Fuel oil (also known as heavy oil , marine fuel or oil furnace ) is the fraction obtained from petroleum distillation, either as distillate or residue. In general, fuel oil is a liquid fuel burned in a furnace or boiler to generate heat or be used in a machine for power generation, except for oil having a flash point of about 42 ° C (108 ° C). F) and oil burned with cotton burners or wool-axes. Fuel oil is made of long hydrocarbon chains, especially alkanes, cycloalkanes and aromatics. The term fuel is also used in a stricter sense to refer only to the heaviest commercial fuel that can be obtained from crude oil, which is heavier than gasoline and naphtha.
Video Fuel oil
Class
United States
Although the following trends apply generally, different organizations may have different numerical specifications for six fuel grades. The boiling point and length of the carbon chain from the fuel increases with the fuel oil number. Viscosity also increases with the number, and the heaviest oil must be heated to flow. Prices usually decrease as the amount of fuel increases.
No. 1 oil fuel is volatile distilled oil intended to evaporate the type of potted burner. This is a crude oil refinery cutting as soon as a heavy naphtha piece is used for gasoline. Former names include: coal oil, oil stove and various oil.
No. 2 fuel oil is a home distillate heating oil. This fuel is sometimes known as Bunker A . Trucks and some cars use the same diesel fuel as the cetane number limit that describes the ignition quality of the fuel. Both are usually obtained from light gas oil scraps. Gas oil refers to the original use of this fraction at the end of the 19th and early 20th centuries - gas oil cuts used as enrichment agents for the manufacture of carburetor gas water.
No. 3 fuel oil is distillate oil for burners that require low viscosity fuel. ASTM combines this value into specification number 2, and the term is rarely used since the mid-20th century.
No. 4 fuel oil is commercial heating oil for burner installations not equipped with preheater. This may be obtained from heavy gas oil scrap.
No. 5 fuel oil is a residual-type industrial heating oil that requires preheating up to 77-104 Â ° C (171-219 Â ° F) for proper atomization of the burner. This fuel is sometimes known as Bunker B . This may be obtained from heavy oil-gas scrap, or perhaps a residual oil mixture with oil of 2 sufficient to regulate the viscosity until it can be pumped without preheating.
No. 6 fuel oil is high viscosity residual oil that requires preheating to 104-127 ° C (219-261 ° F). Remnant means the material remaining after more valuable crude oil cuts have been boiled. The residue may contain unwanted impurities, including 2% water and 0.5% mineral soil. This fuel can be known as the remaining fuel oil (RFO), by Navy specification Bunker C , or by the Pacific Specification PS-400.
United Kingdom
British Standard BS 2869, Fuel Oil for Agricultural, Domestic and Industrial Machines , sets the following classes of fuel oil:
Fuel Class C1 and C2 are kerosene type fuels. C1 is used for flueless appliances (eg lamps). C2 is to evaporate or emit a burner in the equipment connected to the chimney.
Class A2 fuel is suitable for mobile, off-road applications required to use sulfur-free fuel. Class D fuels are similar to Class A2 and are suitable for use in stationary applications, such as domestic, commercial, and industrial heating. The BS 2869 standard allows Class A2 and Class D fuels to contain up to 7% (V/V) biodiesel (fatty acid methyl esters, FAME), provided the FAME content complies with BS EN 14214 standard requirements.
Class E to H is residual oil for burner atomization serving boiler or, with the exception of Class H, a larger type of combustion engine. Class F to H always require heating before use; Class E fuel may require preheating, depending on ambient conditions.
Russian
Mazut is a residual fuel oil often derived from Russian oil sources and mixed with light petroleum fractions or burned directly in boilers and special furnaces. It is also used as a petrochemical raw material. In Russian practice, though, "mazut" is an umbrella term approximately equal to fuel oil in general, covering most of the above-mentioned types, except for US grade 1 and 2/3, whose separate terms exist (kerosene and diesel). fuel/diesel fuel respectively - Russian practice does not distinguish between diesel fuel and heating oil). This is further separated in two classes, "naval mazut" analogous to US grade 4 and 5, and "furnace mazut", the heaviest residual fraction of crude oil, almost exactly in accordance with US No. 6 fuel oil and further assessed by viscosity and sulfur content.
