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.
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Rowlands, William. "Challenges and opportunities for fossil fuels in a carbon - constrained world – an Australian perspective." Proceedings of the Royal Society of Victoria 126, no. 2 (2014): 13. http://dx.doi.org/10.1071/rs14013.
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With climate change undeniable, what are Australia’s opportunities for achieving more controlled greenhouse gases releases, while still using fossil fuels? How does this interplay with the reduction of fossil crude oil supply and the increasing shift in Australia towards importing finished products, declining refinery infrastructure and consequently reduction in the availability of chemical feed stocks for the local chemical industry? In fact, will there be an Australian chemicals and refining industry 30 years from now? The talk discussed these questions and aimed to outline a vision for Australia that might successfully deal with some of their aspects. Furthermore, this vision will be partially translated and exemplified with our lignite value add project in Victoria.
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Mikulec, Jozef, Andrea Kleinová, Ján Cvengroš, L'udmila Joríková, and Marek Banič. "Catalytic Transformation of Tall Oil into Biocomponent of Diesel Fuel." International Journal of Chemical Engineering 2012 (2012): 1–9. http://dx.doi.org/10.1155/2012/215258.
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One of the conventional kraft pulp mills produce crude tall oil which is a mixture of free fatty acids, resin acids, sterols, terpenoid compounds, and many others. This study is devoted to the issue of direct transformation of crude tall oil in a mixture with straight-run atmospheric gas oil to liquid fuels using three different commercial hydrotreating catalysts. Diesel fuel production is an alternative to incineration of these materials. High catalytic activity was achieved for all tested catalysts in temperature range 360–380°C, under 5.5 MPa hydrogen pressure and ratio H2/feedstock 500–1000 l/l. Crude tall oil can be converted to diesel oil component via simultaneous refining with straight-run atmospheric gas oil on NiMo/Al2O3and NiW/Al2O3-zeolite catalysts. All tested catalysts had very good hydrodenitrogenation activity and high liquid yield were at tested conditions.
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Hasanova, Aisha, Arzu Alizade, Rana Ahmadova, Gulbaniz Mukhtarova, and Vagif Abbasov. "Hydrocracking process of fuel oil using halloysite modified by different methods." Applied Petrochemical Research 9, no. 3-4 (November 5, 2019): 199–209. http://dx.doi.org/10.1007/s13203-019-00234-7.
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Abstract The presented article shows the studies of hydrocracking process of fuel oil with the purpose of obtaining light oil products (benzene and diesel fractions) from heavy oil residues (fuel oil), thus, deepening the refining of oil. The hydrocracking of fuel oil was conducted in the presence of halloysite modified with transition metals (Mo, Ni). Toward this end, halloysite was modified by two different methods—absorption and ion-exchange methods. It was shown that, at optimal conditions (430 °C, 4 MPa), 46.6% (wt.), 53.0% (wt.), 63.0% (wt.) and 83.0% (wt.) light oil products are obtained by the hydrocracking process of fuel oil carried out without catalyst, in the presence of unmodified halloysite, halloysite modified by absorption method and halloysite modified by ion-exchange method, respectively. The obtained benzene and diesel fractions after hydrorefining process can be added to fuels as components.
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Bell, Candice. "PESA Australia business environment review 2021." APPEA Journal 62, no. 2 (May 13, 2022): S519—S526. http://dx.doi.org/10.1071/aj21224.
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With a backdrop of energy transition and an accelerating need to decarbonise, the oil and gas business environment was complex and conflicted through 2021. The complexity of the energy transition was continually highlighted by academia and international agencies. While asserting gas and LNG as a fuel critical to the energy transition, they continued to warn that the transition away from fossil fuels is not occurring fast enough to arrest catastrophic climate change. International cooperation culminating at COP26 somewhat faltered in the face of the immense challenges the energy transition poses. Complexity was also demonstrated through the rise in LNG spot prices as Asia’s demand for energy rebounded. Though high spot LNG prices through this period proved lucrative for producers, the surge in prices pushed some Asian markets back to emission-intensive yet low-cost coal for energy generation, signalling the volatility and challenges of LNG’s position as an energy transition fuel. Conflict was seen when environmentally focused activist investors disrupted business-as-usual operations for several Australian and international firms, with all signs pointing to an intensification of this trend in the coming years. In response, capital markets rallied behind low-carbon energy investments with trillions of dollars flowing towards renewables, hydrogen and CCS projects. Finally, to compound the complexity of the myriad external forces, oil and gas firms coalesced around four key decarbonisation responses. Oil and gas firms focused efforts on: (1) strengthening and refining net zero commitments; (2) operational decarbonisation including CCS investment; (3) investment in low-carbon fuels including hydrogen; and (4) consolidation, to strengthen balance sheets, build business model resilience and diversify their portfolios.
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Balakrishnan, Madhesan, Eric R. Sacia, Sanil Sreekumar, Gorkem Gunbas, Amit A. Gokhale, Corinne D. Scown, F. Dean Toste, and Alexis T. Bell. "Novel pathways for fuels and lubricants from biomass optimized using life-cycle greenhouse gas assessment." Proceedings of the National Academy of Sciences 112, no. 25 (June 8, 2015): 7645–49. http://dx.doi.org/10.1073/pnas.1508274112.
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Decarbonizing the transportation sector is critical to achieving global climate change mitigation. Although biofuels will play an important role in conventional gasoline and diesel applications, bioderived solutions are particularly important in jet fuels and lubricants, for which no other viable renewable alternatives exist. Producing compounds for jet fuel and lubricant base oil applications often requires upgrading fermentation products, such as alcohols and ketones, to reach the appropriate molecular-weight range. Ketones possess both electrophilic and nucleophilic functionality, which allows them to be used as building blocks similar to alkenes and aromatics in a petroleum refining complex. Here, we develop a method for selectively upgrading biomass-derived alkyl methyl ketones with >95% yields into trimer condensates, which can then be hydrodeoxygenated in near-quantitative yields to give a new class of cycloalkane compounds. The basic chemistry developed here can be tailored for aviation fuels as well as lubricants by changing the production strategy. We also demonstrate that a sugarcane biorefinery could use natural synergies between various routes to produce a mixture of lubricant base oils and jet fuels that achieve net life-cycle greenhouse gas savings of up to 80%.
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Workman, Jerome. "A Brief Review of near Infrared in Petroleum Product Analysis." Journal of Near Infrared Spectroscopy 4, no. 1 (January 1996): 69–74. http://dx.doi.org/10.1255/jnirs.77.
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The use of infrared spectroscopy [including near infrared (NIR) spectroscopy] for the analysis of petroleum product analysis has become an essential component of hydrocarbon processing and refining since the mid-1940s. Early scientific literature identified absorption band positions for a variety of hydrocarbon functional groups from pure compounds to complex mixtures. The short wavelength NIR region (generally designated as 750–1100 nm), and the long-wavelength NIR region (1100–2500 nm) have been explored for their relative chemical information content with respect to hydrocarbon fuel mixtures. The functional groups of methyl, methylene, carbon–carbon, carbon–oxygen (including carbonyl), and aromatic (C–H) are measured directly using NIR spectroscopy. NIR spectroscopy combined with multivariate calibration has resulted in the reported analysis of numerous fuel components. The scientific literature has reported varied success for the measurement of RON (research octane number), MON (motor octane number), PON (pump octane number), cetane, cloud point, MTBE ( tert-Butyl methyl ether), RVP (Reid vapour pressure), ethanol, API, bromine number, lead, sulphur, aromatics, olefins and saturates content in such products as gasoline, diesel fuels, and jet fuels. This review paper summarises the foundational work using near-infrared for hydrocarbon fuels measurement beginning in 1938.
