CONSEIL INTERNATIONAL

DES MACHINES A COMBUSTION

INTERNATIONAL COUNCIL
ON COMBUSTION ENGINES

PAPER NO.: 13
Marine Distillate Fuels Specifications Today and
Tomorrow
Oyvind Buhaug, Statoil ASA, Norway

Abstract: When MARPOL Annex VI entered into

force in 2005, it marked not only the end of a long
struggle by IMO to regulate harmful emissions from
international shipping, its entry into force also immediately triggered a review of the regulation with a view to
tighten emissions standards established in the original
Annex VI. As known to many readers, strict future IMO
regulations on NOx and SOx emissions are agreed.
The new regulations which will be implemented in
steps from 1. July 2010 towards 2020 will have far
reaching implications for marine fuels and diesel engines.
In particular, a global limit of 0.5% sulphur is part
if the new IMO regulation. Production of residual fuels with 0.5% sulphur is believed to be economically
unattractive. This has lead to the description of the

c
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Congress 2010, Bergen

global cap of 0.5% S as end of heavy fuels or global

distillates. These future distillates are likely to be
very different from present distillates, however, and the
characteristics of these fuels remain unclear.
This paper present data on present day marine distillates and discusses issue relevant to the use of distillate fuels including:
Fuel lubricity
Fuel Particle Contamination
Fuel water and microbial contamination
Distillate safety issues
Distribution and quality control
Fuel additives
The paper ends with a discussion on the need
for research and strategies for distillate fuels towards
2020.

VDMA [3.], the IMO website and from other

sources.

INTRODUCTION
Distillate marine fuels are produced in refineries all
over the world by distillation and other processing
of crude oils. While residual fuels tend to get more
attention, distillate fuels account for a significant
share of marine fuel consumption. According to
international statistics, distillate fuels account for
25-35% of international bunker consumption [1.],
[2.].
Compared to residual fuels, distillate marine fuels
are more uniform and predictable and demand less
attention from its users. Nevertheless, there are
issues regarding also distillate fuels that merit
attention. For instance, this includes possible fuel
influence on lifetime of components in the fuel
injection system, filter lifetimes and deposit
formation within the engine. Where data on residual
fuels can be readily obtained, e.g. in statistics
published by fuel analysis services, data on
distillate fuels is less abundant.
Marine fuel properties are specified in ISO 8217, a
standard that has been developed by the marine
industry to meet the requirements for marine fuels a
world-wide basis. These ISO standards build on
CIMAC recommendations for marine fuels.
At the time of writing, these standards are under
revision. The revised ISO 8217 is scheduled to be
introduced in July 2010, hence it may be finalised
when this paper is presented. Although some
aspects of the revised standard will be discussed in
this paper, this paper does not intend to cover all
sides upcoming standard. Also, since the 2010
standard is not yet in force, it is possible that it may
be delayed and also that changes can be made
subsequent to the drafting of this paper. For up to
date information on the standard, readers are
referred to ISO.
International and regional regulations have been
adopted which mandate the use of fuels with lower
sulphur content than what was previously common.
This includes both use and fuel at sea and in port.
The sulphur levels mandated are so low that it may
be necessary to use distillate fuels where residual
fuels were previously used.
Also, new IMO exhaust emission regulations drive
for changes to fuel injection technology and in the
longer run also the introduction of exhaust gas
treatment systems. Comprehensive summaries of
relevant regulations can be found in Exhaust
Emission Legislation Diesel- and Gas engines by

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Together, changes may have implications for how

one should best define distillate fuels in the longer
term. This paper discusses present day distillate
fuel issues and also attempts to consider some
issues that may be relevant in the longer term

