USEFUL
DOCUMENTATION
All the documents you may need,
in one place.
ISO 8217 BUNKER FUEL STANDARDS REVISIONS
ISO 8217:2010 Marine Fuel Oil
Petroleum Products Fuels (Class F). Specifications / requirements for marine residual fuels.
Download in *.pdf format
ISO 8217:2010 Marine Distillate Fuels
Specifications / Requirements for marine distillate fuels.
Download in *.pdf format
ISO 8217:2012 Marine Fuel Oil
Specifications / Requirements for marine fuel oil.
Download in *.pdf format
ISO 8217:2012 Marine Distillate Fuels
Specifications / Requirements for marine distillate fuels.
Download in *.pdf format
ISO 8217:2017 Distillate marine fuels
Specifications / Requirements for distillate marine fuels.
Download in *.pdf format
ISO 8217:2017 Residual marine fuels
Specifications / Requirements for residual marine fuels.
Download in *.pdf format
ISO 8217:2017 – WHAT’S NEW AND WHY
Report by Unni Einemo – Source IBIA.net (The International Bunker Industry Association) – March 24, 2017
There are several significant changes in the sixth edition of ISO 8217 to address current industry trends: the addition of a new class of distillates allowing for bio-fuel blends; the introduction of further cold flow checks for distillate fuels; and a change of the scope (Clause 1) to allow for inclusion of hydrocarbons from synthetic or renewable sources.
There have also been substantial amendments to the general requirements (Clause 5) and the allowable sulphur content in distillate fuels has been lowered. A number of informative annexes have been deleted. The sixth edition recently published on the International Organization for Standardization (ISO) website cancels and replaces the fifth edition (ISO 8217:2012).
New approach to FAME
The sixth edition introduces DF (Distillate FAME) grades DFA, DFZ and DFB which allow up to 7% fatty acid methyl ester(s) (FAME) content by volume. Other than the 7% FAME allowance, these grades are identical to the traditional DMA, DMZ and DMB grades for all other parameters.
The DF grades have been introduced to allow for greater use of automotive diesel in the marine distillates pool, which is expected to improve fuel oil availability in some ports which may otherwise struggle to provide fuels complying with a 0.10% sulphur limit to ships. The 7% upper limit is in line with the maximum content in road diesel in most countries, and the FAME in the DF grades have be in accordance with the requirements of EN 14214 or ASTM D6751 at the time of blending.
The regular marine fuel grades; DMA, DMZ, DMB and RM (residual marine) grades shall not include FAME other than a “de minimis” level,” while DMX must be FAME-free.
In the previous edition, the “de minimis” limit was indicated as not exceeding approximately 0.1%. This has been increased to 0.5% because the working group in in charge of developing the marine fuel standards, ISO/TC28/SC4/WG6, was confident this level does not cause any operational issues based on field experience. The limit is still low enough to prevent intentional blending of FAME into marine fuel, but high enough to allow for accidental trace amounts caused by shared supply chain infrastructure with fuels for the automotive sector, and should broaden the scope for fuel availability.
Controlling cold flow
Additional requirements have been included for distillate fuels to protect ships against cold climate operability issues which have been experienced since the introduction of 0.10% sulphur limit in emission control areas (ECAs) in 2015.
Since then, some ships have experienced paraffins solidifying in tanks, especially when more paraffinic fuels have been stored in unheated tanks. In response to these concerns, the sixth edition has introduced a requirement to report cloud point (CP) and cold filter plugging point (CFPP) in DMA/DFA and DMZ/DFZ winter grades. There is no limit specified; only a requirement to report to let the operator know in advance if the fuel will need heating.
Only DMX, a specialist niche product mainly intended for emergency generators, has limits specified for CP. For summer distillate grades (DMA/DFA and DMZ/DFZ) the only defined cold flow property is pour point (PP). Residual fuels (RF) also have specific PP limits, but RF cold flow properties have not been an issue as such fuels are kept in heated storage tanks.
