Most people don’t have the time or motivation to keep up with all of the market changes that could affect their finances. Did you realize, for example, that the price of eggs and chicken is skyrocketing? Many people have seen it, but they may not realize it is due to a bird flu outbreak that is decimating chicken “flocks” across the country. In the first half of 2015, 40 million chickens were slaughtered. Chicken costs higher because there are fewer eggs. Prices for wholesale eggs have climbed by 80%, and economists do not anticipate them to fall before the end of the year. The budget is being influenced by market forces.
This isn’t only an idea that applies to consumers. Nobody has time to keep on top of everything that happens in the real world and might cost their company time and money. Business owners, fleet operators, CFOs, budget managers….nobody has time to stay on top of everything that happens in the real world and could cost their company time and money.
So today we’re speaking with diesel boat owners. We produce a lot of resources for vehicles and fleets, as well as diesel fuel storage, and we didn’t want to forget about the marine diesel community. Here are some future trends for boat diesel users for the rest of the summer and the beginning of October that may be advantageous to you, your diesel boat(s), and your business.
Continued spread of ULSD boat diesel
Truck diesel fuels and marine diesel fuels used to be interchangeable. Then, roughly ten years ago, ultra-low sulfur standards were enacted, resulting in the rise of on-road vs. off-road diesel. On-road diesel fuel was regulated to a sulfur content of 15 parts per million, whereas off-road diesel (for boats, generators, and other non-road applications) was allowed to have a greater sulfur concentration.
This resulted in some significant variances between the two types of fuels, which made diesel boat owners happy. More sulfur in marine diesel fuel indicated that it was more resistant to microbes in storage and had better lubricity.
Those times are drawing to a close. In other parts of the country, they may have already vanished.
The EPA set a deadline for all diesel fuel, both on and off the road, to be converted to ultra-low sulfur diesel by the end of 2014. (ULSD). Of course, they are well aware that big market shifts take time to materialize on the ground. However, the further we get from that date, the more ULSD fuel will become established in the marine industry.
For diesel boat owners and operators, this implies that avoiding ultra-low sulfur marine diesel fuel will be considerably more difficult this summer and fall than ever before.
More microbe problems in marine fuel
The most obvious implication of the preceding is that more marine ultra-low sulfur diesel fuel will result in more microbial issues in marine fuel. Anyone who stores and uses marine diesel fuel is at risk of being exposed. Because of all the water in the environment, storing fuel in maritime locations is ideal for bacteria and fungi to flourish in marine diesel storage tanks. When you factor in the ongoing influx of ultra-low sulfur fuel, the potential for difficulties skyrockets.
Owners of diesel boats who find themselves “in this boat” (no pun intended) will need to find a biocide solution to eliminate the microorganisms. Bellicide, Kathon, Biobor, and Pri-ocide are all alternatives, although some are better than others.
Better price stability
As the year progresses, boat diesel customers may expect more price consistency for their diesel fuel.
Diesel fuel costs, in fact, should always be expected to be more stable and less vulnerable to extreme price volatility than gasoline prices. That isn’t to say that diesel will always be cheaper; but, diesel costs increase and decrease more slowly and stably than gas prices.
This was demonstrated in practice earlier this year. The national average gas price increased by 27 cents per gallon in May 2015. Diesel gasoline, on the other hand, barely increased by 4 cents per gallon. Both gas and diesel fuel costs have risen for the past 21-22 days, although diesel fuel prices have increased at a significantly slower rate.
There are legitimate reasons for this. Refineries must generate fuel that meets particular requirements. Throughout the year, the diesel fuel specification remains rather constant. However, refineries must create summer gasoline blends that differ from one region to the next (there are more than a dozen different kinds of summer gas). As a result, those refineries will have to spend time and money halting production, reconfiguring, and performing all of the other tasks required to produce a different type of gasoline. And this is one of the main reasons why gas prices rise in the summer. That will not be an issue for boat diesel users.
Is Marine Diesel different?
