ISO8217 1994 PDF

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The reason is that the ISO standard itself does not have the intrinsic merit to sell itself. Strenuous efforts were made to sell the standard and it did not succeed. In fact, their claim is that every version is an improvement over the previous version. Improvement in terms of what? It is certainly not an improvement in the quality of the fuel.

Reducing the catfine limit from 80 ppm to 60 ppm does not bring about quality when the global average is only 20ppm. It is obvious to those in the industry that the 60ppm is intended to accommodate some suppliers who are not able to supply at around 20 ppm. If the standard bends over backward to accommodate the 60 ppm suppliers, what will happen onboard the ship? All engine makers are continuously reducing the limit of catfines entering the engine from 25 to 20 to 15 ppm. In fact, they are considering lowering this to 8 ppm.

In what way is this standard improving the fuel quality and helping the fuel user? The second most deliberate and systematic changes made in this standard is to take away the onus of supplying poor quality fuels from the suppliers themselves.

That onus has been passed on to the refineries, terminals, barges, all of whom are required to have proper quality maintenance systems!! Therefore, now, the supplier can turn around and tell the buyer or the fuel user that, he is not responsible for whatever is wrong with the fuel. Therefore, if you get a bad quality fuel and the machinery is damaged, too bad! You cannot blame the supplier.

He never did anything wrong. In order to strengthen the argument in favor of suppliers, ISO also comes up with the untrue statement that.

We have been identifying harmful chemicals in Bunker Fuels since It does seem unfair that the supplier will not take the responsibility for poor quality fuel though he is the one who is transacting the business deal and collecting the money from the fuel buyer.

How can he escape the responsibility for the quality of the fuel? Again, it is worth re-emphasizing that the quality of the fuel does not end with conformance with Table 1 and 2 of the standards. It is required that the fuel should not be harmful to personnel, jeopardize the safety of the ship, or adversely affect the performance of the machinery. If no limits are specified, the mere requirement of reporting it will only end in more disputes.

Considering the important points listed above, it will be quite a job to convince the fuel buyer to accept ISO If the buyer does not buy this fuel attempts have to be made to sell it to him. Who will sell it to him? Only those who profit by the use of this standard. We are again, referring only to the minority of suppliers who benefit by adulteration of fuels to increase their profit margin.

Save my name, email, and website in this browser for the next time I comment. Sign me up for the newsletter! This site uses Akismet to reduce spam. Learn how your comment data is processed. Mfame website is run by maritime professionals who have experienced many years of fuel usage, machinery problems and are interested in finding solutions.

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The Business of Selling ISO 8217

Since , the D standard has covered seven grades of diesel, Table 1. The Sxxx designation was first adopted in the D edition of the standard to distinguish grades by sulfur content. It was technically equivalent to ISO While some marine diesel engines use No. With the growing importance of alternative diesel fuels, standards have also been developed for biodiesel fuels and their blends. In the context of the increasingly more stringent diesel emission standards, the most important fuel property regulated by the EPA became the sulfur content.


BS ISO 8217:2010



ISO 8217:1996


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