Scope and general requirements
The Scope (Clause 1) has been expanded to include fuels containing not only “hydrocarbons from petroleum crude oil” but also from oil sands and shale, and hydrocarbons from synthetic or renewable sources. This has been amended to address the evolving composition of fuels. Hydrocarbons from synthetic and renewable sources are similar in composition to and in practice indistinguishable from petroleum hydrocarbons.
Clause 5 – General requirements, has been extensively redrafted to allow for inclusion of hydrocarbons form non-petroleum sources, and blends with a FAME component (Clause 5.1).
References to contaminants have been modified and simplified. Clause 5.2 now states: “The fuel shall be free from any material at a concentration that causes the fuel to be unacceptable for use in accordance with Clause 1 (i.e. material not at a concentration that is harmful to personnel, jeopardizes the safety of the ship, or adversely affects the performance of the machinery).
According to a FAQ document on ISO 8217:2017 just released by the International Council on Combustion Engines (CIMAC), Clause 5 in earlier versions “was continuously being misread and misunderstood, so the working group agreed to rework the wording to clarify and minimize any future misunderstanding of the intent of this clause.”
Sulphur limits
Sulphur limits have been reduced for several distillate grades. The sulphur limit for DMA and DMZ has dropped from 1.50% to 1.00% by mass. The same limits apply to the bio-blend equivalent DFA and DFC. DMX is unchanged at 1.00% maximum sulphur.
The sulphur limit has been reduced from 2.00% to 1.50% by mass for DMB, and the bio-blend equivalent, DFB, has also been given a 1.5% sulphur limit. The reduction in sulphur limits is mainly in recognition of market trends, as these fuels rarely exceeded the new upper limits. The new limits do not correspond to any current statutory limits with the exception of DMB, which at 1.50% is in line with the current limit for passenger vessels on regular service between European Union ports (outside ECAs) until 2020.
Residual marine (RM) grades, as in the 2010 and 2012 editions, have no sulphur limits specified. These must be defined by the purchaser in line with statutory limitations.
Other changes
A number of informative annexes have been deleted. Critical supporting information previously in the annexes has been moved into the body of the Standard. In Clause 8 (Precision and interpretation of test results) it says ISO 4259, which covers the use of precision data in the interpretation of test results, shall be used in cases of dispute. It also says: “NOTE: Since all fuel testing is subject to inherent variations, the assessment of fuels as supplied is governed by the provisions of ISO 4259. More information is provided in the CIMAC guideline on the interpretation of marine fuel oil analysis test results.”
[…]
What next and further information
ISO 8217:2017 has not been able to address some of the issues arising from the introduction to the market of several marine fuels that do not fit into the ISO 8217 marine distillate table, designed for designed for operation in emission control areas (ECAs) with maximum 0.10% sulphur fuels. Quality concerns specific to these less conventional types of fuel, not fitting traditional marine distillate specifications, is expected to become even more pressing with the 0.50% sulphur limit in 2020. The ISO/TC 28/SC4/WG6 has already started the process of analysing the needs.
[…]
MARPOL ANNEX VI
Marpol Annex VI is an international agreement under the UN for limitino air pollution by ships. From 19th May the sulphur content of the fuel used must be 4.5%, but there are restrictions on other polluting material that may have been introduced into the fuel.
Buyers will need to ensure that they comply with Annex VI if they are purchasing fuel(s) for a vessel from a Marpol compliant flag state that is going to travel to, or may travel to, a signatory state within 3 years of the purchase of that fuel.
To do this they need to ensure:
- The vessel is given a copy of the new Marpol Bunker Delivery Notes (BDN) with the required information on it.
- The BDNs are kept safely on board the vessel for 3 years after the delivery of each grade of fuel supplied.
- Each product on the BDN is accompanied with an approved sample of each fuel supplied.
- Responsibility for provision of these samples lies with the supplier but they should be taken at the receiving vessel’s manifold by continuous drip sampler. There are valid practical reasons for not sampling, in this position and many suppliers will insist on alternatives. A pragmatic approach, at least in the early stages, is recommended, until the legal position becomes clearer.
