Straight-run Kerosene Research Articles

Relation of the Content of Sustainable Components (HEFAs) in Blends with Hydrotreated Straight-Run Kerosene to the Properties of Aviation Fuel

An expected increase in the demand for aviation transport service will result in the deterioration of the environment and human health, respectively, due to extra greenhouse gas (GHG) emissions. Concerns from EU institutions about the issue have led to legislation initiatives and, later, to development of Regulation (EU) 2023/2405 for the reduction of GHG emissions via the substitution of fossil kerosene with an increasing share of sustainable components. Hydroprocessed esters and fatty acids (HEFAs) are the most commercially acceptable sustainable alternative but their influence on aviation fuel properties needs to be further evaluated in terms of all required and extended properties, as per ASTM D1655. The main properties, together with the rarely reported upon existent gum, water separation, corrosion, and the electrical conductivity of HEFAs and their blends with fossil kerosene were quantitatively evaluated in this study. For every increase of 10% (v/v) of HEFAs, the following fuel properties improve: the freezing point decreases by 1.3 °C, the smoke point increases by an average of 3 mm, and the specific net energy increases by 0.08 MJ/kg. The acidity of HEFAs are an order of magnitude higher than that of conventional aviation fuel and, thus, close to the limit. The existent gum of the studied SAF is higher than that of fossil kerosene due to, most probably, the presence of non-evaporated residual material.

Внедрение процесса ДМД1 для демеркаптанизации керосиновой фракции на ООО «Славянск ЭКО»

The results of laboratory tests of the DMD-1 process for demercaptanization of straight-run kerosene fraction at LLC Slavyansk ECO are presented. The optimal design of the unit for treatment the kerosene fraction from mercaptan sulfur using existing equipment has been selected. The implementation of this scheme allowsto obtain kerosene fraction that meets the requirements of GOST 10227-86.

Boosting oxidative desulfurization from liquid fuels with CuO-MgO assisted by MgMoO4 co-catalyst

Developing a highly efficient catalyst is one of the important topics in the field of oxidative desulfurization from liquid fuels. In this study, the composite metal oxide catalysts (CuO-MgO) with co-catalyst MgMoO4 were prepared by co-precipitation method with simple process, high efficiency and good performance and their structures characterized. An efficient extractive catalytic oxidative desulfurization (ECODS) system for liquid fuel was successfully developed on the basis of as-prepared CuO-MgO-MgMoO4 (CuMgMo) as the catalyst, sodium hypochlorite (NaClO) as the oxidant, and acetonitrile as the extractant. Taking the n-decane and n-tetradecane containing dibenzothiophene (DBT) as the test model oil sample, the main parameters influencing desulfurization performance were examined in detail, such as the molybdenum content, the dosage of CuMgMo, the reaction temperature, the initial S-concentration, the different extractants, the volume ratio of extractant to oil, the different oxidants, and the molar ratio of NaClO to DBT. Based on optimized desulfurization reaction conditions, the model oil containing different sulfur compounds (benzothiophene, 4-methyldibenzothiophene, and 4,6-dimethyldibenzothiophene) and the real oil (straight-run gasoline, straight-run kerosene, and straight-run diesel) were further tested. Based on the free radical trapping experiments and the calculation of density functional theory, the reaction mechanism was deeply explored. The results showed that the de-electron reaction of DBT was mainly catalyzed by MgMoO4 and the reaction of HClO obtaining electron was mainly catalyzed by CuO. MgMoO4 plays an assisting role in improving the catalytic reaction rate. This work will provide a useful reference for the construction of efficient ECODS system using composite metal oxides.