Marine fuels are comparable to the sorts of gasoline used in automobiles, but they’re designed exclusively for use in boats and other watercraft. Based on the kind and size of your ship, you can use a range of fuels, and first-time boat owners may be wondering which is the best gasoline to use on their first trip to a fuel dock in Newport News, VA.
Marine fuel, like gasoline, comes in a variety of grades, including DMA, DMB, DMC, DMX, and IFO-180. Because each engine operates at various capacity, the fuel grade you wish to use is determined by the size and function of your boat. At our full-service gasoline dock in Newport News, VA, Deep Creek Landing offers both mid-grade unleaded and marine diesel.
Smaller boats can be fueled with the same type of gasoline as your car, including diesel fuel. Though it may seem more convenient to get petrol for your boat while you’re filling up your car, fuelling up at our Newport News, VA fuel dock can help alleviate the stress of running out of gas during your visit.
The fuel kinds become more specialized as the boat gets bigger. The fuel used by larger and commercial vessels is classified differently than the fuel used by smaller boats and autos. Waste items, such as used motor oil, can occasionally be found in marine gas oil (MGO).
The composition of marine diesel oil (MDO) differs from that of normal diesel fuel. MDO contains some heavy fuel oil, unlike the diesel you use in your car. Though our Newport News, VA gasoline dock isn’t prepared to service large commercial boats, it’s crucial to learn the distinctions in fuel so you can fill yours with the right kind.
Can I use regular diesel in a marine engine?
Apart from the Cetane Number (CN) and sulphur level, fuel experts say there is no difference between red marine diesel and white road diesel.
The CN denotes the fuel’s ‘volatility,’ which is akin to the octane rating of gasoline.
The higher the rating, the less time it takes to complete the fuel combustion process.
Most clumsy old marine diesel engines are content with a CN of 35-40, but modern, and notably higher-revving, common-rail injection diesels, require a CN of 45-55 to run cleanly and effectively.
This category now includes the majority of white road diesel, which will not affect your older marine engine.
Can I use car diesel in my boat?
What’s the best way to connect the Mercedes engine to my existing transmission? What are the other components I’ll require? None of the marine stores appear to know anything about Mercedes marine engines, therefore they can’t provide me any help. The car has only 120,000 kilometers on it, which is a pittance for a diesel Mercedes, so it appears to be a fantastic fit for my hull, which is in excellent condition.
In theory, a diesel engine is a diesel engine, hence a diesel engine from a car will function great in a boat. In truth, many marine diesel engines are simply “marinized” automobile or truck engines. The marinizing process is more difficult when a vehicle or truck engine is used in a boat. The cooling system, exhaust, and transmission are the three main faults that must be solved.
When it comes to the cooling system, you’ll need to go from the car’s air-cooled radiator to a heat exchanger. The heat exchanger must be designed for use in a marine environment, with special emphasis made to ensuring that metal components are compatible with one another and do not interact galvanically (corrosion). In addition, the heat exchanger must be sized to match the engine. This should suffice if an exchanger from a marine engine with a similar, or greater, horsepower rating is utilized. On the seawater side of the heat exchanger, a raw-water pump is required; this is typically a rubber impeller pump powered by the crankshaft pulley.
This isn’t the final step in the cooling system overhaul. A water-cooled exhaust manifold and a wet exhaust will be required by the engine (a dry exhaust is too noisy). The water-cooled manifold will, however, have to be mated to a custom-built marine cylinder head. On an automotive head, the ordinary head will not suffice. (According to Bill Sweetman of Orr’s Island Boat-works, a Volvo/Yanmar sales and servicing facility at Orr’s Island, Maine, the Mercedes block in question was previously marketed with a Volvo marinized head.) This engine’s production ceased a few years ago.) A water-injection nipple must be installed on the exhaust manifold’s discharge elbow, with the raw-water discharge from the heat exchanger connected to this elbow, and a water-lift muffler must be installed below the exhaust elbow. Water from the exhaust piping and muffler must also be sized to meet the engine’s power output, once again using a comparable rated, or higher-powered, engine as a model.