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Somani, Dhruv M., Daivik H. Sheth, Arpit S. Sharma, Navin R. Shukla, and Iqbal Mansuri. "Evaluation of Combustion and Emission Parameter of CI Engine Using Waste Transformer Oil as Fuel." International Journal for Research in Applied Science and Engineering Technology 10, no. 4 (April 30, 2022): 201–8. http://dx.doi.org/10.22214/ijraset.2022.41191.
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Abstract: This project gives idea for the effective use of Waste Transformer Oil as an alternate option for petroleum based fuels. Rapid depletion of fossil fuels, increasing pollution and increasing prices of petroleum based fuels have given a base for the research of various fossil fuels. As we all know that, petroleum based fuels are limited in reserves, concentrated in certain regions of the world are shortening day by day. Huge amount of dollars are being invested in research of alternative fuels. Meanwhile, the disposal of waste products like waste transformer oil from different electric power stations from many electric transformers throughout the country is becoming increasingly complex. while biodiesel from certain vegetable oils like Jatropha, Karanja, Soyabean and Rapeseed is acquiring much needed attention. The Waste Transformer Oil is a waste product which comes out from a electrical transformer is used for insulation and cooling purpose. This waste product can be used asansource of fuel for diesel engine applications. The WTO can be used after refining it by transesterification process or catalytic cracking process and then mixed with diesel fuel as an base fuel for evaluating different engine and emission parameters and to use it as an alternate source of fuel. The engine and fuel researchers are devoted to explore alternative fuels as the present world largely depends on petroleum fuel for generating power, vehicle movement and agriculture sectors. Price hike, limited reserve of petroleum oils and stringent emission regulation also forced researchers to find alternative fuels. In Bangladesh, there is limited petroleum reserve to meet the demand of the petroleum product and for this reason it is necessary to spend a lot of foreign currency for importing fuel every year. Recent price hike of petroleum oil incurs lots of money. Bangladesh imports most of the petroleum oils from Middle East. In this point of view, waste transformer oil (WTO) can be an alternative source for petroleum oils. WTO has significant physiochemical properties. WTO can meet a portion of our demand without any hesitation. There is a huge unused amount of transformer oil in Bangladesh which is rejected every year. This oil is not used for any other purpose. So, WTO is an important source for meeting the demand of diesel in Bangladesh. Bangladesh imports approximately 2.4 million ton diesel each year . It is well known that the transformer oil is used mainly in the electrical transformer for insulation purpose. Moreover, cooling is another purpose of using transformer oil in the electrical transformer while the transformer is running. Among various properties, one of the main properties of transformer oil is to sustain high temperature during operation. When an electrical transformer is in operation, the transformer oil is subject to mechanical and electrical resistance. For a certain period of time, it is recommended to check the electrical and chemical properties of the transformer oil. By using WTO, Bangladesh can reduce importing a huge amount of petroleum products from foreign countries. Our attention goes to the WTO. WTO results from the power generation and transmission station. At present 100 per cent transformer oil is not used in place of diesel fuel (DF) to run the engine rather blends of WTO and DF. Keywords: Waste transformer oil, WTO characteristics, Diesel fuel
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Estrela, G. V., W. C. Souza, G. V. Azevedo, H. L. Corrêa, and M. A. G. Figueiredo. "Evaluation of Commercial Adsorbents for Removal of Biuret in Urea Solution for Automotive Applications." Defect and Diffusion Forum 326-328 (April 2012): 24–28. http://dx.doi.org/10.4028/www.scientific.net/ddf.326-328.24.
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Currently, one of the major technological challenges refers to issues related to the emission of gaseous pollutants, particularly those based on SOxand NOx. Generated mainly by the burning of fossil fuels, their reduction can be achieved by changes in the conditions of refining processes, capable of adapting the legal specifications of fuel sulphur and nitrogen, or by treatment of gases exhausted. If on the one hand the industries represent an essential portion of such gases, on the other hand the automotive vehicles contribute resolutely to complement another fraction of the emissions. The growing number of diesel-powered cars in Brazil, together with the existing environmental constraints in the country, requires greater control of the indices of gaseous mixtures mentioned above, which can be decreased through reducing agents based on technologies Reducing Agents Automotive Liquids (RAAL). By injection of an aqueous solution of urea on vehicular exhaust, it is possible for example, to catalytically reduce NOxcompounds to a mixture of N2and H2O. Although this project is already in development, several challenges must be overcome, such as the catalyst deactivation by biuret (present in the solution of urea), more efficient engine design and development of fuels with lower levels of nitrogen. This work aims to study the removal of biuret by commercial adsorbents, as a way to adequate the RAAL to employment systems of diesel injection.
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Gaile, A. A., A. V. Vereshchagin, and V. N. Klement’ev. "Refining of Diesel and Ship Fuels by Extraction and Combined Methods. Part 1. Use of Ionic Liquids as Extractants." Russian Journal of Applied Chemistry 92, no. 4 (April 2019): 453–75. http://dx.doi.org/10.1134/s1070427219040013.
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Gaile, A. A., A. V. Vereshchagin, and V. N. Klement’ev. "Refining of Diesel and Ship Fuels by Extraction and Combined Methods. Part 2. Use of Organic Solvents as Extractants." Russian Journal of Applied Chemistry 92, no. 5 (May 2019): 583–95. http://dx.doi.org/10.1134/s107042721905001x.
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Bartko, R. V., S. A. Antonov, A. I. Matveeva, I. A. Pronchenkov, P. A. Nikulshin, A. Yu Kilyakova, and A. V. Gerasimov. "Chemical Сomposition and Properties of Heavy Naphthenic-Aromatic Oil. Options for its Qualified Refining." Chemistry and Technology of Fuels and Oils 632, no. 4 (2022): 3–8. http://dx.doi.org/10.32935/0023-1169-2022-632-4-3-8.
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The article discusses the chemical composition and physicochemical properties of heavy naphthenic-aromatic oil and its fractions.In comparison with mixtures of West Siberian and Samara oils, heavy oil of a naphthenic-aromatic base is characterized by a higher viscosity and density, which is associated with a high content of resins and asphaltenes compounds and the absence of gasoline fractions. The diesel fraction has good low-temperature characteristics and contains a large amount of aromatic hydrocarbons, represented mainly by monocyclic structures. Oil fractions also have good low-temperature characteristics, but are characterizedby a low viscosity index, which is due to the high content of polycyclic naphthenic hydrocarbons with short alkyl chains. The residue of vacuum distillation mainly consists of resinous substances and has a high content of metals (nickel, vanadium). A scheme has been proposed for refining heavy oil in order to obtain unique high-quality products: fuels with great low-temperature properties, low-viscosity bases of drilling fluids, naphthenic oils of various viscosities, high-quality bitumen and coke, Ni, V metal concentrate.
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Moliere, M. "Expanding fuel flexibility of gas turbines." Proceedings of the Institution of Mechanical Engineers, Part A: Journal of Power and Energy 219, no. 2 (March 1, 2005): 109–19. http://dx.doi.org/10.1243/095765005x6818.
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Gas turbines are continuous-flow engines that develop steady aerodynamics and flame kinetics. These features reduce the constraints placed on fuel properties for combustion and provide a considerable margin for clean combustion. In particular, heavy-duty gas turbines can operate on a large number of primary fuels that are available in many branches of the industry. These accessible fuels include natural gas (NG) and diesel fuel (DF), as well as a number of industry byproducts generated by the refining and petrochemical sectors, coal and oil and gas activities, steel and mining branches, and by the agricultural industry (biofuels). This fuel flexibility enhances the existing qualities demonstrated by gas turbines, such as efficiency, reliability, versatility in applications [mechanical drive, simple and combined cycle, combined heat and power (CHP)], strong integration potential [integrated gasification combined cycle (IGCC), gas to liquid (GTL)], and low emissions. As a result, gas turbines that use local fuel resources, synfuels or industrial byproducts — and are deployed in simple or combined cycles or in CHP units — can play a prominent role in the creation of reliable, clean, and energy-efficient power systems. This article provides the energy community with comprehensive information about alternative gas turbine (GT) fuels, covering volatile fuels [naphtha, natural gas liquid (NGL), condensates], weak gas fuels from the coal/iron industry [coalbed gas, coke oven gas (COG), blast furnace gas (BFG)], ash-forming oils, and hydrogen-rich byproducts from refineries or petrochemical plants. The main technical considerations essential to the success of alternative fuel applications are reviewed and key experience milestones are highlighted. A special emphasis is placed on the combustion of hydrogen in gas turbines.
