Diesel

www.plymyachtclub.org.uk

DIESEL

BIO-DIESEL IN RED AND WHITE DIESEL (Bugs )

In an article in “Sailing for Today” regarding white and red diesel which could well be an issue shortly. The article said that a marina on the East coast ( but may well apply locally some time ) were staying with red diesel. White diesel in the UK apparently now contains 2.5% bio-diesel and soon to be increased to 5.0% and is no longer safe to use in marine diesel engines for long term. Also if left in the tank for some time like over winter the in-tank filters sludge up and lines and filters get blocked with microbiological gunge that forms considerably faster in bio-diesel. Bio road diesel is also highly corrosive and will degrade rubber diaphragms in mechanical lift pumps. The article did not say whether the anti- biological additives that some people put in red diesel tanks is effective against these bugs. YOU HAVE BEEN WARNED. Jan 2009

RED DIESEL LATEST Red diesel decision announced 01/03/08

The decision on red diesel for leisure boat users has finally been released. From November 1 we will continue to be allowed to have red diesel in our boat tanks, but we will have to pay the top rate of duty (54.68p) at the pump. That means the price will be the more than £1 a litre.

Her Majesty’s Revenue and Customs (HMRC) has yet to issue a public statement but has released to the RYA its Impact Assessment which is available on www.rya.org.uk/AboutRYA/lobbyact/legalhomepagereddiesel.htm. The key points are:

Private users can continue to use marked fuel (red diesel) provided they make a simple declaration to the supplier and pay the full duty rate for heavy oil
Registered Dealers in Controlled Oils (RDCOs) will be responsible for declaring the duty collected to HMRC

Fuel purchased for domestic use (i.e. for heating, lighting, cooking, but not for propulsion) can continue to be supplied at the rebated rate

The fuel vendor will have the responsibility of differentiating between commercial users, who will remain legally allowed to use red diesel at the rebated rate (low duty), and leisure users, who must pay the top price.

However, an allowance for domestic use will be permitted. This means that those who use diesel from their boat tanks for heating or cooking will be able to claim some duty back. Apparently this is to be a matter of self-declaration. It has already been suggested that “There will be some very thirsty Eberspachers out there.”

Records of fuel purchases will have to be carried on board, to prove that the right duty has been paid for ‘marked’ diesel. The vendor will also have to keep accurate records, in order to declare the duty to HMRC.

It seems likely that outlets like marinas, which sell almost exclusively to the leisure market, will probably sell “white” diesel for simplicity’s sake. But there’s still an issue for British boats with red diesel in their tanks going abroad, where it is an offence to have it on board.

Dave Fitzgerald of HMRC confirmed that the core policy had been fixed but added that they would be working closely with RYA, BMF and other stakeholders to work out the detail of the declaration process and “apportionment of fuel for domestic use.” Following that consultation process, HMRC will produce comprehensive guidance.

Neil Northmore, the RYA’s government affairs advisor, said: “Since the decision was made to charge a higher rate of duty on red diesel, which required a new regime, we have been working hard with HMRC to find a sensible solution for all.

“Our main concerns were availability and safety, and we were aware that there was a danger that some retailers in more remote areas would simply not bother selling to pleasure boats on the premise that it would be more trouble it was worth to distinguish between private and commercial craft, and then process the paperwork.

“The onus will be on the owner of the boat to self-declare whether they are a commercial or recreational vessel and pay the appropriate rate of duty at the pump. Anyone falsely declaring they own a commercial vessel may be subject to enforcement action by Her Majesty’s Revenue and Customs.”

Howard Pridding, executive director of the British Marine Federation, said: “While no-one is going to pretend that the duty increase on red diesel is a good thing, we are pleased with how HMRC has managed the consultation process and the position that they have finally adopted.

“There were real fears that the marine industry would be hit with significantly increased costs and administrative burdens but HMRC has listened to our concerns and come up with a system which the BMF feels able to support.

“The proposed system spreads the burden between boaters and the industry in a fair way and hopefully will ensure that, with the industry able to keep the existing infrastructure, boaters will still be able to access fuel in convenient locations.”

“This solution ticks many of the boxes for recreational boaters. Availability will not be affected, which gets rid of the safety concern, and the potential for reams of paperwork or even registration of craft, to identify commercial vessels from recreational ones, has been minimised” Neil added.

Taken from an Interesting Sailing Web Site “Mainsail” which has relevant articles covering many aspects of sailing. :- www.themainsail.com

DIESEL DILEMMAS

Whether it's red, white or bio, diesel fuel continues to create headaches for boat owners.

Here we answer some of the current hot questions:-

Why cant I carry red diesel in spare cans?

In a nutshell because it is illegal to buy red diesel for pleasure boat use in some EU countries. Although the issue of fuel colour and duty are not specifically linked under EU law, several member states do make such a connection in the way they apply it. Such an approach is not necessarily in breach of EU law.The fact that any red diesel purchased in the UK should now be duty paid does not alter the fact that it remains unlawful for red-coloured diesel to be bought for use in private leisure craft in some member states. Those states which don't allow red diesel generally accept, under the comity pricinciple, that red diesel bought legally elsewhere can be used in their waters provided it is transported in the main fuel tank. However, those states generally take the view that the carriage of red diesel in cans falls outside the comunity principle and therefore is unlawful. The EU Commission takes the same view (visit www.rya.org.uk/AboutRYA/lobbyact/Pages/legalhomepagereddiesel.aspx).

