

Changes in ISO The basis for including CCAI was as a substitute for a minimum viscosity limit. However, because of its potentially fatal nature, operators of fuel storage terminals have prevented H2S from 82216-1 the supply chain system.

The fourth edition of the marine fuels standard has delivered more significant changes than ever before and will give all stakeholders confidence in improved fuel quality for this and future generations. It is therefore not appropriate to consider a vapour space measurement as part of a sales specification. Notwithstanding this, the Working Group acknowledges that whilst H2S should not be present in marine fuels, the current test methodology and the requirements for setting the specification limits cannot guarantee that H2S gas will not be released during the course of onboard storage and handling.

The limits for Residual Fuels are set at max limit of 2. With FAME, the primary concern relates to storage and handling and these include: The CCAI limit included in the marine fuels standard is there to prevent abnormal or peculiar fuel blends from finding their way into the market.

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Bunkering Terms ISO

ISO occupies a position between the private and public sectors, because some member institutes are part of the government structure in their countries but also there are other members who represent the private isl working in industry associations.

The experiences gained with operation on low sulphur fuels, air quality, ship safety, engine performance, crew health as well as operational aspects and other changes of the bunker market realities were the main drivers for WG6 work and the ieo changes considered necessary were introduced into the standard.

We recommend 82116-1 you check the website of the publishers of the international document before making a purchase. However vapour space measurement are appropriate to verify operational conditions on board a ship for crew health protection.

The chemistry of residual fuels is probably the most complex of the oil barrel and some of the components of the final blend ieo rather resultants than controlled fractions. ISO membership is open to national standards institutes or other standardization organisations. These are factors that are beyond the control of the supplier of the fuel.

The new combination of elements will not trigger incorrect identification of ULO. A truly unique position. The issues that could not oso resolved during this revision will be debated for the next revision and these are:.

BS ISO 8216-1:2017

H2S – the new limit will only be applied from 1 Julywhich will allow the industry to gain global experience of the prevailing levels and with the new test method. It is my pleasure to announce that the fourth edition of ISO — Specifications of marine fuels- and ISO — Classification of marine fuels- will be published on the uso of June and available on the ISO website www.

Measurement of H2S, using Draeger tube in vapour phase, as 8216–1 standard test method ASTM Dwhile totally appropriate as an occupational health protection measure, has its limitations.

Although we endeavour to maintain an up-to-date catalogue, on occasion we may not have the latest version of a document, including where it has not yet been provided through an international feed. Changes for Distillate Fuels only are: As a non-governmental organisation ISO has no legal authority to enforce standards implementation. In addition, today’s non-marine distillate fuels can contain a significant amount of bio-derived components, which might impact on the oxidation stability of the fuel.