The new ISO 8217: 2010. A revisit after a few months of ...a.pmcdn.net/p/xgen/community/events/2011/athens/presentations/... · 1010.0 180 50 879.1 1010.0 80 50 889.4 D in kg / m3

A Bureau Veritas Group company

BunkerWorld, Athens 2011© - Copyright Bureau Veritas

The new ISO 8217: 2010. A revisit after a few months of application

Michael S. Sterghiou, Chem. Eng. M.Sc

Inspectorate Hellas AE


BunkerWorld Conference, Athens 2011


BunkerWorld, Athens 2011

Let us discuss in 20 minutes!



H2SAcid NumberOxidation StabilityLubricityMin ViscosityAppearance

H2SCCAISulphurAshAcid NoVanadiumSodiumAl + SiUsed lubricants

Distillates Residual



Anticipated problems in fuels meeting 2005 limits

Test Expected off spec Average (global)

Oxidation stability < 0.5% N/A

Lubricity Tested < 4%. (<1%) N/A

Appearance Water in non C&B N/A

Ash Negligible Est. < 0.07%

Vanadium Very small 140‐180 ppm

Sodium Very small 20 ‐ 25 ppm

Cat fines 2‐3% (large R) 20 – 28 ppm

ULO Small N/A

CCAI None (except RMK 380) 845

Acid No Negligible Est. < 0.7 mg KOH/g



Progress of application

It is estimated that, after 8 months from the change, many transactions continue to be done on the basis of the old standard. It is thought it will be almost over by August 2011.

Existing contractsNon availability in some places



Three examples



H2S: Toxic, flammable gas, alarm > 5 ppm, lethal > 300 ppm

< 2 ppm

Possibly >200 ppm8% > 5 ppm

Liquid Vapour EquilibriumDue to different fugacities the concentrations of mixture components in the liquid and vapour phase are different and depend on many factors

Additional norm for the vapour phase

Why as of 1/7/2012?

IP 570 is controversial and currently being reviewed. Is this an adequate reason?

A proverbial false sense of safety



Timid and slow



Inadequate



CCAI: Measure of fuel’s aromaticity. Not a direct measure of burning quality.

Based on homogeneous residuals. Less predictive in today’s blends.

Recommendation in 2005 edition– specification now CCAI : 870 min for RMG / RMK residual fuels

Initially, CCAI was suggested to be around 850 max. This does make sense and would enhance fuels quality indeed!

Let us see why…



The CCAI value is calculated in accordance with Lewis, et al., using the following equation:

CCAI = ρ15 ‐ 81 ‐141* log [log (V+0,85)]‐ 483 *log [(T+273) / 323]

Where:

T is the temperature, expressed in degrees Celsius, at which the kinematic viscosity is determined

V is the kinematic viscosity at temperature T, expressed in square millimeters per second

ρ is the density at 15 °C, expressed in kilograms per cubic meter

log is the logarithm to base 10.

ρ15 CCAI V CCAI



RMG & RMED V T CCAI

991.0 700 50 846.0991.0 600 50 847.4991.0 500 50 849.2991.0 400 50 851.4991.0 380 50 851.9991.0 340 50 853.1991.0 300 50 854.4991.0 260 50 856.0991.0 220 50 857.8991.0 180 50 860.1991.0 140 50 863.2991.0 100 50 867.4991.0 83 50 870.0975.0 80 50 854.4975.0 40 50 864.8960.0 20 50 862.0

RMKD V T CCAI

1010.0 700 50 865.01010.0 660 50 865.51010.0 620 50 866.11010.0 580 50 866.71010.0 540 50 867.41010.0 500 50 868.21010.0 460 50 869.01010.0 420 50 869.91010.0 417 50 870.01010.0 380 50 870.91010.0 280 50 874.21010.0 180 50 879.11010.0 80 50 889.4

D in kg / m3

V in Cst (mm2/s)T in oC

D V T CCAI999.1 380 50 860.0998.8 370 50 860.0998.5 360 50 860.0998.2 350 50 860.0997.9 340 50 860.0997.6 330 50 860.0

D V T CCAI989.1 380 50 850.0988.8 370 50 850.0988.5 360 50 850.0988.2 350 50 850.0987.9 340 50 850.0987.6 330 50 850.0

RMK 380



D in kg / m3

V in Cst (mm2/s)T in oC

RMA RMB RMDD V T CCAI D V T CCAI D V T CCAI

920.0 10 50 836.9 960.0 30 50 854.6 975.0 80 50 854.4920.0 9 50 839.4 960.0 28 50 855.8 975.0 70 50 856.3920.0 8 50 842.3 960.0 26 50 857.1 975.0 60 50 858.5920.0 7 50 845.8 960.0 24 50 858.6 975.0 54 50 860.0920.0 6 50 850.0 960.0 22 50 860.2 975.0 50 50 861.3920.0 5 50 855.2 960.0 20 50 862.0 975.0 40 50 864.8920.0 4 50 862.1 960.0 18 50 864.1 975.0 30 50 869.6

960.0 16 50 866.5960.0 14 50 869.3



CCAI max 850 / 860 would render better fuels. The 870 max is meaningless.