PRESENT DAY DISTILLATE FUELS

Fuel grades specify fuel properties needed to
ensure that the fuel is fit for use in the intended
application. This includes a number of different fuel
aspects including
Fuel storage and handling
Safety
Fuel lubricity and contamination
Ignition and combustion characteristics
Deposit formation and emission formation
Different applications have different needs. ISO
have defined four categories for distillate marine
fuels in the 2005 edition of 8217
DMX a special fuel for emergency
applications outside the machinery space
such as lifeboats and emergency
generators
DMA a clear and bright marine gasoil with
no trace of residual fuel
DMB a heavier marine distillate that may
contain a trace of residual fuel. Residual
fuel may not be an intentional blending
fraction in DMB
DMC - a heavy marine distillate that may
contain a small amount residual fuel as a
blending fraction.
The revised ISO 8217 is also set to include a new
fuel category DMZ which is identical to DMA except
that the minimum viscosity is higher to make it more
suitable for engines that also use heavy fuel oil.
The revised standard will also remove the DMC
category. This application will be covered by the
lightest residual fuel grade (RMA grade)
Variations in crude oil supplies, refining methods,
environmental legislation and local conditions mean
than there is some variation in the distillate fuels
around the world.
This variation in distillate fuel quality can be
appreciated in table 1 which shows average values
based on analysis done by DNV petroleum services
in 2008. The dataset includes more than 5000 DMA
samples, more than 1000 DMB samples and more
than 500 DMC samples. At least one hundred
samples are included in each geographic area

Paper No. 13

shown. Some outliers have been removed from the

dataset by DNVPS before compiling the table.
The data is based on fuels sampled by ship crew
and sent for analysis. It need not be representative
of the fuel in a certain region; it only represents fuel
sent for testing to DNVPS from that same region.
Certain ports and suppliers may potentially be overrepresented. The data should thus not be taken as
a document of typical fuel data in of certain regions;
however the data does give an impression of
variability that may be expected in distillate fuel.
In many cases the result of a test will be less than
the detection limit for a test. For instance, an
analysis may show < 0.1 % water. When
calculating average values, an analysis result below
detection limit was arbitrarily set equal to half the
detection limit. If the final result is then less than the
detection limit, the result is given as less than the
appropriate figure.
The data in table 1 does not, however, describe
variability within each region. This variability may be
significant. While it may be true that the variability
of certain parameters may typically have been
much less than what the specification could permit,
this does not imply that the same parameters will
continue to do so in the future, hence engine
designs should be prepared to handle any value
within specification.
Although this data set is comprehensive it may be
biased as outlined above. Nevertheless the
following is observed:
There are significant regional variations in
average fuel data
In many regions, the average viscosity of
DMA is below the 3 cSt minimum preferred
for many slow speed engines when
operating on distillate fuel [4.]
Regional variations in fuel sulphur content
are very high, for DMA the highest average
is more than five the average in the lower
region.
Sodium and iron is detected in some
instances. This may indicate sea water and
rust particles. Typically, these may be
picked up in the distribution chain
Average Al and Si, (i.e. cat fines) are below
detection limit in DMA or DMB fuels. For
DMC, there is one region where both Al
and Si average is >1 mg/kg. (The limit for
Al+Si in DMC fuels is 25 mg/kg)

USERS OF DISTILLATE FUELS

It may be worthwhile briefly to consider the wide
range of engines that may be fuelled with DMA
marine distillates. In one end of the scale, this
includes small high speed engines that are
conversions based on automotive engine designs
with highly advanced common rail fuel injection
equipment that is also derived from automotive
designs.
In the other end of the scale - as a consequence of
fuel sulphur regulations DMA fuel may also be
used for large two and four stroke engines originally
designed for heavy fuel oil.
Moreover, DMA is used also on very old engines
typically with low compression and fuel injection
pressures, as well as gas turbines.
Clearly, each of these applications have somewhat
different needs and sensitivities with respect to fuel
quality.

TECHNICAL ISSUES
While distillate fuels are more uniform than
residuals, there are issues regarding their use and
application that merit discussion. The following
section of this paper discusses the following:

Fuel lubricity
Viscosity and fuel sulphur content
Fuel Particle Contamination
Fuel water and microbial contamination
Distillate safety issues
Distribution and quality control
Fuel additives

FUEL LUBRICITY
Fuel lubricity is a measure of the fuels ability to
reduce wear in situations where metal to metal
contact
occurs.
Automotive
diesel
fuel
specifications such as EN590 and ASTM D975
include a parameter called lubricity. Up till now,
lubricity has not been specified in the ISO 8217
marine fuel specifications. It will be included in the
2010 version however. It is thus not surprising that
questions regarding the lubricity of marine distillate
fuels surface from time to time. Fortunately, it is
believed that there is generally little reason to worry
about the lubricity properties of marine distillate
fuels. There are two reasons for this.
1) The type of fuel pumps commonly used in
marine diesel, and

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Paper No. 13

2) The natural lubricity of marine distillate fuels

It has long been known that a certain minimum
viscosity is needed to prevent wear in diesel
pumps. Lubricity first emerged as an issue when
fuels with very low sulphur contents were
introduced to the automotive marked through
environmental legislation and/or tax incentives.
Among the earliest examples is the MK1 diesel
containing no more than 10 ppm sulphur which was
introduced in Sweden already in 1991. At that time,
rotary distributor fuel pumps in smaller automotive
engines suddenly experienced severe wear in the
fuel lubricated cam-roller mechanism that drives the
fuel plungers. This was subsequently attributed to a
loss in fuel lubricity caused by the refining
processes employed to produce fuels with very low
sulphur content.