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STRUŚ, Mieczysław, and Wojciech POPRAWSKI. "Improvement of the compression ignition behaviour and combustion efficiency of the second generation biofuel BIOXDIESEL." Combustion Engines 178, no. 3 (July 1, 2019): 187–90. http://dx.doi.org/10.19206/ce-2019-332.
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Biodiesel fuel is covering more and more place in the market. The reason is a limited fossil fuels resources and the need to reduce emission of harmful substances by application of the fuel made of renewable resources. Currently in Poland and in Europe, the Fatty Acid Methyl Esters are used as biocomponent of the biodiesel fuel or it is used as pure biodiesel fuel. This paper presents the research on the biofuel, which contains mainly Fatty Acid Ethyl Esters, (the energetic value of FAEE is higher than FAME) and mineral Diesel fuel is a small addition. This paper presents research on the improvement of the compression ignition behaviour and combustion effectiveness of the second generation biofuel BIOXDIESEL, which contains up to 75% of biocomponents (FAEE with bioethanol) with addition of mineral Diesel fuel. Improvement of the auto-ignition properties is achieved through the multi-component composition of Bioxdiesel fuel and dosing of enriching additives. The quality of the fuel has been evaluated during engine testing and during laboratory measurement of fuel parameters. Whereas satisfactory results show that it is appropriate to supplement the composition of biofuels produced from waste vegetable and animal fats and alcohol with the refining additive.
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Cortez, Luís, Telma Teixeira Franco, Gustavo Valença, and Frank Rosillo-Calle. "Perspective Use of Fast Pyrolysis Bio-Oil (FPBO) in Maritime Transport: The Case of Brazil." Energies 14, no. 16 (August 6, 2021): 4779. http://dx.doi.org/10.3390/en14164779.
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The maritime transportation sector (MTS) is undertaking a major global effort to reduce emissions of greenhouse gases (GHG), e.g., sulfur oxides, nitrogen oxides, and the concentration of particulates in suspension. Substantial investment is necessary to develop alternative sustainable fuels, engines, and fuel modifications. The alternative fuels considered in this study include liquified natural gas, nuclear energy, hydrogen, electricity, and biofuels. This paper focuses on biofuels, in particular fast pyrolysis bio-oil (FPBO), a serious partial alternative in MTS. There are some drawbacks, e.g., biofuels usually require land necessary to produce the feedstock and the chemical compatibility of the resulting biofuel with current engines in MTS. The demand for sustainable feedstock production for MTS can be overcome by using cellulose-based and agroforestry residues, which do not compete with food production and can be obtained in large quantities and at a reasonably low cost. The compatibility of biofuels with either bunker fuel or diesel cycle engines can also be solved by upgrading biofuels, adjusting the refining process, or modifying the engine itself. The paper examines the possibilities presented by biofuels, focusing on FPBO in Brazil, for MTS. The key issues investigated include FPBO, production, and end use of feedstocks and the most promising alternatives; thermal conversion technologies; potential applications of FPBO in Brazil; sustainability; biofuels properties; fuels under consideration in MTS, challenges, and opportunities in a rapidly changing maritime fuel sector. Although the focus is on Brazil, the findings of this paper can be replicated in many other parts of the world.
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Rodríguez-Fernández, José, Juan José Hernández, Alejandro Calle-Asensio, Ángel Ramos, and Javier Barba. "Selection of Blends of Diesel Fuel and Advanced Biofuels Based on Their Physical and Thermochemical Properties." Energies 12, no. 11 (May 28, 2019): 2034. http://dx.doi.org/10.3390/en12112034.
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Current policies focus on encouraging the use of renewable energy sources in transport to reduce the contribution of this sector to global warming and air pollution. In the short-term, attention is focused on developing renewable fuels. Among them, the so-called advanced biofuels, including non-crop and waste-based biofuels, possess important benefits such as higher greenhouse gas (GHG) emission savings and the capacity not to compete with food markets. Recently, European institutions have agreed on specific targets for the new Renewable Energy Directive (2018/2001), including 14% of renewable energy in rail and road transport by 2030. To achieve this, advanced biofuels will be double-counted, and their contribution must be at least 3.5% in 2030 (with a phase-in calendar from 2020). In this work, the fuel properties of blends of regular diesel fuel with four advanced biofuels derived from different sources and production processes are examined. These biofuels are (1) biobutanol produced by microbial ABE fermentation from renewable material, (2) HVO (hydrotreated vegetable oil) derived from hydrogenation of non-edible oils, (3) biodiesel from waste free fatty acids originated in the oil refining industry, and (4) a novel biofuel that combines fatty acid methyl esters (FAME) and glycerol formal esters (FAGE), which contributes to a decrease in the excess of glycerol from current biodiesel plants. Blending ratios include 5, 10, 15, and 20% (% vol.) of biofuel, covering the range expected for biofuels in future years. Pure fuels and some higher ratios are considered as well to complete and discuss the tendencies. In the case of biodiesel and FAME/FAGE blends in diesel, ratios up to 20% meet all requirements set in current fuel quality standards. Larger blending ratios are possible for HVO blends if HVO is additivated to lubricity improvers. For biobutanol blends, the recommended blending ratio is limited to 10% or lower to avoid high water content and low cetane number.
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Nakakita, K., K. Akihama, W. Weissman, and J. T. Farrell. "Effect of the hydrocarbon molecular structure in diesel fuel on the in-cylinder soot formation and exhaust emissions." International Journal of Engine Research 6, no. 3 (June 1, 2005): 187–205. http://dx.doi.org/10.1243/146808705x7400.
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Evaluations of diesel fuel effects on combustion and exhaust emissions in single-cylinder direct-injection diesel engines led to the unexpected result that a Swedish ‘class 1’ fuel generated more particulate matter (PM) than a fuel denoted ‘improved’, even though ‘class 1’ fuel had much lower distillation temperatures, aromatic concentration, sulphur level, and density than the ‘improved’ fuel. Little differences were observed in the combustion characteristics between these fuels, but detailed compositional analyses showed that ‘class 1’ fuel contains higher levels of cyclic and/or branched paraffins. Subsequent investigations in a laboratory flow reactor showed that ‘class 1’ fuel produces more soot precursors such as benzene and acetylene than the ‘improved’ fuel. In addition, experiments in a low-pressure laminar flame apparatus and shock tube with model (single-molecule) paraffin fuels showed that isoparaffins and cycloparaffins generate more soot precursors and soot than n-paraffins do. These results strongly suggested that the effect of molecular structure on exhaust PM formation should be more carefully examined. Therefore, a new series of investigations were performed to examine exhaust emissions and combustion characteristics in single-cylinder engines, with well-characterized test fuels having carefully controlled molecular composition and conventional distillation characteristics and cetane numbers (CNs). These investigations revealed the following. Firstly, under low and medium loads, cycloparaffins (naphthenes) have a higher PM formation tendency than isoparaffins and n-paraffins. Under high-load conditions, however, the paraffin molecular structure has a very small effect. Secondly, a highly n-paraffinic fuel does not yield PM reductions as high as expected, due to its high CN and corresponding shorter ignition lag, which initiates combustion under a state of insufficient fuel-air mixing. This finding was corroborated by laser-induced incandescence analyses. Thirdly, the lowest PM emissions were observed with a paraffinic fuel containing 55 per cent isoparaffins and 39 per cent n-paraffins. Fourthly, aromatics give higher soot and PM levels than paraffins do at high and medium load conditions. Smaller differences are observed at lower speeds and loads. Fifthly, the best fit to the PM emissions was obtained with an equation containing the regression variables CN, aromatic rings, and naphthene rings. This expression of the fuel effects in chemical terms allows well-to-wheel analyses of refining and vehicle impacts resulting from molecularly based fuel changes.
