Academic literature on the topic 'Diesel fuels Refining Australia'
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Journal articles on the topic "Diesel fuels Refining Australia"
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Higgs, W. G., and P. E. Prass. "AUSTRALIAN GTL CLEAN DIESEL: A STRATEGIC OPPORTUNITY FOR AUSTRALIA’S STRANDED GAS RESERVES." APPEA Journal 42, no. 2 (2002): 121. http://dx.doi.org/10.1071/aj01064.
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Australia’s lack of gas supply infrastructure and market opportunities means that in the northwest of our nation more than 100 trillion cubic feet of gas remains uncommitted to customer contracts.Because of Western Australia’s relatively small domestic gas markets and the long transport distances to larger markets, the belief has been that only the LNG industry has the scale to monetise the large volumes of gas required to underpin greenfield developments and expansion of gas supply infrastructure.Changing fuel specifications around the world, combined with the limited opportunities for new LNG contracts, has renewed interest in gas-to-liquids (GTL) technology as an alternative to crude oil refining for a source of clean and efficient transport fuels. GTL is an exciting new market opportunity for Australian gas.Exploration interest in Australia appears to be waning. Declining opportunities for oil discoveries and the lack of markets for natural gas make investments in Australia’s upstream sector unattractive compared to other locations around the world.In addition, Australia has dwindling crude oil supplies and faces the prospect of increasing reliance on imported crude oil and refined products. An Australian GTL Clean Diesel industry can help overcome these hurdles by creating a designer blendstock and a valuable new GTL Clean Diesel export industry.A GTL Clean Diesel industry would not only help resolve many of Australia’s current upstream and downstream problems in the petroleum industry, but would also provide massive economic benefits to Australia.This paper will look not only at the making but also the marketing of this fuel of the future.
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Al-Rahbi, Bushra Salim Nasser, and Dr Priy Brat Dwivedi. "EXTRACTION AND CHARACETRIZATION OF FURFURAL FROM WASTE OMANI DATE SEEDS." Green Chemistry & Technology Letters 2, no. 4 (December 31, 2016): 219. http://dx.doi.org/10.18510/gctl.2016.249.
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Purpose: Furfural (C5H4O2), is an economic and business product in European countries such as America and Australia. Previous years have seen a remarkable increase in the number of palm trees in the Arabian region. The percentage of furfural present in dates seed is around 30%. This paper outline the extraction of furfural from waste Omani date seeds. Methodology: Date seeds were washed, sun dried, heated at 1000C, ground, powdered, and mixed with solvent n-hexane for one day. Then filtered and filtrate was subjected to simple distillation at 600C in round bottom flask. Furfural was recovered in round-bottom flask and solvent was recovered in other beaker. This hexane was reused for furfural extraction from other batches. Findings: Extracted product was characterized by Carbon NMR, and Proton NMR. The Carbon NMR result the experiments were carried out in Bruker Avance III HD 700 MHz spectrometer equipped with 5mm TCI H/C/N cryoprobe. The proton NMR experiment was run using zg30 pulse program operating at 700.13 MHz. Occurrence of C-NMR peaks at 127, 131, 173 ppm confirms the presence of carbon atoms in furfural ring. And presence of H-NMR peaks between 4 to 8 ppm confirms the presence of furfural protons. Social Implications: Furfural substance is used in a number of the important chemical industries such as nylon, plastic, ratings that protect the metals from corrosion, solvents, adhesive, medicines, and plastics and is used in the industry of insecticides, fungicides, anti-microbe, and antiseptics. Therefore, it is widely used in the petrol refinery laboratories to treat the bad Carbon and different Sulfuric combinations existing in the lube oils and it is used in the operations of refining some types of fuel as well, such as diesel. Originality/Novelty: This study is done on Omani date seeds at Caledonian College of Engineering in Chemical Analysis Lab. Extraction product was characterized in Central Analytical and Applied Research Unit at Sultan Qaboos University, Muscat.
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Trotsenko, A., A. Grigorov, and V. Nazarov. "OBTAINING DIESEL FUEL WITH IMPROVED PROPERTIES." Integrated Technologies and Energy Saving, no. 4 (December 30, 2021): 75–83. http://dx.doi.org/10.20998/2078-5364.2021.4.08.
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It is known that one of the ways to increase the level of operational properties of diesel fuels is the injection of special components – additives – into their composition. Today this way is a quite rational and economically feasible for Ukraine, especially in the absence of high-quality oil raw materials for the production of fuels, which in turn leads to a significant dependence on imports.
The range of additives used in diesel fuels is very diverse, which makes it difficult to select a balanced package, especially considering their effectiveness and compatibility with each other. This procedure can be a bit simplified by adding poly-functional additives to diesel fuel, the use of which is devoted to a lot of periodical literature.
Based on the relevance of the direction of scientific research related to improving the properties of diesel fuel, which is produced at the enterprises of the oil refining industry in Ukraine, we proposed to use a substance belonging to the class of aromatic diazocompounds and having polyfunctional properties in the composition of diesel fuels. Thus, this additive was added to a straight-run diesel fraction (240–350 °C) in an amount of up to 1.0%, followed by a study of the properties of the resulting mixture. Studies have shown that the additive significantly improves low-temperature properties (by -10 °C), contributes to an increase in fuel density and viscosity, and additionally gives diesel fuel a stable color (from yellow to orange). Consequently, it can be used in the composition of commercial diesel fuels with improved performance properties.
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Gaylarde, Christine C., Fátima M. Bento, and Joan Kelley. "Microbial contamination of stored hydrocarbon fuels and its control." Revista de Microbiologia 30, no. 1 (1999): 01–10. http://dx.doi.org/10.1590/s0001-37141999000100001.
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The major microbial problem in the petroleum refining industry is contamination of stored products, which can lead to loss of product quality, formation of sludge and deterioration of pipework and storage tanks, both in the refinery and at the end-user. Three major classes of fuel are discussed in this article - gasoline, aviation kerosene and diesel, corresponding to increasingly heavy petroleum fractions. The fuel that presents the most serious microbiological problems is diesel. The many microorganisms that have been isolated from hydrocarbon fuel systems are listed. The conditions required for microbial growth and the methods used to monitor and to control this activity are discussed. The effects of various fuel additives, including biocides, are considered.