Lubricity problems occur where there is a high

contact pressure between the surfaces in relation to
the sliding velocity. Typically this is fuel lubricated
cam-follower mechanisms which is found in rotary
distributor fuel pumps. Fuel lubricated cam
mechanisms are also found on some smaller
common rail type fuel pumps. Fortunately, marine
diesel engines rely typically on in line fuel pumps or
larger common rail pumps where the cam roller
driving the plunger is lubricated by lubricating oil.
Hence the most fuel pumps used in the marine
application are not much less sensitive to fuel
Lubricity than aforementioned fuel pumps.
Lubricity can be assessed in test setups based on
actual rotary distributor pumps, or different
tribological test set ups. In automotive fuel
specifications, lubricity is expressed as the size
(diameter) of a wear scar on a test specimen
lubricated by the fuel during the HFRR wear test
(ISO 12156). A correlation has been established
between this test and wear in rotary distributor fuel
pumps. A threshold value of 460 micron has been
confirmed to provide sufficient protection for these
pumps. In Europe, where rotary distributor fuel
pumps are commonplace, the 460 micron limit has
been included in the automotive fuel specification
EN590. In the United States, where small diesel
cars and rotary distributor pumps are not used, a
less restrictive limit was needed for fuel lubricity. A
wear scar diameter of maximum 520 micron was
chosen for the US fuel specification, ASTM D975.
This limit has proven sufficient for the common rail,
in line fuel pump and other systems in that region.
This limit is also introduced for marine distillates
with sulphur levels less than 0.5% (500 ppm) in the
new ISO 8217

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Diesel lubricity is largely provided by trace levels of

naturally occurring polar compounds which form a
protective layer on the metal surface. Typical it is
the nitrogen and oxygen containing heterocompounds that are most important. Hydro treating
is a refinery processes used to remove sulphur.
This process also affects the aforementioned
components, resulting in reduced fuel lubricity [5.].
As seen in table 1, the average sulphur content in
DMA marine distillates range from ~0.05-0.5 %
sulphur, that is ~500 to 5000 ppm. For comparison,
automotive diesel is limited to 10 ppm S in the EU
and 15 ppm S in the US. Lubricity additives have
been developed to compensate for the deterioration
in natural lubricity observed in low S diesels, and
these are routinely added to automotive diesel.
Statoil produces significant amounts of marine gas
oils with sulphur content just below 0.05% (500
ppm). This fuel is already much lower in sulphur
than the 0.1% (1000ppm) which is required at berth
in EU and will become mandatory in SECAs from
2015. Fortunately, the natural lubricity of the 500
ppm fuels is very good. Typically, the wear scar
diameter (WSD) measured in the HFRR test is in
the range 350-380 micron, and lubricity additives
are not needed.
In some rare cases, a distillate with less than 10 (or
15) ppm sulphur may be delivered to a ship. In
these cases, the fuel is not a marine gas oil with an
unusually low sulphur content, it is most likely an
automotive diesel that has been sold as a marine
gas oil, and it can be safely assumed that the fuel
meets the lubricity requirement applied in that
region.
VISCOSITY AND FUEL SULPHUR CONTENT
Fuels with lower sulphur contents tend to have
lower viscosity. Introduction of new fuel sulphur
regulations have resulted in questions regarding the
effect of sulphur limitations on distillate fuel
viscosity. This relationship is indicated in Figure 1
which is based on data from Table 1
This figure illustrates the historical relationship
between sulphur content and viscosity as observed
in the given data.
This figure shows average values. It should be
noted that a very wide range of viscosities may be
observed at different sulphur levels, also low
sulphur levels. It is paramount that engines are
designed to handle the full range of viscosities that
are allowed for in the appropriate specifications, not
just typical values at the time of construction.