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Wojtyniak, Małgorzata. "Fuel lubricity and its laboratory evaluation." Journal of Civil Engineering and Transport 4, no. 1 (July 24, 2022): 47–59. http://dx.doi.org/10.24136/tren.2022.004.
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This literature review paper discusses the subject of lubricating properties of liquid hydrocarbon-based fuels and laboratory bench tests applied in lubricity evaluation. The analysis was made in order to highlight the importance of fuel lubricity evaluation, especially application of relatively rapid laboratory tests. Inadequate lubricity may lead to an excessive wear of fuel injection system components and in some cases ? even to catastrophic failure what, in turn, manifests itself in higher replacement costs, shortened service life, inefficient engine performance and increased tailpipe emissions. Nowadays, when more and more rigorous emissions standards for transportation fuels are continuously established, the satisfactory fuel lubricity is of great importance. Lubricity determines the antiwear behaviour of the lubricant over the regime of boundary lubrication when the moving surfaces are separated only by a very thin fluid film adhering to them. The most important role in forming such films is played by polar compounds and aromatic hydrocarbons that are naturally present in crude oil derived fuels. However, the refinery processes applied in fuel production remove them, thus reducing the lubricity. Fuel lubricity problems were first defined in the mid-1960s and resulted from more severe refining and treatment processes applied in the production of aviation kerosene. In those days, injection equipment failures in aircraft turbine engines were reported. Then, in the late 1980s, similar problems were revealed after the implementation by US and NATO forces of ?The Single Fuel Forward? policy which mandated that all military vehicles must be operable with kerosene-based fuel. Lubricity problems regarding diesel fuel emerged in the late 1990s when some countries set limits on the sulphur and aromatic hydrocarbon content in this fuel. The paraffinic diesel fuel produced by the Fischer-Tropsch synthesis or hydrotreatment process that is more commonly applied nowadays also possesses very low lubricating properties. Generally, to provide good fuel lubricity, various additives are applied and bench tests are mostly employed to estimate their effectiveness. Since 1960 many test rigs have been developed. Several inter-laboratory test programs were carried out to select the best bench tests that would show good correlation with field experience. Among them, only BOCLE, HFFR, and SLBOCLE test methods become industry standards.
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Luta, Doudou Nanitamo, and Atanda K. Raji. "Renewable Hydrogen-Based Energy System for Supplying Power to Telecoms Base Station." International Journal of Engineering Research in Africa 43 (June 2019): 112–26. http://dx.doi.org/10.4028/www.scientific.net/jera.43.112.
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Hydrogen is likely to play a significant role in the concept of low-carbon power generation in support to renewable energy systems. It is abundant, eco-friendly, highly efficient and have the potential to be more cost-effective than fossil fuels provided that the engineering challenges associated with its safe infrastructure development, economical extraction and storage are solved. Presently, about 50 million metric tons of hydrogen is generated on a yearly basis, most of that is used for oil refining and ammoniac production. Other applications include electric vehicles, power to gas and power generation, etc. This study focuses on the use of hydrogen for power generation. The main goal is to investigate technical and economic performances of a renewable hydrogen-based energy system as an alternative to diesel generators for powering a remote telecoms base station. The proposed energy system consists of a photovoltaic generator, an electrolyser, a fuel cell, a hydrogen tank, a battery storage system and a power-conditioning unit. The system is simulated using Homer Pro software.
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Martinez-Gonzalez, Aldemar, Oscar-Mauricio Casas-Leuro, Julia-Raquel Acero-Reyes, and Edgar-Fernando Castillo-Monroy. "Comparison of potential environmental impacts on the production and use of high and low sulfur regular diesel by life cycle assessment." CT&F - Ciencia, Tecnología y Futuro 4, no. 4 (December 1, 2011): 123–36. http://dx.doi.org/10.29047/01225383.233.
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This paper provides a comparative analysis using the concept of life cycle assessment (LCA), between high-sulfur (3000 ppm) and low-sulfur diesel (500 ppm) diesel. The comparative LCA considers the stages of production, transport and oil refining , as well as the transport of refined products and their respective end use. This last stage of the life cycle is important for the analysis of potential environmental impacts, due to sulfur oxide (SOx) emissions, which contribute to the formation of acid rain, damage air quality and the ecosystem (land and water acidification), causing gradual damage to human health and the environment. Therefore, comparative LCA identifies critical points from the environmental perspective, weighing the contributions of pollutants (NO2, CH4 and CO2) known as greenhouse gases (GHG) and criteria pollutants (CO, SOX, NOX, VOC's and PM). Simapro 7.2® was used to simulate and evaluate potential environmental impacts generated during the production and use by end consumers of the two fossil fuels. In order to evaluate the impact categories, two methods available in said calculation tool were selected: the first is the IPCC-2007 (GWP-100years), which estimates the carbon footprint and the contributions of each stage of the production chain to the "Global Warming" effect. The second method of evaluation is the Impact 2002+, which assesses the various contributions to the categories of toxicity to "Human Health", "Ecosystem Quality", "Climate Change" and "Depletion of Natural Resources". Thus, the preliminary results of comparative LCA show a slight increase in the carbon footprint (total emissions of CO2 equivalent in the productive chain) of low-sulfur diesel, approximately 3.8% compared to high-sulfur diesel, as a result of the increased emissions generated by the operation of the hydrogenation plant. However, low-sulfur diesel achieves a significant reduction of about 80% in comparison with high-sulfur diesel, in terms of damage to "Human Health" and "Ecosystem Quality". On the contrary, there was an increase of 2% and 6% in the categories of "Climate Change" and "Depletion of Natural Resources", respectively. Finally, despite the minor increase in the carbon footprint, although with remarkable reductions in "Ecosystem Quality" and "Human Health", the production and use of low-sulfur diesel has a single score of environmental impact equivalent to 0.23 milli points (mPt) compared to the single score obtained by high-sulfur diesel of 1.23 (mPt).
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Marek, Aleksander, Piotr Kardasz, Mikolaj Karpinski, and Volodymyr Pohrebennyk. "Assessment of the Logistic System of Fuel Life Cycle Using the LCA Method." Agricultural Engineering 20, no. 3 (September 1, 2016): 125–34. http://dx.doi.org/10.1515/agriceng-2016-0050.
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AbstractThis paper presents the logistic system of fuel life cycle, covering diesel oil and the mixture of rapeseed oil and butanol (2:3 ratio), using the Life-Cycle Assessment (LCA) method. This method is a technique in the field of management processes with a view to assessing the potential environmental hazards. Our intention was to compare the energy consumption needed to produce each of the test fuels and emissions of selected substances generated during ithe production process. The study involved 10,000 liters of diesel and the same amount of rapeseed oil and butanol mixture (2:3 ratio). On the basis of measurements the following results were obtained. To produce a functional unit of diesel oil (i.e. 10,000 liters) it is necessary to extract 58.8 m3 of crude oil. The entire life cycle covering the consumption of 10,000 liters of diesel consumes 475.668 GJ of energy and causes the emission to air of the following substances: 235.376 kg of COx, 944.921 kg of NOx, 83.287 kg of SOx. In the ease of a functional unit, to produce a mixture of rapeseed oil and butanol (2:3 ratio) 10,000 kg of rapeseed and 20,350 kg of straw should be used. The entire life cycle of 10,000 liters of a mixture of rapeseed oil and butyl alcohol (2:3 ratio) absorbs 370.616 GJ of energy, while emitting the following air pollutants: 105.14832 kg of COx, 920.03124 kg of NOx, 0.162 kg of SOx. Analysis of the results leads to the conclusion that it is oil refining which is the most energy-intensive and polluting process in the life cycle of diesel. The process consumes 41.4 GJ of energy, and causes a significant emission of sulfur oxides (50 kg). In the production of fuel that is a mixture of rapeseed oil and butyl alcohol (2:3 ratio), rape production is the most energy-intensive manufacturing process is (absorbs 53.856 GJ of energy). This is due to the long operation time of the farm tractor and combine harvester. The operation of these machines leads also to the emission of a significant amount of pollution in the form of COx (2.664 kg) and NOx (23.31 kg).