Synergy of blending HEFA with alternative petroleum fractions

Jet fuel is the fastest-growing oil-based commodity. As it is difficult to substitute it with other energies, more attention is being paid to sustainable aviation fuels (SAFs). Hydrogenated esters and fatty acids (HEFAs) dominate SAF now. The jet fuel consumption forecasts show that the share of petroleum hydrocarbons in jet fuel will remain high until 2050. As oil consumption will decline with electromobility, the availability of straight-run kerosene for jet fuel will also decline. For this reason, the utilization of alternative petroleum fractions, such as hydrocracking kerosene (Jet HC) or hydrotreated heavy FCC naphtha (FCC HN), and their miscibility with HEFA have been studied. These components were generally blendable with HEFA. All properties were linearly dependent on the HEFA content, with the exception of the smoke point. Taking into account the Jet A-1 requirements, only Jet HC met them completely. Since the components have opposing properties, blending them has opened an application window in jet fuel, wider for blends of HEFA with Jet HC (0–68 vol% HEFA) and narrower for HEFA with FCC HN (73–81 vol% HEFA). The limitations were the low density of HEFA and the high density, the high aromatic content, the low smoke point, and the low net calorific value of FCC HN. To expand the application window of FCC HN in jet fuel, further research will focus on the hydrogenation of aromatics.

Properties of narrow cuts of hydrocracked kerosene for jet fuel

Hydrocracked kerosene represents an additional source of jet fuel in oil refineries. The objective of this study was to re-distill hydrocracked kerosene (distillation range of 155-211 °C) into narrow cuts (distillation range of 10 °C) and to determine the dependence of the critical parameters of jet fuel, i.e., density, aromatics, smoke, and freezing point on the mean boiling point (tmean) of these cuts, utilizing modern and well established analytical methods. Re-distillation yielded seven narrow cuts composed of hydrocarbons with maximally three different carbon numbers. The analyzed properties deteriorated significantly with increasing tmean of cuts. Already the cuts with tmean of 190 °C + did not meet the jet fuel specification for aromatics and the 210 °C + cut did not meet any of the studied properties. Aromatics were crucial in controlling the distillation range and this provided an explanation for why hydrocracked jet fuel can be produced only as a narrow fraction. Since a low freezing point characterized all narrow cuts, this property represents a crucial synergy of blending of the hydrocracked kerosene with a straight-run kerosene or SAF. Overall, we demonstrated that narrow-cut research provides new insights into the characteristics of the hydrocracked kerosene.

Influence of Water on Noncatalytic Oxidative Desulfurization of High-Sulfur Straight-Run Oil Fractions.

The noncatalytic oxidative desulfurization process of straight-run kerosene and diesel fractions with high sulfur contents due to their treatment with air without using expensive catalysts and strong oxidants is considered. The research was carried out in a periodic mode in a bubble-type reactor with a volume of 1 × 10–3 m3 under the following conditions: 180–200 °C; 2.5–3.0 MPa; the process lasted for 20–30 min; the air/raw material ratio was 1.6–2.2 m3/min per 1 m3 of raw material. The process can be used to obtain industrial jet fuels and diesel fuel components with good lubricating properties. The possibility and expediency of carrying out the process in the presence of water have been studied. The ratio of water/raw materials (vol.) varied from 0:1 to 2:1. It was proven that the water presence in the reaction medium has a positive effect on the studied process and decreases the oxidation intensity of hydrocarbon medium by 2–4 times. This is due to both the slowing of oxidation reactions by water during peroxide decomposition and chain growth and branching and the partial change in chemical oxidation with the formation of phenols and/or tertiary alcohols, which are inhibitors of oxidation reactions. On the other hand, water has almost no effect on the removal degree of sulfur compounds.

О природе меркаптанов, содержащихся в прямогонных фракциях реактивного топлива

Dependence of mercaptans content in straight-run jet fuel on process mode of column K-1 of crude oil processing unit is shown.When temperature of column K-1 increases the quantity of decomposing unstable sulfuric compounds is also increased, while the decomposition products - mercaptans and hydrogen sulfide are removed with gasoline fraction in column K-1 andunstable sulfur compounds in a lesser degree are moved to column K-2, which decreases the mercaptans content in straight-run kerosene. The comparison of mercaptans content in closed fractions of oil and straight-run jet fuel is performed. It is shown that their content in straight-run jet fuel is higher, and they come both from oil and as a result of decomposition processof unstable sulfur compounds, more likely, disulfides in the first place.