Paper No. 13

specifications, a sample is filtered through a 0.7

micron filter under closely specified conditions and
procedures. The mass of the filtrate is established
and reported as total contamination with units
mg/l. While this method does provide information of
the magnitude of contamination it does not indicate
type of contaminant. Also, the method is somewhat
sensitive to presence of larger particles. Larger
particles may contribute significantly to the weight
of the filter, however are most readily removed by
settling or filtration and may thus be less harmful
than particles of smaller size.

Viscosity and sulphur content - DMA

0,70

Sulphur [% mass]

0,60
0,50
0,40
0,30
0,20
0,10
0,00
2,00

2,50

3,00

3,50

4,00

4,50

Viscosity @ 40C, cSt

Figure 1 DMA Viscosity and Sulphur content

FUEL PARTICLE CONTAMINATION

The drive to reduce emissions and improve
performance of medium speed diesel engines result
in increasing injection pressures and corresponding
decreasing tolerances. Presently, state of the art
common rail type fuel injection systems for medium
speed engines have maximum pressures around
2000 bar, are manufactured with tolerances in the
range of 1 m and can typically handle three
injections pr combustion. Future systems may show
pressures up to 3000 bars and up to 7 injections pr
combustion. Manufacturing tolerances less than 1
m is expected in the future [6.]. Also, maximum
pressures of conventional fuel injection systems
have increased over the last decade and full load
peak pressures above 2500 bar are not uncommon.
This development is likely to increase the sensitivity
of the fuel injection equipment towards
contamination of the fuel by potentially abrasive
particles operate on a fuel, thus increasing the
demand for fuel cleanliness. Present lifetime
expectancy for a state of the art common rail fuel
injector may be around 6000 hours while pumps
are designed to last more 30000 hours [6.]. Clearly,
to achieve the expected component lifetimes it is
necessary to have efficient fuel filtration. For the
purpose of designing these filters, it is necessary to
have information on the likely (or maximum)
contamination that the engine and filter must cope
with.
Fuel contamination can be measured in different
ways. In EN12662, used in automotive fuel
CIMAC Congress 2010, Bergen

Contamination by can also be indicated by

elemental analysis using emission spectroscopy as
done for instance in IP501. Element detected this
way may be contaminants but also natural
constituents in the fuel. Emission spectroscopy
methods are used commonly used with residual
fuels to determine the content of metals such as
Aluminium, Silicon, Vanadium, Sodium, Iron,
Nickel, Calcium, Zinc and Phosphorous. The
methodology may also be applied to distillate fuels.
Elements listed in table 1 have been determined by
ICP Emission spectroscopy in accordance with IP
501. DNVPS report values down to 1 ppm. This is
below the lower end of the range stated in IP501.
Where data is reported outside the range of IP501,
reproducibility of IP501 does not apply. Elemental
analysis is a very informative analysis however it
requires significant sample pre treatment and is
thus a demanding analysis.
The size distribution of particle contamination is an
important characteristic that directly affects design
of particle removal systems (fuel filters). The
distribution of particle size can be analysed using
an automated optical detection method. In this
case, the particle spectre is commonly described
using the size classification of ISO 4406 where the
particles are classified in three size categories: >4
m, >6 m and >14 m. While size distribution is
very important information, the ISO 4406, originally
developed for analysis of hydraulic fluids, does not
provide information on particles smaller than 4 m.
Given the increasingly fine tolerances of modern
engines, particles smaller than 4 m may contribute
to bearing on engine wear, hence ISO 4406 may
not be sufficient in isolation as a filter design
criteria.
At the refinery gate, marine gas oil typically contain
only a very small particle mass. In case of the
Mongstad refinery, the 2008 average for MGO was
0.4 mg/l, the highest value being 1.4 mg/l. Given
that the maximum allowable contamination of
automotive diesel in EU is 24 mg/l, the former figure
is very low.