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Bogdanova, V. S. "Assessment of the current state and tendency on diversification of development of the basket of oil products at the oil processing entities of Russia." Economy in the industry 11, no. 1 (July 12, 2018): 4–10. http://dx.doi.org/10.17073/2072-1633-2018-1-4-10.
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The current state of oil-processing industry is reflected in this article, the main problems of the entities of the Orenburg region are considered. Foreign experience of functioning of the largest world companies is given as comparison and carrying out the detailed analysis (ExxonMobile, Shell, BP, etc.). It is revealed that the production relation at the leading energy industries world companies to conversion is less «1» that speaks about their orientation on high loading and deep conversion while on domestic enterprises this indicator is more than «1». That is the Russian entities are generally export-oriented. Besides, the oil-processing industry of the Orenburg region is characterized by high wearing of fixed assets, low depth of conversion, a high share of «dark» oil products in the total amount of products and as a result – low «light», that is the share products with a high value added is extremely small. In work are developed for liquidation of this imbalance and certain measures, including, measures of tax incentives of release of high-quality (high-octane) products are proposed for implementation. At the same time, at the oil processing entities of the region positive shifts are already distinctly traced: by the leading scientific institutes of the country (CJSC Neftekhimproekt, PJSC Samaraneftekhimproyekt, PJSC NPP Neftekhim, etc.) based on the accumulated domestic and international experience, it is developed and the development program of industries of this industry is implemented, positive dynamics of growth of amounts of oil refining, gradual improvement of quality of the issued motor fuels due to a construction new and upgrades of the existing objects, refusal of production of ethylated motor gasolines, increase in a share of release of the high octane gasolines and environmentally friendly diesel fuels corresponding to quality of euro-5 is traced. Authors consider that the package of measures given in this article will provide a way to innovative and technology development not only oil-processing industry of the region, but also national economies in general.
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Tyurina, E. A., A. S. Mednikov, P. Y. Elsukov, P. V. Zharkov, and E. V. Zubova. "Use of underground coal gasification gas for co-production of electric power and synthetic liquid fuel." Vestnik IGEU, no. 1 (February 28, 2022): 22–37. http://dx.doi.org/10.17588/2072-2672.2022.1.022-037.
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The study is relevant due to increased interest to the underground coal gasification technologies (UCG). The interest is determined by the depletion of world oil and gas reserves, the significant amount of coal deposits in various countries of the world, the growing energy demand, as well as the threat of global climate change. The possibility to use technologies of underground gasification of low-grade coal with complex geological environment is huge. Recently, interest to UCG has grown dramatically. In contrast to all major programs of the 20th century, this unprecedented interest is mainly stimulated by private capital in response to high oil and energy prices. Thus, the studies of UCG are carried out. And more than 30 tests are planned in Australia, China, India, South Africa, New Zealand, Canada, and the United States. The development of competitive gas-based technologies of production of electricity and synthetic liquid fuels is a high-priority task. The studies have been carried out using a mathematical model of the unit for the production of electricity and methanol. To design a mathematical model, a software, or the system of machine programs development (SMPP) has been used. It has been developed at Melentiev Energy Systems Institute of Siberian Branch of the Russian Academy of Sciences (ESI SB RAS). The article presents the results of the study of the use of UCG for the coproduction of synthetic liquid fuel (methanol) and electricity. A detailed mathematical model of electricity and methanol production unit has been developed. Based on the model, technical and economic optimization of the schemes and parameters has been carried out. It made possible to estimate the competitiveness conditions of the proposed method of coal processing. In addition, the sensitivity of the economic indicators of the unit to changes in external conditions has been studied. Based on the results of the analysis of the cost of diesel fuel in the eastern regions of Russia, the authors have made the conclusion that at present methanol produced by the energy technological unit is as competitive as delivered expensive diesel fuel. The introduction of such systems is economically reasonable in the near future.
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Cygańczuk, Krzysztof, and Paweł Wolny. "A Chance for the Climate. Fuel of the 21st Century – Analysis of the Perspective of Climate Neutrality on the Example of the Polish Hydrogen Strategy." Safety & Fire Technology 58, no. 2 (2021): 120–38. http://dx.doi.org/10.12845/sft.58.2.2021.7.
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Aim: This article attempts to present the issues related to the search for alternatives to energy resources in all sectors of the economy. The direction of the search is to choose “green energy” (in this case hydrogen), which, due to its potential wide application, is already beginning to be treated as an instrument of carbon neutrality. Most EU countries have agreed that they will be carbon-neutral by 2050, which should result in the reduction of greenhouse gas emissions to the atmosphere by around 95% compared to the beginning of the gas emissions calculation in 1990. However, achieving emission neutrality will require a far-reaching elimination of emissions not only in the power sector, but also in other sectors (including industry, transport and heating). These areas still rely on emission fossil fuels (coal, crude oil and natural gas), which cannot be directly replaced with electricity from RES. Introduction: Hydrogen is not a source of energy, but it is a very effective carrier. Although it is practically not in the free state, it is very often found in the form of chemical compounds such as CH4 (methane) or H2O (water). In order to extract the energy it contains, it must be isolated from the molecules it is composed of. Hydrogen can be transported via gas pipelines (gaseous) or tankers (liquefied). It is currently used in the petrochemical industry, in - cluding for oil refining and chemical industry for the production of fertilizers, ammonia or methanol. Recently, hydrogen has become a topic that is often discussed in the public space in the context of climate protection (and thus decarbonisation of the economy). This fuel is credited with extraordinary potential and applicability in so many areas that it should be widely regarded as oil of the 21st century and a key element of the new energy policy. Moreover, the investment in hydrogen should support sustainable growth and job creation, which will be critical when recovering from the COVID-19 pandemic. Methodology: The article provides an overview of research questions and the most recent results of considerations. It presents a multidimensional and interdisciplinary analysis of the suitability of alternative fuels and the implementation of the related projects. The analysis of the topic was based on, among others, on the project of the Polish Hydrogen Strategy, which is important for the further development of research topics and cooperation in this field. Conclusions: For the energy sector that processes available forms of energy, hydrogen is probably a good choice for the future. It can be an alternative to natural gas in providing backup capacity for renewable energy sources that produce energy dependent on weather conditions (i.e. sun and wind). Hy- drogen, which has the advantage of high energy density, is also a good tool for storing renewable energy and for transmitting and distributing renewable energy over long distances. Due to this, green energy from regions of the world with high insolation and wind energy, such as Australia, Latin America or North Africa, could be transferred over long distances (taking into account losses in energy networks it would be a much more economical solution). It would not require high-cost investments in new infrastructure. The article deals with the aspects relating to all parts of the value chain – production, transmission, storage and use of hydrogen, taking into account the legal conditions at the national (Polish Hydrogen Strategy) and the EU level, and proposing sustainable support systems and measurable goals. Keywords: green hydrogen, synthetic fuel, renewable energy, solar fuel, hydrogen Article type: review article
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Boschee, Pam. "Comments: The Stakes Grow Higher in Defining Green Energy." Journal of Petroleum Technology 74, no. 03 (March 1, 2022): 8–9. http://dx.doi.org/10.2118/0322-0008-jpt.
