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Jet fuel, Aviation Turbine Fuel (ATF), or Avtur  is a type of fuel designed for use in aircraft powered by gas-turbine engines. It is clear to straw-coloured in appearance. The most commonly used fuels for commercial aviation are Jet A and Jet A-1 which are produced to a standardized international specification. The only other jet fuel commonly used in civilian turbine-engine powered aviation is Jet B which is used for its enhanced cold-weather performance.

Aviation Fuel or Jet fuel is a mixture of a large number of different hydrocarbons. Kerosene-type jet fuel (including Jet A and Jet A-1) has a carbon number distribution between about 8 and 16 carbon numbers (carbon atoms per molecule); wide-cut or naphtha-type jet fuel (including Jet B), between about 5 and 15 carbon numbers.

Aviation fuel or Jet Fuel is a specialized type of petroleum-based fuel used to power aircraft; it is generally of a higher quality than fuels used in less critical applications such as heating or road transport, and often contains additives to reduce the risk of icing or explosion due to high temperatures, amongst other properties.

Ultra-low-sulfur diesel (ULSD) is diesel fuel with substantially lowered sulfur content. Since 2006, almost all of the petroleum-based diesel fuel available in Europe and North America has been of a ULSD type.

The move to lower sulfur content allows for the application of advanced emissions control technologies that substantially lower the harmful emissions from diesel combustion. Testing by engine manufacturers and regulatory bodies have found the use of emissions control devices in conjunction with ULSD can reduce the exhaust output of ozone precursors and particulate matter to near-zero levels.

 EN590 describes the physical properties that all automotive diesel fuel must meet if it is to be sold in the European Union, Croatia, Iceland, Norway and Switzerland.

The EN 590 had been introduced along with the European emission standards. With each of its revisions the EN 590 had been adapted to lower the Sulphur content of diesel fuel - since 2007 this is called ultra low Sulphur diesel as the former function of Sulphur as a lubricant is absent (and needs to be replaced by additives).

The quality of European diesel fuels is specified by the EN 590 standard. While these specifications not are mandatory, they are observed by all fuel suppliers in Europe.

Automobile diesel en 590 is intended for application in diesel engines. Diesel motor fuel quality meets the requirements of European Standard EN 590. For operation in the conditions of a temperate climate following marks of fuel diesel automobile EN 590 are offered: Grade C - limiting filterability temperature -5 ° C; Grade D - limiting filterability temperature -10 ° C; Grade E - limiting filterability temperature - 15 ° C; Grade F - limiting filterability temperature -20 ° C. The entire volume of produced diesel fuel quality meets the requirements for fuels for vehicles of Euro 4 and Euro 5. Low sulfur content in diesel  EN 590 reduces emissions of sulfur oxides into the atmosphere, which is especially important for for inhabitants of big cities.

Ultra-low-sulfur diesel (ULSD)

Ultra-low-sulfur diesel (ULSD) is diesel fuel with substantially lowered sulfur content. As of 2006, almost all of the petroleum-based diesel fuel available in Europe and North America is of a ULSD type. There is not a single standard set of specifications and as the government mandated standard becomes progressively more strict so does the definition.

The move to lower sulfur content is expected to allow the application of newer emissions control technologies that should substantially lower emissions of particulate matter from diesel engines. This change occurred first in the European Union and is now happening in North America. New emissions standards, dependent on the cleaner fuel, have been in effect for automobiles in the United States since model year 2007.

ULSD has a lower energy content due to the heavy processing required to remove large amounts of sulfur from oil, leading to lower fuel economy. Using it requires more costly oil.
European Union In the European Union, the “Euro IV” standard has applied since 2005, which specifies a maximum of 50 ppm of sulfur in diesel fuel for most highway vehicles; ultra-low-sulfur diesel with a maximum of 10 ppm of sulfur must “be available” from 2005 and was widely available as of 2008. A final target (to be confirmed by the European Commission) of 2009 for the final reduction of sulfur to 10 ppm, which will be considered the entry into force of the Euro V fuel standard. In 2009, diesel fuel for most non-highway applications is also expected to conform to the Euro V standard for fuel. Various exceptions exist for certain uses and applications, most of which are being phased out over a period of several years. In particular, the so-called EU accession countries(primarily in Eastern Europe), have been granted certain temporary exemptions to allow for transition. Certain EU countries may apply higher standards or require faster transition. For example,Germany implemented a tax incentive of per litre of "sulphur free" fuel (both gasoline and diesel) containing less than 10 ppm beginning in January 2003 and average sulphur content was estimated in 2006 to be 3-5 ppm. Similar measures have been enacted in most of the Nordic countries, Benelux, Ireland and the United Kingdom to encourage early adoption of the 50 ppm and 10 ppm fuel standards. 