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Тарасов, Валерий, Valery Tarasov, Анатолий Соболенко, and Anatoly Sobolenko. "Impact of performance properties of regenerated engine oil on marine diesel wear when it runs on different grades of fuel." Vestnik of Astrakhan State Technical University. Series: Marine engineering and technologies 2019, no. 4 (November 15, 2019): 71–81. http://dx.doi.org/10.24143/2073-1574-2019-4-71-81.
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The article focuses on studying the operational properties of regenerated engine oils in terms of the impact on the wear of friction units of the trunk diesel engine when it works on the fuel of different grades. There have been built generalized models of marine diesel parts wear on the basis of experimental studies. Diesel 2Ч10,5/13 was used for experiments. Wear was determined by the method of artificial bases and by weighting. Four groups of the main indicators
of fuels used on ships have been considered (depending on the quality indicator). The first group includes distillate fuels and low-viscosity marine fuel which is close in its characteristics to foreign fuels. The second group includes motor fuel, naval fuel oil and export fuels (medium viscosity fuels). The third group presents high-viscosity marine fuel; the fourth group - fuels made from the remains of oil refining. The description of the generalized model of details wear of the tested diesel engine was carried out by a polynomial of the second order. To obtain the model, a non-position plan was chosen for three test variables: concentration of additives in oil, a fuel quality factor and a level of diesel forcing. The superposition of the hypersurfaces of the response of wear functions
of the internal combustion engine with diesel boosting factors at zero, lower, and upper levels with visualizing the effect on engine wear parameters depending on the additives concentration and quality of the fuel used in testing regenerated engine oil has been illustrated. Verification of the model's adequacy has proved that the model is adequate for machines with average effective pressure and a wide range of fuel grades. There has been given the possibility of using the obtained model to estimate the wear value at different values of parametric factors
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Johnson, Eric, and Carl Vadenbo. "Modelling Variation in Petroleum Products’ Refining Footprints." Sustainability 12, no. 22 (November 10, 2020): 9316. http://dx.doi.org/10.3390/su12229316.
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Energy-related greenhouse gas emissions dominate the carbon footprints of most product systems, where petroleum is one of the main types of energy sources. This is consumed as a variety of refined products, most notably diesel, petrol (gasoline) and jet fuel (kerosene). Refined product carbon footprints are of great importance to regulators, policymakers and environmental decision-makers. For instance, they are at the heart of current legislation, such as the European Union’s Renewable Energy Directive or the United States’ Renewable Fuels Standard. This study identified 14 datasets that report footprints for the same system, namely, petroleum refinery operations in Europe. For the main refined products, i.e., diesel, petrol and jet fuel, footprints vary by at least a factor of three. For minor products, the variation is even greater. Five different organs of the European Commission have estimated the refining footprints, where for the main products, these are relatively harmonic; for minor products, much less so. The observed variation in carbon footprints is due mainly to differing approaches to refinery modelling, especially regarding the rationale and methods applied to assign shares of the total burden from the petroleum refinery operation to the individual products. Given the economic/social importance of refined products, a better harmony regarding their footprints would be valuable to their users.
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Mushrush, George W., Marian A. Quintana, Joy W. Bauserman, and Heather D. Willauer. "Post-refining removal of organic nitrogen compounds from diesel fuels to improve environmental quality." Journal of Environmental Science and Health, Part A 46, no. 2 (January 2011): 176–80. http://dx.doi.org/10.1080/10934529.2011.532433.
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Turab qızı Hüseynova, Aytac. "Read More About The Modernization of the oil refinery of Heydar Aliyev." SCIENTIFIC WORK 66, no. 05 (May 20, 2021): 106–8. http://dx.doi.org/10.36719/2663-4619/66/106-108.
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The Oil Refinery of Heydar Aliyev was created in July 1953 as a new oil refining plant Baki. The combined atmospheric vacuum plant is the main plant at the oil refining factory and its starting capacity produces 6 million tons of crude oil. In 2010, 43,000 tons A-98, 1.18 tons of A-92 and 19,700 tons of gasoline A-80. At the same time, 600 400t kerosene, 214,000 diesel fuels, 214,000 tons. Liquid gas, 267 500t coke and 220 600t. With this investigation, the history of the oil refinery and the details of modernization were considered. 21 out of 24 types of Azerbaijani oil are processed at the Baku Oil Refinery named after Heydar Aliyev, of which 15 types of oil products, including gasoline, aviation kerosene, diesel fuel, fuel oil, petroleum coke, etc. are produced. The plant fully meets the needs of the republic in oil products. In addition, 45% of oil products are exported to foreign countries. Key words: Azerbaijani, oil, recycling, factory, modernization
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O'Brien, D. J. "The Pacific Rim; A Global and Regional Energy Outlook." Energy Exploration & Exploitation 6, no. 4-5 (September 1988): 298–308. http://dx.doi.org/10.1177/014459878800600402.
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The Asia Pacific region consumes about 13million b/d with the U.S. West Coast and Japan accounting for 70%. While oil demand growth in general has not reached expectation, that for transportation fuels has increased considerably eg. jet fuels 6% pa, diesel 4% pa. Oil demand growth is linked to the economies of Asia's newly industrialised countries and Japan where growth has depended on successful export trade strategies. An 11 country survey has indicated that demand growth to 1990 could be as high as 9% pa. The balance between inter-regional production and imports, largely from the Middle East, is not likely to change drastically, and refining capacity is expected to remain in surplus.
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Богданов, И. А., А. А. Алтынов, Е. И. Мартьянова, and М. В. Киргина. "The effect of the process temperature on the composition and characteristics of the products, obtained by the refining of straight-run diesel fraction using the zeolite catalyst." Южно-Сибирский научный вестник, no. 3(37) (June 30, 2021): 26–32. http://dx.doi.org/10.25699/sssb.2021.37.3.018.
