Glossary of Terms associated with Marine Fuels

A
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

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.
Asphaltenes
These are high molecular weight components of fuel oil. The
quantity of asphaltenes in fuel oil is dependent on the source of
crude oil used to produce the fuel, and the process used to
manufacture the fuel.
Marine Residual fuel normally contains between 4% and 12% of
asphaltenes, but as long as the fuel has sufficient reserve of
stability, it is unlikely to cause any sludging problems.
Fuel stability is assessed by the ISO 10307-2 test method, and
cannot be assessed by the measurement of asphaltene content
alone.
ASTM Fuels
See Marine Fuel Oil
B
Blended Fuel Oil
This is a term used to describe a mixture of residual and distillate
fuel.
Bottoms

In refining, this term is used to describe the high boiling point

residual liquid that collects at the bottom of a distillation column
including such components such as heavy fuels and asphaltic
substances.
Bunker C Fuel
This term is used by some bunker suppliers to describe their
equivalent grade to Shell MFO 380.
The ASTM Designation D396-92 - 'Standard Specification for Fuel
Oils', gives a complete summary of the characteristics of this
product.
Bunker C Fuel is also sometimes called ASTM Grade No.6.
The specifications for Bunker C Fuel are fairly loose and minimal,
with limited restrictions applying only to Flash Point (60C min),
Water (2% max.), Sediment (2% max.) and Viscosity at 100C (15
cSt min and 50 cSt max.).
Bunker C Fuel can be manufactured from 100% straight fuel oil, or
mixed with gas oil depending upon viscosity requirements.
If the fuel contains any 'cracked components', or any components
manufactured by using a cracking process, it is vital to know the
results of the ISO 10307-1 and ISO 10307-2 tests, to guarantee it's
stability and suitability for use.
C
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.

Three test methods are used to determine carbon residue and

these are known as Conradson, Ramsbottom, and Micro Carbon
Residue Tests.
The significance of carbon residue is that fuels with high carbon
residue content may cause increased fouling of gasways in the
engine necessitating more frequent cleaning, especially of the
turbocharger and exhaust gas boilers.
Catalytic Cracking
This is the process of breaking down the larger molecules of heavy
oils into smaller ones by the action of heat, with the aid of a
catalyst. By using this process, heavy oils can be converted into
lighter and more valuable products. This process is also commonly
referred to as 'cat-cracking'.
Catalytic Fines
These are fine particles of aluminum silicate which are deposited
in residual fuel as a result of the physical deterioration of the
catalyst during catalytic cracking processes.
Centistoke (cSt)
A unit of kinematic viscosity, numerically equivalent to the SI unit
mm2/sec.
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. It is described fully in ASTM Test Method
D-613.
A high cetane number indicates shorter ignition lag and a cleaner
burning fuel.

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'.

Cycle oils are sometimes used to improve the stability reserve of

cracked residues, however the resultant product may have a high
density and be highly aromatic.
Cracked Residual Fuel Oil
This is a term that is used to describe residual fuel oil that contains
cracked residues.
Cutback
This is a term used to describe the process of reducing the
viscosity of a 'heavier' fuel by blending it with a 'lighter' fuel. The
lighter fuel used is often called 'Cutter Stock' or 'Diluent'.
Cutter Stock - See Cutback
Cycle Oils - See Cracked Distillates

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.

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.
Density is normally physically measured at higher temperatures,
and is then corrected to the standard temperature of 15 Deg C
using ASTM tables.
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.
Distillate
This is the term used to describe any of the wide range of products
produced by distillation, as distinct from bottoms, cracked stock,
and natural gas liquids. Distillate products have a 'mid-boiling
range,' and include gas oil and kerosene. Distillate fuels are also
sometimes called Middle Distillates or Distillate Fuels.

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.

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.
H
Heat Energy - See Calorific Value
Heat of Combustion - See Calorific Value
I
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.

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.

Grades 4, 5 and 6 are called heavy fuels oils (HFO), or residual

fuel oils; they are composed largely of heavy pipe still bottoms.
Because of their high viscosity, No.5 and No.6 fuel oils require
preheating to facilitate pumping and burning.
No. 6 fuel oil is also called Bunker C fuel oil. (See ASTM 396-92).
Marine Gas Oil
This is a lighter fraction and better quality fuel than diesel fuel,
controlled to an ignition quality more appropriate to high speed
marine diesel engines.
Metal Content
This is a term used to describe any metallic component of a
residual fuel.
R
Redwood No.1
This is an obsolete unit of viscosity measurement. It is still quoted
occasionally, but is calculated from measured kinematic viscosity.
Residual Fuel Oil
This is a term for fuel oil mainly comprising of the residues
remaining after refining crude oil. Shell Marine residual fuels oils
are called Shell MFO.
S
SHFT (Shell Hot Filtration Test)
This was a test developed by Shell to measure cleanliness and
stability of marine fuel. Which has now been replaced by ISO
10307-1 and ISO 10307-2.
Short Residue

This is a residual fuel component that is produced in a 'vacuum

distiller'. It normally has to be cut back with gas oil. It is good
because it has excellent stability, and a low density.
Silicon - See 'Aluminum & Silicon'
Sodium
Sodium can be present in the fuel as a result of salt water
contamination or may occasionally be present as a result of
refinery processing. Sodium in fuel can be reduced by centrifuging.
Specific Energy - See Calorific Value
Stability
Fuels oils are produced from a wide variety of crude oils and
refinery processes.
When marine fuel oils are produced they are normally tested for
stability, using ISO 10307-1 and ISO 10307-2. If it becomes
necessary to mix different fuels together, great care must be taken
because even the mixing of stable components can result in an
unstable final blend.
The use of incompatible fuels results in large amounts of sludge
being taken out by fuel oil centrifuges & purifiers, and frequently
leads to centrifuge blocking.
To produce a stable mixture, it is essential to use proper blending
equipment.
Under no circumstances should blending be attempted on board a
vessel after delivery, as it is almost certain that the mixture will not
be homogeneous, and is highly likely to be unstable.
Straight Run Fuel

This type of fuel is produced by the distillation of crude oil, with no

secondary conversion process being used. The fuel can be either
composed of short, intermediate, or long residues, or a blend of
any of these types.
Strong Acid Number - See Total Acid Number
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.
T
Thermal Cracking - See 'Cracking'
Total Acid Number
Strong Acid Number and Total Acid Number are tests used to
measure the acidity of a fuel.
The presence of acid in fuel, if not controlled, can give rise to
acidic corrosion, both in the engine and in the fuel treatment and
handling systems.
The strong acid test and total acid test eliminate the possibility of
the fuel being contaminated by chemical wastes from other
refinery streams.
Strong Acid Number is the weight in milligrams of base required to
titrate a one-gram sample of fuel up to a pH of 4.
Total Acid Number is the weight in milligrams of base required to
neutralise all acidic components in the fuel.
V

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.

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.
Viscosity Breaking
This is a thermal cracking process used to reduce the viscosity of
long or short residues (Visbreaker).
W
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