D6 Diesel is also known as Residual Fuel Oil / Bunker Fuel Oil , Bunker Oil and is of high-viscosity. This particular fuel oil requires preheating to 220 – 260 Degrees Fahrenheit. D6 is mostly used for generators.

D6 is a type of residual fuel, mainly used in power plants and larger ships. The fuel requires to be preheated before it can be used. It is not possible to use it in smaller engines or vessels/vehicles where it is not possible to pre-heat it. D6 is its name in the USA. In other parts of the world it has other names.

Residual means the material remaining after the more valuable cuts of crude oil have boiled off. The residue may contain various undesirable impurities including 2 percent water and one-half percent mineral soil. D6 fuel is also known as residual fuel oil (RFO), by the Navy specification of Bunker C, or by the Pacific Specification of PS-400.

Recent changes in fuel quality regulation now require further refining of the D6 in order to remove the sulfur, which leads to a higher cost. Despite this recent change, D6 is still less useful because of its viscosity as well as that it needs to be pre-heated before it can be used and contains high amounts of pollutants, such as sulfur. Since it requires pre-heating, it cannot be used in small ships or boats or cars. However large ships and power plants can use the residual fuel oil.

The price of D6 diesel traditionally rises during colder months as demand for heating oil rises, which is refined in much the same way. In many parts of the United States and throughout the United Kingdom and Australia, D6 diesel may be priced higher than petrol.

D6 Diesel Standards and Classification

CCAI and CII are two indexes, which describe the ignition quality of residual fuel oil, and CCAI is especially often calculated for marine fuels.

Despite this marine fuels are still quoted on the international bunker markets with their maximum viscosity (which is set by the ISO 8217 standard – see below) due to the fact that marine engines are designed to use different viscosities of fuel.

The unit of viscosity used is the Centistoke and the d6 fuel most frequently quoted are listed below in order of cost, the least expensive first-

• IFO 380 – Intermediate d6 fuel oil with a maximum viscosity of 380 Centistokes
• IFO 180 – Intermediate d6 fuel oil with a maximum viscosity of 180 Centistokes
• LS 380 – Low-sulphur (<1.5%) intermediate d6 fuel oil with a maximum viscosity of 380 Centistokes
• LS 180 – Low-sulphur (<1.5%) intermediate d6 fuel oil with a maximum viscosity of 180 Centistokes
• MDO – Marine diesel oil.
• MGO – Marine gasoil.

• IFO380 & IFO180 are Max 3.5% Sulfur Bunkers (RME, RMF, RMG, RMH, RMK)
  LS380 & LS180 are Max 1.0% Sulfur Bunkers
  ULSFO is Max 0.10% Sulfur Fuel Oil for Compliance with 2015 ECA Regulations
  MGO is, unless otherwise specified, a Max 1.50% Sulfur "Clear and Bright" Distillate (DMA, DMZ)
  LSMGO is Max 0.10% Sulfur Distillate (DMA, DMZ) for Compliance with 2015 ECA Regulations
  MDO is Max 1.50% Sulfur Distillate (DMB)

Fuel oil (also known as heavy oil, marine fuel or furnace oil) is a fraction obtained from petroleum distillation, either as a distillate or a residue. In general terms, fuel oil is any liquid fuel that is burned in a furnace or boiler for the generation of heat or used in an engine for the generation of power, except oils having a flash point of approximately 42 °C (108 °F) and oils burned in cotton or wool-wick burners. Fuel oil is made of long hydrocarbon chains, particularly alkanes, cycloalkanes and aromatics. The term fuel oil is also used in a stricter sense to refer only to the heaviest commercial fuel that can be obtained from crude oil, i.e., heavier than gasoline and naphtha.