CCAI limit does indeed make sense forRMK 380Makes no sense at all for the commonest grade RMG 380And is a precaution against low viscosities for the rest

Why, then, this limit was introduced for the heavier residuals (except RMK 380)?



Wouldn’t miss CCAI limit if not there, would

we?



We have to express also our disagreement with Annex F3, dealing with the precision of CCAI. Our calculations for the Reproducibility of CCAI lead to different results.



V in Cst (mm2/s)

V ISO Theory Simul.13 3.54 2.29 2.3126 2.85 2.0850 2.68 1.96 1.95

100 2.48 1.87150 2.41 1.83200 2.36 1.81 1.82250 2.32 1.80300 2.31 1.79350 2.30 1.78400 2.29 1.77 1.76450 2.27 1.76500 2.26 1.76550 2.25 1.75 1.76600 2.24 1.75650 2.22 1.75700 2.21 1.74 1.76

Reproducibility

22

2

)85.0)(85.0(log87.356.2

+++=

VVVR



5 General requirements

5.1 The fuel shall conform to the characteristics and limits given in Table 1 or Table 2, as appropriate, when tested in accordance with the methods specified.

5.2 The fuel shall be a homogeneous blend of hydrocarbons derived from petroleum refining. This shall not preclude the incorporation of additives intended to improve some aspects of the fuel's characteristics and performance. The fuel shall be free from inorganic acids and used lubricating oils.

5.3 Fuels shall be free from any material that renders the fuel unacceptable for use in marine applications.

5.4 The fuel shall be free from bio‐derived materials other than 'de minimis' levels of FAME (FAME shall be in accordance with the requirements of EN 14214 or ASTM D6751). In the context of this International Standard, “de minimis” means an amount that does not render the fuel unacceptable for use in marine applications. The blending of FAME shall not be allowed.

NOTE See Annex A.

5.5 The fuel shall not contain any additive at the concentration used in the fuel, or any added substance or chemical waste that

a) jeopardizes the safety of the ship or adversely affects the performance of the machinery; or

b) is harmful to personnel; or

c) contributes overall to additional air pollution.

NOTE See Annex B.

What is the issue with Annex B?



Paragraph 5 is, perhaps, the only point of the Standard, which allows the buyer to claim based on general terms of quality, in combination with other possible contract terms and the general law rules..Let us see annex B (as we are prompted)



Annex B (informative)Deleterious materialsThis International Standard precludes the incorporation of deleterious materials as stipulated in Clause 5. Such materials should not be present, mixed or blended in marine fuels.Determining the harmful level of a material or substance is not straightforward given that

a) each fuel is a unique, complex blend of hydrocarbon species;b) a wide range of materials from different sources can enter the marine supply chain from the production, handling and transport systems;c) 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;d) various analytical techniques are used to detect these contaminants and specific chemical species with no standardized approach;e) 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 this International Standard.Instead, 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 of this International Standard with regard to the exclusion of deleterious materials.



However, according to one opinion…

Annex B knocks the teeth out of this & 5 making it innocuous – like the small letters in the insurance policies

and, according to another…

The Annex purports to remind suppliers (and reassure users) thatit is their responsibility to maintain the integrity of the fuel supply chain and avoid the incorporation of hazardous or harmful components during storage or delivery, either deliberately, or accidentally



In addition, the prohibition of FAME use is not quantified for the black grades leading to what some people have described as a legal nightmare in case of an appeal.

Some people think that the end user is bereft of some significant weapons from his arsenal. They are not left in lurch, as some say, but we are curious to see how this Annex will be used in legal proceedings.

Therefore, the concern is that Annex B seems to boil down to something like…we do not seem to be able to cater with the deleterious stuff, hence why bother?



To conclude



Documents

The new ISO 8217: 2010. A revisit after a few months of ...a.pmcdn.net/p/xgen/community/events/2011/athens/presentations/... · 1010.0 180 50 879.1 1010.0 80 50 889.4 D in kg / m3