In a boat, an automobile transmission is useless. It is necessary to have a marine transmission. Mr. Cantone’s boat’s current transmission may function, but it must meet the following requirements: 1.The transmission must be able to fit into the flywheel housing of the engine (it might be possible to use an adapter between the engine and the transmission). A driving shaft that can be linked to the engine’s output shaft is required for the transmission. 2.The transmission must be rated for the output of the engine. 3.The gear ratio (reduction) must correspond to the engine’s requirements.
Other, minor concerns include the fact that the engine will lack an appropriate instrument panel, which will require fabrication. At the very least, you’ll need an oil pressure gauge and a temperature gauge. The sending units will need to be changed unless these can be matched to the existing sending units. I would also propose a tachometer and an hour meter (to keep track of engine use and maintenance intervals). It’s possible that the ignition (cranking) circuit will need to be altered. It’s possible that the engine harness will need to be rewired. Finally, a marine engine features a governor that maintains a constant engine speed regardless of the load on the engine (the equivalent of a cruise-control in a car). To be honest, I’ve never given this element of a conversion much thought, but I believe some engine or fuel-injection pump adjustment will be required to achieve the desired result. It is not, however, required. Without a governor, the engine will simply fluctuate its speed in response to changes in load.
What is marine grade diesel?
Marine diesel oil (MDO) is a generic term for marine fuels made up of various distillates (also known as marine gasoil) and heavy fuel oil mixes. Unlike the diesel fuel used in automobiles and trucks on land, marine diesel oil is not a pure distillate. The various blending ratios of marine diesel oil can be regulated directly by refinery processes or by mixing ready-made marine fuels. Diesel fuel is identical to marine diesel, except it has a higher density. Marine diesel oil, unlike heavy fuel oil (HFO), does not require heating during storage.
The terms “marine diesel oil” and “intermediate fuel oil” are occasionally used interchangeably (IFO). Marine diesel oil, in its strictest definition, refers to blends containing only a tiny amount of heavy fuel oil. As a result, some textbooks classify this sort of marine diesel oil as a distillate, which means it is also classified as a medium distillate. The proportion of heavy fuel oil in intermediate fuel oils, on the other hand, is higher. As a result, several textbooks, standards/norms, and publications classify IFO kinds with particularly large concentrations of heavy fuel oil as heavy fuel oils. As a result, the following succinct summaries emerge:
- In a strict sense, marine diesel oil is: Distillates and heavy fuel oil are mixed together, but the heavy fuel oil level is quite low.
Why is marine diesel red?
A guy with a past conviction for an IRA attack on police was found guilty of fuel laundering in Belfast, Northern Ireland. Two tankers, 20,000 liters of laundered fuel, and 140 bags of bleaching powder were seized by customs inspectors.
Fuel laundering is a serious problem in Dublin, according to news sources, and the state loses a significant amount of money in taxes as a result. According to an independent analysis, the Irish Exchequer lost 239 million euro last year due to unlawful money laundering.
What exactly is going on in the Emerald Isle? Fuel laundering by organized crime is being forcefully combated by the Republic of Ireland’s authorities, according to sources. “Gas oil is labelled with fuel colours and additives to separate it from road diesel,” officials said. The procedure of removing the identifiers from fuel is known as fuel washing. It can be sold as road diesel once the marking is removed, taking advantage of the higher prices that occur.”
A colorful dye is added to diesel fuel in several nations across the world. Typically, colored diesel is either tax-free or has a lower tax rate than un-dyed, “clear” diesel. The additional dye distinguishes the fuel’s intended usage for taxation and gives government officials a visual clue if the fuel is being used for something other than its original purpose. And, as the United Kingdom and Ireland have discovered, removing the colour may be a lucrative business.
“Since its inception in 1932, the role of the motor fuels excise tax has evolved. Initially, the tax was one of numerous measures for reducing the deficit. Over the next two decades, rises in the “gas tax” were combined with other excise tax hikes to support emergency spending during warfare. The newly formed Highway Trust Fund received federal fuel (and diesel) tax receipts in 1956.”