Artificial intelligence approach in crude distillation unit operation

This study incorporates the use of Artificial Intelligence in the monitoring of atmospheric distillation unit of large scale refining operation using Google AutoML tables, Jupyter, and Python software. The process involved training, evaluation, improvement, and deployment of the models based on the input data. The predicted yield (vol %) for the models were: Auto ML model: liquefied petroleum gas (LPG) - 1.41 , straight run gasoline (SRG)– 4.96, straight run naphtha (SRN) – 17.87, straight run kerosene (SRK) – 14.5, light diesel oil (LDO) – 26.47, heavy diesel oil (HDO) – 2.7, and atmospheric residue (AR) –30.03; Jupyter Model: LPG – (0.93), SRG – (4.69), SRN – (17.24), SRK – (14.39), LDO – (26.43), HDO – (2.7), and AR – (30.18); and Python Model:LPG – (1.66) , SRG – (7.58), SRN – (11.68), SRK – (14.92), LDO – (24.77), HDO – (4.59), and AR – (24.59). The coefficient of determination (R2) values of 0.99981, 0.99943, and 0.93078 and Standard Error values of 0.240918, 0.419291, 3.536064, were obtained for the 3 models, respectively. All the software gave good predictions of the actual yield, although the Google Auto ML Table gave the best prediction. The training of the model is fundamental to its performance and precision.

Production of jet fuel from cracked fractions of waste polypropylene and polyethylene

Because of increasing consumption and the environmental impacts, the search for alternatives to fossil-fuel-based kerosene is crucial. Plastic waste cracking and subsequent co‑hydrogenation can be a promising way to produce jet fuels. The aim of this study was to investigate the feasibility of production of standard jet fuel from mixtures of cracked fractions of polyethylene (PE) or polypropylene (PP) and straight-run kerosene on commercial NiMo/Al2O3/P catalyst (10–30% cracked fraction content). The effects of process parameters (T = 200–300 °C, P = 40 bar, Liquid Hourly Space velocity (LHSV) = 1.0–3.0 h−1, H2/hydrocarbon ratio = 400 Nm3/m3) and the feedstock composition on the hydrodesulphurisation and hydrodearomatisation efficiencies and the main product properties were investigated. It was found that, olefins affect the hydrodesulphurisation and the hydrodearomatisation reactions until 220 °C and 240 °C, respectively. At the most favourable process parameters (T = 300 °C, LHSV = 1.0–3.0 h−1) practically sulphur and olefin-free jet products with reduced aromatic contents (7.2–11.2%) were produced. The freezing points of the jet fuel (−60.3 to −56.4 °C) produced from the 10–30% cracked PP fraction containing feedstocks were significantly lower than the required −47 °C, but in the case of the products containing the cracked PE fraction one further step (hydroisomerisation) is needed before the application.

Production of JET fuel containing molecules of high hydrogen content

AbstractThe harmful effects of aviation can only be reduced by using alternative fuels with excellent burning properties and a high hydrogen content in the constituent molecules. Due to increasing plastic consumption the amount of the plastic waste is also higher. Despite the fact that landfill plastic waste has been steadily reduced, the present scenario is not satisfactory. Therefore, the aim of this study is to produce JET fuel containing an alternative component made from straight-run kerosene and the waste polyethylene cracking fraction. We carried out our experiments on a commercial NiMo/Al

Revisiting diesel fuel formulation from Petroleum light and middle refinery streams based on optimized engine behavior