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Активное освоение арктических территорий и климат Российской Федерации в целом, обуславливают ежегодно растущую потребность рынка страны в низкозастывающих марках дизельного топлива. Существующие технологии производства зимних и арктических дизельных топлив, как правило, основываются на использовании зарубежных катализаторов, содержащих благородные металлы и требуют подачи водородосодержащего газа. Таким образом, актуальной задачей является создание новых технологий производства низкозастывающих дизельных топлив, не требующих вовлечения водородосодержащего газа и использующих более доступные катализаторы. Целью данной работы является исследование влияния температуры процесса переработки прямогонной дизельной фракции на цеолитном катализаторе без вовлечения водоросодержащего газа на состав и характеристики получаемых продуктов. В данной работе на лабораторной каталитической установке реализован процесс переработки прямогонной дизельной фракции на цеолитном катализаторе структурного типа ZSM-5 без вовлечения водородосодержащего газа в интервале изменения температур 375-475°С. Для исходной прямогонной дизельной фракции и полученных продуктов переработки исследован групповой углеводородный состав, физико-химические свойства и эксплуатационные характеристики. Проведена оценка соответствия характеристик полученных продуктов требованиям действующих стандартов. Рассмотрены возможные направления превращений углеводородов, входящих в состав дизельных фракций, в процессе переработки на цеолитном катализаторе. Установлено, что в интервале 375-475 °С оптимальной температурой процесса переработки на цеолитном катализаторе, позволяющей получить арктическое дизельное топливо, не требующее дополнительного компаундирования и удовлетворяющее требованиям действующих стандартов, в части основных эксплуатационных характеристик является температура 375 °С (при давлении процесса 0,35 МПа и объемной скорости подачи сырья 3 ч-1). The Russian Federation climate and active development of the Arctic territories determine the annually growing demand of the country's market for low-freezing brands of diesel fuel. The existing technologies for the production of winter and arctic diesel fuels, as a rule, are based on the use of foreign catalysts containing noble metals and require the use of hydrogen-containing gas. Thus, an urgent task is to create new technologies for the production of low-freezing diesel fuels that do not require the involvement of hydrogen-containing gas and use more affordable catalysts. This work aim is to study the effect of the process temperature on the composition and characteristics of the products, obtained by the refining of straight-run diesel fraction using the zeolite catalyst and without the involvement of hydrogen-containing gas. In this work, on a laboratory catalytic unit, the process of refining a straight-run diesel fraction on a zeolite catalyst of the ZSM-5 structural type without involving a hydrogen-containing gas in the temperature range of 375-475 °C is implemented. The group hydrocarbon composition, physicochemical properties, and operational characteristics are investigated for the initial straight-run diesel fraction and the obtained products. An assessment of the compliance of the characteristics of the obtained products with the requirements of the current standards is made. Possible directions of included in the composition of diesel fractions hydrocarbons transformations, during its processing on a zeolite catalyst, are considered. It is established that in the range of 375-475 °C, the most optimal temperature for the implementation of the refining process on a zeolite catalyst is 375 °C (at a process pressure of 0.35 MPa, and feedstock space velocity of 3 h-1). Refining at this temperature makes it possible to obtain arctic diesel fuel that does not require additional compounding, and meets the requirements of current standards in terms of the main operational characteristics.
Dissertations / Theses on the topic "Diesel fuels Refining Australia"
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Tapasvi, Dhruv 1981. "Evaluating the Economic Feasibility of Canola Biodiesel Production in North Dakota." Thesis, North Dakota State University, 2006. https://hdl.handle.net/10365/29903.
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Numerous factors have pushed energy from biomass to the forefront of policy and industry discussions. Large harvests of traditional crops, low farm prices, dependence on foreign energy sources, and environmental problems have increased interest in renewable energy sources. Tools are needed to evaluate and compare different available feedstocks and to identify parameters and modifications for the production of renewable fuels such as biodiesel. The first paper examines the development of a biodiesel process model using commonly available spreadsheet software and process-engineering principles. The basis of the model is a continuous process with two stirred-tank reactors and sodium methoxide catalysis. The process is modeled as 27 units with 51 flows and 18 components. Mass flow rates and compositions of the process input and output streams are quantified using mass and component balances, energy balances, stoichiometric relations, and established process parameters. Oil composition and rate, methanol:triglyceride ratio, and expected transesterification of triglyceride are the user-specified inputs in the model. Based on commonly reported parameters (6: 1 methanol:triglyceride ratio and 98%
transesterification) and a basis of 100 kg/h crude soybean oil, the model computes inputs of 13.8, 10.8, and 34.7 (in kg/h) for methanol, 10% sodium methoxide in methanol, and process water, respectively; and outputs of 93.5, 10.3, and 55.6 for soy biodiesel, glycerol, and waste stream, respectively. In the second paper, the mass flow rate data from the developed biodiesel process model are linked to cost data for evaluating the economic feasibility of biodiesel production in North Dakota with canola oil as the feedstock. Estimations of capital investment cost and total annual biodiesel product cost are conducted for two canola biodiesel production plants with 5 and 30 million gallons per year (MGY) capacities. These capacities were selected based on North Dakota and neighboring states' biodiesel demands, respectively. Capital investment cost analysis shows the presence of considerable economies of scale for the biodiesel production process for the two capacities. These cost calculations are based on the purchased equipment cost calculated from the equipment specifications. Total annual biodiesel product cost analysis shows that the major portion (>80%) of the total product cost is the raw material cost, similar to the analysis of previous economic feasibility studies. Cost benefits from the economies of scale are still present for the fixed charges, general expenses, and the manufacturing costs (other than the raw material costs) in the
annual product cost calculations for the two production plant capacities. Finally, based on the gross profit evaluation for both plants, this study concludes that it is more worthwhile to invest in the 30 MGY production plant because of the greater cost returns from the economies of scale benefits. The results are more encouraging after the incorporation of the federal biodiesel tax incentive and favor the investment for biodiesel production in North Dakota.North Dakota. Agricultural Experiment Station
USDA-CSREES (under Agreement No. 2003-34471-13523)
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Canto, Simone Tatiane do 1981. "Avaliação dos indicadores de energia e emissões de GEE da gasolina e óleo diesel no Brasil através da análise de insumo - produto : Evaluation of energy and GHG emissions indicators of gasoline and diesel oil in Brazil by the input - output analysis." [s.n.], 2014. http://repositorio.unicamp.br/jspui/handle/REPOSIP/265962.