This fund is used to build roads and other types of surface transportation projects. From the standpoint of diesel fuel, it seems obvious that vehicles that use the nation’s highway infrastructure, such as trucks and buses, should contribute to its upkeep. Farm tractors, heavy construction equipment, emergency electricity generators, and boats are examples of non-highway diesel users who should not be forced to pay federal excise taxes to fund roadway improvements.
The Internal Revenue Service began looking into ways to make diesel fuel excise tax collection easier in the early 1990s. At the same time, the Environmental Protection Agency required that certain fuel be dyed blue. The dye was designed to identify diesel that did not meet EPA sulfur regulations for use in highway vehicles.
The IRS mandated that all tax-exempt diesel fuel be coloured red, and the EPA’s blue dye was phased out. All diesel used in the United States for “off-road” applications, such as marine, is currently coloured red.
The federal excise tax on highway diesel fuel is 24 cents per gallon this year. Diesel gasoline without color is likewise taxed at 32 cents per gallon in Florida. That implies red-dyed, off-road diesel used on a boat in Florida should cost around 56 cents per gallon less than clean diesel.
A bulk delivery of 5,000 gallons of fuel to a boat by tanker truck or fuel barge in Ft. Lauderdale comes to $1.80 per gallon. If a captain could drive the yacht along US Highway 1 and pull into the cheapest petrol station, on-the-road fuel would cost $2.50 per gallon.
As a result, red fuel is 70 cents cheaper than clear diesel, with the tax exemption accounting for 56 cents of the difference. The remaining 14 cents are used to support the gas station’s infrastructure expenditures.
Similarly, higher marina fuel costs are warranted to cover the expense of the fuel distribution infrastructure required for selling fuel on a body of water. To avoid leaking pipes and fittings, which could result in a gasoline spill into the water and an environmental disaster, it must be designed to high construction standards.
A yacht captain may notice a range of colors in the diesel that is pumped on board when bunkering diesel anywhere in the world. The colors of France, Greece, and the United Kingdom are blue, black, and red, respectively. However, a resourceful engineer should avoid bleaching that fuel and selling it on the illicit market to boost their yacht’s maintenance budget.
Can I put marine fuel in my car?
If you have a gas-powered boat, you can use the same gas that you would in a car. If you have a diesel engine on your boat, you can use the same diesel you would in a car. Boats use roughly the same amount of gas as cars, with the price and rest being the only differences.
Do diesel boats need def?
The EPA (Environmental Protection Agency) began phasing in new diesel emissions restrictions for the marine industry in 2014. For commercial vessels, diesel exhaust fluid (DEF) is becoming considerably more vital, if not necessary.
Although fuel suppliers are not required to add FAME (bio diesel) to fuel supplied for pleasure vessels, the UK Renewable Transport Fuel Obligation (RTFO) makes it extremely likely that fuel will contain FAME because it is a practical requirement for suppliers to meet their RTFO requirements.
All recreational boaters should be aware of the potential dangers involved with fuel storage.
Low sulphur fuel is required by law for internal waterways vessels and recreational craft that do not regularly operate at sea.
Great Britain (GB)
Although red diesel is still accessible at the water’s edge in the United Kingdom, recreational boaters must pay the full rate of duty when purchasing fuel for propulsion.
Red diesel can be purchased at a lower duty rate if it is utilized for household purposes such as heating or energy generation.
When recreational boaters purchase diesel for their craft, they must inform the supplier that the fuel will be used to propel a private pleasure craft. In addition, the recreational boater must state the percentage of gasoline utilized for propulsion (as opposed to domestic purposes such as heating or electricity generation).
There is no set amount of money available. The purchaser is responsible for declaring the percentage of gasoline utilized for propulsion. However, study by both the industry and HMRC revealed that a 60/40 split for propulsion and domestic use (heating, cooking, etc.) likely mirrored many people’s usage, and that many users will likely declare such an allocation. This will make calculating additional duty and VAT for suppliers (RDCOs) more easier.