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Not so long ago, defining green energy was generally straightforward: renewables. It may not have been quite that simple, but the development of agreed-upon definitions based on science has become much more complex and contentious, even within the past year. It’s not just a highbrow debate about semantics. The standardization of criteria or a widely accepted taxonomy is critical as the focus increases on not only greenwashing, but on the actual processes and technologies enabling what were thought of as at least “greener” energy. The hammering out of definitions is needed to keep the energy transition moving forward globally. This scrutiny affects the options for companies seeking alternatives in carbon markets where the price of permits for emitting a tonne of CO2 is escalating. In early February, the price of CO2 permits in the EU reached a record high above 96 Euros ($109)/tonne CO2. Reuters reported that the carbon price has risen more than 200% since the start of 2021, partly due to high natural gas prices and the switch made to coal by some power generators. This resulted in higher emissions and increased the demand for permits. In January, the EU Platform on Sustainable Finance, comprising members from utilities, banks, nongovernmental organizations, and corporations, rejected the EU Commission’s draft sustainable finance rules which proposed labeling nuclear power and natural gas as green transition fuels. Nuclear projects permitted until 2045 were to be classified as green, but only if countries can safely dispose of the radioactive waste. Gas was to be included until 2030 with emissions thresholds specified. The EU Platform concluded that even if a gas plant stays under the emissions threshold, it “is not green at any point in its life.” Nuclear energy was acknowledged as already being part of the transitioning energy system and having near to zero greenhouse-gas emissions, but it would not meet the taxonomy’s requirement to “do not significant harm” to the environment because of the toxic waste that cannot be recycled or reused. The EU Commission’s taxonomy will be sent to the European Parliament and Council for review. Blue hydrogen was questioned as a transition fuel by a peer-reviewed study published in August 2021 in Energy Science & Engineering by coauthors from Cornell and Stanford universities. They wrote, “Far from being low-carbon, greenhouse-gas emissions from the production of blue hydrogen are quite high, particularly due to the release of fugitive methane. … Perhaps surprisingly, the greenhouse-gas footprint of blue hydrogen is more than 20% greater than burning natural gas or coal for heat and some 60% greater than burning diesel oil for heat, again with our default assumptions.” They added, “Our analysis assumes that captured carbon dioxide can be stored indefinitely, an optimistic and unproven assumption. Even if true though, the use of blue hydrogen appears difficult to justify on climate grounds.” In a study published last month in the Proceedings of the National Academy of Sciences, researchers at the University of Wisconsin-Madison combined econometric analyses, land use observations, and biophysical models to estimate the realized effects of the US Environmental Protection Agency’s Renewable Fuel Standard (RFS) mandate to partially replace petroleum-based fuels with biofuels. They found that the RFS increased corn prices by 30% and the prices of other crops by 20%, which, in turn, expanded US corn cultivation by 8.7% and total cropland by 2.4% in the years following the policy’s enactment (2008 to 2016). “These changes increased annual nationwide fertilizer use by 3 to 8%, increased water-quality degradants by 3 to 5%, and caused enough domestic land use change emissions such that the carbon intensity of corn ethanol produced under the RFS is no less than gasoline and likely at least 24% higher. These tradeoffs must be weighed alongside the benefits of biofuels as decision makers consider the future of renewable energy policies and the potential for fuels like corn ethanol to meet climate mitigation goals.” The move toward energy transition has been pivotal for our industry and many others. It could be argued that no country, business, or individual will remain unaffected by the changes in progress and yet to come. “Transition” is defined as “the process or a period of changing from one state or condition to another.” And this process will take time, effort, technology, buy-in, scientific study and verification … and consensus, which may be the most challenging piece of all. A significant announcement demonstrating the application and acceptance of a scientific taxonomy was Santos Ltd.’s recent booking of 100 million metric tons of CO2 storage capacity in the Cooper Basin in South Australia. The company believes it represents the industry’s first-ever booking to be made under SPE’s CO2 Storage Resource Management System.
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Simshauser, Paul, Leonard Smith, Patrick Whish-Wilson, and Tim Nelson. "Foreign aid via 3-Party Covenant Financings of capital-intensive infrastructure." Journal of Financial Economic Policy 8, no. 2 (May 3, 2016): 183–211. http://dx.doi.org/10.1108/jfep-11-2015-0067.
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Purpose The purpose of this article is to analyse electricity supply in the Solomon Islands face extraordinarily expensive electricity tariffs – currently set at 96 c/kWh – making them amongst the highest in the world. Power is supplied by a fleet of diesel generators reliant on imported liquid fuels. In this article, the authors model the 14,100 kW power system on the island of Guadalcanal and demonstrate that by investing in a combination of hydroelectric and solar photovoltaic generating capacity, power system costs and reliability can be improved marginally. However, when the authors model a 3-Party Covenant (3PC) Financing structure involving a credit wrap by the Commonwealth of Australia, electricity production costs fall by 50 per cent, thus resulting in meaningful increases in consumer welfare. Design/methodology/approach This study’s approach uses an integrated levelised cost of electricity model and dynamic partial equilibrium power system model. Doing so enables the authors to quickly analyse the rich blend of fixed, variable and sunk costs of generating technology options. The authors also focus on the cost of capital that is likely to be achieved under various policy settings. Findings The authors find that a 3PC Financing policy can substantially reduce the production costs associated with capital-intensive power projects in an unrated sovereign nation. Such a policy and associated prescriptions are not specific to the Solomon Islands or power generation. The conceptual framework and associated financial logic that underpins the initiative can be generalised to other “user pays” infrastructure projects and to other developing nations. The broad applicability of 3PC financing means that it is not country specific, project specific or asset class specific. Research Limitations/implications It is important to note that the analysis in this paper has a number of limitations in that the authors do not deal with rural electrification or distribution network costs. The focus of this paper is to identify policy interventions that are capable of making profound changes to the cost and the reliability of wholesale electricity production. Originality/value The focus of this paper is to identify a policy intervention capable of making profound changes to the cost and the reliability of wholesale electricity production. While there is nothing novel associated with a 3PC Financing per se, the authors are unaware of its direct use as a form of delivering foreign aid. A 3PC Financing has the effect of shifting the source of aid funding from fiscal account surplus/deficit (i.e. cash outlays) to balance sheet (i.e. credit wrap). However, this is not a “magic pudding” – 3PC Financing creates an asset-backed contingent liability and will have the effect of reducing the donor country’s own debt capacity by a commensurate amount, holding the nation’s credit rating constant.
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Jampaiah, Deshetti, Dmitry Y. Murzin, Adam F. Lee, David Schaller, Suresh K. Bhargava, Ben Tabulo, and Karen Wilson. "Catalytic selective ring opening of polyaromatics for cleaner transportation fuels." Energy & Environmental Science, 2022. http://dx.doi.org/10.1039/d1ee02363b.
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Selective ring opening (SRO) catalysts transform polycyclic molecules in low grade oil to produce cleaner burning diesel fuel. Mechanistic insight, structure-reactivity relationships, catalyst design, and future opportunities for pyrolysis oil refining from municipal solid waste are discussed.
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Arguelles-Arguelles, Antonio, Myriam Adela Amezcua-Allieri, and Luis Felipe Ramírez-Verduzco. "Life Cycle Assessment of Green Diesel Production by Hydrodeoxygenation of Palm Oil." Frontiers in Energy Research 9 (July 23, 2021). http://dx.doi.org/10.3389/fenrg.2021.690725.
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Transition to a new energy low carbon pool requires the gradual replacing of fossil fuels with other cleaner energies and biofuels. In this work, the environmental impact of renewable diesel production using an attributional life cycle assessment was evaluated by considering five stages: palm plantation-culture-harvest, palm oil extraction, palm oil refining, green (renewable) diesel production, and biofuel use. The functional unit was established as 1.6 × 10−2 m3 (13.13 kg) of renewable diesel. The results show that the production of renewable diesel by Hydro-processed Esters and Fatty Acids is more environmentally friendly than fossil diesel production. In particular, the analysis showed that the CO2 emission decreases around 110% (i.e. mitigation occurred) compared with conventional diesel production. However, renewable diesel production has a relevant environmental impact in the human toxicity category due to the high consumption of agrochemicals during palm culture.