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Orientadores: Marcelo Pereira da Cunha, Joaquim Eugênio Abel SeabraDissertação (mestrado) - Universidade Estadual de Campinas, Faculdade de Engenharia Mecânica
Made available in DSpace on 2018-08-24T19:54:08Z (GMT). No. of bitstreams: 1 Canto_SimoneTatianedo_M.pdf: 1446988 bytes, checksum: 3c884c3df852de562463eee9e45e87b2 (MD5) Previous issue date: 2014
Resumo: Este trabalho tem como objetivo avaliar os indicadores de energia e emissões de gases de efeito estufa (GEE) na cadeia produtiva da gasolina e do óleo diesel mineral no Brasil, com uso do modelo de insumo-produto monetário e híbrido, de modo a realizar, também, uma comparação entre os seus resultados. O ano base utilizado foi de 2009, ano mais recente possível de estimar a matriz de insumo-produto a partir dos dados divulgados pelo Instituto Brasileiro de Geografia e Estatística (IBGE). Os modelos (monetário e híbrido) contêm 25 setores e 114 produtos; a técnica permite que sejam computados todos os efeitos diretos e indiretos envolvidos na cadeia produtiva dos setores avaliados. A base de dados usada consistiu, basicamente, nas tabelas de recursos e usos do IBGE (relativas ao ano de 2009), bem como na matriz consolidada relativa aos setores e produtos energéticos (também de 2009) do Balanço Energético Nacional (BEN), divulgado pela Empresa de Pesquisa Energética (EPE). Os resultados obtidos com os dois modelos foram muito próximos, tanto para a gasolina quanto para o óleo diesel; em geral, os efeitos indiretos capturados no modelo híbrido foram um pouco maiores dado o maior encadeamento entre os setores energéticos quando as transações setorias entre estas atividades são computadas em unidades físicas. Com o uso do modelo híbrido, os principais resultados obtidos são de 1,201 ktep e 1,202 ktep de energia incorporados em cada 1 ktep de gasolina e óleo diesel, respectivamente; com relação às emissões de GEE, os indicadores encontrados são de 75,32 gCO2eq/MJ para a gasolina e 86,91 gCO2eq/MJ para o óleo diesel
Abstract: The goal of this study is to evaluate energy and GHG emissions indicators for gasoline and diesel oil in Brazil; the methodology chosen was the Input-Output (IO) Analysis. For this purpose, an economic IO model and a hybrid IO model were made to provide a comparison between them. The analysis considers 2009 as base year, because this is the most recent year which is possible to estimate the Brazilian input-output matrix from official data when the project started. Both models (economic and hybrid) have 25 sectors and 114 commodities; the approach allows all direct and indirect effects through production chain to be estimated. The main data collected and used to build the models were the use and make matrices (provided by The Brazilian Institute of Geography and Statistics ¿ IBGE) and the consolidated matrix with energy flows for primary and secondary energy sources (provided by The Brazilian Energy Research Company ¿ EPE). The results obtained with both models are very similar, considering gasoline as well as diesel oil; in general, the indirect effects captured by the hybrid model are a little bit higher due to the stronger linkage among the energy sectors when the transactions through these activities are accounted in physic (energy) units. From hybrid model, the main results are 1,201 toe and 1,202 toe embodied energy for 1 toe of gasoline and diesel oil, respectively; with respect to GHG emissions, the indicators are 75.32 gCO2eq/MJ to gasoline and 86.91 gCO2eq/MJ to diesel oil
Mestrado
Planejamento de Sistemas Energeticos
Mestra em Planejamento de Sistemas Energéticos
Books on the topic "Diesel fuels Refining Australia"
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Seminário sobre Qualidade e Uso de Combustíveis: Oleo Diesel e Gás Metano Veicular (5th 1999 Rio de Janeiro, Brazil). Trabalhos técnicos. Rio de Janeiro, RJ, Brasil: Instituto Brasileiro de Petróleo, 1999.
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Gerpen, Jon Harlan Van. Building a successful biodiesel business. Ames, IA: Iowa State University, 2005.
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Gerpen, Jon Harlan Van, Rudy Pruszko, Davis Clements, and Brent Shanks. Building a Successful Biodiesel Business: Technology Considerations, Developing the Business, Analytical Methodologies. 2nd ed. Biodiesel Basics, 2006.
Find full textBook chapters on the topic "Diesel fuels Refining Australia"
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Bellussi, Giuseppe, Vincenzo Calemma, Paolo Pollesel, and Giacomo Rispoli. "The Hydrogenation of Vegetable Oil to Jet and Diesel Fuels in a Complex Refining Scenario." In Chemicals and Fuels from Bio-Based Building Blocks, 111–50. Weinheim, Germany: Wiley-VCH Verlag GmbH & Co. KGaA, 2016. http://dx.doi.org/10.1002/9783527698202.ch5.
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Zamfirache, R., and I. Blidisel. "Environmentally friendly diesel fuels produced from middle distillates generated by conversion processes." In catalysts in Petroleum Refining and Petrochemical Industries 1995, Proceedings of the 2nd International Conference on Catalysts in Petroleum refining and Petrochemical Industries, 217–24. Elsevier, 1996. http://dx.doi.org/10.1016/s0167-2991(96)80022-x.
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Saleh, Tawfik A., Taye Damola Shuaib, Gaddafi Ibrahim Danmaliki, and Mohammed A. Al-Daous. "Carbon-Based Nanomaterials for Desulfurization." In Applying Nanotechnology to the Desulfurization Process in Petroleum Engineering, 154–79. IGI Global, 2016. http://dx.doi.org/10.4018/978-1-4666-9545-0.ch005.