Small molecules like those in propane, naphtha, gasoline for cars, and jet fuel have relatively low boiling points, and they are removed at the start of the fractional distillation process. Heavier petroleum products like Diesel and lubricating oil are much less volatile and distill out more slowly, while bunker oil is literally the bottom of the barrel; in oil distilling, the only things denser than bunker fuel are carbon black feedstock and bituminous residue (asphalt), which is used for paving roads and sealing roofs.

In Europe, the use of diesel is generally restricted 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 decreased due to the widespread penetration of natural gas as well as heat pumps. However, it is very common in some areas, such as the Northeastern United States.

Residual fuel oil is less useful because it is so viscous that it has to be heated with a special heating system before use and it may contain relatively high amounts of pollutants, particularly sulfur, which forms sulfur dioxide upon combustion. However, its undesirable properties make it very cheap. In fact, it is the cheapest liquid fuel available. Since it requires heating before use, residual fuel oil cannot be used in road vehicles, boats or small ships, as the heating equipment takes up valuable space and makes the vehicle heavier. Heating the oil is also a delicate procedure, which is impractical on small, fast moving vehicles. However, power plants and large ships are able to use residual fuel oil.

Use of residual fuel oil was more common in the past. It powered boilers, railroadsteam locomotives, and steamships. Locomotives, however, have become powered by diesel or electric power; steamships are not as common as they were previously due to their higher operating costs (most LNG carriers use steam plants, as "boil-off" gas emitted from the 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 The City estimated that the 1% of its buildings that burned fuel oils No. 4 and No. 6 were responsible for 86% of the soot pollution generated by all buildings in the city. New York made the phase out of these fuel grades part of its environmental plan, PlaNYC, because of concerns for the health effects caused by fine particulates, and all buildings using fuel oil No. 6 had been converted to less polluting fuel by the end of 2015.

Residual fuel's use in electrical generation has also decreased. In 1973, residual fuel oil produced 16.8% of the electricity in the US. By 1983, it had fallen to 6.2%, and as of 2005, electricity production from all forms of petroleum, including diesel and residual fuel, is only 3% of total production. The decline is the result of price competition with natural gas and environmental restrictions on emissions. For power plants, the costs of heating the oil, extra pollution control and additional maintenance required after burning it often outweigh the low cost of the fuel. Burning fuel oil, particularly residual fuel oil, produces uniformly higher carbon dioxide emissions than natural gas. 

Heavy fuel oils continue to be used in the boiler "lighting up" facility in many coal-fired power plants. This use is approximately analogous to using kindling to start a fire. Without performing this act it is difficult to begin the large-scale combustion process.

The chief drawback to residual fuel oil is its high initial viscosity, particularly in the case of No. 6 oil, which requires a correctly engineered system for storage, pumping, and burning. Though it is still usually lighter than water (with a specific gravity usually ranging from 0.95 to 1.03) it is much heavier and more viscous than No. 2 oil, kerosene, or gasoline. No. 6 oil must, in fact, be stored at around 38 °C (100 °F) heated to 65–120 °C (149–248 °F) before it can be easily pumped, and in cooler temperatures it can congeal into a tarry semisolid. The flash point of most blends of No. 6 oil is, incidentally, about 65 °C (149 °F). Attempting to pump high-viscosity oil at low temperatures was a frequent cause of damage to fuel lines, furnaces, and related equipment which were often designed for lighter fuels.

For comparison, BS 2869 Class G heavy fuel oil behaves in similar fashion, requiring storage at 40 °C (104 °F), pumping at around 50 °C (122 °F) and finalizing for burning at around 90–120 °C (194–248 °F).

Most of the facilities which historically burned No. 6 or other residual oils were industrial plants and similar facilities constructed in the early or mid 20th century, or which had switched from coal to oil fuel during the same time period. In either case, residual oil was seen as a good prospect because it was cheap and readily available. Most of these facilities have subsequently been closed and demolished, or have replaced their fuel supplies with a simpler one such as gas or No. 2 oil. The high sulfur content of No. 6 oil—up to 3% by weight in some extreme cases—had a corrosive effect on many heating systems (which were usually designed without adequate corrosion protection in mind), shortening their lifespans and increasing the polluting effects. This was particularly the case in furnaces that were regularly shut down and allowed to go cold, since the internal condensation produced sulfuric acid.