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Kalnes, Tom, Terry Marker, and David R. Shonnard. "Green Diesel: A Second Generation Biofuel." International Journal of Chemical Reactor Engineering 5, no. 1 (September 14, 2007). http://dx.doi.org/10.2202/1542-6580.1554.
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Environmentally-conscious design of processes and products is increasingly viewed as an important strategy in the sustainable development of new refining and chemical processes. This paper discusses a new process technology developed by UOP and Eni S.p.A; the UOP/Eni EcofiningTM process to produce green diesel from vegetable oil. This novel process utilizes catalytic saturation, hydrodeoxygenation, decarboxylation and hydroisomerization reactions to produce an isoparaffin-rich diesel fuel from renewable feedstock containing triglycerides and fatty acids. The resultant biofuel product has a high cetane value, a lower gravity, good cold flow properties and excellent storage stability. Green diesel is completely compatible for blending with the standard mix of petroleum-derived diesel fuels, thus providing significant value to the refiner. The process for producing green diesel operates at mild operating conditions and integrates well within existing petroleum refineries. In contrast to fatty acid methyl esters, where fuel properties depend on feed origin and process configuration, green diesel product is independent of feed origin and the fully deoxygenated biofuel is readily blended with conventional diesel fuel. A life cycle assessment (LCA) of this promising new biofuel production technology has been undertaken to quantify the intrinsic benefits of green diesel production over the current practice of converting various forms of lipids to fatty acid methyl esters. This paper will describe the technology, discuss the results of the LCA study and summarize the advantages this new technology can offer over other processing routes.
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Semeniuk, Liudmila Anatolievna, and Maxim Igorevich Tarasov. "EFFECT OF WASTE ENGINE OIL ON AGEING INTENSITY IN A MARINE DIESEL ENGINE WITH HIGH BOOST." Vestnik of Astrakhan State Technical University. Series: Marine engineering and technologies, February 25, 2019, 71–77. http://dx.doi.org/10.24143/2073-1574-2019-1-71-77.
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The key directions of the oil aging process are closely interrelated with its fumes and this is once again confirmed by the motor experiment. The degree of oxidation of the engine oil subjected to identification by increasing the concentration of insoluble impurities identifies the thermo-oxidative destruction of the present hydrocarbons. The results of modeling the process of wear of parts of the cylinder-piston group of marine diesel are considered. Through the application of the theory of experiment planning, the range of minimum wear is revealed, the dependence is focused on the values of the quality indicators of the used fuels and lubricants, the engine boost and the amount of engine oil burn. The change in the values in the main directions of oil aging as a result of reducing its fumes was noted. There has been revealed engine oil burnout in which the operation of the diesel engine is accompanied by less carbon and varnish formation on its pistons and the wear rate of the elements of the cylinder-piston group, the engine oil being in excellent condition in terms of the composition of aging products. Oil aging rate is determined at each stage of trial, according to sample analysis. There is given the matrix of experiment planning, as well as results of its processing. There are established the equations usable in trunk diesel operation that help to analyze general and specific rate of motor oil ageing, the initial values being values of oil waste, properties of fuels and lubricants and engine forcing. Motor oil of М-14-Г2 grade (circulating system) has been recommended to use for efficient and durable operation of ship diesels with average and low boost. For high powered engines operating on deep refining fuels it is possible to use the following oil grades: М-14-Д2 (cl 20) и М-14-Д2 (cl 30) with high neutralizing and motor qualities.
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Bell, Candice. "Concurrent 13. Presentation for: PESA Australia business environment review 2021." APPEA Journal 62, no. 4 (June 3, 2022). http://dx.doi.org/10.1071/aj21347.
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Presented on Wednesday 18 May: Session 13 With a backdrop of energy transition and an accelerating need to decarbonise, the oil and gas business environment was complex and conflicted through 2021. The complexity of the energy transition was continually highlighted by academia and international agencies. While asserting gas and LNG as a fuel critical to the energy transition, they continued to warn that the transition away from fossil fuels is not occurring fast enough to arrest catastrophic climate change. International cooperation culminating at COP26 somewhat faltered in the face of the immense challenges the energy transition poses. Complexity was also demonstrated through the rise in LNG spot prices as Asia’s demand for energy rebounded. Though high spot LNG prices through this period proved lucrative for producers, the surge in prices pushed some Asian markets back to emission-intensive yet low-cost coal for energy generation, signalling the volatility and challenges of LNG’s position as an energy transition fuel. Conflict was seen when environmentally focused activist investors disrupted business-as-usual operations for several Australian and international firms, with all signs pointing to an intensification of this trend in the coming years. In response, capital markets rallied behind low-carbon energy investments with trillions of dollars flowing towards renewables, hydrogen and CCS projects. Finally, to compound the complexity of the myriad external forces, oil and gas firms coalesced around four key decarbonisation responses. Oil and gas firms focused efforts on: (1) strengthening and refining net zero commitments; (2) operational decarbonisation including CCS investment; (3) investment in low-carbon fuels including hydrogen; and (4) consolidation, to strengthen balance sheets, build business model resilience and diversify their portfolios. To access the presentation click the link on the right. To read the full paper click here
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Parthasarathy, M., S. Ramkumar, and J. Isaac Joshua Ramesh Lalvani. "Influence of Various Flow Rates of CNG in CI Engine with Blend of Tamanu Methyl Ether and Ethanol." International Journal of Vehicle Structures and Systems 11, no. 2 (August 12, 2019). http://dx.doi.org/10.4273/ijvss.11.2.06.
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The petroleum fuels are continuously depleted, and they are a non-renewable source of the energy. Continuous usage of them leads to depletion of resource and an increase in global warming. Due to higher norms imposed on the fuel quality, the refining cost gets higher, and hence, obviously, the cost of the petroleum products would be higher. This leads to the search for alternate energy sources. The wide usage of CNG in the petrol engine is a common practice in the automobile sector, but the combined usage of CNG in dual fuel condition with the blend of ethanol and TME has not been practiced yet. The fuels used for this research are diesel, neat Tamanu biodiesel, blend of 10% ethanol with 90% Tamanu Methyl Ether (TMEE10) and CNG. Due to the higher compression ratio of CI engine, the usage of CNG in it will produce higher brake thermal efficiency. Due to the higher-octane rating of CNG, it wouldn’t be used as fuel in CI engine. If CNG is used as a fuel in CI engine, it leads to higher knock and vibrations. Hence, it is difficult to operate the engine, but an energy share of CNG can be used in a CI engine. In this research, CNG is inducted into the engine. The flow rate is varied, such as 0.015 kg/hr., 0.026 kg/hr., 0.035 kg/hr. and 0.046 kg/hr., while the blend of biodiesel and ethanol is injected directly into the combustion chamber. Since the calorific value of TME and ethanol is less when compared to diesel, CNG is inducted to enrich the overall energy mix of the fuel. Based on the experimental investigation, it is found that the combination of TMEE10 and CNG flow rate of 0.035 kg/hr. produces higher performance and better emission characteristics.
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Dautzenberg, Geertje, Mirko Gerhardt, and Birgit Kamm. "Bio based fuels and fuel additives from lignocellulose feedstock via the production of levulinic acid and furfural." Holzforschung 65, no. 4 (June 1, 2011). http://dx.doi.org/10.1515/hf.2011.081.