The share of diesel fuel in European transport sector, which currently represents over 50% of total demand, is increasing, requiring massive imports of this product, while at the same time, gasoline fuels are today in surplus. In terms of air pollutant emissions, gasoline and kerosene streams have shown potential in achieving lower emissions in Compression Ignition (CI) engines, particularly nitrogen oxides (NOx) and particulates. A new fuel formulation approach through the use of light fractions within diesel technology could consequently address both questions of energy demand balance and reduction of diesel engines pollution footprint. In this study, a fuel formulation for a Diesel engine is optimized to achieve lower pollutants emissions and higher engine efficiency. The fuel matrix is based on seven refinery streams representative of gasoline (Hydrotreated Straight-Run Gasoline HSRG, Hydrotreated Fluid Catalytic Cracking HFCC and Reformate REF), kerosene (Hydrotreated Straight-Run Kerosene HSRK and Hydrocracked Kerosene HCKK) and diesel cuts (Hydrotreated Straight-Run Diesel HSRD and Hydrocracked Light Diesel HCKLD). A D-Optimal mixture design is applied to build, a 12-run, 7-factor fuel matrix and the fuels are thoroughly optimized on two engine conditions at light and mid-load representative of typical vehicle running conditions. The results show a high sensitivity and a good correlation of the engine efficiency and pollutants emissions with the volumetric contribution of each refinery stream to the fuel composition. The optimum fuel composition varies across the range of engine operating points. At light load for example, the addition of up to 50vol% of gasoline streams (HSRG and HFCC) to diesel streams demonstrates a good potential to simultaneously reduce NOx and particulate emissions and an overall good engine performance. Reformate, a highly aromatic gasoline stream, did not offer an advantage at any of the tested conditions due to high particulate emissions. The two kerosene streams perform similarly to diesel streams in terms of engine efficiency and pollutants emissions. A compromise fuel, composed of 50vol% HSRG and 50vol% HSRD, is proposed that allowed halving NOx and particulate emissions and reducing the fuel consumption by 5wt% compared to reference diesel HSRD. The optimized fuel represents an alternative for balancing diesel and gasoline demand and for pollutant emissions reduction.

Estimation of variation in Vapour Liquid Equilibrium constants for modeling a multicomponent crude distillation column

In this paper, the mathematical model of a multicomponent crude distillation column is investigated which aimed at predicting the concentration (mole fraction) of any component on each tray of the column. In literature, it is observed that there is a drastic up and down variations in the steady state composition profile of various multicomponent at each tray of the column. These variations are due to the assumption that Vapor Liquid Equilibrium (VLE) ratios are kept constant throughout the tray for any component and are not true in real time petroleum industries. The proposed method shows a proper procedure for choosing equilibrium constants by using an estimation technique by reverse calculation of Thomas algorithm. Hence, a reverse calculation is performed using a Tridiagonal matrix method for estimating the VLE values from the steady state composition profile for each component mixture. Further, the composition profile for various components, mainly Whole Naphtha, Straight Run Kerosene (SRK), Light Diesel Oil (LDO), Heavy Diesel Oil (HDO) and Atmospheric Residue (AR) are estimated and compared. This modified algorithm is a simple technique for ideal and non-ideal systems with ease of implementing a composition profile for a multicomponent mixture and reduction in computational complexities.

Adsorptive desulphurization study of liquid fuels using Tin (Sn) impregnated activated charcoal

Keeping in view the growing concern regarding desulphurization of petroleum products, the present study was under taken to investigate the efficiency of tin impregnated activated charcoal (Sn–AC) as a potential adsorbent for the desulphurization of model and real commercial straight run kerosene and diesel oil samples. The adsorbent Sn–AC was prepared by wet impregnation process in the laboratory and characterized by SEM, EDX and surface area analysis. Initial experiments were carried out using model oil, which was prepared by dissolving dibenzothiophene (DBT) in cyclohexane, the optimum conditions for desulfurization were found to be, 60°C temperature, 1h contact time and adsorbent dosage of 0.8g, under which about 99.4% of DBT removal was attained. Under optimized conditions the desulfurization of real oil i.e., kerosene and diesel oil was also investigated. Kinetic studies revealed that DBT adsorption followed pseudo second order kinetics and the data best fits in the Langmuir adsorption isotherm as compared to Freundlich adsorption isotherm model. The adsorbent could be easily regenerated simply by washing with toluene for a multiple cycles and reused without losing its efficiency.