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Unlike most fuel properties that are more or less

fixed as the fuel leaves the refinery, fuels can be
contaminated throughout the distribution chain and
also after delivery to customers.
Contamination is minimised through the distribution
chain by allowing sufficient settling time between
fuel handling operations, and by cleaning and
maintenance of tanks and pipes. Particle
contamination is typically not measured in the
distribution chain, and it is thus difficult to provide
exact figures for what levels are to be expected at
delivery not the least du to the random nature of
contamination. That said, data collected by
Norwegian ship operators in 2006 indicate an
average contamination in their survey of 2.5 mg/l
with a maximum of 5 mg/l [7.].
FUEL
WATER
CONTAMINATION

AND

MICROBIAL

Filter blocking caused by bacteria, fungi or other

biological activity in the fuel is fortunately rare but it
is not by any means a new topic. Various
organisms have devoured fuel as long as it has
been used on ships. Apart from potentially leading
to filter blocking, certain organisms may also
contribute to corrosion or release harmful gases
such as H2S.
Bacteria can be found virtually everywhere. It is not
possible to deliver or maintain a sterile fuel.
Fortunately, all organisms need water to survive, so
keeping the water out of the fuel is an efficient way
of avoiding biological activity in the fuel. This
applies to the fuel delivered but also onboard the
ship as water can enter the tanks from various
sources not least condensation. To this end, it is
important that fuel tanks and engine rooms are
designed to allow sampling and draining from tank
bottoms. The foregoing may sound like a trivial
statement; however such arrangements are not
always implemented even in 2010.
Microbial attacks are not limited to activity of one
species, a range of different organisms and
variations thereof will be present. Biocides may be
effective in eliminating some of these organisms,
but not necessarily all. The initial result of such a
treatment may be a decrease in microbiological
activity; however any remaining organisms will
experience increased living space. In a worst case
scenario, these new species which have shown
resistance to the biocide will multiply and cause
continued problems that cannot be effectively dealt
with by the biocide. Therefore, biocides are not by
any means a good substitute for water free tanks.

Marine distillate fuels are not considered

particularly dangerous. Apart from the well known
minimum flash point of 60C (43C is sufficient
DMX grade fuels) there are two other issues that
may be mentioned. These are H2S and
conductivity.
H2S is the most recent addition to the marine
distillate safety agenda. H2S is a highly toxic gas
that may be fatal in high concentrations. H2S may
be formed in the refining process (where it is also
removed) and also from certain types of
microbiological activity. H2S gas can be released
from the marine fuels in storage tanks, in product
barges and customer tanks. Compared to residuals,
distillate fuels have much lower viscosity and will
release gas faster, hence the risk of carrying H2S
from the refinery to the user within a distillate fuel is
expected to be very low. In deed, there is very little
H2S in distillate fuels and no incidents where H2S
from marine distillate fuels has resulted in death or
injury are known. Nevertheless, in preparing the
newest edition of 8217, the ISO working group
agreed to stay on the safe side and place a limit of
2 mg/kg H2S in all marine fuels as measured by IP
570. The limit is the lowest value possible given the
precision of the test method when applied to
residual fuels. (The precision of the test method
when applied to distillate fuels has not yet been
established)
Conductivity affects the possibility of fuels to carry
current and accumulate static charges. When diesel
is loaded into a tank with an explosive atmosphere
(e.g. a vapour mix from pervious cargo) release of a
static charge can potentially cause an explosion.
Low conductivity is primarily a challenge for fuels
with very low sulphur contents such as automotive
diesel, and at low temperatures. To remain on the
safe conductivity is monitored also for marine gas
oils and additives that increase the conductivity are
applied where deemed appropriate.

DISTRIBUTION AND QUALITY CONTROL

The following sections describe the fuel quality
control system used by Statoil to ensure the quality
of marine distillate products. Other companies are
probably not very different in this respect.
Marine gasoil produced at the refinery is exported
in large batches by product tankers. During the
loading of these ships, a drip sample is taken by an
automated sampler. A number of other commercial
samples are taken during delivery of a cargo,
however these are not analysed unless there is a

DISTILLATE SAFETY ISSUES

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Paper No. 13

specific reason to do so. The automatic line-sample

is analyses for key properties, typically

density,
flash point,
sulphur content,
viscosity,
pour point,
conradson carbon reside,
sediment by extraction