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The special interest in ultra-low sulfur diesel (ULSD) is informed by the need to comply with the strict government policy on low sulfur content of transportation fuels. Better knowledge of different factors that concern deep desulfurization of fuels is important to achieve ultra-low sulfur fuels and cheaper way of producing ULSD. Both the capital and operating cost of the adsorptive desulfurization process is cheaper compare to the conventional hydroprocessing. The need to produce more volume of fuel such as diesel with very low sulfur content from low grade feed stocks like heavy oil and light cycle oil (LCO) in order to meet up with the global demand for sulfur-free fuels is pertinent. Several on-going researches are pointing to the use of adsorbents for removal of sulfur compounds from the hydrocarbon refining stream. In this chapter, varieties of carbon nanomaterials suitable for adsorptive desulfurization are discussed. The approach is feasible for commercial applications with any adsorbent of an adequate lifetime of activity as well as high capacity.
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Hammadi, Saddam A. AL. "Advances in Carbon-Based Nanocomposites for Deep Adsorptive Desulfurization." In Nanocomposites for the Desulfurization of Fuels, 63–91. IGI Global, 2020. http://dx.doi.org/10.4018/978-1-7998-2146-5.ch003.
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The ultra-low sulfur diesel (ULSD) is required to comply with stricter government policy on low sulfur content of transportation fuels. Better knowledge of the different factors that concern deep desulfurization of fuels is necessary to achieve ultra-low sulfur content and cheaper way of producing ULSD. Both the capital and operating cost of the adsorptive desulfurization process is cheaper compare to the conventional hydroprocessing. In the future, the need to produce more volume of fuels with very low sulphur content from low-grade feedstocks like heavy oil and light cycle oil in order to meet up with the global demand for sulphur-free fuels is pertinent. Several on-going researches are pointing to the use of adsorbents for removal of sulfur compounds from hydrocarbon refining stream. In this chapter, varieties of carbon nanomaterials suitable for adsorptive desulfurization are discussed. If the active lifetime, where the capacity of the adsorbents are adequate, the approach is practically feasible for commercial application.
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Godden, Lee. "Energy Justice and Energy Transition in Australia." In Energy Justice and Energy Law, 178–200. Oxford University Press, 2020. http://dx.doi.org/10.1093/oso/9780198860754.003.0011.
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Australia is in energy transition despite a national policy supportive of fossil fuels. Regional and remote areas, however, remain dependent on fossil fuels, including diesel. Renewable energy is becoming accessible for some regional communities, due to renewable energy incentives. This chapter considers the energy transition in Australia through the energy justice lens. It analyses the distribution of benefits and burdens of energy activities upon remote Indigenous communities, and examines energy price impacts and consumer protection reforms in liberalized electricity markets in the south. The analysis examines how social justice needs to inform the energy transition, also recognising that energy injustice cannot be separated from other social ills, such as poverty and discrimination based on factors including class, race, gender, or indigeneity. It concludes that there are significant protections emerging for energy consumers in the national electricity market, but an inequitable distribution of energy benefits and burdens in remote Aboriginal communities.
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Hammadi, Saddam A. AL. "Advances in Carbon-Based Nanocomposites for Deep Adsorptive Desulfurization." In Research Anthology on Synthesis, Characterization, and Applications of Nanomaterials, 1809–31. IGI Global, 2021. http://dx.doi.org/10.4018/978-1-7998-8591-7.ch075.
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The ultra-low sulfur diesel (ULSD) is required to comply with stricter government policy on low sulfur content of transportation fuels. Better knowledge of the different factors that concern deep desulfurization of fuels is necessary to achieve ultra-low sulfur content and cheaper way of producing ULSD. Both the capital and operating cost of the adsorptive desulfurization process is cheaper compare to the conventional hydroprocessing. In the future, the need to produce more volume of fuels with very low sulphur content from low-grade feedstocks like heavy oil and light cycle oil in order to meet up with the global demand for sulphur-free fuels is pertinent. Several on-going researches are pointing to the use of adsorbents for removal of sulfur compounds from hydrocarbon refining stream. In this chapter, varieties of carbon nanomaterials suitable for adsorptive desulfurization are discussed. If the active lifetime, where the capacity of the adsorbents are adequate, the approach is practically feasible for commercial application.
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Meier, Paul F. "Fischer-Tropsch Synthesis." In The Changing Energy Mix, 447–88. Oxford University Press, 2020. http://dx.doi.org/10.1093/oso/9780190098391.003.0013.
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The Fischer-Tropsch synthesis is a catalytic polymerization reaction that can be used to make transportation fuels, primarily gasoline and diesel. The process was invented in 1925 and used commercially by Nazi Germany in World War II as well as South Africa, starting in the 1950s. Initially, the fuel of choice to start the process was coal, but recently there has been increased interest in natural gas and biomass. The interest in natural gas is of most interest, as it provides an option for taking stranded natural gas and converting it into a liquid. This avoids the need for pipeline or liquefied natural gas (LNG) transport, which may be difficult to implement due to both geography and geopolitical reasons. The levelized cost of producing gasoline and diesel through this process is competitive with refining, but new commercial implementation has been hindered by the high capital cost of building the plant.
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A. Lloyd, Stephen, Luke L.B.D. Lloyd, and W. J. Atteridge. "Hydrogen as a Rail Mass Transit Fuel." In Railway Transport Planning and Management [Working Title]. IntechOpen, 2021. http://dx.doi.org/10.5772/intechopen.99553.
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There is a continually growing need for mass transport and along with customer desire for greater comfort and speed, its consumption of energy will grow faster still. The fiscal cost of energy plus global warming has spurred efficiency improvement and thoughts now concentrate on fuels. In the UK for major lines for trains, this is electricity generated in a benign fashion in large facilities nominally remote from the train and track. Electric trains tend to be lighter, hence more efficient and demand less maintenance than their diesel counterpart. Similar arguments, including pollution emissions apply to city mass transit systems. For medium density and lower density routes, whether fuel cells or the next generation of IC or GT engines are employed, hydrogen is a prime energy candidate and here we examine its feed, production, distribution, and application, including generator location. Hydrogen from steam hydrocarbon reformers have even been installed in ships. Other countries have similar desires to those of the UK, including Saudi Arabia, but their problems are different and outline examples from Australia and Saudi Arabia are included.