Characterization and Refining Pathways of Straight-Run Heavy Naphtha and Distillate from the Solvent Extraction of Lignite

Coal liquids were produced by solvent extraction of Bienfait lignite at 415 °C and 4 MPa H2 for 1 h with a hydrotreated coal tar distillate in a 2:1 solvent to coal ratio. Detailed characterization was performed on four straight-run distillation fractions of the coal liquids in the 120–370 °C boiling range. It was found that the coal liquids contained very little aliphatic material. Most of the compounds were aromatics, with aromatic compounds having no alkyl substituents dominating the composition. The aromatic carbon content increased with boiling fraction from 80 wt % in the 120–250 °C fraction to 94 wt % in the 343–370 °C fraction. Major compounds identified in the coal liquids were acenaphthene, phenanthrene, fluoranthene, and pyrene, which constituted 62 wt % of the total product. The coal liquids also contained heteroatom species. Interestingly, the nitrogen content did not monotonically increase with an increase in boiling point. The maximum nitrogen content was found in the 300–343 °C boiling fraction as a result of a high concentration of carbazole. The refining pathways for transportation fuel production were evaluated. It was found that the naphtha fraction could be upgraded to a motor gasoline blending component just by hydrotreating. No subsequent catalytic reforming was necessary because of the low aliphatic content of the naphtha. The kerosene required severe hydrotreating in order to be acceptable as a jet fuel blending component, mainly because of the high dinuclear aromatic content of the straight-run kerosene. The distillate made a poor feed material for diesel fuel and required severe hydrotreating to achieve an acceptable cetane number. In general, the coal-derived distillate would benefit from ring opening to reduce its density. The prognosis for transportation fuel production from the coal liquids was not favorable. The production of aromatic chemicals was a better fit with the properties of the coal liquids.

Water Effect on Oxidative Desulphurization Process of Straight-Run Kerosene Fraction / Wpływ Wody Na Utleniający Proces Odsiarczania Frakcji Nafty

Abstract Sulphur dioxide obtained during fuels burning in combustion engines is one of the main pollutants. In diesel oils and gasolines the sulphur content must be 5-10 ppm and in jet fuels - 300-3000 ppm. However the production of hydrofined jet fuel is problematic. The reason is deterioration of fuel stability and antioxygenic properties. The oxidative desulphurization of straight-run kerosene was investigated. This method combines oxidation by atmospheric oxygen of sulphur compounds under increased temperature and pressure in the presence of water in the reaction medium, and removal of oxidized sulphur compounds from the oxidation-treated fuel via rectification. It was showed that water partially extracts from the hydrocarbon medium acidic compounds, formed in the beginning stage of oxidation, dissociation of which leads to the formation in water acidic medium. As a result, a pathway of the hydroperoxides decomposition partially changes from the formation of carbonic acids and oxyacids to the formation of alcohols, phenols and alkylphenols, which displayed an inhibitory effect in hydrocarbon oxidation. It was assumed that an inhibitory effect of water, in addition to the creation reverse micelles with peroxides and complexes with free radicals, caused by oxidation products created in the beginning stage of oxidation. The effect of water/kerosene ratio on the oxidative desulphurization of straight-run kerosene fraction has been examined. It was found that water improves process selectivity with insignificant influence on the degree of sulphur recovery. The optimum value of water/kerosene ratio for the fuel containing 0.15% mass of sulphuric compounds has been determined.

Noncatalytic oxidation desulfurization of the kerosene cut

The results of laboratory studies of desulfurization of straight-run kerosene cut by treating it with atmospheric oxygen are reported. The effect of the temperature and intensity of mixing of the reaction medium on the process and the important possibility of treating straight-run crude cuts with the described method are demonstrated.

