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Aluminum and Silicon
Measurement of Aluminum & Silicon in marine residual fuel
provides an indication of the quantity of catalyst fines in the fuel.
Catalyst fines are important because in significant amounts, they
can cause abrasive wear of engine components such as fuel
pumps, injectors, cylinders and pistons.
Catalyst fines are normally only present in a fuel if it contains
components derived from a refinery process which uses a catalyst.
Catalyst fines in the fuel occur due to the physical deterioration of
the catalyst whilst in use, and they manifest themselves in the fuel
in the form of aluminum silicate.
Centrifuging of the marine residual fuel reduces catalyst fines to a
safe level for engines provided that when the fuel is delivered, it
meets the ISO 8217:1996 or Shell Marine Fuel Specifications for
residual fuel oil.
API Gravity
In the USA an arbitrary scale known as the API Degree is used for
reporting the gravity of a petroleum product. The API degree is
related to the specific gravity scale (60 F / 60 F) by the formula :-
141.5
API Degree =
-131.5
Sp. Gravity. 60F/60F
Ash
Ash is the inorganic solid residue left after combustion, and is
Cetane Index
This is an approximation of cetane number based on the Specific
Gravity and Mid-Boiling Point of the fuel.
Compatibility
This term refers to the 'sediment forming tendency' when different
fuels are mixed together. As a general rule, wherever possible, all
supplies of bunker fuel should be kept in separate storage tanks,
and any mixing of fuels should be kept to a minimum to minimize
the risk of incompatibility.
Cracking
This is a refining process in which large molecular heavy oils are
converted into smaller molecular, lower boiling point, liquids or
gases.
The most common refinery process is called 'thermal cracking' in
which pressure and heat are used to produce high quality
products, such as gasoline, kerosene and gas oil.
Other cracking processes are called hydrocracking and catalytic
cracking.
During the cracking process, in addition to the high quality
products, some residual products may be formed which can be
used for residual fuel oil supplies.
Cracked Distillates
This is a distillate fuel component which is manufactured by using
a catalytic or thermal cracker.
Cracked distillates produced from a thermal cracker are similar in
characteristic to gas oil.
Residues resulting from catalytic cracking processes are called
'cycle oils'.
D
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.
F
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.
Long Residue
This is the name given to the residue obtained from an
atmospheric distillation unit.
M
Marine Diesel Fuel
In the marine industry this term usually defines a heavy distillate
fuel that may contain small amounts of residual fuel. It is
commonly called Marine Diesel Fuel (MDF) or Marine Diesel Oil
(MDO).
Marine Fuel Oil
MFO is a Shell Brand Name.
Marine Fuel Oil is a term used to describe a broad range of
distillate and residual fuels used in the marine market.
Marine Fuel Oils are classified by a number of different standards
bodies including the International Organization for Standardization
(ISO), and the British Standards Institute (BSI).
The ISO and BSI names for marine fuels are also recognized and
used by industry committees such as CIMAC and ASTM.
Marine Fuels Oils are usually the highest viscosity, and lowest
price Shell marine fuel available at any given port.
Under the ASTM system, fuels are graded from No.1 through to
No.6, but only Grade No's 2 & 6 are commonly used in the marine
market.
Grade 1 is a light, distillate, kerosene type fuel, that has the lowest
boiling range.
Grade 2 Fuel Oil is popularly called heating oil, has a higher boiling
range, and is commonly used in home heating. It is comparable in
boiling range to diesel fuel.
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 atomise
efficiently, and this means that the combustion chamber will
contain relatively large droplets of fuel which will be difficult to
ignite, and combust.