Maps Fuel oil
BBM bunker
Small molecules such as those in propane, naphtha, gasoline for cars, and jet fuel have relatively low boiling points, and they are discharged early in the fractional distillation process. Larger petroleum products such as diesel and lubricating oils are much more unstable and filter slower, while bunker oil is literally the bottom of the barrel; in oil refining, the only thing more dense than bunker fuel is the raw material of carbon black and bituminous residue used for paving the road (asphalt) and roof sealing.
Bunker fuel or bunker crude is technically any type of fuel used on board. It got its name from the tanks on the ship and at the port kept in; in the early days of their steam coal bunkers but now they are bunker fuel tanks. Australian Customs and the Australian Tax Office define bunker fuel as the fuel that drives ship engines or aircraft. A bunker is a fuel oil. 2, bunker B is No. 4 or No. 5 and bunker C is No. 6. Because No. 6 is the most common, "bunker fuel" is often used as a synonym for Number 6. None. 5 fuel oil is also called Special Special Oil Fuel ( NSFO ) or special special navy ; No. 5 or 6 is also commonly called heavy fuel oil ( HFO ) or furnace oil ( FFO ); High viscosity requires heating, usually with a recirculated low pressure vapor system, before oil can be pumped from the bunker tank. Bunkers are rarely labeled in this way in modern maritime practice.
Since the 1980s the International Organization for Standardization (ISO) has become the accepted standard for marine fuel (bunker). This standard is listed below the 8217 figures, with the latest updates in 2005 and 2010. This standard divides fuel into residual fuel and distillate. The most common waste materials in the shipping industry are RMG and RMK. The difference between the two is mainly density and viscosity, with RMG generally sent at 380 centistokes or less, and RMK at 700 centistokes or less. Ships with more sophisticated machines can process heavier, more viscous, and thus cheaper, fuels. Government agencies (ie, California, the EU) worldwide have established an Emission Control Area (ECA) that limits maximum sulfur fuel burned at their ports to limit pollution, reduce sulfur and other particulates percentage from 4.5% m/m to as little as 10% per 2015 in the ECA. In 2013 3.5% continues to be permitted outside the ECA, but the International Maritime Organization has planned to lower sulfur content requirements beyond the ECA to 0.5% m/m by 2020. Here is where Marine Distillate Fuels and other alternatives to fuel use heavy bunkers come into play. They have properties similar to diesel # 2, which is used as a diesel road around the world. The most common values ​​used in shipping are DMA and DMB. Greenhouse gas emissions resulting from the use of international bunker fuels are currently included in national inventories.
Usage
Oil has many uses; it heats up homes and businesses and fuels trucks, boats and some cars. A small amount of electricity is produced by diesel, but is more polluting and more expensive than natural gas. It is often used as a reserve fuel to culminate power plants if natural gas supply is disrupted or as the main fuel for small electric generators. In Europe, diesel use is generally limited to cars (about 40%), SUVs (about 90%), and trucks and buses (over 99%). The market for home heating using fuel oil, called heating oil, has declined due to extensive penetration of natural gas as well as heat pumps. However, this is very common in some areas, such as Northeastern United States.
The remaining fuel oil is less useful because it is so thick that it must be heated with a special heating system before use and may contain relatively high amounts of pollutants, especially sulfur, which form sulfur dioxide at the time of combustion. However, the unwanted properties make it very cheap. In fact, it is the cheapest liquid fuel available. Because it requires heating before use, the remaining fuel oil can not be used on road, ship or small vessels, because heating equipment spends valuable space and makes the vehicle heavier. Oil heating is also a complicated procedure, which is impractical on fast moving small vehicles. However, power plants and large ships can use the remaining fuel oil.
The use of waste fuel is more common in the past. It powered boilers, rail steam locomotives, and steamers. Locomotives, however, have been powered by diesel or electric power; Steam vessels are not as common as before because of their higher operating costs (most LNG operators use steam generators, since "boiling" gas emitted from cargo can be used as a fuel source); and most boilers now use heating oil or natural gas. Some industrial boilers still use it and so do some old buildings, including in New York City. In 2011 City estimates that 1% of its buildings are burning fuel oil. 4 and No. 6 is responsible for 86% of soot pollution generated by all buildings in the city. New York made the phase out of this fuel level part of its environmental plan, PlaNYC, due to concerns for health effects caused by fine particulates, and all buildings using no fuel oil. 6 has been converted into less polluting fuel by the end of 2015.