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Abstract The demand for biomass-derived fuels and fuel additives, particularly in the transportation sector, has stimulated intense research efforts in the chemistry of levulinic acid and levulinic acid secondary products over the past decade. Additionally, recent technological progress in lignocellulosic feedstock (LCF) chemistry has also increased attention in this regard. As a result, several oxygenating fuel additives with potential applications in both gasoline and diesel fuels have been identified. Some of the chemicals, such as ethyl valerate, appear to be viable alternatives to the currently used branched, short-chain ethers that are derived from side products of petrol refining. Cost-effective applications of lignocellulosic biomass are a crucial aspect of its feasibility. In consideration of the LCF biorefinery concept, the feasibility must also include the chemical pulping of LCF and the comprehensive utilisation of its main constituents cellulose, hemicelluloses, and lignin. The present study focuses on cellulose and hemicelluloses as viable sources for the production of biofuels and biofuel additives. Multifunctional catalysis, including hydrogenation and acid catalysis are the primary instruments used for the conversion of the monomeric carbohydrate building blocks, i.e., mainly C5 sugars, such as xylose and arabinose, and C6 sugars in the form of glucose and their respective secondary products, furfural and levulinic acid. Lignin utilisation is not addressed in this paper.
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Ulanov, Vladimir, and Oleg Skorobogatko. "Modelling oil product prices with due regard to proliferation of alternative fuels and tightening of technical standards." International Journal of Energy Sector Management ahead-of-print, ahead-of-print (September 27, 2021). http://dx.doi.org/10.1108/ijesm-10-2020-0012.
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Purpose This paper aims to clarify the relationship between oil product prices and factors describing the most crucial emerging trends in fuel consumption. The work is aimed to test the hypothesis that the proliferation of alternative fuel cars is a significant factor in determining the level of motor fuel prices. The influence of technical standards of oil products on the model parameters is also analysed. Design/methodology/approach The hypothesis testing is carried out on the basis of an econometric analysis of information regarding the North-West European commodity market and the data on the registration of alternative fuel passenger vehicles. Time series are analysed for the presence of a structural shift in the parameters of the model as a result of changes in the requirements of technical regulations for fuel. Findings The results suggest a different nature of the influence of the proliferation of alternative fuel passenger vehicles – it has little effect on diesel prices, whilst the indicators under study have a negative effect on the prices of motor gasoline. The construction of oil product price models has confirmed the impact of tightening the technical requirements for the parameters of dependence equations. Practical implications The obtained results can be used in forecasting price indicators in oil refining for strategic and investment purposes. Originality/value This paper fulfils an identified need to take into account the emerging global trends in fuel consumption to obtain reliable parameters for oil product price modelling.
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"An overview of the Australian biomass resources and utilization technologies." BioResources 1, no. 1 (August 1, 2006): 93–115. http://dx.doi.org/10.15376/biores.1.1.93-115.
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Information on Australian biomass resources including bagasse, black liquor from paper pulp production, wood waste and forestry residues, energy crops, crop wastes, food and agricultural wet waste, and municipal solid wastes is provided in the review. The characteristics of the Australian biomass are typical of those of other countries, i.e. high moisture and volatile matter, low heating value and density, and low sulfur and nitrogen content, but high Ca and Mg for woody biomass. The characteristics influence biomass utilization. Biomass is used extensively at present within Australia , primarily for domestic heating, as bagasse in the sugar industry, and for electricity generation. Biomass usage for electricity generation is increasing and is expected to reach 5.2 Mt/year by 2019-20. Exports, as wood chips, are approximately 10 Mt/year in 2000-01. Forestry residues have been estimated to be 23 Mt/year. Current technologies that utilize biomass in Australia include those for electricity and heat by direct combustion, cofiring with coal and fluidized bed combustion), for biogas generation (from landfills, and aerobic digestion, and as bio-liquids. Related to bio-liquid fuels, ethanol production from molasses and wheat is making progress. The resultant ethanol is used as a petrol extender, and a bio-diesel process is under development.
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"Выбор индекса производительности центробежного сепаратора для комбинированных маслоочистительных комплексов судовых тронковых дизелей." Вестник Инженерной школы ДВФУ 45, no. 4 (2020). http://dx.doi.org/10.24866/2227-6858/2020-4-5.
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Показана перспективность комбинированной очистки моторного масла в судовых тронковых дизелях с использованием саморегенерирующихся фильтров и сепараторов. Этот метод очистки особенно эффективен для форсированных высокоавтоматизированных двигателей с низким угаром масла, работающих на высоковязких остаточных топливах. Обосновывается важность надежной защиты подшипников двигателя от абразивного изнашивания полнопоточным фильтрованием масла. Центробежный сепаратор, работающий по байпасной схеме, эффективно удаляет из системы смазки мелкодисперсную фазу нерастворимых загрязнений, что обеспечивает функционирование и повышает автономность саморегенерирующегося фильтра, а также замедляет старение смазочного масла. Доказывается необходимость подбора сепаратора по удельному индексу производительности, обеспечивающему ресурсосберегающее маслоиспользование в системе «дизель–топливо–масло– очистка». Новизна экспериментального моделирования эффективности этой системы состоит в оценке с помощью лабораторной моторной установки трибологических показателей отработавшего в судовом дизеле смазочного масла, отражающих взаимодействие звеньев рассматриваемой системы, и установлении их связи с изнашиванием двигателя. Эффективность системы идентифицирована по критерию изнашивания дизеля, что позволяет использовать ее расчетно-экспериментальную модель для определения параметров центробежного сепаратора – с тем, чтобы он удовлетворял требованиям рассматриваемых взаимодействующих звеньев. Модель трансформирована в выражение для расчета удельного, приходящегося на единицу мощности двигателя индекса производительности сепаратора, обеспечивающего минимальное изнашивание двигателя, бессменную работу смазочного масла и автономный срок службы саморегенерирующегося фильтра не менее 3 тыс. ч. Полученные рекомендации по подбору сепаратора в системе смазки двигателя с полной реализацией достоинств автоматизированной тонкой очистки моторного масла комбинированием фильтрования и центрифугирования применимы для судовых дизелей средней и повышенной частоты вращения мощностью до 20 тыс. кВт. Ключевые слова: ресурсосберегающее маслоиспользование, саморегенерирующийся фильтр, центробежный сепаратор, изнашивание дизеля, комбинированная очистка масла, смазочная система, индекс производительности сепаратора, оптимизация сепарирования масла The prospects of combined cleaning of engine oil in ship trunk diesel engines using self-regenerating filters and separators are shown. This cleaning method is especially effective for high-powered, highly automated engines with low oil waste, operating on high-viscosity residual fuels. The importance of reliable protection of engine bearings from abrasive wear by full-flow oil filtration is substantiated. The centrifugal separator, operating according to the bypass scheme, effectively removes the finely dispersed phase of insoluble contaminants from the lubrication system, which ensures the functioning and increases the autonomy of the self-regenerating filter, and also slows down the aging of the lubricating oil. The necessity of selecting a separator according to the specific performance index, which ensures resource-saving oil use in the “dieselfuel-oil-cleaning” system, is proved. The novelty of the experimental modeling of the efficiency of this system consists in evaluating the tribological indicators of the lubricating oil used in a marine diesel engine, reflecting the interaction of the links under consideration, on a laboratory motor unit, and establishing their connection with engine wear. The efficiency of the presented system is identified by the criterion of diesel wear, which makes it possible to use its computational and experimental model to determine the parameters of a centrifugal separator so that it meets the requirements of the considered interacting links. The model has been transformed into an expression for calculating the specific index of the separator performance per unit of engine power, which ensures minimum engine wear, permanent operation of the lubricating oil and an autonomous service life of a self-regenerating filter of at least 3 thousand hours. Full realization of the advantages of automated fine cleaning of engine oil by combining filtration and centrifugation, are applicable for marine diesel engines of medium and high speed with a capacity of up to 20 thousand kW. Keywords: resource-saving oil use, self-regenerating filter, centrifugal separator, diesel wear, combined oil purification, lubrication system, separator performance index, optimization of oil separation