The difficulty is not, therefore, in the carriage of diesel in jerry cans persee but in the colour of the diesel. In conclusion, our advice to yachtsmen visiting other EU member states is that they should make an appropriate declaration in relation to the red-coloured diesel retain receipts showing that duty was paid in the UK and should carry only white diesel in cans, or red diesel in the main fuel tank.

Are white and red diesel really different?

EN59o:2004 sets out the specification that all diesel fuel must meet if it is to be sold in the European Union, Iceland, Norway and Switzerland for road use. The original standard for red diesel was covered by BS2869:1988 (back then this standard covered both standard and road use). The most recent specification for fuels, including red diesel, is covered by BS 2869:2006 which specifies requirements for eight classes of petroleum fuels for engines, including red diesel. The new standard greatly reduces the sulphur content of red diesel and from 2011 it will be the same as road fuel, although there is a waiver for some sectors until January 2012. This will mean more processing which will reduce the economic advantages of producing red diesel for off-road use. No engine adjustments are required to use low sulphur diesel. But both specifications permit the blending of up to 5% biodiesel by volume with 'conventional' diesel, so just because it's red it doesn't mean it won't contain any biodiesel. Red and white diesel may also differ in cetane rating. Diesel's cetane rating is the opposite of petrol's octane rating. The higher the value, the easier the fuel is to ignite by compression, which makes for smoother running, especially when the engine is cold. Using a higher cetane fuel can improve combustion, meaning less soot and potentially increasing the power available. Diesel fuel supplied to the relevant British and European Standards must have a cetane rating of 46 or more. Typically, fuel supplied to BS 2869 has a cetane value of 47 and in general diesel engines run well with a cetane value between 40 and 55. It is also said that diesel engines run more smoothly on biodiesel, because it has good lubricating properties. When low sulphur fuels were introduced, problems were experienced with fuel pumps which often seized up because of the 'dryness' of the new fuel. Biodiesel combats this problem. As the two specifications converge, it is likely red diesel will be the same product as white diesel with the red dye and other 'Euro markers' added.

14 RYA MAGAZINE Summer 2009 www.rya.org.uk

What is biodiesel?

Biodiesel is the generic name for fuels obtained by transesterification of a vegetable oil from plant crops such as rape seed or animal fat, such as tallow. During manufacture, the oil molecules are broken up and are then reformed into fatty acid methyl esters (FAME) and glycerol, before being separated and purified. The process produces a fuel with very similar combustion properties to diesel. Almost three quarters of European biodiesel is commercially produced from oil seed rape, the remainder being produced from sunflower and waste vegetable oils. Currently there are approximately 40 processing plants in the EU, mainly located in Germany, Italy, Austria, France and Sweden. Biodiesel is blended with conventional diesel and blends are designated as 'B' followed by a number. Bio0 is 100% pure biodiesel; 65 is 5% biodiesel and 95% conventional diesel, etc. It is understood that in some countries, such as France, all diesel sold routinely contains this 95/5 mix. The maximum limit for blending of biodiesel with conventional diesel is 5% by volume (65) which is the maximum biofuel content allowed by the relevant standards.

Can biodiesel damage my engine?

Several practical issues concerning the use of pure or high percentage biodiesel blends have emerged from real-world use. The solvent properties of ester-based biodiesel are different from those of conventional diesel. In its raw state, it will degrade natural rubber products, some copper based alloys, painted surfaces, soft plastics and is harmful to teak decks with polysulfide seams. Engine parts and equipment with rubber seals and piping may need replacing with non-rubber alternatives such as fluorocarbon rubber which is non-reactive to biodiesel. The solvent properties of biodiesel have been known to break down deposits of residue in the fuel lines where petro-diesel has been used. As a result, fuel filters may become clogged with particulates if a quick transition to pure biodiesel is made. Therefore, it is recommended that fuel filters are changed shortly after first switching to a biodiesel blend. In addition, and at colder temperatures, biodiesel is prone to 'waxing out' much like conventional diesel used to do 30 years ago. This effect (known as the cold filter plugging point) can clog fuel lines, fuel filters and fuel injectors. To reduce these problems, biodiesel blends should comply with EN 590, the standard for 65 and below.

However, few if any of these problems are noticeable below a 20% biodiesel blend by volume. The fact is that most private and commercial vehicle manufacturers have approved the 65 (5%) biodiesel blend (some accept much more) and the UK Petroleum Industry Association (UKPIA) states that vehicle engines require no modification to use this level of blend. However, the oil industry is working with other organisations within the European Standards Organisation, CEN, to see if the current limits on biofuel composition of road fuels can safely be increased to 7% and then to 10%. More recently, under the Recreational Craft Directive, engine fuel system and components are covered by BS EN 15016147:2002. This states that all materials used in fuel systems shall be resistant to deterioration by the fuel and to other liquids or compounds with which they may come into contact under normal operating conditions.

Will biodiesel affect my boat engine?

The most compelling evidence we found is a survey carried out in the United States. Over a four-year period and involving engines mostly between 10 and 25 years old and blends in excess of 50% biodiesel by volume, results showed that 87% of those surveyed reported no problems. So in the volumes that may be found in red and white diesel either now or in the future, the answer is more than likely to be no. No doubt, those with warranties that are still extant will wish to check them, but it does seem that biodiesel blends conforming to agreed standards produce fewer harmful emissions in comparison with ordinary low sulphur diesel and can reduce wear and tear on engines, pumps and injectors.

With thanks to Nick Vass of Omega Yacht Services and Steve Moody, Technical Expert for Rix Bio Diesel Ltd, for their contribution to this article. K/A