These parameters and a visual assessment of the

fuel appearance is recorded on the Certificate of
Quality which is delivered for the fuel. Other
parameters that are on the fuel specification but not
on the certificate of quality will be periodically
analysed. The frequency of these analyses will
depend on how stable the parameter is and our
understanding of possible causes of variation in the
given parameter. In any case, all parameters will be
analysed at least quarterly.
A product carrier takes the distillate fuel to a fuel
depot. Fuel depots are typically iron tanks, although
Statoil also store some MGO in underground
mountain caverns. To remove water and other
contaminants, the fuel is settled at least 24 hours
and at least 180 minutes for each meter product
height following each delivery. Iron tanks are
routinely drained for water. Draining for water is not
needed in mountain caverns where the product
rests on a water bed which is continuously (albeit
slowly) refreshed. Iron tanks are emptied and
cleaned at least every 5 year.
Before the depot accepts fuel from the product
tanker, a fuel sample is taken from the ship and
analysed for flash point and density. These two
parameters are analysed in order to ensure that
these parameters correspond with data from the
Certificate of quality and also to verify that the flash
point has not dropped (this could happen if
contaminated e.g. with gasoline). The sample is
also inspected visually to establish that it is clear
and bright. During loading, samples are taken at
start and end of delivery and each hour in-between
for record keeping.
Given the strict control with what enters the fuel
tanks, by regular draining and other tank
maintenance, it is not necessary to analyse each
batch of fuel that is delivered from the tank to
customers. We recommend, however, that fuel
samples are taken during fuel loading. This way, in
case any doubts should arise, it will be possible to
demonstrate the quality of the fuel delivery.
FUEL ADDITIVES
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Additives can be used to improve different aspects

of a fuel. Some additives are used to ensure that a
fuel meets specification or legal requirements. For
an automotive diesel, this may typically be cold flow
improvers, cetane improvers, lubricity improvers
and dyes. Additionally, additives can also be used
to improve aspects not on the specification. For
automotive applications, this includes anti corrosion
additives, anti foam agents and detergents
designed to keep fuel nozzles clean.
Apart from application of dyes and occasional cold
flow improvers, additives are not needed to meet
marine gas oil specification. As already mentioned,
additives may be added to increase conductivity.
Other additives are not normally used by Statoil for
Marine Gas Oils, and the author believes this is
presently the case for most MGOs in the marked. In
special cases, special additives may be used with
success. For instance, fuel additives have
sometimes been effective in removing cylinder liner
lacquer [8.].
Diesel additives have been shown to reduce coking
of diesel injection nozzles in automotive engines
using both common rail and traditional fuel injection
equipment. Nozzle deposits may be more
problematic for engines with higher fuel injection
pressures and smaller nozzle holes, a trend which
is also seen in the marine market although the
dimensions are not necessarily comparable with
automotive cases.
FUTURE MARINE DISTILLATE FUELS
IMO regulations will bring about a stepwise
reduction in the sulphur content in marine fuels
consumed both in SECA areas and globally. The
most dramatic change is foreseen in 2020 (or 2025
depending on an assessment of fuel availability)
when the sulphur content of all marine fuels will be
reduced from 3.5% to 0.5%. Analysis suggest that
producing residual fuels with a sulphur content
maximum 0.5%will be less economically attractive
than alternatives, hence refiners will be encouraged
to further upgrade the residuals to a distillate quality
which attracts a higher price [9.]. Unless the sulphur
emission requirements are met by alternative
abatement solutions (i.e. scrubbers, see e.g. [10.] )
residual fuels may disappear from the marine fuel
scene. This has lead to the description of the
2020/2025 regulation as global distillates.
However, while it appears clear that marine fuels
<0.5S will not be residual fuels in traditional sense;
this does not automatically make them distillates in
the present understanding of these fuels.
While some high sulphur residual fuel may remain
post 2025 for use with abatement technologies, it