The use of residual fuel in power plants has also declined. In 1973, the remaining fuel oil produced 16.8% of the electricity in the US. By 1983, it had dropped to 6.2%, and in 2005, electricity production from all forms of oil, including diesel and fuel residues, was only 3% of total production. This decline is the result of price competition with natural gas and environmental restrictions on emissions. For power generation, oil heating costs, additional pollution controls, and the additional maintenance required after burning are often greater than low fuel costs. Burning of fuel oil, especially the remaining fuel oil, produces higher carbon dioxide emissions than natural gas.
Heavy fuel oil continues to be used in "boiler" boiler facilities in many coal-fired power plants. This usage is about the same as using firewood to light a fire. Without doing this, it is difficult to start a large-scale burning process.
The main disadvantage for the rest of the fuel oil is the high initial viscosity, especially in the case of oil no. 6, which requires proper engineering systems for storage, pumping and burning. Although still typically lighter than water (typically ranging from 0.95 to 1.03), it is much heavier and thicker than oil, kerosene, or gasoline. 2. Oil no. 6 should, in fact, be stored at about 38 ° C (100 ° F) heated to 65 ° C (149 ° F to 48 ° F) before it can be easily pumped, and in colder temperatures. it can be a chaotic semisolid. Flash point of most oil blends No. 6, incidentally, about 150 Â ° F (66 Â ° C). Attempting to pump oil with high viscosity at low temperatures often causes damage to fuel lines, furnaces, and related equipment often designed for lighter fuels.
For comparison, BS 2869 Class G heavy fuel oil behaves in the same way, requiring storage at 40 ° C (104 ° F), pumping at about 50 ° C (122 ° F) and finishing for approximately 90 combustion - 120 Â ° C (194-248 Â ° F).
Most of the facilities that have historically burned no. 6 or other residual oils are industrial crops and similar facilities built in the early or mid-20th century, or who have switched from coal to fuel oil over the same time period. In both cases, residual oil is seen as a good prospect because it is cheap and available. Most of these facilities are then closed and destroyed, or replacing their fuel supply with the simpler ones such as gas or oil. 2. High sulfur content of no oil. 6 - up to 3% by weight in some extreme cases - have a corrosive effect on many heating systems (which are usually designed without adequate corrosion protection in mind), shortening their life span and increasing pollution effects. This is especially true in furnaces that are regularly closed and allowed to cool, since internal condensation produces sulfuric acid.
Environmental cleaning at such facilities is often complicated by the use of asbestos insulation on refueling lines. Oil no. 6 is very persistent, and does not decrease rapidly. Viscosity and adhesiveness also make remediation of underground contamination extremely difficult, as these properties reduce the effectiveness of methods such as stripping.
When released into water, such as rivers or oceans, oil residue tends to break into patches or tarballs - a mixture of oils and particles like mud and floating organic matter - rather than forming a single layer. An average of about 5-10% of the material will evaporate within hours of discharge, particularly the lighter hydrocarbon fraction. The rest will then often sink to the bottom of the water column.
Maritime
In the maritime field, other types of classifications are used for fuel oil:
- MGO (sea gas oil) - roughly equivalent to fuel oil. 2, made of distillate only
- MDO (Marine diesel oil) - A heavy gasoil mixture that may contain very small amounts of feed stock, but has a low viscosity of up to 12 cSt so it does not need to be heated for use in internal combustion engines
- IFO (Medium fuel oil) Mixture of gasoil and heavy fuel oil, with less gasoil than marine diesel oil
- MFO (Fuel oil) - the same as HFO (other "naming" only)
- HFO (heavy fuel oil) - Pure or near-pure residual oil, approximately equivalent to fuel oil. 6
Marine diesel oil contains some heavy fuel oil, unlike regular diesel engines.
Standard and classification
CCAI and CII are two indices that describe the ignition quality of the remaining fuel oil, and CCAI is very often calculated for marine fuel. Nevertheless, marine fuel is still quoted in the international bunker market with maximum viscosity (governed by ISO 8217 standards - see below) due to the fact that marine engines are designed to use different fuel viscosities. The viscosity units used are the centistoke (cSt) and the most frequently quoted fuels listed below in the order of cost, the first most expensive.