Conference papers on the topic "Diesel fuels Refining Australia"
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Yamane, Koji, Toshiharu Kato, Hiroko Okutani, and Yuzuru Shimamoto. "Effect of Refining Process in Biodiesel Fuel Production on Fuel Properties, Diesel Engine Performance and Emissions." In 2003 JSAE/SAE International Spring Fuels and Lubricants Meeting. 400 Commonwealth Drive, Warrendale, PA, United States: SAE International, 2003. http://dx.doi.org/10.4271/2003-01-1930.
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Forsberg, Charles. "Use of High-Temperature Reactor Heat in Refineries, Underground Refining, and Biorefineries for Liquid Fuels Production." In Fourth International Topical Meeting on High Temperature Reactor Technology. ASMEDC, 2008. http://dx.doi.org/10.1115/htr2008-58226.
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The production of liquid fuels (gasoline, diesel, and jet fuel) from hydrocarbons or biomass is energy intensive. For example, the thermal energy input into U.S. refineries is approximately equal to the thermal energy output of the nation’s nuclear power plants. The yield of liquid fuels per barrel of oil or ton of biomass can be increased if nuclear energy provides the thermal heat necessary for conversion of such feedstocks into liquid fuels. This allows the hydrocarbons and biomass that would have been burnt for the production of heat to be used as additional feedstocks for production of additional liquid fuels. Simultaneously, the carbon dioxide emissions from production facilities are reduced. The use of heat from high-temperature reactors would increase liquid fuels production by 10 to 30% per ton of hydrocarbon or biomass feedstock with corresponding reductions in greenhouse gas releases. The maximum temperature of heat to be supplied is generally less than 700°C to avoid thermal decomposition of the hydrocarbons or biomass. The temperature requirements, heat requirements, and the ultimate market size for these different applications of high-temperature heat are described.
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Bordynuik, John William. "Viable Production of Diesel From Non-Recyclable Waste Plastics." In 2013 21st Annual North American Waste-to-Energy Conference. American Society of Mechanical Engineers, 2013. http://dx.doi.org/10.1115/nawtec21-2716.
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The art of refining liquid hydrocarbons (crude oil) into diesel, gasoline, and fuel oils was commercially scaled decades ago. Unfortunately, refineries are technologically limited to accepting only a very narrow range of liquid hydrocarbons with very specific properties and minimal contaminates. Unrecyclable, hydrocarbon-based waste is a significant environmental problem increasing every year. According to the Environmental Protection Agency’s 2010 Facts and Figures report, over 92% of waste plastic is not recycled and with a growth rate of approximately 8% per year, there exists a critical need for a viable and environmentally sound, general purpose hydrocarbon-based recycling process. Hydrocarbon streams that fall outside of accepted refinery standards have traditionally been landfilled or melted into products of low value. The barriers and challenges are so great that previous attempts to refine waste plastics into fuel resulted in unviable batch-based machines producing low-value, unstable mixed fuels. However, over the course of three years JBI, Inc. (“JBI”) has broken through these barriers and has designed and built a viable commercial-scale continuous refinery capable of processing a wide-range of hydrocarbon-based waste into ASTM specification fuels. Research and testing of scale-up through 1-gallon, 3000 gallon, multi-kiln, and 40 ton/day processors took place in a plant in Niagara Falls, NY. Technical challenges encountered and lessons learned during process development will be explained in detail. In 2009, our technology was “molecularly audited” by IsleChem, LLC (“IsleChem”) of Grand Island, NY and in 2012, the full-scale plant was viably validated by SAIC Energy, Environment & Infrastructure, LLC (“SAIC”). Numerous sources of waste plastic and users of the resulting fuel products conducted extensive audits of the technology, process, and plant. For the purpose of this paper, processing of waste plastics will be discussed in detail; however, this technology can be applied to other waste hydrocarbon-based materials such as contaminated monomers, waste oils, lubricants and other composite waste streams.
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Gallaspy, David T., and Rodney E. Sears. "Application of Regional Bio-Refining to Increase the Sustainability and Energy Self-Sufficiency of Rural and Agricultural Communities." In ASME 2010 4th International Conference on Energy Sustainability. ASMEDC, 2010. http://dx.doi.org/10.1115/es2010-90415.
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The economics and potential offsets of imported energy are analyzed. Benefits to the carbon footprint of the region are estimated. A commercial structure for the operation of such a co-operative bio-refinery is proposed. Rural and agricultural regions typically have ample production of biomass in various forms, including wood from forestry, agricultural wastes and range grasses. Certain regions also have renewable energy resources such as wind power, solar insolation and hydraulic power. Rural regions are typically seen to have a potential for renewable energy that greatly exceeds energy consumption due to human activity in the region. However, energy consumption in such areas is highly biased toward non-renewable sources, just as in more urbanized regions. This is due to the standardization of virtually all manufactured energy conversion equipment to use available processed energy sources such as electricity and natural gas and refined fuels such as diesel and gasoline. In addition, agricultural activities are highly dependent on energy-intensive petrochemicals such as fertilizers, pesticides, and herbicides. Energy sustainability and self-sufficiency can therefore be increased by conversion of local renewable resources into appropriate form values for existing energy conversion equipment. Solar power, wind power and hydropower are fully commercial, although more economic in some regions than in others. The production of electricity from biomass fuels via conventional steam cycles is well established, if challenging from an economic standpoint. However, conversion of biomass and other renewable resources into fuels that can be used in standard equipment, and chemicals and fertilizers for local agricultural production is both technically and economically challenging. The authors evaluate the potential for a typical rural region to offset imports of conventional non-renewable energy such as electricity, engine fuels, and fertilizers via the establishment of a regional bio-refinery financed and operated as a local co-operative. The renewable resources of the typical rural region are assumed to facilitate the analysis. The appropriate technologies, scope, product slate, production rates, capital costs and operating costs for the bio-refinery are defined.
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Flores, Luis Ivan Ruiz, J. Hugo Rodri´guez Marti´nez, Guillermo D. Taboada, and Javier Pano Jimenez. "Assessment and Planning of the Electrical Systems in Mexican Refineries by 2014." In ASME 2011 Power Conference collocated with JSME ICOPE 2011. ASMEDC, 2011. http://dx.doi.org/10.1115/power2011-55316.