Paper No. 13

can be assumed also that 0.5% S marine fuels will

be consumed by engines in applications such as
large ocean going ships where residual fuels is the
present choice. These engines will also need 0.1%
S fuel for use in SECAs and other areas; however
fuel requirements will be very different from those of
engines with high power density and higher speeds.
Therefore, new distillate grades of fuel will be
needed to cater for this.
To some extent, the DMZ grade introduced in the
2010 edition of ISO 8217 can be seen as a first
step in the direction of developing large engine
distillates. Presently, however, the only distinction
between DMA and DMZ is the minimum viscosity;
hence much ground still needs to be covered
between now and 2020/25.
The global switch from 3.5% residual fuel to 0.5% is
a dramatic change. It is difficult to imagine such a
transition happening overnight, and significant
investments must be made either in refineries or in
abatement technology well in advance of the 2020
deadline. Presently, the industry appears caught in
a deadlock where ship owners appear to rely on
refiners to solve the issue while refiners appear to
rely on ship owners to install scrubbers.
In developing the fuel specifications for the future,
is critical to understand how and where the fuel will
be used and what characteristics will be important
for the application. It is also important to understand
fuels from the production side, i.e. what
characteristics that may pose the more challenging
or expensive constraints and not overlook
advantages with less restrictive specifications.
Moreover,
possibilities
introduced
through
technological developments in all sides of the
industry including also analytical methods for
characterisation of fuels need to be considered.
Significant research efforts will be needed to
achieve an optimal outcome, and these efforts need
to start now.
Clearly, cross - industry forums and groups like
CIMAC may play a central role in this work. Most
likely, forthcoming fuel standards will continue the
tradition of careful and deliberate steps through
what may rightly be described as a turbulent new
decade for the marine fuel industry.

CONCLUSIONS
Aspects of present day distillate fuels have been
discussed. Some key points are repeated.

There are significant regional variations in

average fuel data
Lack of fuel lubricity is not believed to be
problematic for marine distillate fuels
Correct fuel filtration will continue to be
important to maintain component lifetimes
H2S will be included in marine fuel
specification; however users need not be
concerned or take special precautions
when using distillate fuels.
0.5 and 0.1% sulphur fuels will be needed
to
replace present day
residuals.
Developing a specification for these fuels is
a significant challenge which must be
addressed without delay.

ACKNOWLEDGEMENTS
The author acknowledges assistance from
Alexander Strm with fuel data preparation, and
colleagues at Statoil for helpful comments on the
way.

REFERENCES

[1.] EIA Energy Information Administration

website
(United-States)
http://www.eia.doe.gov/pub/international/ie
a2006/table31.xls
[2.] IEA International Energy Agency - IEA Data
Services, 2007 Energy Balances and
Energy Statistics for OECD and non-OECD
Countries.
[3.] VDMA Exhaust Emission Legislation
Diesel- and Gas engines Can be
downloaded from the VDMA website
www.vdma.org
[4.] MAN Service letter SL09-515 Guidelines
on Operation on Distillate fuels
[5.] R. H. Barbour - Nigel G. Elliott David J.
Rickeard: Understanding Diesel Lubricity:
SAE Document Number: 2000-01-1918
[6.] Daniel
Bosshard:
Meeting
future
requirements of engine emissions An
integrated approach for developing the next
generation of fuel injection systems
CIMAC Cascades 26 November 09
[7.] Drivstoffunderskelsen 2006. Presented at
Brukerforum Marint Maskineri 24 April 2007

CIMAC Congress 2010, Bergen

Paper No. 13

[8.] Rossetti-J;
Buhaug-O;
Longva-A
A
comparative study of the use of fuel
additives
for
the
reduction
of:
environmentally
harmful
emissions,
combustion chamber deposits, and specific
fuel and oil consumption. CIMAC 2001
[9.] CONCAWE
(2006)
Techno-economic
analysis of the impact of the reduction of
sulphur content of residual marine fuels in
Europe. Report No. 2/06. Brussels:
[10.]
Bak-Flemming / MAN Diesel,
Copenhagen, The influence of a SOx
abatement plant on diesel engine
emissions. CIMAC 2007 paper no. 99
[11.]
CIMAC recommendation 28: Guide
to Diesel Exhaust Emissions Control of
NOx, SOx, Particulates, Smoke and CO2 Seagoing Ships and large stationary Diesel
Power Plants, 2008

CIMAC Congress 2010, Bergen

Paper No. 13

Table 1: Data for distillate fuel samples collected in 2008

DMC

DMB

DMA

Region

Baltic SECA
Canada & US East Coast
Canada & US West Coast
Caribbean
Central America
East Asia
Indian Sub-Continent
Mediterranean & Black Sea
Middle East
North Atlantic ex. Biscay
North Sea SECA ARA
North Sea SECA ex. ARA
Oceania
South America - East
South America - West
South Asia
US Gulf Coast
West Africa
Baltic SECA
Canada & US East Coast
East Asia
Mediterranean & Black Sea
Middle East
North Sea SECA ARA
North Sea SECA ex. ARA
South America - East
South Asia
US Gulf Coast
East Asia
North Sea SECA ARA
US Gulf Coast
DMA
DMB
DMC

