Marine Fuel Specifications

Ash
Ash is the inorganic solid residue left after combustion, and is important
because it gives an indication of the propensity of a fuel to form post.combustion deposits
For petroleum fuels, the ash content quoted is normally that obtained by
simple high temperature combustion, sometimes called 'oxide ash'.
Ash represents solid contaminants as well as metals present in the fuel in
soluble compounds (vanadium), and part of the ash may even be comprised
of catalyst particles from the refining process. Such particles are highly
abrasive therefore solid ash should be removed as much as possible by
centrifuging.
Calorific Value
This is the heat liberated by the combustion of a fuel. It is also known as
'specific energy', 'heat energy', or 'heat of combustion'. The gross (upper)
value is normally quoted, but the net (lower) value is also used in many
.calculations
Carbon Residue
This is a laboratory measurement which can give an indication of the carbon
.deposit forming tendency of a fuel oil
The significance of carbon residue is that fuels with high carbon residue
content may cause increased fouling of gas ways in the engine necessitating
more frequent cleaning, especially of the turbocharger and exhaust gas
boilers.
Cetane Number
This is a measurement of the ignition quality of distillate fuel, expressed as a
percentage of cetane that must be mixed with liquid methylnaphalene to
produce the same ignition performance as the fuel being rated.
A high cetane number indicates shorter ignition lag and a cleaner burning
fuel.

Density
This is the mass (weight in vacuum) of a liquid per unit volume.
When quoting the density of a fuel or lubricant, it is normally quoted at 15
Degree C.
The preferred S.I. unit used to describe density is kg/m, however it is also
frequently quoted in kg/l or g/ml.
'Density' has largely replaced 'Relative Density' or 'Specific Gravity', which is
the ratio of the mass of a given volume of liquid at one temperature, to the
mass of an equal volume of pure water at the same or another temperature.
Water separation of the fuel using centrifuges / purifiers is achieved by
limiting the density of the fuel to comply with the centrifuge manufacturers
specifications A limit of 991 kg/m must be observed when traditional
centrifuges are used (purifiers & clarifiers), however fuels with a density of up
to 1010 kg/m are acceptable when centrifuges capable of handling fuel of
this density are installed.
Diesel Index
This is an indicator of the ignition quality calculated using the relative density
and aniline point. It is applicable to distillate grades only, and cannot be used
for residual fuels. Although in the same order as cetane number / index, it
may differ widely and should be accepted with reserve.
Flash Point
The flash point limit is set as a safeguard against fire and is the only
parameter of a marine fuel which has a legal significance. National &
International regulations absolutely prohibit the supply and use of a marine
fuel having a measured flash point below 60 Deg C.
The 60 Deg C limit is an absolute requirement of both Classification
Societies, and 'Safety Of Life At Sea' (SOLAS) mandatory maritime
regulations.
Unlike other parameters of marine fuels, where from time to time exceptions
may be granted from meeting certain specification limiting values, with flash
point there can be no exceptions to meeting the 60 Deg C minimum
specification under any circumstances whatsoever.

If a marine fuel is found to have a flash point below 60 Deg C, the flash point
cannot be raised by mixing the fuel with another fuel having a higher flash
point. This is because the mixing relationship is not linear, and it only takes a
small amount of light volatile vapor in the lower flash point fuel to significantly
lower the flash point of the higher flash point fuel.
. Ignition Quality
This is the ability of a fuel to ignite, and is measured as the delay between
the start of injection and the start of the combustion. (See also 'Cetane
Number' and 'Diesel Index').
Ignition quality can to some extent be predicted by calculations based on
viscosity and density, using formulas such as Shell CCAI. High density in
combination with low viscosity may be an indication of poor ignition quality.
Sulphur
Sulphur in fuel is of great concern because of it's potentially harmful effect
when converted to sulphuric acid during the combustion process.
In diesel engines, the corrosive effect of sulphuric acid during combustion is
normally counteracted by the use of alkaline cylinder lubricants.
Vanadium
Vanadium is present in fuel in soluble compounds and cannot be removed.
High vanadium content, in combination with sodium, may lead to exhaust
valve corrosion and turbocharger deposits, especially if the weight ratio of
sodium to vanadium is approximately 1:3.
The weight ratio is considered of less importance when the vanadium content
less than 150 mg/kg.
Viscosity
Viscosity is the resistance of a fluid to flow.
When viscosity is used to classify a fluid it is necessary to report the viscosity
at a reference temperature e.g. 40 Deg C.
Viscosity is only one of many quality criterion for fuel oils, and is quoted
mainly for reasons of storage, handling, and treatment.

The viscosity of distillate fuels is quoted at 40 Deg C.

The viscosity of residual fuels is quoted at 50 Deg C.
Different reference temperatures are used depending upon the viscosity
classification used, the type of fluid being measured, and the national
preference for viscosity measurement.
The higher the delivered viscosity of a residual fuel, the more heat is required
to reduce the viscosity prior to injection. Some older vessels, designed and
equipped to burn 180 cSt fuel, do not physically have the heating capacity to
use 380 cSt fuel.
If a fuel oil heating system is incapable of lowering the viscosity at injection to
an acceptable level, then the fuel will not atomize efficiently, and this means
that the combustion chamber will contain relatively large droplets of fuel
which will be difficult to ignite, and combust.
Difficulty in igniting fuel leads to a characteristic diesel "knock" which can
lead to engine damage, and reduces the power available from the engine.
The viscosity of fuels on board ships cannot be altered by simply mixing
different viscosity fuels together, this is because a homogeneous mixture
cannot be achieved without the use of proper blending equipment. Without
the proper blending equipment, pockets of fuel of varying viscosity form
throughout the tank, and this can result in uneven combustion. fouling of
injectors, and injection difficulties.
Water
Water in fuel should be removed by centrifuging the fuel before use. This
applies especially to salt water, as the sodium content of seawater may result
in deposits on valves and turbochargers