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Nowadays the refining sector in Mexico needs to increase the quantity and quality of produced fuels by installing new process plants for gasoline and ultra low sulphur diesel. These plants require the provision of electricity and steam, among other services to function properly, which can be supplied by the power plants currently installed in each refinery through an expansion of their generation capacity. These power plants need to increase its production of electricity and steam at levels above their installed capacity, which involves the addition of new power generating equipment (gas or steam turbo-generators) as well as the raise of the electrical loads. Currently, the Mexican Petroleum Company (PEMEX) is planning to restructure their electrical and steam systems in order to optimally supply the required services for the production of high quality fuels. In this paper the present status of the original electrical power systems of the refineries is assessed and the electrical integration of new process plants in the typical schemes is analyzed. Also this paper shows the conceptual schemes proposed to restructure the electrical power system for two refineries and the strategic planning focused on implement the modifications required for the integration of new process plants that will demand about 20 MW for each refinery by 2014. The results of the analysis allowed to identify the current conditions of the electrical power systems in the oil refining industry or National Refining Industry (NRI), and thereby to offer technical solutions that could be useful to engineers facing similar projects.
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Torres, Hannah, Kayla Camacho, and Nelson Macken. "A Life Cycle Assessment of Biodiesel Fuel Produced From Waste Cooking Oil." In ASME 2020 Power Conference collocated with the 2020 International Conference on Nuclear Engineering. American Society of Mechanical Engineers, 2020. http://dx.doi.org/10.1115/power2020-16240.
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Abstract Biofuels have received considerable attention as a more sustainable solution for transportation fuels. Used vegetable oil, normally considered a waste product, has been suggested as a possible candidate. Herein we perform a life cycle assessment to determine the environmental impact of biodiesel fuel produced from waste vegetable oil. We present a cradle to fuel model that includes the following unit processes: growing and harvesting, soy oil processing, cooking, waste vegetable oil refining, transesterification to produce biodiesel fuel and transportation when required. For growing and harvesting, national historical data for yields, energy required for machinery, fertilizers (nitrogen, phosphorous and potassium), herbicides, pesticides and nitrous oxide production are considered. In soy oil processing, crushing and extraction using hexane are included. For cooking, typical fryer performance and food production are considered. In order to determine a mass balance for the cooking operation, oil carryout and waste oil removal are estimated. During waste oil refining, oil is filtered and water removed. Methanol and a catalyst are used in the process of transesterification with glycerin as a byproduct. Transportation is considered using diesel trucks. Data from GREET is used throughout to compute global warming potential (GWP) and energy consumption in terms of cumulative energy demand (CED). Mass allocation is applied to the soy meal produced in refining, oil utilized for cooking and glycerin produced during transesterification. Results are compared to traditional diesel fuel and gasoline. Individual processes are examined to determine possibilities for reduction of GWP and CED. Suggestions are made for improvements in environmental impact using alternative or more efficient methods. The study should provide useful information on the sustainability of biodiesel fuel produced from waste cooking oil.
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Larkin, John, Nelson Macken, Mark Schaffer, Yaseen Elkasabi, Charles A. Mullen, Akwasi A. Boateng, Lars Bjornebo, and Sabrina Spatari. "A Process Simulation of Guayule Biorefining, Including an Exergy Analysis." In ASME 2016 10th International Conference on Energy Sustainability collocated with the ASME 2016 Power Conference and the ASME 2016 14th International Conference on Fuel Cell Science, Engineering and Technology. American Society of Mechanical Engineers, 2016. http://dx.doi.org/10.1115/es2016-59084.
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The guayule (Parthenium argentatum) plant is a source of natural rubber and a possible high-energy biofuel. Herein guayule bagasse, the residual biomass after latex extraction, which accounts for 90% of the processed plant material, is modeled in a fast pyrolysis biorefining process. The simulation uses PRO/II® software and is based on data and processes used successfully in a bench scale facility. The unique 200-ton per day plant includes fast pyrolysis utilizing the tail gas reactive process followed by atmospheric separation, hydrodeoxygenation and final product separation, resulting in products similar to traditional fuels, i.e., gasoline, jet fuel and diesel. Approximately 10% of the biomass is converted to liquid fuels with 10% of this converted to gasoline, 34% jet fuel and 56 % diesel. These yields are compared to alternative feedstock and methods. The simulation results are utilized in an exergetic assessment. The depletion of exergy from its natural state (cumulative exergy demand, CExD) is considered as a measure of sustainability of the refining process. Breeding factors, measures of exergy production (the ratio of chemical exergy of the output products to the process exergy inputs), are determined. Results show, for the entire biorefining process, favorable breeding factors can possibly exceed 10, thus suggesting a favorable method of exergy production.
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Niemi, Seppo, Jukka Kiijärvi, Mika Laurén, and Erkki Hiltunen. "Injection Pressures of a Bio-Oil Driven Non-Road Diesel Engine: Experiments and Simulations." In ASME 2012 11th Biennial Conference on Engineering Systems Design and Analysis. American Society of Mechanical Engineers, 2012. http://dx.doi.org/10.1115/esda2012-82710.