CIMAC Congress 2010, Bergen

Density

Visc

H2O

MCR

Ash

Na

Al

Si

Fe

Energy

Kg/m3

cSt

% vol

% wt

% wt

% wt

mg/kg

mg/kg

mg/kg

mg/kg

mg/kg

MJ/kg

848,5
856,6
852,2
860,4
841,5
851,6
847,1
849,6
838,5
853,7
854,0
856,9
837,6
860,1
850,4
847,6
852,9
859,3
861,9
860,7
858,9
857,7
840,1
880,6
865,4
864,4
847,6
875,2
872,9
888,1
879,7
850,1
861,4
869,1

3,4
2,7
2,9
3,6
2,7
3,6
3,6
3,5
3,3
3,3
3,4
3,3
3,1
3,9
3,2
3,9
2,8
3,8
4,4
2,9
3,9
4,1
3,4
6,6
3,9
4,0
3,9
4,0
4,2
7,6
4,5
3,4
4,3
4,8

<0.1
<0.1
<0.1
<0.1
<0.1
<0.1
<0.1
<0.1
<0.1
<0.1
<0.1
<0.1
<0.1
<0.1
<0.1
<0.1
<0.1
<0.1
<0.1
<0.1
<0.1
<0.1
<0.1
<0.1
<0.1
<0.1
<0.1
<0.1
<0.1
<0.1
<0.1
<0.1
<0.1
<0.1

<0.1
0,12
<0.1
<0.1
<0.1
<0.1
<0.1
<0.1
<0.1
<0.1
0,11
<0.1
<0.1
0,11
<0.1
<0.1
0,11
0,12
0,15
0,28
0,26
<0.1
<0.1
0,14
<0.1
<0.1
<0.1
0,40
0,65
0,13
0,29
<0.1
0,13
0,22

0,12
0,07
<0,05
0,35
0,11
0,52
0,28
0,15
0,35
0,07
0,14
0,11
0,10
0,26
0,22
0,48
0,08
0,28
0,54
0,22
0,61
0,23
0,29
0,78
0,31
0,30
0,45
0,59
0,80
1,00
0,66
0,24
0,45
0,62

<0.01
<0.01
<0.01
<0.01
<0.01
<0.01
<0.01
<0.01
<0.01
<0.01
<0.01
<0.01
<0.01
<0.01
<0.01
<0.01
<0.01
<0.01
<0.01
<0.01
<0.01
<0.01
<0.01
<0.01
<0.01
<0.01
<0.01
<0.01
<0.01
<0.01
<0.01
<0.01
<0.01
<0.01

<1
<1
<1
<1
<1
<1
<1
<1
<1
<1
<1
<1
<1
<1
<1
<1
<1
<1
1,0
3,1
1,4
<1
<1
<1
<1
<1
<1
3,2
2,7
<1
2,5
<1
1,0
1,4

<1
<1
1,2
<1
<1
<1
<1
1,2
2,2
<1
<1
<1
<1
<1
1,4
<1
<1
2,2
1,2
<1
<1
1,2
1,6
<1
<1
<1
<1
1,8
<1
1,4
2,2
1,0
1,0
1,9

<1
<1
<1
<1
<1
<1
<1
<1
<1
<1
<1
<1
<1
<1
<1
<1
<1
<1
<1
<1
<1
<1
<1
<1
<1
<1
<1
<1
<1
<1
1,2
<1
<1
<1

<1
<1
<1
<1
<1
<1
<1
<1
<1
<1
<1
<1
<1
<1
<1
<1
<1
<1
<1
<1
<1
<1
<1
<1
<1
<1
<1
1,3
<1
<1
1,5
<1
<1
<1

<1
<1
<1
<1
<1
<1
1,2
1,0
1,4
1,0
<1
<1
<1
<1
1,0
<1
<1
2,4
2,7
1,2
1,1
1,0
1,1
1,7
<1
1,0
<1
2,3
1,3
2,1
2,7
<1
1,4
2,4

43,01
42,94
43,01
42,79
43,10
42,84
42,98
42,99
43,05
42,97
42,94
42,92
43,15
42,83
42,96
42,90
42,98
42,82
42,70
42,84
42,72
42,86
43,05
42,40
42,75
42,76
42,91
42,53
42,49
42,23
42,45
42,95
42,74
42,59

Paper No. 13

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