However, if a buyer is aware that their propulsion use will be greater or lesser than the above apportionment split, or if a craft is plainly not designed for domestic use, they must indicate their actual intended usage.
Residential boat owners who make their boat their primary dwelling will have documentation such as a Houseboat Licence, Residential Mooring Licence, Council Tax Bill for the mooring, or other peripheral documentation, invoices, or bills that prove permanent residency. They may use the rebated rate for all of their fuel purchases. They will still have to write and sign a declaration stating that 0% of the fuel will be used for propelling. If HMRC wishes to investigate the authenticity of the statement made in certain situations, it is their responsibility as the declarant to ensure that they have the necessary evidence. Continuous cruisers, even if they live permanently on their boat, are required to declare their actual intended propulsion consumption under these agreements.
Northern Ireland (NI)
The Court of Justice of the European Union (CJEU) judgement of 2018, that the UK’s taxation laws for diesel used in private pleasure vessels contravened the Fuel Marker Directive, has been applied in Northern Ireland in compliance with the UK government’s commitments under the Withdrawal Agreement.
It is unlawful in Northern Ireland to put rebated (red) diesel into the tank of a private pleasure ship that fuels the engine that drives the craft as of October 1, 2021.
If a private pleasure vessel in Northern Ireland has separate tanks for propulsion and non-propulsion usage, red diesel can be bought and used in the non-propulsion fuel tank.
A new Fuel Duty relief, the ‘Private Pleasure Craft (Northern Ireland) Relief,’ permits gasoline suppliers to offer a fixed point of sale discount on 40% of the fuel provided, i.e. 40% of the fuel is supplied at the rebated rate of duty applicable to non-propulsion reasons (heating and lighting, for example). Each time you purchase discounted diesel, you will be required to sign a declaration.
Although users are not required to remove all residual traces of rebated diesel from the tank, it is expected that users will run the fuel tank as near to nil as possible before refilling to minimize residual traces, as HMRC may undertake checks.
You may be required to give proof, such as receipts from completely duty-paid oil purchases, that shows you have been refilling with the right fuel since the rules changed, and that the rebated diesel in the craft was installed prior to the rule change and is still being utilized. Steps taken to deplete inventories and transition to completely duty-paid diesel will be taken into account.
Section 6 of Excise Notice 75 lays out the penalties if HMRC believes a private pleasure craft user has knowingly or recklessly inserted rebated diesel into the vessel after the rules changed.
Moving between NI and GB
If a yacht headquartered in Northern Ireland visits the United Kingdom, rebated (red) fuel can be purchased in conformity with the laws in effect in the United Kingdom.
If you are returning to NI from GB or visiting NI from GB, preserve receipts to prove that the fuel was purchased in GB, log engine hours, and keep a record of the plan(s) for completed passages in case you are requested to show why there is rebated (red) diesel in the tanks in NI.
Visiting other countries from NI
When visiting foreign nations, you should refuel according to local laws, which may include purchasing labelled diesel when permitted. However, you must keep records, as described above, in case you are required to provide proof of where the fuel was purchased.
On gov.uk, go to https://www.gov.uk/guidance/fuel-duty-changes-for-private-pleasure-craft-in-northern-ireland-that-use-diesel for information for users and suppliers.
RYA work on this issue
Please visit the RYA’s External Affairs page to learn more about the work the RYA has been doing to guarantee that fuel is available at the water’s edge throughout the UK.
Can I put a truck engine in my boat?
The automotive engine, as it is used in passenger cars and a huge percentage of trucks, is not designed for use in boats. This engine’s lubricating system is described.
Can you put a different engine in a boat?
A automobile is typically used every day, if not many times per week. This is beneficial to the engine, battery, and other components, as they often lose power or grow weaker when left idle for an extended period of time. However, because most people don’t drive their boat nearly as much as they drive their car, it’s understandable that marine engines aren’t designed to be utilized in the same way as automotive engines. This is why a vehicle engine cannot be substituted for a boat engine.