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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For other products, such as biomass to liquid BMTL and hydrotreated vegetable oil HVOthe Isp 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. Additionally there are a variety of different sourced FAME products each with its own particular characteristics having implications in respect of storage, handling, treatment, engine operations and emissions. The head space gas distribution in the test method’s container is uniform 8261-1 composition, however the gas distribution in the ship’s tank head space is 82161- uniform in composition.

ISO standards are normally revised every 5 years.

ISO 8216-1:2017

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. 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. Changes for Distillate Fuels only are: The ballot closed on 19th May The limits for Residual Fuels are set at max limit of 2.

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. Post your Comments on this Blog. The experts represent 14 countries worldwide. Follow these links to find other Standards similar to the one you are viewing. 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: How much H2S emerge from the liquid phase and what will be the resulting vapour concentration on board the vessel will depend on many factors like temperature, movement and the ullage space.

Nonetheless, as an indication of ignition performance, CCAI has been added as in order to avoid fuels with uncharacteristic density-viscosity relationships. Another most important consideration is when a supplier delivers fuel to a customer, the supplier should measure the presence of H2S in the liquid phase of the fuel in order to provide an indication of the maximum amount of H2S that may emerge from the liquid phase during subsequent handling of the fuel.


Perhaps we are moving in the direction of higher quality residual fuels suitable for use in the engine without the need to first clean it. For Distillate Fuels the test method’s precision is under development through the Energy Institute in London.

Current membership stands at 47 experts from all sides of the marine industry such as: It is important to us that you purchase the right document. Thus, it should be treated as contamination from the supply chain system.

Each country means one member. A fuel shall be considered to contain ULO when either one of the following conditions is met: There are about 3, of these WGs with thousands of individuals participating in them each year. The most important reason and benefit of measuring H2S in liquid phase is that it deals with the key issue, which is to measure the potential latent H2S concentration of the fuel oil that could be released over a period of time from a bunker fuel at any suitable conditions, when the fuel is transferred, heated and agitated by the rolling action of the ship, rather than the measurement of variable equilibrium dynamics of the vapour phase.

The ballot closed on 17th December Therefore the measurement of H2S in vapour phase of the test method’s container as a fuel quality parameter could provide a false expectation for safe use, often providing lower than expected results, Such results must be interpreted with due diligence and care as they are not related to the total H2S entrained in the fuel or cargo.

Furthermore, while biodiesel has proven to be acceptable for use in automotive and truck engines, there are unknowns as to the potential effects of FAME products on the range of marine engines and other equipment i. It is recognised that CCAI of is not a guarantee to pose no risk for engines, but neither is a lower value such as It is designed to cover every economic sector and virtually every activity of the humankind where technical standards may be used.

ULO — Due to changes to lubricating oils formulations improved criteria for assessing the presence of ULO in marine fuels were included. A truly unique position.

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


With FAME, the primary concern relates to storage and handling and these include: Acid number limits included Hydrogen sulphide H2S limits included Acid Number — the limits for Distillate fuels were adopted from the accepted industry’s guiding limit of 0. Measurement of H2S, using Draeger tube in vapour phase, as per standard test method ASTM Dwhile totally appropriate as an occupational health protection measure, has its limitations. A fuel shall be free from ULO.

As the scope of ISO refers to petroleum derived products, the inclusion of any bio-derived products is ruled out. The technical work is carried out izo technical committees — abbreviated as TCs. We recommend that you check the website of the 8126-1 of the international document before making a purchase.

BS ISO – Petroleum products. Fuels (class F) classification. Categories of marine fuels

As a non-governmental organisation ISO has no legal authority to enforce standards implementation. It is my pleasure to announce that the fourth edition of ISO — Specifications of marine fuels- and ISO — Classification of marine fuels- will be published on the 15th of June and available on the ISO website www.

These are factors that are beyond the control of the iiso of the fuel. Therefore enough time was allocated to make the required decisions.

Changes for Residual Fuels only are: As a result of IMO regulations, there is much increased awareness of safety, health and environmental issues. 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.

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 sector working in industry associations.

The wear scar limit was required only for a particular form of passenger car fuel injection equipment and therefore not applicable to marine fuel pumps.

This is required as there is no known generalised experience in respect of storage, handling, treatment and service performance including overboard discharges of biodiesel within the broad spectrum of the marine environment.