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The depletion of global crude oil reserves, increases in fossil fuel prices and environmental issues have encouraged the search for and study of bio-derived fuels. For years, fatty acid methyl esters (FAME) have already been used successfully. High-quality hydrogenated vegetable oil and Fischer-Tropsch biofuels have also been developed. Fuel refining processes, however, consume energy increasing CO2 emissions. For profitability reasons, large-scale industrial production is also required. Several distributed energy producers are instead willing to utilize various local waste materials as fuel feedstock. The target is local fuel production without any complicated manufacturing processes. Crude bio-oils are therefore also interesting fuel options, in particular for medium-speed diesel engines capable of burning such bio-oils without any major problems. Nevertheless, waste-derived crude bio-oils have also been studied in Finland in high-speed non-road diesel engines. One option has been mustard seed oil (MSO). Mustard has been cultivated in fallow fields. Non-food mustard seeds have been used for fuel manufacturing. In the performed studies with MSO, the exhaust smoke and HC emissions decreased, NOx remained approximately constant, and the thermal efficiency was competitive compared with operation on ordinary diesel fuel oil (DFO). The number of exhaust particles tended, however, to increase and deposits were formed in the combustion chamber, particularly if the engine was also run at low loads with MSO. On the whole, the results were so promising that deeper analyses of engine operation with MSO were considered reasonable. The kinematic viscosity of crude bio-oils is much higher than that of FAMEs or DFO. Consequently, the injection pressure tends to increase especially at the injection pump side of an in-line injection pump system. The flow characteristics of crude bio-oil also differ from those of DFO in the high-pressure pipe. With bio-oil, the flow seems to be laminar. The bulk modulus of bio-oils is also different from that of DFO affecting the rate of the injection pressure rise. In the present study, a turbocharged, inter-cooled direct-injection non-road diesel engine was driven with a mixture of MSO (95%) and rape seed methyl ester (RME, 5%), and standard DFO. The engine was equipped with an in-line injection pump. First, the injection pressures at pump and injector ends of the high-pressure injection pipe were measured for both fuels as a function of crank angle. Furthermore, a model was created for the injection system based on the method of characteristics. Free software called Scilab was adopted for numerical simulation of the model. Despite a few limitations in the built model, the results showed clear trends and the model can be used to predict changes in the fuel injection process when the fuel is changed.
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Moliere, Michel, and Frederic Geiger. "Gas Turbines in Alternative Fuel Applications: The Utilization of Highly Aromatic Fuels in Power Generation." In ASME Turbo Expo 2004: Power for Land, Sea, and Air. ASMEDC, 2004. http://dx.doi.org/10.1115/gt2004-53272.
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Heavy Duty Gas Turbines enjoy a wide fuel capability that makes them increasingly popular power generation tools in several branches of the industry. Among Alternative Fuels for gas turbines is a group of “Aromatic Fuels”. These fuels are presently virtually unknown but they offer interesting prospects namely for captive power in the refining and petrochemistry. Until now there has been a limited awareness of the combustion issues posed by Aromatic Fuels especially in the high temperature, medium pressure conditions of gas turbine combustors. This apparent disinterest is tied to various issues namely: - smoke problems faced by the aviation sector during the 70’s that were caused by “aromatic jet fuels”; - the supremacy of natural gas that monopolizes R&D combustion efforts for power applications. The success of light aromatics in spark engines as substitutes for lead-based RON improvers has been stopped by the ban of aromatics in car fuels. Toxicity is thus another blemish of aromatic fuels. Chemically, aromatic fuels involve a wide diversity of molecules in structure and size, ranging from simple mono-aromatics (one benzene ring) to poly-aromatics (up to 3 condensed benzene rings). The general combustion problem posed by aromatic fuels lies in the high thermal stability of the benzene ring in oxidative conditions and its propensity to condense on itself and to form soot particles. In addition, the high Auto Ignition Temperature and Delay of Aromatic Fuels make them improper for combustion in Diesel engines and require large residence time in atmospheric flames. Interestingly, it appears that, with their hot and lean diffusion flames and relatively oxidizing combustion zones, Heavy Duty Gas Turbines exhibit a remarkable ability to break and cleanly burn out these molecules. The paper presents this new class of gas turbine fuels, outlines their market rationale and offers key combustion considerations to ensure clean utilization. It also summarizes the experience gathered by a gas turbine manufacturer in the combustion of BTX, C9+ and LCO type fuels. It also outlines the chemical mechanisms that underlie the clean combustion of aromatic fuels in gas turbine chambers.
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Barbosa, Fábio C. "LNG Use in Freight Rail Industry as an Economic and Environmental Driver: A Technical, Operational and Economic Assessment." In 2017 Joint Rail Conference. American Society of Mechanical Engineers, 2017. http://dx.doi.org/10.1115/jrc2017-2233.
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Freight rail carriers have been continuously challenged to reduce costs and comply with increasingly stringent environmental standards, into a continuously competing and environmentally driven industry. In this context, current availability and relative abundance of clean and low cost non conventional gas reserves have aroused a comprehensive reevaluation of rail industry into fuel option, especially where freight rail are strongly diesel based. Countries in which rail sector is required to play an important role in transport matrix, where fuel expenditures currently accounts for a significant share of operational costs, like Australia, Brazil, United States and other continental countries, can be seen as strong candidates to adopt fuel alternatives to diesel fueled freight railways. Moreover, from an environmental perspective, the use of alternative fuels (like natural gas) for locomotive traction may allow rail freight carriers to comply with emission standards into a less technologically complex and costly way. In this context, liquefied natural gas (LNG) fueled freight locomotives are seen as a strong potential near-term driver for natural gas use in rail sector, with its intrinsic cost and environmental benefits and with the potential to revolutionize rail industry much like the transition from steam to diesel experienced into the fifties, as well as the more recent advent of use of alternating current diesel-electric locomotives. LNG rail fueled approach has been focused on both retrofitting existing locomotive diesel engines, as well as on original manufactured engines. Given the lower polluting potential of natural gas heavy engines, when compared to diesel counterparts, LNG locomotives can be used to comply with increasingly restrictive Particulate Matter (PM) and Nitrogen Oxides (NOx) emission standards with less technological complexity (engine design and aftertreatment hardware) and their intrinsic lower associated costs. Prior to commercial operation of LNG locomotives, there are some technical, operational and economic hurdles that need to be addressed, i.e. : i) locomotive engine and fuel tender car technological maturity and reliability improvement; ii) regulation improvement, basically focused on operational safety and interchange operations; iii) current and long term diesel - gas price differential, a decisive driver, and, finally, iv) LNG infrastructure requirements (fueling facilities, locomotives and tender car specifications). This work involved an extensive research into already published works to present an overview of LNG use in freight rail industry into a technical, operational and economical perspective, followed by a critical evaluation of its potential into some relevant freight rail markets, such as United States, Brazil and Australia, as well as some European non electrified rail freight lines.