- Limits are now included for zinc, phosphorus and calcium for all residual fuel categories and distillate category DMC.
- These samples are retained under the control of the ship for one year. (Under “the control of the ship” may allow for the sample to be landed and held in a port office or some other suitable location).
- The samples are in addition to any commercial samples and must not be used except by port state control.
- Sample must be of minimum size, 400ml, have a tamper proof security seal with a unique means of identification and must be labelled with the following information:
- Location and method by which the sample was drawn.
- Date of commencement of bunkering.
- Name of bunker tanker/installation.
- Signatures of both supplier’s rep and ship’s rep.
- Details of seal identification.
- Bunker grade.
Suppliers in Annex VI signatory countries will be legally required to comply with Annex VI. All other countries will not have legal penalties for no-compliance by suppliers. Therefore if a vessel is nukering anywhere in the world, other than in the countries listed, buyers need to ensure that the BDN and samples provided are Annex VI compliant if there is a likelihood that vessel will go to an Annex VI signatory country in the future.
Suppliers are required to produce a BDN that complies with the requirements of Annex VI.
The BDN required for MARPOL purposes must contain the following:
- Name and IMO number of the receiving ship.
Port. - Date of commencement of delivery.
- Name, address and telephone number of marine fuel oil supplier.
- Product name(s).
- Quantity (metric tonnes).
- Density at 15°C (kg/m3).
- Sulphur content (% m/m).
A declaration signed and certified by the fuel oil suppliers representative that the fuel oil supplied is in conformity with the Annex VI viz: regulation 14 setting maximum sulphur content at 4.5%, and regulation 18(1) guaranteeing the absence of deleterious material in the fuel.
EMISSION CONTROL REGULATION
The Marpol Annex VI includes many aspects related to the operation of commercial ships. The emissions from ships are generally controlled by the following sulphur caps on any fuel oil used onboard:
3.50% on and after 1 January 2012
0.50% on and after 1 January 2020
In addition to the general sulphur caps, emission control areas were also implemented. Any fuel used onboard ships in the North Sea emission control area shall not exceed the following limit:
0.10% on and after 1 January 2015
The North American emission control area entered into force on 1 August 2011. However, the requirements within the North American ECA for Sox, including most of the US and Canadian Coast, was effective as from 1 August 2012.
The new limit within North American ECA is as follows:
0.10% on and after 1 January 2015
Furthermore, the requirements within the United States Caribbean Sea ECA for Sox became effective on 1 January 2014. The limit is as follows:
0.10% on and after 1 January 2015
EU REGULATIONS
In addition to Marpol 73/78 Annex VI adopted by IMO on 10 October 2008, the European Union has implemented sulphur caps under the directive 2005/33/EC. The following limitations are in force:
1.50% sulphur limit for fuels used by passenger vessels on regular service between EU ports.
0.10% sulphur limit on all gas oils placed on the market in EU Member States’
territory.
0.10% sulphur limit in all fuels used by ships at berth in EU ports and by inland waterway vessels. This applies to any use of the fuel e.g. in auxiliary
engines, main engines, boilers.
A further description of exemptions, change-over procedures and a definition of ECA can be provided upon request.
Document 01. MARPOL Annex VI
General Information for Ship Owners to obtain the International Air Pollution Prevention certificate according to MARPOL 73/78 Annex VI.
Download in *.pdf format
TERMS AND CONDITIONS
FOR THE SALE OF BUNKER PRODUCTS
Here attach you will find our updated document of terms and conditions
Terms & Conditions document
Last update May 2021
Download in *pdf format
ISO 8217 BUNKER FUEL STANDARDS REVISIONS
International Standard ISO 8217:1996 vs. ISO 8217:2005
Petroleum Products Fuels (Class F). Specifications / requirements for marine residual fuels.
Download in *.pdf format
International Standard ISO 8217:2005 (E)
Specifications / Requirements for marine distillate fuels.
Download in *.pdf format