Environmental cleanups at such facilities are frequently complicated by the use of asbestos insulation on the fuel feed lines. No. 6 oil is very persistent, and does not degrade rapidly. Its viscosity and stickiness also make remediation of underground contamination very difficult, since these properties reduce the effectiveness of methods such as air stripping.

When released into water, such as a river or ocean, residual oil tends to break up into patches or tarballs—mixtures of oil and particulate matter such as silt and floating organic matter- rather than form a single slick. An average of about 5-10% of the material will evaporate within hours of the release, primarily the lighter hydrocarbon fractions. The remainder will then often sink to the bottom of the water column.

Mazut is a heavy, low quality fuel oil, used in generating plants and similar applications. In the United States and Western Europe, mazut is blended or broken down, with the end product being diesel.

Mazut may be used for heating houses in the former USSR and in countries of the Far East that do not have the facilities to blend or break it down into more conventional petro-chemicals. In the West, furnaces that burn mazut are commonly called "waste oil" heaters or "waste oil" furnaces.

Mazut-100 is a fuel oil that is manufactured to GOST specifications, for example GOST 10585-75 (not active), GOST 10585-99 Oil fuel. Mazut is almost exclusively manufactured in the Russian Federation, Kazakhstan, Azerbaijan, and Turkmenistan. This product is typically used for larger boilers in producing steam since the energy value is high. The most important factor when grading this fuel is the sulfur content, which can mostly be affected by the source feedstock. For shipment purposes, this product is considered a ”dirty oil” product, and because viscosity drastically affect whether it is able to be pumped, shipping has unique requirements. Mazut is much like Number 6 Oil (Bunker C), and is part of the products left over after gasoline and lighter components are evaporated from the crude oil.

The main difference between the different types of Mazut-100 is the content of sulphur. The grades are represented by these sulfuric levels:

• ”Very Low Sulphur” is mazut with a sulphur content of 0.5%
• ”Low Sulphur” is a mazut with a sulphur content of 0.5-1.0%
• ”Normal Sulphur” is a mazut with a sulphur content of 1.0-2.0%
• ”High Sulphur” is a mazut with a sulphur content of 2.0-3.5%

Very Low Sulfur mazut is generally made from the lowest sulfur crude feedstocks. It has a very limited volume to be exported because:

• The number of producers in Russia is limited. Refineries which produce this are generally owned by the largest domestic oil companies, such as Lukoil and Rosneft, etc.
• In Russia and the CIS a minimum of 50% from the total produced volume is sold only to domestic consumers in Russia and the CIS.
• Most of the remainder amount is reserved by state quotas for state controlled companies abroad.
• The remaining volume available for export is sold according to state quotas, via state auctions, accessible only to Russian domestic companies.

Low to high sulfur mazut is available from Russia and other CIS countries (Kazakhstan, Azerbaijan, Turkmenistan). The technical specifications are represented in the same way, according to the Russian GOST standard 10585-99. The Russian origin mazut demands higher prices.

Properties Of  Mazut-100

Mazut is the residue from distillation of gasoline, ligroine, kerosene, and diesel oil fractions from petroleum. Mazut may be used as boiler fuel oil, in the preparation of distillate and residual lubricating oils, in cracking or hydrogenation processes for the manufacture of motor fuel (gasoline or diesel oil), and in the production of bitumen and coke, depending on its chemical composition and properties.

The properties of mazut are as follows: 

Density, 890-1,000 kg/m3 at 20°C; 

Heat of Combustion, 38-42 megajoules per kg(9,100-10,000 kcal/kg); 

Relative Viscosity, 5°-15° at 50°C; 

Surface Tension, 0.03-0.04 joules per sq m (30-40 erg/cm2) at40°C); 

Heat of Evaporation, 170-210 kilojoules per kg (40-50 kcal/kg); 

Sulfur Content, 0.8-3.5 percent; 

Resin Content, up to 60 percent; 

Ash Content, 0.1-0.5 percent. 

The mazut used for fuel in gas turbines must have the lowest ash content (the ash must contain no more than 0.001 percent vanadium and 0.0005 percent sodium, which are particularly harmful elements in terms of corrosion).

Other Kinds Of Mazut

Fuel Oil CST 180
Fuel Oil CST 380
Low Sulphur Fuel Oil
Low Viscosity Fuel Oil
Specifications& Characteristics