- IFO 380 - Medium fuel oil with maximum viscosity of 380 centistokes (& lt; 3.5% sulfur)
- IFO 180 - Medium fuel oil with a maximum viscosity of 180 centistokes (& lt; 3.5% sulfur)
- LS 380 - Sulfur low fuel half (& lt; 1.0%) with maximum viscosity of 380 centistokes
- LS 180 - Sulfur low fuel half (& lt; 1.0%) with a maximum viscosity of 180 centistokes
- MDO - Sea diesel oil.
- MGO - Gasoil sea.
- LSMGO - Low-sulfur Sea Gas Oil (& lt; 0.1%) - This fuel will be used at the EU Ports and Crossings. EU Sulfur directive 2005/33/EC
- ULSMGO - Ultra-Sulfur Sea Gas Oil - referred to as Ultra-Low-Sulfur Diesel (0.0015% max sulfur) in the US and Auto Gas Oil (sulfur 0.001% max) in the EU. Maximum sulfur allowed in US territory and territorial waters (inland, sea and automotive) and in the EU for land use.
Density is also an important parameter for fuel oil since marine fuels are purified before being used to remove water and dirt from the oil. Because purifiers use centrifugal force, the oil must have a fairly different density of water. Older purifiers working with fuel have a maximum of 991 kg/m3; with modern purifiers it is also possible to purify the oil with a density of 1010 kg/m3.
The first British standard for fuel oil came in 1982. The latest standard is the ISO 8217 issued in 2017. The ISO standard describes four distillate fuel qualities and 10 residual fuel qualities. Over the years standards have become more stringent on important environmental parameters such as sulfur content. The latest standards also prohibit the addition of used lubricating oil (ULO).
Some marine fuel oil parameters are in accordance with ISO 8217 (3. ed 2005):
- The maximum sulfur content in open ocean is 3.5% since January 2012. The maximum sulfur content in the designated area is 0.1% since January 1, 2015. Before that 1.00%.
- Aluminum and silicon content is limited because the metal is harmful to the machine. These elements are present because some fuel components are produced by the Fluid Catalytic Cracking process, which uses a catalyst containing Aluminum and silicon.
- The flash point of all fuels used in the engine room should be at least 60Ã, ° C. (DMX is used for things like emergency generators and usually not used in the engine room.) Gas fuel such as LPG/LNG has class rules specifically applied to the fuel system.)
Transportation
Fuel oil is transported worldwide by an oil tanker fleet that makes deliveries to strategically sized ports like Houston, Singapore, Fujairah, Balboa, Cristobal, Sokhna (Egypt), Algeciras and Rotterdam. If there is no convenient harbor, land transportation can be reached by using a barge. Lighter fuel oil can also be transported through pipes. Europe's main physical supply chain is along the Rhine.
Environmental issues
Emissions from bunker fuel burning on ships contribute to air pollution levels in many port cities, especially where emissions from industry and road traffic have been controlled. The replacement of additional engines from heavy fuel oil to diesel oil on the dock can result in major emission reductions, especially for SO 2 and PM. The CO 2 emissions from bunker fuel sold are not added to the national GHG emissions. For small countries with large international ports, there is an important difference between emissions in territorial waters and total emissions of fuel sold.
Bunkering
The term "refueling" is broadly related to the storage of petroleum products in the tank (ie, different meanings.) The exact meaning can be more context-specific. Perhaps most commonly, more specific use refers to the practice and business of refueling boats. The refueling operations are located at the port, and they include the storage of bunkers (ships) of fuel and the provision of fuel for ships.
Another "fuel refueling" alternative may apply to the logistics of ships loading fuel and distribute it among available bunkers (on-board fuel tanks).
Finally, in the context of the oil industry in Nigeria, refueling has come to refer to the illegal transfer of crude oil (often subsequently refined in emergency facilities into lighter transportation fuels) by unauthorized hole cuts into transport pipelines, often with great rude. and dangerous means.
By 2018, about 300 million metric tons of fuel are used for refueling ships. By 2020, regulations in rich countries require the use of low-sulfur fuels to combat pollution, therefore it is hoped that cheaper, cheaper fuels will enter other markets, including displacing some of the land energy production in poorer countries.
See also
References
External links
- National Park Service - Fuel Oil
- How Stuff Works - Oil Purification
- International Bunkering Industry Association
Source of the article : Wikipedia
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