Determination of total and polycyclic aromatic hydrocarbons in aviation jet fuel

The aviation jet fuel widely used in turbine engine aircraft is manufactured from straight-run kerosene. The combustion quality of jet fuel is largely related to the hydrocarbon composition of the fuel itself; paraffins have better burning properties than aromatic compounds, especially naphthalenes and light polycyclic aromatic hydrocarbons (PAHs), which are characterised as soot and smoke producers. For this reason the burning quality of fuel is generally measured as smoke formation. This evaluation is carried out with UV spectrophotometric determination of total naphthalene hydrocarbons and a chromatographic analysis to determine the total aromatic compounds. These methods can be considered insufficient to evaluate the human health impact of these compounds due to their inability to measure trace (ppm) amounts of each aromatic hydrocarbon and each PAH in accordance with limitations imposed because of their toxicological properties. In this paper two analytical methods are presented. Both are based on a gas chromatographic technique with a mass detector operating in the selected ion monitoring mode. The first method was able to determine more than 60 aromatic hydrocarbons in a fuel sample in a 35-min chromatographic run, while the second was able to carry out the analysis of more than 30 PAHs in a 40-min chromatographic run. The linearity and sensitivity of the methods in measuring these analytes at trace levels are described.

Desulphurization of Um Al Nar Refinery Straight-Run Kerosene and Gas Oil Using Palm Fruit Kernel Activated Charcoal: A Locally-Made Adsorbent

Desulphurization of Um Al Nar Refinery straight-run kerosene and gas oil has been investigated using adsorption techniques. Palm fruit kernel activated charcoal (PFKAC), a locally-made adsorbent, has been used for the adsorption of sulphur compounds in batch tests over a range of initial sulphur concentrations at 25°C and adsorbent particle size ≤ 75 μm. The results revealed the potential of PFKAC as a low-cost adsorbent. PFKAC showed a higher capacity for sulphur at gas oil concentrations than in the case of kerosene. The experimental isothermal data were correlated to the Freundlich model. Values of the Freundlich exponent, n, were > 1 indicating that sulphur compounds are favourably adsorbed on PFKAC. The Langmuir model also fitted the experimental data. A correlation has been developed for fitting the experimental data and has been found to be reasonably good.

Separation ofn-Paraffins from Kerosene-Range Feedstock by Adsorption on Fixed-Bed Urea

Abstract Experimental breakthrough curves have been obtained for n-paraffins from kerosene-range feedstocks on fixed-bed urea. The feedstocks used were unified heavy kerosene, straight-run kerosene, and naphtha-kerosene blend with initial n-paraffin contents of 29.31, 31.87, and 34.71 wt%, respectively. The breakthrough curves were measured in the temperature range 283–303 K and the feed flow rates 0.8–2.5 cm3/min. The dynamic parameters for adsorption, such as the height of the mass transfer zone, the dynamic capacity, and the column efficiency, were determined from experimental breakthrough curves. The results from this study indicated that the n-paraffin molecules from unified heavy kerosene were more strongly adsorbed than those from straight-run kerosene or naphtha-kerosene blend, thereby revealing that n-paraffin adsorption on urea increased with the molecular length of the hydrocarbon. The values of the estimated apparent diffusion coefficients for n-paraffin from naphtha-kerosene blend ranged from 3.28 × 10−12 cm2/s at 283 K to 5.06 × 10−12 cm2/s at 303 K. The activated energy for diffusion was found to be 20.9 kcal/mol.

Estimation of total aromatics in kerosene fractions by infrared spectroscopy—II

AbstractA general equation for the quick and accurate estimation of total aromatics in straight run kerosene fractions is derived using i.r. absorbances at characteristic wavenumbers from aromatic concentrates of kerosene of different crude oils. The accuracy of the method is found to be ±5%. When compared with the FIA method the deviation was found to be within 5.5%.